Cat 120 H 9FN PDF

Copyright 1991, 2008 Caterpillar Inc. All Rights Reserved.
Page 1 of 3
6TM00434 120H MOTOR GRADER Operation & Maintenance

Media Number SEBU7059-03 Publication Date 2000/11/01 Update Date 2001/10/03
Lubricant Viscosities
SMCS Code: 1000; 7000; 7581
The proper viscosity grade is determined by the minimum outside temperature when the machine is started. The proper
viscosity grade is also determined by the maximum outside temperature while the machine is operated. Use the column
that is entitled "Min" on the table to determine the viscosity grade that is required for starting a cold machine and for
operating a cold machine. Use the column that is entitled "Max" on the table to select the viscosity grade for operating
the machine at the highest temperature that is anticipated. Use the highest viscosity oil that is allowed for the temperature
when you start the machine.
Machines that are continuously operated should use the higher viscosity oils in the final drives and differentials in order
to maintain the highest possible oil film thickness. Consult your dealer if additional information is needed.
Table 11
Lubricant Viscosities for Ambient Temperatures

°C °F
Oil Type and Oil Viscosities
Compartment or System Max Min Max
Classification Min
-40 -40
SAE 0W20 0 32
-40 -40
SAE 0W30 10 50
-30 -22
SAE 5W30 10 50
Transmission, Differential, Tandem Drive Caterpillar TDTO -30 -22

SAE 10W 0 32
and Wheel Spindle Bearings Caterpillar TO-4
-25 -13
SAE 30 25 77
-15 122
SAE 50 50 5
122
SAE 60 5 50 41
-30 -22 104

SAE 75W90 40
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Copyright 1991, 2008 Caterpillar Inc. All Rights Reserved. Page 2 of 3
-20 104
SAE 80W90 40 -4
Caterpillar GO -10 122

Circle Drive SAE 85W140 50 14
API GL-5
104
SAE 90 0 40 32
-40 -40
SAE 0W20 10 50
-40 -40
SAE 0W30 30 86
Caterpillar Multigrade -30 -22

SAE 5W30 30 86
DEO
Engine Crankcase
API CG-4 -30 -22 104
API CF-4 SAE 5W40 40
-20 104
SAE 10W30 40 -4
-15 122
SAE 15W40 50 5
-40 -40 104

SAE 0W20 40
-40 -40 104

SAE 0W30 40
-30 -22 104

SAE 5W30 40
Caterpillar HYDO -30 -22 104

SAE 5W40 40
Caterpillar DEO
Caterpillar TDTO
-20 104
Caterpillar MTO SAE 10W 40 -4
Hydraulic Systems
API CG-4
API CF-4 122
API CF SAE 30 10 50 50
Caterpillar TO-4
-20 104
SAE 10W30 40 -4
-15 122
SAE 15W40 50 5
-25 104
Caterpillar MTO 50 5
BIO HYDO- -25 -13 110

43
HEES ( 1 )
(1) For BIO HYDO (HEES) oil, tank temperatures should not exceed 100°C (212°F). Do not use BIO HYDO (HEES) oil in hydraulic systems
with clutches or brakes. Do not use BIO HYDO (HEES) oil in machine hydraulic systems with jacket water cooling such as large track-type
tractors or off-highway trucks.
Copyright 1991, 2008 Caterpillar Inc.

All Rights Reserved.

Refill Capacities
SMCS Code: 1000; 7000; 7560
Table 12
APPROXIMATE REFILL CAPACITIES FOR 120H

Compartment or System Liters US gal Imp gal
Engine Crankcase 20 5.3 4.4
Transmission and Differential Housing 34 9 7.5
Hydraulic Tank 38 9.9 8.4
Cooling System 43 11.4 9.5
Fuel Tank 284 75 62.5
Tandem Drive Housing (each) 49 13 10.8
Circle Drive Housing 7 1.8 1.5
Front Wheel Spindle Bearing Housing 0.5 .13 .11
Table 13
APPROXIMATE REFILL CAPACITIES FOR 135H

Compartment or System Liters US gal Imp gal
Engine Crankcase 20 5.3 4.4
Transmission and Differential Housing 34 9 7.5
Hydraulic Tank 38 9.9 8.4
Cooling System 43 11.4 9.5
Fuel Tank 284 75 62.5
Tandem Drive Housing (each) 61 16.1 13.4
Circle Drive Housing 7 1.8 1.5
Front Wheel Spindle Bearing Housing 0.5 .13 .11
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Blade Lift Cylinder Socket - Check/Adjust/Replace

SMCS Code: 5102-025; 5102-510; 5102-535; 5103-025; 5103-510; 5103-535
1. Rotate the blade. Position the blade at an angle of 90 degrees to the frame. Lower the blade to the ground.
2. Operate the blade lift cylinders. Observe the socket. If the socket moves without blade movement, adjustment is
necessary.
Illustration 179
3. Remove the bolts (2) from the cap (1). Remove the cap (1).
4. Remove one shim from either side of the inserts in order to reduce clearance.
Note: If you need to remove two shims, then remove one shim from each side of the inserts.
5. Install the cap. Install the bolts and tighten the bolts.
6. Check the socket for movement. If you observe movement in the socket, repeat Step 3 through Step 5.
Note: If no shims remain, install new inserts. Install two shims on each side of the inserts. Add additional shims, as
needed.

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Centershift Cylinder Socket - Check/Adjust/Replace

SMCS Code: 5223-023; 5223-025; 5223-535
1. Rotate the blade. Place the blade at an angle of 90 degrees to the frame. Lower the blade to the ground.
2. Operate the centershift cylinder. Observe the socket. If the socket moves without movement of the drawbar,
adjustment is necessary.
Illustration 189
3. Remove the bolts (1) from the cap. Remove the cap (2).
4. Remove one shim from either side of the inserts in order to reduce clearance.
Note: If you need to remove two shims, then remove one shim from each side of the inserts.
5. Install the cap and bolts and tighten the bolts.
6. Check the socket for movement. If you observe movement in the socket, repeat Step 3 through Step 5.
Note: If no shims remain, install new inserts. Install two shims on each side of the socket. Add additional shims, as
needed.

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Circle Clearances - Check/Adjust

SMCS Code: 6152-025; 6152-535; 6153-025; 6153-535; 6154-025; 6154-535; 6155-025; 6155-535
Blade Circle and Drawbar

1. Rotate the blade. Place the blade at an angle of 90 degrees to the frame.
Note: Install the C-clamps before you lower the blade to the ground.
Illustration 194
Illustration 195
2. Clamp two C-clamps onto the front of the blade circle (1) and the drawbar (2). This will fasten the blade circle and the
drawbar together. Tighten the two C-clamps until the wear strips (3) are in contact with the top of the blade circle and
the wear strips (3) are in contact with the bottom of the drawbar.
3. Lower the blade to the ground. Stop the engine.
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4. Measure the distance (A) that is between the top surface of the blade circle and the bottom surface of the drawbar.
Replace the wear strip (3), if the distance between the top surface of the blade circle and the bottom surface of the
drawbar is less than 1.5 mm (.06 inch).
5. Inspect the wear strip (3). Inspect the drawbar. The wear strip (3) should be in complete contact at all points with the
blade circle. If the wear strip (3) is not in complete contact with the blade circle, replace the wear strip (3).
Blade Circle to Shoe Clearance

1. Rotate the blade. Place the blade at an angle of 90 degrees to the frame.
Note: Install the C-clamps before you lower the blade to the ground.
Illustration 196
Illustration 197
2. Clamp two C-clamps onto the front of the blade circle (1) and the drawbar (2). Tighten both C-clamps until the wear
strips (3) contact the top of the circle and the bottom of the drawbar.
3. Lower the blade to the ground. Stop the engine.
Note: Check the wear strips (3) around the entire circumference of the blade circle. The wear strips (3) should be in
complete contact with the blade circle and the drawbar.
Illustration 198
Illustration 199
4. Shoe mounting fastener (4), shoe mounting fastner (5) and shoe mounting fastner (6) must be tight. Make sure that the
shoe wear strips (3) are completely seated in the circle shoes.
5. Measure the clearance (B) between the bottom of the circle (1) and the top of the shoe wear strip (7). Maintain an
approximate clearance of 0.5 mm (.02 inch). Maintain the proper clearance by adding shims (8) or by removing shims
(8).
Note: The proper clearance will permit the blade circle to freely rotate for 360 degrees.
Adjust the circle shoes (9) one at a time.
6. Loosen shoe mounting fastener (6). Remove shoe mounting fastener (4) and remove shoe mounting fastener (5).
7. Add shims or remove shims, as required.
8. Install shoe mounting fastener (4) and install shoe mounting fastener (5). Tighten the shoe mounting fasteners.
9. After all the circle shoes (9) have been adjusted, check the circle shoes (9) for proper clearance. If necessary, perform
adjustments to the circle shoes (9).
Note: After all the adjustments have been performed, the blade circle (1) must rotate freely without binding.
Circle Pinion and Circle

Note: The engagement of the circle pinion and the circle teeth is determined by the adjustment of the circle shoes. Clean
the circle and the pinion. Remove any dirt and any abrasive material. This will reduce wear to the circle pinion and to the
circle teeth. Also, this will improve the accuracy of the adjustment of the circle shoes. After the adjustment, apply clean
lubricant to the circle pinion and to the circle teeth.
1. Rotate the blade. Place the blade at an angle of 90 degrees to the frame. Lower the blade to the ground. As you slowly
inch the machine in a forward direction, apply the service brake. This will hold a light load between the wear strips for
the front circle shoes and the circle. Engage the parking brake. Stop the engine.
Illustration 200
2. Measure the clearance that is between the bottom flange of pinion (10) and the inner machined surface of circle (1). If
the clearance is less than 49.5 to 52.5 mm (1.95 to 2.07 inch), then adjust the clearance.
Illustration 201
3. Loosen shoe mounting fastener (4), shoe mounting fastener (5), shoe mounting fastener (6) and locknuts (11) on the
front circle shoes.
4. Loosen the shoe mounting fasteners and the locknuts for the rear circle shoes.
5. Loosen the shoe mounting fasteners and the locknuts for the side circle shoes, if equipped.
6. Adjust the front circle shoes one at a time. Turn the adjusting bolts (12) inward or turn the adjusting bolts (12)
outward in order to attain 49.5 to 52.5 mm (1.95 to 2.07 inch). Adjust the other front circle shoe.
Note: If the circle shoes are moved outward, it may be necessary to slowly inch the machine in a forward direction in
order to place a light load between the wear strips for the front circle shoes and the circle.
Note: Adjust the front shoes so that the front circle shoes have the same clearance measurement.
7. If you cannot attain the correct clearance measurement due to worn front shoe wear strips (7), replace the worn shoe
wear strips (7). Then, repeat Step 6.
8. Tighten the shoe mounting fasteners and locknuts for the front circle shoes.
Note: The adjusting bolts must be tight against the circle shoes before you tighten the mounting fasteners and the
locknuts.
9. Set all of the circle shoes (front, side and rear) to contact the circle. There will be no clearance between the circle
shoes and the circle.
10. Tighten all shoe mounting fasteners (4), shoe mounting fasteners (5) and all shoe mounting fasteners (6) to a torque
of 475 ± 60 N·m (350 ± 44 lb ft).
11. Tighten all locknuts (11) to a torque of 200 ± 30 N·m (150 ± 22 lb ft).


Circle Drive Oil Level - Check

SMCS Code: 5207-535-OC
If a leak develops or you suspect a leak, check the oil level.
Wipe the surfaces around the check/fill plug opening before you check the oil and before you add oil.
Illustration 204
Illustration 205
1. Remove the check/fill plug.
2. Maintain the oil level to the bottom of the check/fill plug opening.
3. Install the check/fill plug.


Circuit Breakers - Reset

SMCS Code: 1417-529; 1420-529
Circuit Breaker Reset - Push the button inward in order to reset the circuit breakers. If the system is working properly,
the button will remain depressed. If the button does not stay depressed, check the appropriate electrical circuit.
Illustration 209
The main circuit breaker for the alternator is positioned at the right rear of the engine compartment.
Alternator - The main circuit breaker for the alternator is 60 amp.

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Cutting Edges and End Bits - Inspect/Replace

SMCS Code: 6801-040; 6801-510; 6804-040; 6804-510
Personal injury or death can result from the blade falling.
Block the blade before changing blade tips.
The cutting edges and/or the end bits may be damaged or the cutting edges and/or the end bits may be worn excessively.
Replace the cutting edges and/or the end bits, as needed.
1. Place blocks under the blade. Lower the blade onto the blocks. Do not block up the blade too high. Just use enough
blocks so that the end bits and the cutting edges can be removed.
Illustration 219
2. Remove the cutting edges and/or the end bits.
3. Install the new cutting edges and/or the end bits.
4. Raise the blade and remove the blocks.


Drawbar Ball and Socket End Play - Check/Adjust

SMCS Code: 6170-025; 6170-535; 6171-025; 6171-535
Check
Rotate the blade so that the blade is placed at an angle of 90 degrees to the frame. Lower the blade to the ground. While
you maintain a light load between the drawbar ball and the socket, inch the machine slowly to the rear. Stop the machine
and shut off the engine.
Illustration 222
Measure the end play that is between the drawbar ball (6) and the drawbar cap (4). The end play should be 0.6 ± 0.2 mm
(.02 ± .01 inch). Adjust the end play, if necessary.
Adjust
1. Support the drawbar and support the circle.
2. Remove the four bolts that hold the drawbar to the bolster. Move the drawbar backward or move the machine forward.
Illustration 223
3. Remove the two capscrews (1) from the drawbar cap (4) that holds the drawbar and the adapter (2) together. Remove
the adapter.
4. As required, remove the shims (3) or install the shims (3) in order to attain an end play of 0.6 ± 0.2 mm (.02 ±.01
inch).
5. Install the two capscrews (1) in the drawbar cap (4) and adapter (2). Rotate the drawbar cap (4) by hand. The socket
should rotate freely on the drawbar ball (6).
Illustration 224
6. Check the torque on the five bolts (5) that hold the drawbar ball (6) in place. The correct torque is 500 ± 20 N·m (370
± 15 lb ft).
7. Assemble the drawbar to the bolster. Tighten the four bolts to a torque of 700 ± 40 N·m (515 ± 29 lb ft).


Engine Air Filter Primary Element - Clean/Replace

SMCS Code: 1051-070-PY; 1051-510-PY; 1054-070-PY; 1054-510-PY
Illustration 225
The engine air filter primary element is located on the left side of the machine at the rear of the machine.
1. Open the left side engine compartment access door, if the machine is equipped with engine compartment access doors.
Illustration 226
2. Remove air cleaner cover (1).
3. Remove the engine air filter primary element (2) from the air cleaner housing.
Illustration 227
4. Clean the inside of the air cleaner housing.
5. Inspect the primary element. If the pleats, the gaskets, or the seals are damaged, discard the primary element. Replace
a damaged primary element with a clean primary element.
Do not clean the primary element by bumping or tapping them. Do

not use primary element with damaged pleats, gaskets or seals.
Engine damage can result.
Make sure the cleaned primary element is completely dry before

installing into the air cleaner housing. Water remaining in the
primary element can cause false indications of contamination in
Scheduled Oil Sampling test results.
6. If the primary element is not damaged, clean the primary element.
The primary element can be cleaned by using the following methods:
· Air pressure
· Water pressure
· Detergent washing
When you use air pressure, the maximum air pressure is 205 kPa (30 psi). When you use water pressure, the maximum
water pressure is 280 kPa (40 psi).
Illustration 228
7. When you clean the inside pleats and the outside pleats, direct the air along the pleats or direct the water along the
pleats.
The primary element can be washed in a solution that consists of warm water and of nonsudsing household detergent.
Fully rinse the pleats. Allow the primary element to air dry completely.
8. Inspect the primary element after you clean the primary element. Do not use a primary element if the pleats, the
gaskets or the seals are damaged.
9. Cover the clean primary element. Store the primary element in a clean, dry location.
A primary element may be cleaned for a maximum of six times. Also replace the primary element if the primary element
has been in service for one year.
10. Install a clean primary element.
11. Clean the cover and install the cover.
12. Reset the engine air filter service indicator.
Start the engine. If the yellow piston in the engine air filter service indicator moves into the red zone, install a new
primary element. Also if the exhaust smoke is black, install a new primary element. If the piston remains in the red zone
after resetting and installing a new primary filter element, replace the engine air filter secondary element. See the
Operation and Maintenance Manual, "Engine Air Filter Secondary Element - Replace".
13. Close the engine compartment access door, if the machine is equipped with engine compartment access doors.


Engine Air Filter Secondary Element - Replace

SMCS Code: 1051-510-SE; 1054-510-SE
Always replace the secondary element. Do not attempt to reuse it by

cleaning. Engine damage could result.
Note: Replace the engine air filter secondary element when you service the engine air filter primary element for the third
time. Replace the secondary element if the exhaust smoke remains black and a clean primary element has been installed.
Also, replace the secondary element if the element has been in service for one year.
1. Open the left side engine compartment access door, if equipped. Remove the air cleaner cover and the primary
element.
Illustration 229
2. Remove the secondary element.
3. Cover the air inlet opening. Clean the inside of the air cleaner housing.
4. Uncover the air inlet opening. Install a new secondary element.
5. Install the primary element and the air cleaner cover.
6. Close the left side engine compartment door, if equipped.
Note: When you replace the air filter element, you must replace the filter screen. Refer to Operation and Maintenance
Manual, "Engine Air Filter Service Indicator Screen - Check/Replace".


Engine Air Filter Service Indicator Screen - Check/Replace

SMCS Code: 7452-510-Z3; 7452-535-Z3
Illustration 232
Typical Example
Check
1. Set an 8N-2694 Air Filter Service Indicator to indicate a restricted indicator screen.
2. Screw the indicator onto a 1/8 inch NPT pipe nipple.
3. Screw the other end of the nipple into the threaded hole in the elbow. Normally, filter screen (1) is located in the
elbow.
4. Depress the reset button on the 8N-2694 Air Filter Service Indicator.
5. If the indicator resets, filter screen (1) is not plugged. If the indicator does not reset, filter screen (1) is plugged. Filter
screen (1) should then be replaced.
Replace
1. Remove the air cleaner from the air cleaner housing. Removing the air cleaner from the air cleaner housing will
provide access to the hole inside the elbow. Filter screen (1) is installed inside the elbow.
2. A 2 inch piece of 1/8 inch drill rod is needed in order to push filter screen (1) from the inside of the elbow to the
outside.
3. After the plugged filter screen (1) has been removed, install a new filter screen (1) in the hole on the outside of the
elbow. Use a piece of 1/4 inch drill rod to lightly seat the filter element in the bottom of the bore.


Engine Air Precleaner - Clean

SMCS Code: 1055-070; 1055-070-DJ
Service the engine air precleaner only with the engine

stopped.Engine damage could result.
Illustration 233
The engine air precleaner is positioned at the center rear of the machine.
Illustration 234
1. Loosen clamp (1) at the bottom of the engine air precleaner.
2. Remove the screen (2) for the engine air precleaner. Inspect the openings of the tube of the engine air precleaner for
dirt and debris. Clean the tubes, if necessary.
3. Clean the screen (2) for the engine air precleaner with pressure air or wash the screen (2) for the engine air precleaner
in clean warm water.
4. Install the screen (2) for the engine air precleaner. Tighten clamp (1).


Engine Overheating
SMCS Code: 1000; 1350; 1353
If your machine experiences an engine overheating problem, do the following maintenance procedures in the order that
is listed:
1. Operation and Maintenance Manual, "Cooling System Level - Check"
2. Operation and Maintenance Manual, "Radiator - Clean"
3. Operation and Maintenance Manual, "V-belts - Inspect/Adjust/Replace"
4. Operation and Maintenance Manual, "Cooling System Pressure Cap - Clean/Replace"
5. Operation and Maintenance Manual, "Radiator Core - Clean"
6. Operation and Maintenance Manual, "Cooling System Water Temperature Regulator - Replace"
If the engine overheating problem is not corrected, consult your Caterpillar dealer.


Engine Power Loss

SMCS Code: 1000; 1051; 1250
If your machine experiences an engine power loss, do the following maintenance procedures in the order listed:
See Operation and Maintenance Manual for the following topics:
1. Engine Air Filter Service Indicator - Inspect
2. Engine Air Precleaner - Clean
3. Engine Air Filter Primary Element - Clean/Replace
4. Engine Air Filter Secondary Element - Replace
5. Fuel Tank Water and Sediment - Drain
6. Fuel Tank Cap and Strainer - Clean
7. Fuel System Water Separator - Drain
8. Fuel System Primary Filter - Clean/Inspect/Replace
9. Fuel System Lower Secondary Filter - Replace
10. Fuel System Upper Secondary Filter - Replace
If the engine power loss problem is not corrected, consult your Caterpillar dealer.


Ether Starting Aid Cylinder - Replace

SMCS Code: 1456-510-CD
Illustration 245
1. Open the fan access door on the left side rear of the machine. The ether starting aid cylinder is mounted on the left
side of the compartment.
Illustration 246
2. Loosen the retaining clamp on the ether starting aid cylinder. Remove the empty ether starting aid cylinder. Properly
discard the empty ether starting aid cylinder.
3. Remove the used gasket. Install the new gasket that is provided with each new ether starting aid cylinder.
4. Install the new ether starting aid cylinder. Tighten the ether starting aid cylinder hand tight. Tighten the retaining
clamp on the ether starting aid cylinder securely.
5. Close the left side fan access door.


Evaporator Coil and Heater Coil - Clean

SMCS Code: 7309-070; 7343-070
Illustration 247
The evaporator coil and the heater coil are located under seat (1) in the cab.
1. Remove seat (1).
Illustration 248
2. Remove both covers (2).
Illustration 249
3. Clean the evaporator coil (3) and clean heater coil (4).
4. Replace both covers (2) and seat (1).
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Note: If you are operating the machine under harsh conditions or with the cab door open, it may be necessary to clean
the coils more often.


Fuses - Replace
SMCS Code: 1417-510
Illustration 267
Fuses - Fuses protect the electrical system from damage that is caused by overloaded circuits. Replace the fuse if the
element is separated. Check the circuit if the element is separated in a new fuse. Repair the circuit.
Replace the fuses with the same type and size only.
If it is necessary to replace fuses frequently, an electrical problem

may exist. Consult your Caterpillar dealer.
There are two fuse panels. One fuse panel is positioned in the base of the steering column. The other fuse panel is on the
control box for the windshield wipers at the right side of the operator.
Illustration 268
Tail Lights (1) - 10 amp
Key Switch (2) - 10 amp
Gauges (3) - 10 amp
Horn (4) - 10 amp
Rear Floodlights (5) - 10 amp
Heating (6) - 15 amp
Stop Lights (7) - 10 amp
Floodlights for the Blade (8) - 10 amp
Centershift Lock (9) - 10 amp
Illustration 269
Dome Lamp (10) - 10 amp
Upper Front Windshield Wiper/Washer (11) - 10 amp
Lower Front Windshield Wiper/Washer (12) - 10 amp
Rear Windshield Wiper/Washer (13) - 10 amp
Illustration 270
Beacon (14) - 10 amp
Front Defroster Fan (15) - 10 amp
Rear Defroster Fan (16) - 10 amp


Moldboard Wear Strip - Inspect/Adjust/Replace

SMCS Code: 6174-025; 6174-040; 6174-510
1. Rotate the blade. Position the blade at an angle of 90 degrees to the frame. Lower the blade to the ground. Stop the
engine.
Illustration 285
2. Remove the top retaining plates and the bottom retaining plates. Visually inspect the wear strips. If the wear strips are
worn close to the moldboard, replace the wear strips.
3. Install shims between the moldboard rail and the wear strips at the location of minimum clearance. Add shims in order
to provide a clearance of 0.13 mm (.005 inch) to 0.89 mm (.035 inch).
Note: The shims that are required should be divided evenly between the upper wear strips and the lower wear strips.
4. Install the top retaining plate and install the bottom retaining plate.
5. Start the engine. Raise the blade, so that the blade will clear the ground. Sideshift the blade through the entire limit of
travel. Measure the clearance between the wear strips and the blade. This will allow you to determine the location of the
minimum clearance.
6. Stop the engine.
Illustration 286
7. Remove the top retaining plate from the center wear strip bracket. Visually inspect the wear strips. If the wear strips
are worn close to the moldboard, replace the wear strips.
8. Install shims between the moldboard rail and the wear strips at the location of minimum clearance. Add shims in order
to provide a clearance of 0.13 mm (.005 inch) to 0.89 mm (.035 inch).
9. Install the top retaining plate for the center wear strip bracket.


Oil Filter - Inspect

SMCS Code: 1308-507; 3004-507; 3067-507; 5068-507
Inspect A Used Filter for Debris
Illustration 287
The element is shown with debris.
Use a 4C-5084 Filter Cutter to cut the filter element open. Spread apart the pleats and inspect the element for metal and
for other debris. An excessive amount of debris in the filter element can indicate a possible failure.
If metals are found in the filter element, a magnet can be used to differentiate between ferrous metals and nonferrous
metals.
Ferrous metals can indicate wear on steel parts and on cast iron parts.
Nonferrous metals can indicate wear on the aluminum parts of the engine such as main bearings, rod bearings, or
turbocharger bearings.
Small amounts of debris may be found in the filter element. This could be caused by friction and by normal wear.
Consult your Caterpillar dealer in order to arrange for further analysis if an excessive amount of debris is found.
Using an oil filter element that is not recommended by Caterpillar can result in severe engine damage to engine bearings,
to the crankshaft, and to other parts. This can result in larger particles in unfiltered oil. The particles could enter the
lubricating system and the particles could cause damage.
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Ripper Tip - Inspect/Replace

SMCS Code: 6808-040; 6808-510
Personal injury or death can result from the ripper falling.
Block the ripper before changing teeth.
Retainer pin, when struck with force, can fly out and cause
injury to nearby people.
Make sure the area is clear of people when driving retainer pins.
To avoid injury to your eyes, wear protective glasses when

striking a retainer pin.
Inspect the ripper tips. Replace the ripper tips if the tips are damaged or the tips are worn excessively.
Illustration 295
1. Block up the ripper to a height that is adequate for the removal of the tips.
Illustration 296
2. Drive out the retainer pin from the retainer side of the ripper tip. Remove the ripper tip and the retainer.
3. Clean the adapter, the retainer pin, and the retainer. Install the retainer in the groove.
4. Install the new ripper tip over the retainer.
5. Drive the retainer pin through the retainer, through the adapter, and through the ripper tip from the opposite side of the
retainer.
6. Repeat Step 2 through Step 5 in order to replace additional ripper tips.
7. Raise the ripper. Remove the block. Lower the ripper to the ground.


Scarifier Teeth - Inspect/Replace

SMCS Code: 6807-040; 6807-510
Personal injury or death can result from the scarifier falling.
Block the scarifier before changing the teeth.
Flying objects can cause injury or death.
Make sure the area is clear of people when removing/installing

scarifier teeth.
To avoid injury to your eyes, wear protective glasses when

removing/installing scarifier teeth.
If the scarifier teeth are damaged or worn excessively, then change the scarifier teeth.
Illustration 301
1. Block up the scarifier. Do not block up the scarifier too high. Block up the scarifier to a height that allows you to
remove the teeth.
Illustration 302
2. Remove the scarifier tooth from the shank.
3. Clean the shank.
4. Install the new scarifier tooth over the shank.
Illustration 303
5. Drive the scarifier tooth onto the shank.
6. Repeat Step 2 through Step 5 in order to replace additional scarifier teeth.
7. Raise the scarifier and remove blocking.


Seat - Inspect
SMCS Code: 7312-040
Check the operation of the seat adjustment levers. Lubricate the adjustment levers and the adjustment knobs, if
necessary.
Ensure that the seat can be adjusted properly for maximum support for the operator.
Inspect the fabric for the seat cushion for wear and inspect the fabric for the backrest for wear.
Ensure that the mounting bolts for the seat are not loose. Replace any missing mounting bolts.
If necessary, repair the seat.

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Seat Belt - Inspect

SMCS Code: 7327-040
Always check the condition of the seat belt and the condition of the mounting hardware before you operate the machine.
Regardless of appearance, replace the seat belt after every three years of use. A date label for determining the age of the
seat belt is attached to each seat belt.
Inspect the seat belt for webbing that is worn or frayed.
Carefully check the components of the seat belt.
Replace the seat belt if the webbing and/or any of the components are worn or damaged.
Inspect the seat belt mounting hardware. Replace any hardware that is damaged or worn. Keep the mounting bolts tight.


Window Washer Reservoir - Fill

SMCS Code: 7306-544-KE
Use Caterpillar nonfreezing window washer solvent or a

commercially available windshield washer fluid in order to prevent
freezing of the windshield washer system.
The windshield washer reservoir is positioned in the seat support to the left of the operator's seat.
1. Remove the access cover for the windshield washer reservoir.
Illustration 360
2. Remove the filler cap for the windshield washer reservoir.
3. Fill the window washer reservoir with window washer solvent through the filler cap opening.
4. Install the filler cap.
5. Install the access cover.
Note: The window washer nozzles can be adjusted so that the window washer solvent will be sprayed in the desired
direction.


Window Wiper - Inspect/Replace

SMCS Code: 7305-040; 7305-510
Illustration 361
Inspect the upper front windshield wiper blade. Inspect the lower front windshield wiper blades. Inspect the wiper blade
for the rear window. If any of the wiper blades are streaking any of the windshields, replace the wiper blade. Also, if the
wiper blade is streaking the rear window, replace the wiper blade.

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Air Tank Moisture and Sediment - Drain

SMCS Code: 4272-543-M&S; 5505-543
Illustration 172
Illustration 173
There is one drain valve on each end of the air tank. Open the two drain valves. Drain any condensation into a container.
Close the two drain valves.


Backup Alarm - Test

SMCS Code: 7406-081
Turn the engine start switch to the ON position in order to perform the test.
Apply the service brake. Move the transmission shift lever to a REVERSE position.
Illustration 178
The backup alarm should sound immediately. The backup alarm should continue to sound until the transmission shift
lever is moved to the NEUTRAL position or to any FORWARD position.
The backup alarm is located on the rear of the machine.
To adjust the sound level, move the switch that is on the back of the backup alarm. The backup alarm is set at the highest
sound level when the machine is shipped from the factory. The switch should remain at the HIGH position unless the job
site requires a lower sound level.


Brakes, Indicators and Gauges - Test

SMCS Code: 4251-081; 4267-081; 4269-081; 7000-081; 7450-081; 7490-081
Illustration 182
Look for broken lenses on the gauges, broken indicator lights or broken switches, etc.
Start the engine. Run the engine until the gauges have stabilized.
Look for inoperative gauges.
Turn on all of the machine lights. Check for proper operation.
Sound the forward horn.
Move the machine forward and test the service brakes. If the service brakes do not function properly, see Operation and
Maintenance Manual, "Braking System - Test" in the Maintenance Interval Schedule of this manual.
Stop the engine.
Make any needed repairs before you operate the machine.

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Circle Drive Pinion Teeth - Lubricate

SMCS Code: 5207-086-PI
Illustration 206
Illustration 207
1. Clean the dirt and the old lubricant from the blade circle and from the circle drive pinion teeth.
2. Apply molybdenum disulfide grease to the blade circle and to the circle drive pinion teeth. Caterpillar Auto Lube 2 is
recommended.


Circle Top - Lubricate

SMCS Code: 6154-086-TP
1. Park the machine on a level surface and engage the parking brake.
2. Stop the engine. Lower the blade and any attachments to the ground.
Illustration 208
3. Apply a dry film lubricant to the 5 mm (0.2 inch) gap between the circle and the drawbar yoke. Apply the dry film
lubricant around the entire circle. See Operation and Maintenance Manual, SEBU6250, "Dry film Lubricant" for further
information.


Cooling System Level - Check

SMCS Code: 1350-040-HX; 1350-040; 1350-535-FLV; 1350-535; 1353-535-FLV; 1354-535; 1395-082; 1395-
535; 1395-535-FLV
The cooling system pressure cap is positioned in the left rear of the hood.
Illustration 217
1. Open the cover. Remove the cap slowly in order to relieve pressure.
2. Maintain the coolant level within 13 mm (.5 inch) of the bottom of the filler pipe. If it is necessary to add coolant
daily, check for leaks.
3. If additional coolant is necessary, add the appropriate coolant mixture.
4. Install the cap. Close the cover.


Engine Air Filter Service Indicator - Inspect

SMCS Code: 7452-040; 7452-040-DJ; 7452-040-ENG
Illustration 230
1. Start the engine.
2. Run the engine at high idle.
3. If the yellow piston in the engine air filter service indicator enters the red zone, service the air cleaner.
4. Stop the engine.
Note: See the Operation and Maintenance Manual, "Engine Air Filter Primary Element - Clean/Replace". See the
Operation and Maintenance Manual, "Engine Air Filter Secondary Element - Replace".
Note: Refer to Operation and Maintenance Manual, "Engine Air Filter Service Indicator - Inspect/Replace" in order to
check an engine air filter service indicator that is faulty.


Engine Oil Level - Check

SMCS Code: 1000-535-FLV; 1302-535-FLV; 1326-535-OC; 1326-535-FLV; 1348-535-FLV
Hot oil and hot components can cause personal injury. Do not
allow hot oil or hot components to contact skin.
Do not under fill or overfill engine crankcase with oil. Either

condition can cause engine damage.
Clean the area around the dipstick and clean the area around the oil fill cap before removing them.
Illustration 239
Illustration 240
2. Before starting the engine, check the "ENGINE STOPPED" side of dipstick (1) while the engine is stopped. Maintain
the oil level between the "ADD" mark and the "FULL" mark.
Start the engine and check the "ENGINE RUNNING" side of dipstick (1) while the engine is running. Maintain the oil
level between the "ADD" mark and the "FULL" mark.
3. Remove oil filler cap (2). If necessary, add oil.
4. Clean the oil filler cap and install the oil filler cap.
5. Close the left side engine compartment access door, if the machine is equipped with engine compartment access
doors.


Fuel System Water Separator - Drain

SMCS Code: 1263-543
Fuel leaked or spilled onto hot surfaces or electrical components

can cause a fire.
Turn the disconnect switch OFF when draining and/or removing

any fuel system components.
Wipe the area around the fuel system water separator before draining the water separator.
Note: The fuel system water separator is not a filter. It separates the water from the fuel.
Illustration 263
1. The fuel system water separator is position on the front of the engine compartment on the left side of the machine.
2. Open the engine compartment access door on the left side of the machine, if the machine is equipped with engine
compartment access doors.
Illustration 264
3. Open the fuel system water separator's drain valve and allow the water and sediment to drain into a suitable container.
Note: Discard any drained fuel, water and sediment according to local regulations.
4. Close the drain valve.
5. Close the engine compartment access door.


Fuel Tank Water and Sediment - Drain

SMCS Code: 1273-543-M&S
The drain valve is positioned at the left side of the machine under the fuel tank.
Illustration 266
1. Open the drain valve. Drain the water and the sediment into a suitable container.
Note: Discard any drained fluids according to local regulations.
2. Close the drain valve.


Walk-Around Inspection
SMCS Code: 7000-040
At operating temperature, the engine coolant is hot and under

pressure.
Steam can cause personal injury.
Check the coolant level only after the engine has been stopped
and the cooling system pressure cap is cool enough to touch with
your bare hand.
Remove the cooling system pressure cap slowly to relieve

pressure.
Cooling system conditioner contains alkali. Avoid contact with

the skin and eyes to prevent personal injury.
Accumulated grease and oil on a machine is a fire hazard. Remove

this debris with steam cleaning or high pressure water, at least
every 1000 hours or each time any significant quantity of oil is
spilled on a machine.
Note: Watch closely for leaks. If you observe a leak, find the source of the leak and correct the leak. If you suspect a
leak or you observe a leak, check the fluid levels more frequently.
Illustration 330
Inspect the engine precleaner for dirt buildup. Remove dirt from the engine precleaner screen. Make sure that the piston
in the air filter indicator is not in the red zone.
Illustration 331
Inspect the blade and the end bits for damage or for excessive wear. Make any necessary repairs.
Illustration 332
Inspect the attachment linkage, the attachment cylinders, and the attachment for damage or for excessive wear. Make any
necessary repairs.
Illustration 333
Inspect the lights for broken bulbs and for broken lenses. Replace any broken bulbs and any broken lenses.
Illustration 334
Inspect the engine compartment for any trash buildup. Remove any trash buildup from the engine compartment.
Illustration 335
Inspect the area of articulation for dirt and for trash buildup. Remove any dirt and trash buildup from the area of
articulation.
Illustration 336
Inspect the tandem housings for dirt and trash buildup. Remove any dirt and any trash buildup from the tandem
housings. Check the tandem housings for leaks. Repair any leaks. Check the breathers for the tandem drive housings.
Replace the breather, if either breather is wet or if either breather is dirty.
Illustration 337
Inspect the cooling system for any leaks, for faulty hoses and for any trash buildup. Correct any leaks. Remove any trash
from the radiator.
Illustration 338
Inspect all of the belts for the engine attachments. Replace any belts that are worn, frayed, or broken.
Illustration 339
Inspect the hydraulic system for leaks. Inspect the tank, the cylinder rod seals, the hoses, the tubes, the plugs, the
connecting joints, and the fittings. Correct any leaks in the hydraulic system.
Illustration 340
Inspect the front wheel spindle bearing housings for leaks. If a leak is found consult your Caterpillar dealer for an
inspection of the front wheel spindle bearing housings. Make repairs to the front wheel spindle bearing.
Illustration 341
Inspect the circle drive for leaks. Repair any leaks in the circle drive.
Illustration 342
Inspect the differential and the tandems for leaks. Make any necessary repairs.
Illustration 343
Inspect the tires for any damage and for proper inflation. Replace any missing valve caps.
Illustration 344
Inspect the transmission for leaks. Make any necessary repairs.
Illustration 345
Make sure that all covers and guards are securely attached. Inspect the covers and the guards for damage.
Illustration 346
Inspect the steps, the walkways, and the handholds. Clean the steps, the walkways, and the handholds. Make any
necessary repairs. Inspect the Rollover Protective Structure (ROPS) for damage. If repair is necessary, consult your
Caterpillar dealer. Tighten any loose ROPS bolts.
Illustration 347
Inspect the operator compartment for trash buildup. Inspect the area under the floorplate for trash buildup. Inspect the
top of the crankcase guard for trash buildup. Keep these areas clean.
Illustration 348
Illustration 349
Clean the recirculation filters. The filters are located inside the cab. Two filters are located above the doors and a filter is
located behind the seat. There are a total of three filters.
Illustration 350
Check the drain tubes on the evaporator. The drain plug should not be obstructed. The drain tubes are located underneath
the cab on the right side of the machine and on the left side of the machine.
Illustration 351
Inspect the accumulator. The accumulator is located underneath the machine on the right side. The accumulator is below
the rear ROPS. Start the machine. Set the air conditioner on HIGH. Feel the accumulator with your hands. The
accumulator should be cool or cold to the touch.


Windows - Clean
SMCS Code: 7310-070; 7340-070
Illustration 362
Use commercially available window cleaning solutions to clean the windows. Stand on the ground in order to clean the
outside windows, unless handholds are available.


Articulation Bearings - Lubricate

SMCS Code: 7057-086-BD
Wipe all the fittings before you apply lubricant through the fittings.
Illustration 174
Illustration 175
The upper articulation bearing has one fitting. Apply lubricant through the fitting in order to lubricate the upper
articulation bearing.
The lower articulation bearing has one fitting. Apply lubricant through the fitting in order to lubricate the lower


Axle Oscillation Bearings - Lubricate

SMCS Code: 3268; 4313
Wipe the fitting before you apply lubricant to the fitting.
Illustration 176
Illustration 177
Apply lubricant to the one fitting in order to lubricate the axle oscillation bearings.


Cab Air Filter - Clean/Replace

SMCS Code: 7311-070-FI; 7311-510-FI; 7342-070; 7342-510
Clean Filters
Note: Clean the cab air filters more often in dusty conditions.
Outside Filters
Illustration 183
The cab air system has two outside filters. There is one outside filter above each cab door.
Illustration 184
1. Remove the filter cover.
2. Remove the filter elements. Clean the filter elements with pressure air or wash the filter elements in warm water and
in a nonsudsing household detergent.
3. Rinse the filter elements in clean water. Thoroughly air dry the filter elements.
4. Install the filter elements. Install the filter cover.
Inside Filter
Illustration 185
The filter for the inside cab air system is positioned behind the operator's seat.
Illustration 186
2. Remove the filter element. Clean the filter element with pressure air or wash the filter element in warm water and in a
nonsudsing household detergent.
3. Rinse the filter element in clean water. Thoroughly air dry the filter element.
4. Install the filter element. Install the filter cover.
Replace the Filters

Note: Replace the cab air filters, as required.
Outside Filters
Illustration 187
2. Remove the filter elements. Discard the filter elements.
3. Install the new filter elements.
4. Install the filter cover.
Inside Filter
Illustration 188
2. Remove the filter element. Discard the filter element.
3. Install the new filter element.
4. Install the filter cover.


Centershift Lock Bar - Clean/Lubricate

SMCS Code: 5221-070; 5221-086
Illustration 192
Illustration 193
Clean the dirt, the lubricant and the rust from the holes in the centershift lock bar.
Apply lubricant to the holes in the centershift lock bar.


Drawbar Ball and Socket - Lubricate

SMCS Code: 6170-086; 6171-086
Illustration 220
Illustration 221
The drawbar ball and socket has one fitting. Apply lubricant to the fitting in order to lubricate the drawbar ball and
socket.


Hydraulic System Oil Level - Check

SMCS Code: 5050-535-FLV; 5056-535-FLV; 5095-535-FLV; 7479-535
Operate the machine until the oil is warm.
Park the machine on a level surface with front wheels straight ahead. Lower all attachments to the ground. Apply a slight
downward pressure to the attachments. Center the articulation of the machine and install the frame lock pin. The frame
lock pin must move freely in the frame. Move the front wheels to vertical and install the wheel lean bolt. Engage the
parking brake. Stop the engine.
Illustration 279
The hydraulic tank sight gauge is positioned on the left side of the machine.
Illustration 280
1. Maintain the oil level above the "ADD" mark in hydraulic tank sight gauge (1).
Illustration 281
2. If necessary, add oil. Slowly loosen the filler cap in order to relieve the tank pressure. Remove filler cap (2). Add oil
through the filler tube.
3. Clean the filler cap and install the filler cap.


Kingpin Bearings - Lubricate

SMCS Code: 4314-086
Wipe all the fittings before you apply lubricant to the fittings.
Illustration 284
The kingpins are located to the inside of the front wheels. Each front wheel has a kingpin. Each kingpin has two fittings.
Apply lubricant to the fittings in order to lubricate the kingpin bearings.
There is a total of four fittings.


Ripper Cylinder Bearings - Lubricate

SMCS Code: 5352-086; 6325-086
Illustration 292
Illustration 293
The trunnion has one fitting on each side. There is a total of two fittings. Apply lubricant to the fittings in order to
lubricate the trunnion.
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Illustration 294
One fitting is mounted on the rod end of the ripper cylinder. Apply lubricant to the fitting in order to lubricate the rod
end of the cylinder.
There is a total of three fittings.


Scarifier Lift Link Socket - Lubricate

SMCS Code: 6162-086-LNK
Illustration 300
The machine has two fittings on each side. There is a total of four fittings.
Apply lubricant through the fittings in order to lubricate the scarifier lift link socket.


Tire Inflation - Check

SMCS Code: 4203-535-AI; 4203-535-PX
Illustration 308
Measure the air pressure on each tire. Consult your tire dealer for the correct load rating and for the correct operating
pressures.
If necessary, inflate the tires. Refer to the following additional information about tire inflation:
· Operation and Maintenance Manual, "Tire Inflation with Nitrogen"

· Operation and Maintenance Manual, "Tire Shipping Pressure"
· Operation and Maintenance Manual, "Tire Inflation Pressure Adjustment"

Wheel Lean Bar Bearings - Lubricate

Illustration 354
Illustration 355
Each of the front wheels has one fitting. Apply lubrication to the fittings in order to lubricate the wheel lean bar bearings.
There is a total of two fittings.

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Wheel Lean Bearings - Lubricate

Illustration 356
Illustration 357
Each front wheel has two fittings. Apply lubricant to the fittings in order to lubricate the wheel lean bearings.
There is a total of four fittings.


Wheel Lean Cylinder Bearings - Lubricate

Wipe all fittings before you apply lubricant to the fittings.
Illustration 358
Illustration 359
Each end of the wheel lean cylinder has one fitting. Lubricate both fittings in order to lubricate the wheel lean cylinder
bearings.


Battery - Recycle
SMCS Code: 1401-561
A battery should always be recycled. A battery should never be discarded.
A used battery must be returned to a battery supplier. A used battery can also be returned to an authorized facility that
collects batteries, or to a facility that recycles batteries.

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Battery Electrolyte Level - Check

SMCS Code: 1401-535-FLV
Table 14
The Chart for the Battery Electrolyte

Battery Interval
Conventional 100 Hour
Low Maintenance 250 Hours
Maintenance Free None Required
Tighten the battery retainers on all of the batteries. Tighten the battery retainers at every 1000 hours.
Check the following areas at a minimum interval of 1000 hours. Check the following areas more frequently during
adverse conditions:
1. The battery access covers are positioned at the rear of the machine on the sides. Open the battery access covers.
2. Clean the battery surface with a clean cloth.
3. Maintain clean battery terminals. You may use a coating of corrosion protection. Only use the corrosion protection
after the battery cable is connected and after the battery cable is clean.
4. Coat the terminals with corrosion protection. Then, install the post cover.
5. For conventional batteries and batteries of low maintenance, follow these additional instructions:
· Inspect the battery electrolyte level in each battery cell. A maintenance free battery does not require inspection.
· Maintain the level of the distilled water to the bottom of the filler openings. If distilled water is not available, use clean
drinking water.
· A battery should not require more than 30 cc (1 ounce) of water per cell per week. This requirement should exist with
the proper charging rate and with a moderate climate.
· In extreme temperatures, check the water in the cells weekly. Cell water usage could be higher in extreme
temperatures.
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6. Close the battery access covers.


Blade Lift Cylinder Socket - Lubricate

SMCS Code: 5102-086; 5103-086
Illustration 180
Illustration 181
Each blade lift cylinder socket has one fitting. Apply lubricant to the fitting in order to lubricate the blade lift cylinder
socket.


Braking System - Test

SMCS Code: 3077-081; 4011-081; 4250-081; 4251-081; 4267-081
Service Brake Holding Ability Test
Personal injury can result if the machine moves while testing.
If the machine begins to move during test, reduce the engine

speed immediately and engage the parking brake.
Make sure that the area around the machine is clear of personnel and clear of obstacles.
Test the service brake on a dry level surface.
Fasten your seat belt before you test the brakes.
Use the following test in order to determine whether the service brake is functional. This test is not intended to measure
the maximum holding ability of the service brake.
1. Start the engine. Raise the blade slightly. Depress the transmission modulator control. Apply the service brake control.
2. Move the transmission direction and speed control toTHIRD SPEED FORWARD. Increase the engine speed to high
idle.
3. Gradually release the transmission modulator control. The machine should not move. The engine should stall.
If the machine begins to move, reduce the engine speed immediately

and engage the parking brake.
4. Reduce the engine speed to low idle. Engage the parking brake control. Lower the blade to the ground. Stop the
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engine.
If the machine moved while testing the service brake consult your
Caterpillar dealer.
Have the dealer inspect and, if necessary, repair the service brakes
before returning the machine to operation.
Note: The friction material for the brake may require replacement. The new friction material for the brake may require
burnishing for maximum performance. For the procedure to burnish the new friction material for the brake, consult your
Caterpillar dealer.
Parking Brake Holding Ability Test
Personal injury can result if the machine moves while testing.
It the machine begins to move during test, reduce the engine

speed immediately and engage the service brake control.
Be sure that the area around the machine is clear of personnel and clear of obstacles.
Test the parking brake on a hard dry surface.
Fasten the seat belt before you test the parking brake.
Use the following test to determine whether the parking brake is functional. This test is not intended to measure the
maximum holding ability of the parking brake.
1. Position the machine on a slope of 20 percent.
2. Engage the parking brake control. Release the service brake control. The wheels should not rotate. If the wheels rotate,
engage the service brake control.
If the machine moved while testing the parking brake, consult your
Caterpillar dealer.
Have the dealer inspect and, if necessary repair the parking brake
before returning the machine to operation.


Centershift Cylinder Socket - Lubricate

SMCS Code: 5223-086
Illustration 190
Illustration 191
The centershift cylinder has one fitting on each end. Apply lubricant to the fittings in order to lubricate the centershift
cylinder socket.


Cooling System Coolant Additive (DEAC) - Add

SMCS Code: 1352-045; 1352-535; 1352-544; 1395-081
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under

pressure. The radiator and all lines to heaters or the engine
contain hot coolant or steam. Any contact can cause severe
burns.
Remove cooling system pressure cap slowly to relieve pressure

only when engine is stopped and cooling system pressure cap is
cool enough to touch with your bare hand.
Do not attempt to tighten hose connections when the coolant is

hot, the hose can come off causing burns.
Cooling System Coolant Additive contains alkali. Avoid contact

with skin and eyes.
See the appropriate topics in your machine's Operation and Maintenance Manual for all cooling system requirements.
Use 8T-5296 Test Group to check the concentration of the Diesel Engine Antifreeze/Coolant DEAC.
If necessary, add cooling system coolant additive.
Do not exceed the recommended six percent cooling system coolant

additive concentration. Excessive cooling system coolant additive
concentration can form deposits on the higher temperature surfaces
of the cooling system, reducing the engine's heat transfer
characteristics. Reduced heat transfer could cause cracking of the
cylinder head and other high temperature components. Excessive
cooling system coolant additive concentration could also result in
radiator tube blockage, overheating, and/or accelerated water
pump seal wear. Never use both liquid cooling system coolant
additive and the spin-on element (if equipped) at the same time.
The use of those additives together could result in cooling system
coolant additive concentration exceeding the recommended six
percent maximum.
1. Stop the engine and allow the engine to cool.
Illustration 215
2. Open the cover. Remove the cooling system pressure cap slowly in order to relieve the pressure.
3. Drain some coolant from the radiator into a suitable container. This will allow space for additional cooling system
coolant additive.
Note: Always discard drained fluids according to local regulations.
4. Add 0.24 L (.50 pint) of cooling system coolant additive for every 38 L (10 US gal) of engine cooling capacity.
5. Install the cooling system pressure cap. Close the cover.


Engine Air Filter Service Indicator - Inspect/Replace

SMCS Code: 7452-040; 7452-510
Illustration 231
1. Open the left side engine compartment door.
2. Stop the engine. Check the operation of the service indicator by pressing the reset button on the bottom of the service
indicator. This should require three pushes or less of the reset button.
3. Next, check the movement of the yellow piston in the service indicator. Start the engine and accelerate the engine to
high idle for a few seconds. After the governor control pedal is released, the yellow piston should remain at the highest
position that was achieved during acceleration.
Note: The air filter indicator should be replaced during engine overhauls. The air filter indicator should also be replaced
during replacement of any major engine component. Replace the air filter indicator at least one time per year.
4. If the indicator will not reset easily, replace the service indicator. If the yellow piston of the indicator will not latch at
the highest vacuum that is attained, replace the service indicator. Tighten the indicator to a torque of 2 N·m (18 lb in).
Excessive tightening force may crack the top of the indicator. For more information on the air filter indicator, refer to
Video Tape, PEVN1736, "Caterpillar Air Filter Service Indicator".
Note: If you still believe that the service indicator is working improperly, refer to Operation and Maintenance Manual,
"Engine Air Filter Service Indicator Screen - Check/Replace".
5. Close the left side engine compartment door.


Engine Oil Sample - Obtain

SMCS Code: 1348-008; 1348-554-SM; 7542-008; 7542-554-OC, SM
Illustration 241
The sampling valve for the engine oil is located on the right side of the engine compartment.
Refer to Operation and Maintenance Manual, SEBU6250, "S·O·S Oil Analysis" for information that pertains to obtaining
a sample of the engine oil. Refer to Special Publication, PEHP6001, "How To Take A Good Oil Sample" for more
information about obtaining a sample of the engine oil.


Engine Oil and Filter - Change

SMCS Code: 1302-044-OC; 1308-510; 1318-510; 1326-535-OC; 1348-044
Do not under fill or overfill engine crankcase with oil. Either

condition can cause engine damage.
Park the machine on a level surface and engage the parking brake. Stop the engine.
Note: Drain the crankcase while the oil is warm. This allows waste particles that are suspended in the oil to drain. As the
oil cools, the waste particles will settle to the bottom of the crankcase. The particles will not be removed by draining the
oil and the particles will recirculate in the engine lubrication system with the new oil.
Illustration 242
2. Open the crankcase drain valve. Allow the oil to drain into a suitable container.
Note: Discard any drained fluids and discard any filter elements according to local regulations.
3. Close the crankcase drain valve.
Illustration 243
4. Clean the area around the engine oil filter before removing the engine oil filter. Remove the engine oil filter with a
strap type wrench. See Operation and Maintenance Manual, "Oil Filter - Inspect".
5. Clean the base of the engine oil filter housing. Make sure that all of the old filter gasket is removed.
6. Apply a light coat of engine oil to the gasket of the new engine oil filter.
7. Install the new engine oil filter by hand. Additionally tighten the engine oil filter by 3/4 of a turn, after the gasket
contacts the filter base.
Illustration 244
8. Clean the area around the dipstick before removing the dipstick. Clean the area around the oil filler cap before
removing the oil filler cap. Remove the oil filler cap (2). Fill the crankcase with new oil. See Operation and Maintenance
Manual, "Refill Capacities". Clean the filler cap and install the filler cap.
9. Start the engine and allow the oil to warm. Check the engine for leaks.
10. Run the engine. Check the "ENGINE RUNNING" side of dipstick (1) while the engine is running. Maintain the oil
level between the "ADD" mark and the "FULL" mark. If necessary, add oil.
11. Stop the engine. Close the left side rear engine compartment access door, if the machine is equipped with engine


Fuel Inlet Screen - Clean/Inspect/Replace

SMCS Code: 1250-510-Z3; 1250-571-Z3; 1252-040-Z3; 1252-070-Z3; 1252-510-Z3; 1252-571; 1252-571-Z3;
1256-040-Z3; 1256-070-Z3; 1256-510-Z3
Illustration 253
2. Remove the fuel inlet screen. The fuel inlet screen is positioned at the inlet to the fuel transfer pump.
3. Wash the fuel inlet screen in a clean, nonflammable solvent.
4. Inspect the fuel inlet screen. If the fuel inlet screen is damaged, replace the fuel inlet screen.
5. Use pressure air to dry the fuel inlet screen.
6. Inspect the seal in the fuel transfer pump. If the seal is damaged, replace the seal.
7. Install the seal in the fuel transfer pump. Install the clean fuel inlet screen in the fuel transfer pump.
8. Close the engine compartment access door, if the machine is equipped with engine compartment access doors.


Fuel System - Prime

SMCS Code: 1250-548; 1258-548
The priming pump for the fuel system is positioned in the engine compartment at the left rear of the machine.
1. Open the engine compartment access door on the left side of the machine.
Illustration 254
2. Check that the fuel supply valve is open. The fuel supply valve is positioned in the engine compartment on the left
side of the engine.
Illustration 255
3. Unlock the priming pump plunger by turning the priming pump plunger counterclockwise and pull out the priming
pump plunger.
4. Operate the priming pump in order to fill the new primary fuel filter and the new secondary fuel filter. Continue to
operate the priming pump until the pump resists operation. This indicates that the fuel filters are full of fuel.
5. Lock the priming pump plunger by turning the priming pump plunger clockwise.
6. Start the engine. Look for leaks around the primary fuel filter and the secondary fuel filter. If the engine will not start,
air is trapped in the fuel injection lines to the engine.
7. Loosen all the fuel injection lines at the cylinder head of the engine. Use two wrenches to avoid breaking the fuel
injection lines.
8. Move the throttle control to the LOW IDLE position.
9. Turn and hold the engine start switch to the START position until the fuel flows free of air bubbles from all fuel
injector lines. Allow the fuel to flow into a suitable container.
10. Stop the engine. Tighten the nuts on the fuel injector lines to a torque of 40 ± 7 N·m (30 ± 5 lb ft).
11. Close the engine compartment access door on the right side of the machine.


Fuel System Lower Secondary Filter - Replace

SMCS Code: 1261-510-SE
Do not fill fuel filters with fuel before installing them.

Contaminated fuel will cause accelerated wear to fuel system parts.
The lower secondary filter for the fuel system is positioned in the engine compartment on the left side of the machine.
2. Clean the area around the fuel system lower secondary filter before removing the lower secondary filter. Clean the
area around the upper secondary filter drain plugs before removing the upper secondary filter drain plugs.
Illustration 256
3. Close the fuel supply valve. The fuel supply valve is positioned in the engine compartment on the left side of the
machine.
Illustration 257
4. Remove the fuel system upper secondary filter drain plugs. Drain the fuel from the upper secondary filter into a
suitable container.
Note: Discard any drained fluids and discard any filters according to local regulations.
5. Clean the fuel system upper secondary filter drain plugs. Install the fuel system upper secondary filter drain plugs.
Illustration 258
6. Remove the fuel system lower secondary filter.
7. Drain the fuel from the lower secondary fuel filter into a suitable container.
8. Clean the mounting base for the lower secondary filter. Make sure that you removed all of the old seal.
9. Coat the seal of the new lower secondary filter with clean diesel fuel.
10. Install the new lower secondary filter by hand. Tighten the new secondary fuel filter until the seal contacts the
mounting base. Then tighten the new lower secondary filter for an additional turn of 3/4 of a turn.
Use the rotation index marks on the new lower secondary filter as a guide for tightening the filter. These rotation index
marks are spaced at intervals of 1/4 turn.
11. Open the fuel supply valve.
12. Prime the fuel system. See the Operation and Maintenance Manual, "Fuel System - Prime" for more information.
13. Close the engine compartment access door on the left side of the machine, if the machine is equipped with engine


Fuel System Primary Filter - Replace

SMCS Code: 1260-510

can cause a fire.


The primary filter for the fuel system is positioned in the engine compartment on the left side of the machine.
2. Clean the area around the primary filter before removing the primary filter.
Illustration 259
machine.
Illustration 260
4. Remove the primary filter. Drain the fuel from the primary filter into a suitable container.
5. Remove the water separator from the bottom of the primary filter. Discard the primary filter.
Clean the mounting base for the primary filter. Make sure that you have removed all of the old seal.
6. Inspect the water separator for damage. Replace the water separator, if necessary. Inspect the seal of the water
separator for damage. Replace the seal, if necessary.
7. Coat the seal of the water separator with clean diesel fuel. Install the water separator by hand. Tighten the water
separator until the seal contacts the primary filter. Then tighten the water separator for an additional turn of 3/4 of a turn.
8. Coat the seal of the new primary filter with clean diesel fuel. Install the new primary filter by hand. Tighten the new
primary filter until the seal contacts the mounting base. Then tighten the new primary filter for an additional turn of 3/4
of a turn.
Use the rotation index marks on the new primary filter as a guide for tightening the filter. These rotation index marks are
spaced at intervals of 1/4 turn.


Hydraulic System Oil Sample - Obtain

SMCS Code: 4129-008; 5050-008; 5056-008; 5095-008; 5095-SM
Illustration 282
The sampling valve for the hydraulic oil is located underneath the operator's compartment on the right side.
Refer to Operation and Maintenance Manual, SEBU6250, "S·O·S Oil Analysis" for information that pertains to obtaining
a sample of the hydraulic oil. Refer to Special Publication, PEHP6001, "How To Take A Good Oil Sample" for more
information about obtaining a sample of the hydraulic oil.


Radiator - Clean
SMCS Code: 1353-070; 1805-070; 1810-070
Illustration 290
1. Remove the access cover on the right rear of the machine. Remove the access cover on the left rear of the machine.
2. Remove any dirt from the area around the radiator. Remove any debris from the area around the radiator.
3. Install the access covers.


Tandem Drive Oil Level - Check

SMCS Code: 4071-535
Clean the surface area around the oil check plug before you check the oil level.
Illustration 306
1. Remove the oil check plug.
2. Maintain the oil level at the bottom of the opening for the oil check plug. If necessary, add oil. Open the cover on the
top of the tandem drive housing and add oil. Close the cover on the top of the tandem drive housing.
3. Install the oil check plug.

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Tandem Drive Oil Sample - Obtain

SMCS Code: 4071-008
Illustration 307
The oil sample for the tandem drive should be taken from the housing by removing a plate that is located on the top of
the tandem housing.
Refer to Operation and Maintenance Manual, "S·O·S Oil Analysis" and Operation and Maintenance Manual, "Sampling
Interval and Location of Sampling Valve" for information that pertains to obtaining a sample of the tandem drive oil.


Transmission and Differential Oil Level - Check

SMCS Code: 3030-535-FLV; 3080-535-FLV; 3258-535-FLV
Illustration 319
Clean the area around the dipstick/fill cap before removing the dipstick/fill cap. The dipstick/fill cap is located on the
right side of the engine compartment.
Illustration 320
1. Run the engine at low idle. Remove the dipstick/fill cap. Maintain the oil between the "LOW" mark and the "FULL"
mark on the dipstick.
2. If necessary, add oil.
3. Clean the dipstick/fill cap and install the dipstick/fill cap.


Transmission and Differential Oil Sample - Obtain

SMCS Code: 3006-008; 3030-008; 3080-008; 3258-008; 7542
Illustration 321
The oil sample for the transmission and the differential should be taken from the dipstick tube for the transmission oil.
Refer to Operation and Maintenance Manual, "S·O·S Oil Analysis" and Operation and Maintenance Manual, "Sampling
Interval and Location of Sampling Valve" for information that pertains to obtaining a sample of the transmission and
differential oil.


V-Belts - Inspect/Adjust/Replace
SMCS Code: 1357-025; 1357-040; 1357-510
Air Conditioner Belt

Inspect The Belt
Illustration 322
The air conditioner belt is located on the left side of the engine compartment.
Illustration 323
1. Inspect the condition and the adjustment of the air conditioner belt. The air conditioner belt should deflect 14 to 20
mm (.6 to.8 inch) under 110 N (25 lb) of force.
Adjust The Belt
Illustration 324
The air conditioner belt is located on the left side of the engine compartment.
Illustration 325
1. Loosen the lock bolt (1) for the refrigerant compressor. Loosen the mounting bolt (2) for the refrigerant compressor.
Illustration 326
2. Pull the refrigerant compressor backward. Tighten the mounting bolt. Tighten the lock bolt for the refrigerant
compressor.
3. Check the adjustment of the air conditioner belt.
4. If the air conditioner belt is not correctly adjusted repeat Steps 1 through Step 3.
5. If you start the engine and poor cooling is still experienced, turn off the air conditioner. Stop the engine. Consult your
Caterpillar dealer for air conditioner system service, if necessary.
Alternator Belt and Fan Drive Belt

Inspect The Belts
Illustration 327
1. Open the access door on the rear, right side of the machine.
Illustration 328
Note: If one belt or more than one belt is worn or damaged, replace the belts in sets.
2. Inspect the condition and the adjustment of the alternator and fan drive belts. Correctly adjusted belts should deflect
14 to 20 mm (.6 to.8 inch) under 110 N (25 lb) of force.
Adjust The Belts
1. Open the right access door.
Illustration 329
2. Loosen the alternator bracket bolt (1). Loosen the adjusting bolt (2).
3. Adjust the belts until the correct belt tension is reached. Tighten adjusting bolt (2) to 150 ± 20 N·m (110 ± 15 lb ft).
4. Tighten alternator bracket bolt (1).
5. Check the adjustment of the alternator and fan drive belts.
6. If the alternator and fan drive belts are not correctly adjusted repeat Steps 2 through Step 5.
7. Close the access door.


Wheel Bearing Oil Level (Front) - Check

SMCS Code: 4205-535-FLV; 4208-535-FLV; 4234-535-FLV; 7551-535-FLV
Clean the surface area around the check/fill plug before you check the oil level.
Illustration 352
Illustration 353
1. Remove the check/fill plug.
2. Maintain the oil level to the bottom of the opening for the check/fill plug. If necessary, add oil.
4. Repeat Step 1 through Step 3 for the other wheel bearing.


Articulation Bearings - Lubricate

Wipe all the fittings before you apply lubricant through the fittings.
Illustration 174
Illustration 175
The upper articulation bearing has one fitting. Apply lubricant through the fitting in order to lubricate the upper
The lower articulation bearing has one fitting. Apply lubricant through the fitting in order to lubricate the lower


Engine Crankcase Breather - Clean

SMCS Code: 1000-070-BRE; 1317-070; 1317-070-DJ
The engine crankcase breather is positioned on the top of the engine at the front of the engine.
Illustration 235
Illustration 236
2. Loosen the outlet hose clamp on the cover of the engine crankcase breather. Remove the outlet hose from the cover of
the engine crankcase breather.
Illustration 237
3. Remove the bolt. Remove the washer and remove the cover from the engine crankcase breather.
4. Check the condition of the seal on the cover. If the seal is damaged, replace the old seal with a new seal.
5. Remove the engine crankcase breather. Wash the engine crankcase breather and the cover in clean nonflammable
solvent.
6. Shake the engine crankcase breather or use pressure air to dry the engine crankcase breather.
7. Inspect the hose for damage. If the hose is damaged, replace the hose.
8. Install the engine crankcase breather. Install the cover. Install the washer and install the bolt for the engine crankcase
breather.
9. Install the hose and the clamp.
10. Close the left side engine compartment access door, if the machine is equipped with engine compartment access
doors.


Fuel System Upper Secondary Filter - Replace

SMCS Code: 1261-510-SE

can cause a fire.


The upper secondary filter for the fuel system is positioned in the engine compartment on the left side of the machine.
Illustration 261
machine.
3. Replace the primary filter for the fuel system. See the Operation and Maintenance Manual, "Fuel System Primary
Filter - Replace" for more information.
4. Replace the lower secondary filter for the fuel system. See the Operation and Maintenance Manual, "Fuel System
Lower Secondary Filter - Replace" for more information.
5. Clean the area around the upper secondary filter before removing the upper secondary filter.
Illustration 262
6. Remove the upper secondary filter. Drain the fuel from the upper secondary filter into a suitable container.
7. Coat the seal of the new upper secondary filter with clean diesel fuel. Install the new upper secondary filter by hand.
Tighten the new upper secondary filter until the seal contacts the mounting base. Then tighten the new upper secondary
filter for an additional turn of 3/4 of a turn.
Use the rotation index marks on the new upper secondary filter as a guide for tightening the filter. These rotation index
marks are spaced at intervals of 1/4 turn.


Fuel Tank Cap and Strainer - Clean

SMCS Code: 1273-070-Z2; 1273-070-STR
The fuel tank cap is positioned on the left side rear of the machine.
Illustration 265
1. Remove the fuel tank cap and disassemble the fuel tank cap.
2. Inspect the seal on the fuel tank cap for damage. If the seal is damaged, replace the seal.
3. Remove the strainer from the filler opening.
4. Wash the strainer and the fuel tank cap in clean nonflammable solvent.
5. Disassemble the vent assembly. Wash the vent assembly in clean nonflammable solvent.
6. Inspect the vent assembly for damage. If the vent assembly is damaged, replace the vent assembly.
7. Apply a light coat of oil to the vent assembly. Assemble the fuel tank cap.
8. Install the strainer.
9. Install the fuel tank cap.


Hydraulic System Oil Filter - Replace

SMCS Code: 5056-510-FI; 5068-510
Park the machine on a level surface with front wheels straight ahead. Lower all attachments to the ground. Apply a slight
downward pressure to the attachments. Center the articulation of the machine and install the frame lock pin. The frame
lock pin must move freely in the frame. Move the front wheels to vertical and install the wheel lean bolt. Engage the
parking brake. Stop the engine.
Clean the area around the filler cap before removing the filler cap. Clean the area around the filter cover before removing
the filter cover.
Illustration 276
1. Slowly remove the hydraulic oil filler cap in order to relieve the tank pressure.
Illustration 277
2. Remove the filter cover from the hydraulic system oil tank.
3. Inspect the seal for the cover. If necessary, replace the seal.
4. Remove the filter element and discard the filter element.
5. Install a new filter element.
6. Install the cover.
Illustration 278
7. Maintain the hydraulic oil level above the "ADD" mark in the sight gauge.
8. Inspect the filler cap gasket. If the filler cap gasket is damaged, replace the filler cap gasket. Install the oil filler cap.


Pump Drive Shaft - Lubricate

SMCS Code: 3108-086
Illustration 288
The pump drive shaft is positioned at the center of the machine.
Note: Articulate the front of the machine to the right for improved accessibility to the fitting.
Illustration 289
Apply lubricant to the one fitting in order to lubricate the pump drive shaft.


Transmission and Differential Oil Filter and Screens - Replace/Clean

SMCS Code: 3030-070-Z3; 3030-510-Z3; 3067-070; 3067-510; 3258-070-FI; 3258-070-Z3; 3258-510-FI; 3258-
510-Z3
Illustration 313
The transmission and differential oil filter is positioned under the radiator at the right rear of the machine.
Illustration 314
1. Install the frame lock pin.
Illustration 315
2. Remove the drain plug from the oil filter housing. Allow the oil to drain into a suitable container.
Illustration 316
3. Remove the oil filter housing.
4. Remove the used element and discard the used element.
5. Clean the oil filter housing and the drain plug with a clean nonflammable solvent.
6. Clean the base of the oil filter housing.
7. Insert a new filter element into the filter housing.
8. Replace the filter housing base seal.
9. Install the filter housing.
10. Install the drain plug in the filter housing.
Illustration 317
11. Slowly remove the cover for magnetic screen (1). Slowly remove the cover for supplemental magnetic screen (2).
Allow the oil to drain into a suitable container.
12. Remove the magnetic screen tube assemblies.
13. Separate the magnets and the tube assemblies from the screens. Wash the screens and the tube assemblies in clean
nonflammable solvent. Allow the screens to dry and allow the tube assemblies to dry.
Do not drop or rap magnets on hard objects, or damage can result.

Replace damaged magnets.
14. Clean the magnets with a cloth or clean the magnets with a stiff brush. Allow the magnets to dry.
15. Install the magnets and tube assemblies into the screens.
16. Install the screens.
17. Inspect the cover seals. If the cover seals are damaged, replace the cover seals.
18. Install the covers and tighten the bolts.
20. With the parking brake engaged, run the engine at low idle in order to circulate the transmission oil.
21. Inspect all of the transmission components for leaks.
Illustration 318
22. With the engine at low idle, maintain the oil level between the marks on the dipstick. If necessary, add the oil
through the filler tube.
23. Stop the engine.
24. Remove the frame lock pin and store the frame lock pin.


Cooling System Pressure Cap - Clean/Replace

SMCS Code: 1382-070; 1382-510

burns.
Remove filler cap slowly to relieve pressure only when engine is

stopped and radiator cap is cool enough to touch with your bare
hand.

Cooling System Conditioner contains alkali. Avoid contact with

skin and eyes.
The cooling system pressure cap is positioned in the left rear of the hood.
Illustration 218
1. Open the cover. Remove the cap slowly in order to relieve pressure.
2. Inspect the cap and the cap seal for damage, deposits, and foreign material. Clean the cap with a clean cloth. Replace
the cap if the cap is damaged.
3. Install the cap. Close the cover.


Rollover Protective Structure (ROPS) - Inspect

SMCS Code: 7323-040; 7325-040
Do not attempt to straighten the ROPS structure. Do not repair the

ROPS by welding reinforcement plates to the structure.
If there are any cracks in the welds, in the castings, or in any metal
section of the ROPS, consult your Caterpillar dealer for repairs.
Illustration 297
1. There are two retaining pins for the ROPS. One retaining pin is located on each side of the cab. Remove the access
covers from the retaining pin locations.
Illustration 298
2. Inspect the retaining pins. Inspect the keeper bolt. Replace any damaged keeper bolts or any missing keeper bolts with
only original equipment parts.
3. Install the access covers.
Illustration 299
4. Inspect the front and the rear cab mounts (1) for damage or for wear.
Note: In order to correctly inspect a cab mount, the cab mount must be removed. Cab mounts (1) may be compressed,
torn or cut. If you find a front cab mount that is damaged, replace both front mounts and both pads. If you find a rear cab
mount that is damaged, only replace that rear mount and that rear pad.
5. Inspect the ROPS for any loose bolts or any damaged bolts. Replace any damaged bolts or any missing bolts with only
the original equipment parts. Tighten the four rear bolts (2) to a torque of 430 ± 60 N·m (320± 45 lb ft). Tighten the two
front bolts (3) to a torque of 240 ± 40 N·m (180 ± 30 lb ft).
Note: Apply oil to all ROPS bolt threads before you install the bolts for the ROPS. Failure to apply oil can result in
improper bolt torque.
6. When you operate the machine on a rough surface, the ROPS may rattle or the ROPS may make a noise. If the ROPS
rattles or if the ROPS makes a noise, replace the ROPS mounting supports.


Transmission and Differential Oil - Change

SMCS Code: 3030-510-OC; 3080-510; 3258-510-OC
Clean the area around the differential drain plug before removing the differential drain plug. Clean the area around the
transmission case drain plug before removing the transmission case drain plug. Clean the area around the dipstick/fill cap
before removing the dipstick/fill cap.
Operate the engine until the transmission and differential oil is warm. Park the machine on a level surface and engage the
parking brake. Lower the blade and apply slight down pressure to the blade. Stop the engine.
Note: Drain the transmission case and drain the differential case while the oil is warm. This allows waste particles that
are suspended in the oil to drain. As the oil cools, the waste particles will settle to the bottom of the case. The particles
will not be removed by draining the oil and the particles will recirculate in the lubrication system with the new oil.
Illustration 309
1. Remove the drain plug for the differential case and remove the drain plug for the transmission case. Drain the oil into
a suitable container.
2. Change the filter element and clean the screens. See Operation and Maintenance Manual, "Transmission and
Differential Oil Filter and Screen" in the Maintenance Interval Schedule.
3. Clean the drain plugs and install the drain plugs for the differential and the transmission case.
4. Open the engine compartment access door on the right side of the machine.
Illustration 310
5. Fill the transmission and differential case with oil through the dipstick/fill tube. See Operation and Maintenance
Manual, "Refill Capacities".
Illustration 311
6. Remove the transmission breather and discard the transmission breather. Install a new transmission breather.
7. Start the engine and run the engine at low idle. Inspect the transmission and differential components for leaks.
8. Engage the transmission modulator control pedal. Slowly operate the transmission direction and speed control lever in
order to circulate the oil.
Illustration 312
9. With the engine at low idle, maintain the oil level between the marks on the dipstick. If necessary, add oil through the
dipstick/fill tube.
11. Close the engine compartment access door.


Air Conditioner - Test

SMCS Code: 7320-081
Inhaling air conditioner refrigerant gas through a lit cigarette or

other smoking method or inhaling fumes released from a flame
contacting air conditioner refrigerant gas can cause bodily harm
or death. Do not smoke when servicing air conditioners or
wherever refrigerant gas may be present.
1. Start the engine. Operate the engine at high idle.
Illustration 169
2. Set the air conditioner control for maximum cooling. Set the fan control on HIGH FAN SPEED position.
3. In order to stabilize the air conditioning system, run the air conditioning system for two minutes.
Illustration 170
4. Open the engine compartment access door on the left side of the machine.
Illustration 171
5. Check for refrigerant in the air conditioning system, as follows:
· Feel the suction line (1) and feel the discharge line (2).
· If the system contains refrigerant, the discharge line is warmer than the suction line.
· If the air conditioning system does not contain refrigerant or if the level of the refrigerant in the air conditioning
system is very low, then you will experience poor cooling.
6. Close the engine compartment access door on the left side of the machine.
7. Stop the engine.
8. Consult your Caterpillar dealer for air conditioner system service, if necessary.
Note: For proper cooling of the air conditioner, check the temperature of the vent with a thermometer. The air
temperature should be between 13 to 16 °C (55 to 60 °F).


Battery, Battery Cable or Battery Disconnect Switch - Replace

SMCS Code: 1401-510; 1402-510; 1411-510
1. Turn the engine start switch key to the OFF position. Turn all the switches to the OFF position.
2. Turn the key for the battery disconnect switch to the OFF position. Remove the key.
3. Disconnect the negative battery cable at the battery disconnect switch. The battery disconnect switch is connected to
the machine frame.
Note: Do not allow the disconnected battery cable to contact the battery disconnect switch or the machine.
4. Disconnect the negative battery cable from the battery.
5. Disconnect the positive battery cable from the battery.
6. If necessary, make repairs. If necessary, replace the battery cable, the battery or the battery disconnect switch.
7. Connect the positive battery cable at the battery.
8. Connect the negative battery cable at the battery.
9. Connect the battery cable at the battery disconnect switch.
10. Install the key for the battery disconnect switch. Turn the battery disconnect switch to the ON position.

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Circle Drive Oil - Change

SMCS Code: 5207-510-OC
Clean the area around the drain plug and clean the area around the check/fill plug before removing them.
Illustration 202
Illustration 203
1. Remove drain plug (1). Remove the check/fill plug (2). Allow the oil to drain into a suitable container.
2. Clean the drain plug and install the drain plug.
3. Fill the circle drive housing with oil. See Operation and Maintenance Manual, "Refill Capacities".
4. Clean the check/fill plug and install the check/fill plug.
5. Start the engine. Operate the machine for a few minutes. Check the circle drive housing for leaks.
6. Stop the engine. Remove the check/fill plug and check the oil level. Maintain the oil level to the bottom of the filler
opening. If necessary, add oil.

Condenser (Refrigerant) - Clean

SMCS Code: 1805-070
If excessively dirty, clean condenser with a brush. To prevent

damage or bending of the fins, do not use a stiff brush.
Repair the fins if found defective.
Illustration 210
The refrigerant condenser is located behind the radiator at the rear of the machine.
1. Remove the access panel for the radiator at the rear of the machine.
2. Inspect the condenser for debris. If necessary, clean the condenser.
3. Use clean water in order to wash off all dust and dirt from the condenser.
4. Replace the access panel.


Engine Governor Oil Supply Screen - Clean/Inspect/Replace

SMCS Code: 1264-040-Z3; 1264-070-Z3; 1264-510-Z3; 1264-571-OC, Z3; 1264-571-Z3; 1278-040-Z3; 1278-
070-Z3; 1278-510-Z3; 1278-571-Z3
Illustration 238
1. Remove the oil supply tube (1) from the cylinder head.
2. Remove the fitting (2) from the cylinder head.
3. Remove the seal (3) from the cylinder head.
4. Remove the screen (4). Use a 6 mm hexagon wrench.
5. Wash the screen in clean nonflammable solvent. Inspect the screen for damage. Replace the screen, if necessary.
6. Install the screen (4) in the cylinder head. The screen is installed correctly when there is clearance for the seal and
clearance for the fitting.
7. Install the seal (3). Install fitting (2) and install the oil supply tube (1).

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Engine Valve Lash - Check

SMCS Code: 1105-535
The initial valve lash adjustment is recommended at the first scheduled oil change. The valve lash adjustment should
then be made at every 2000 hour interval. The adjustment is necessary due to the initial wear of the valve train
components and to the seating of the valve train components.
This maintenance is recommended by Caterpillar as part of a lubrication and preventive maintenance schedule in order
to help provide maximum engine life.
Only qualified service personnel should perform this maintenance.

Refer to the Service Manual or your Caterpillar dealer for the
complete valve lash adjustment procedure.
Operation of Caterpillar engines with improper valve adjustments

can reduce engine efficiency. This reduced efficiency could result in
excessive fuel usage and/or shortened engine component life.
Ensure that the engine can not be started while this maintenance
is being performed. To help prevent possible injury, do not use
the starting motor to turn the flywheel.
Hot engine components can cause burns. Allow additional time

for the engine to cool before measuring/adjusting valve lash
clearance.
Ensure that the engine is stopped before measuring the valve lash. To obtain an accurate measurement, allow the valves
to cool before this maintenance is performed.
Refer to the Service Manual for more information.


Engine Valve Rotators - Inspect

SMCS Code: 1109-040
When inspecting the valve rotators, protective glasses or face

shield and protective clothing must be worn, to prevent being
burned by hot oil spray.
Inspect the engine valve rotators after the valve clearances have been set.
1. Start the engine and run the engine at low idle.
2. Watch the top surface of each valve rotator. When the intake valve or the exhaust valve closes, the engine valve
rotator should turn slightly.
If an intake valve or an exhaust valve fails to rotate, consult your Caterpillar Dealer.


Evaporator Coil and Heater Coil - Clean

SMCS Code: 7309-070; 7343-070
Illustration 247
The evaporator coil and the heater coil are located under seat (1) in the cab.
1. Remove seat (1).
Illustration 248
2. Remove both covers (2).
Illustration 249
3. Clean the evaporator coil (3) and clean heater coil (4).
4. Replace both covers (2) and seat (1).
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Note: If you are operating the machine under harsh conditions or with the cab door open, it may be necessary to clean
the coils more often.


Final Drive Preload - Check

SMCS Code: 4050-535-ZP
Table 15
Final Drive Bearing Preload Torque Setting

Sales Model Final Drive Group Part Number for Nut Final Torque
120H 8W-4980 2G-6396 102 N·m (75 lb ft)
135H 8X-1865 2G-6396 102 N·m (75 lb ft)
1. Park the machine on a level surface.
2. Lower the blade in order to support the machine so that the rear tires are off the ground. The machine must be in a
stable position in order to be able to turn the rear tires.
3. Unlock the differential.
4. Drain the oil below the level of the outer cover.
Illustration 250
5. Remove the outer cover.
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Illustration 251
6. Remove the lock.
Illustration 252
7. Install 9U-5017 Torque Wrench (Dial).
8. Check the torque. Refer to Table 15.
9. Refer to the adjustment procedure in Specifications, SENR9157, "Final Drive" if the torque is incorrect.


Fuel Injection Timing - Check

SMCS Code: 1102-535; 1251-535; 1290-535-TM
Note: Make sure that a qualified mechanic works on the injector fuel timing. Special tools and training are required.
Refer to the Service Manual for the complete procedure for the injector fuel timing check or for adjustment of the
injector fuel timing.
Note: The correct fuel timing specification is given on the Engine Information Plate. Fuel timing specifications may be
different for distinct engine applications and/or power ratings.


In-Line Refrigerant Dryer - Replace

SMCS Code: 7322-510
Personal injury can result from contact with refrigerant.
Contact with refrigerant can cause frost bite. Keep face and
hands away to help prevent injury.
Protective goggles must always be worn when refrigerant lines

are opened, even if the gauges indicate the system is empty of
refrigerant.
Always use precaution when a fitting is removed. Slowly loosen

the fitting. If the system is still under pressure, release it slowly
in a well ventilated area.
Personal injury or death can result from inhaling refrigerant

through a lit cigarette.
Inhaling air conditioner refrigerant gas through a lit cigarette or

other smoking method or inhaling fumes released from a flame
contacting air conditioner refrigerant gas, can cause bodily
harm or death.
Do not smoke when servicing air conditioners or wherever

refrigerant gas may be present.
Use a certified recovery and recycling cart to properly remove

the refrigerant from the air conditioning system.
Illustration 283
The in-line refrigerant dryer is located under the cab on the right side.
Refer to Service Manual, SENR5664, "In-Line Refrigerant Dryer - Remove and Install" for the replacement procedure of
the in-line refrigerant dryer.
Note: When you operate the machine in a climate with high humidity, replace the in-line refrigerant dryer after every
1000 service hours or 6 months.


Radiator Core - Clean

SMCS Code: 1353-070-KO; 1353-070
Illustration 291
You can use compressed air, high pressure water, or steam to remove dust and other debris from the radiator core.
However, the use of compressed air is preferred.
See Special Publication, SEBD0518, "Know Your Cooling System" for the complete procedure for cleaning the radiator
core.


Tandem Drive Oil - Change

SMCS Code: 4071-510
Clean the surface area around the oil check plug before you check the oil level.
Illustration 304
Illustration 305
1. Remove drain plug (1). Remove oil check plug (2). Allow the oil to drain into a suitable container.
2. When you change the tandem drive oil, use diesel fuel in order to clean the housing of the sludge and flush the
housing of the sludge.
3. Clean the drain plug (1) and install the drain plug (1).
4. Open the cover on the top of the tandem drive housing. Fill the tandem drive housing with new oil. See Operation and
Maintenance Manual, "Refill Capacities".
5. Close the cover on the top of the tandem drive housing.
6. Clean the oil check plug (2) and install the oil check plug (2).
7. Start the engine. Operate the machine for a few minutes. Check the tandem drive housing for leaks.
8. Stop the engine. Remove the oil check plug (2). Check the oil level. Maintain the oil level to the bottom of the
opening for the oil check plug (2). If necessary, add oil. Install the oil check plug (2).
9. Inspect the breathers for the tandem drive housings. Replace the breather, if either breather is wet or if either breather
is dirty.


Cooling System Coolant (DEAC) - Change

SMCS Code: 1350-044; 1350-070; 1395-044; 1395-544

burns.



with skin and eyes.
If the coolant is dirty or if you observe any foaming in the cooling system, drain the coolant before the recommended
interval.
It is important to replace the thermostat in order to avoid any unexpected failure of the thermostat. This is a good
preventive maintenance practice that reduces the chances of unscheduled downtime. Failure to replace the thermostat on
a regularly scheduled basis could cause severe engine damage.
Note: If you are only replacing the thermostat, drain the coolant from the cooling system so that the level of the coolant
is below the thermostat housing.
Always operate Caterpillar engines with a thermostat because these engines have a shunt design cooling system.
Note: Thermostats can be reused if the thermostats meet certain test specifications. The tested thermostats must not be
damaged and the tested thermostats must not have an excessive buildup of deposits.
Illustration 211
2. Open the cover. Slowly remove the cooling system pressure cap in order to relieve pressure.
Illustration 212
3. Remove the drain plug (1). The drain plug (1) is located on the water line at the lower left side of the engine. Open the
drain valve (2). The drain valve is located under the radiator. Allow the coolant to drain into a suitable container.
4. Close the drain valve. Clean the drain plug and install the drain plug. Fill the cooling system with clean water and with
a 6 to 10% concentration of cooling system cleaner.
5. Start the engine. Run the engine for 90 minutes.
6. Stop the engine. Drain the cleaning solution.
7. Flush the cooling system with water until the draining water is transparent.
8. Close the drain valve and install the drain plug.
9. Add the coolant solution. Refer to Operation and Maintenance Manual, "Refill Capacities".
10. Remove the cooling system pressure cap. Start the engine and run the engine. Leave the cap off until the thermostat
opens and the coolant level stabilizes.
11. Maintain the coolant level within 13 mm (.5 inch) of the bottom of the filler tube.


Cooling System Coolant Extender (ELC) - Add

SMCS Code: 1352-045; 1352-535; 1352-544; 1352-544-NL; 1395-081

burns.



with skin and eyes.
When a Caterpillar Extended Life Coolant (ELC) is used, an extender must be added to the cooling system. See the
Operation and Maintenance Manual, "Maintenance Interval Schedule" for the proper service interval. The amount of
extender is determined by the cooling system capacity.
Illustration 216
2. Open the cover. Remove the cooling system pressure cap slowly in order to relieve the pressure.
3. Drain some coolant from the radiator into a suitable container. This will allow space for additional cooling system
coolant extender.
Note: Discard drained fluids according to local regulations.
4. In order to add cooling system coolant extender, refer to the Operation and Maintenance Manual, SEBU6250,
"Extended Life Coolant (ELC)". Refer to the table for the correct amount of Caterpillar Extended Life Coolant (ELC)
Extender that is needed to be added to the cooling system.


Cooling System Water Temperature Regulator - Replace

SMCS Code: 1355-070; 1355-510; 1393-010

burns.

hand.


skin and eyes.
Replace the cooling system water temperature regulator on a regular basis in order to reduce the chance of unscheduled
downtime and of problems with the cooling system.
The water temperature regulator should be replaced after the cooling system has been cleaned. Replace the water
temperature regulator while the cooling system is completely drained or while the cooling system coolant is drained to a
level that is below the water temperature regulator housing assembly.
Failure to replace the engine's water temperature regulator on a

regularly scheduled basis could cause severe engine damage.
Note: If you are only replacing the water temperature regulator, drain the cooling system coolant to a level that is below
the water temperature regulator housing assembly.
1. Loosen the hose clamp and remove the hose from the pipe.
2. Remove the bolts from the pipe and remove the pipe.
3. Remove the gasket and remove the water temperature regulator.
Former water temperature regulators may be used, if they meet test

specifications and are not damaged or have excessive buildup or
deposits.
Since Caterpillar engines incorporate a shunt design cooling

system, it is mandatory to always operate the engine with a water
temperature regulator.
Depending on load, failure to operate with a water temperature

regulator could result in either an overheating or an overcooling
condition.
If the water temperature regulator is installed incorrectly, it will

cause the engine to overheat.
4. Install a new water temperature regulator and a new gasket.
5. Install the pipe and the hose. Tighten the hose clamp.
6. Add the cooling system coolant. Maintain the coolant level within 13 mm (.5 inch) of the bottom of the filler tube.


Hydraulic System Oil - Change

SMCS Code: 5050-044; 5056-044; 5095-044
Note: If the hydraulic oil is not being monitored by the Caterpillar S·O·S Oil Analysis program, change the hydraulic oil
at every 2000 service hour interval.
Operate the machine until the oil is warm.
Park the machine on a level surface with the front wheel straight ahead. Lower all attachments to the ground. Apply a
slight downward pressure to the attachments. Center the articulation of the machine and install the frame lock pin. The
frame lock pin must move freely in the frame. Move the front wheels to vertical and install the wheel lean bolt. Engage
the parking brake. Stop the engine.
Illustration 271
The hydraulic system oil tank is positioned behind the operator station at the center of the machine.
Illustration 272
1. Slowly remove the hydraulic oil filler cap.
Illustration 273
2. The drain plug is positioned in the bottom of the hydraulic oil tank. Remove the drain plug. Drain the oil into a
suitable container.
3. Replace the filter for the hydraulic system oil. See Operation and Maintenance Manual, "Hydraulic System Oil Filter -
Replace" in the Maintenance Interval Schedule.
4. Remove the filler screen from the filler tube in the hydraulic oil tank. Wash the filler screen in clean nonflammable
solvent. Allow the filler screen to dry.
5. Clean the drain plug and install the drain plug.
6. Install the filler screen.
7. Fill the hydraulic system oil tank. See Operation and Maintenance Manual, "Refill Capacities".
8. Inspect the filler cap gasket. If the filler cap gasket is damaged, replace the filler cap gasket.
9. Install the hydraulic oil filler cap.
10. Start the engine. Run the engine for a few minutes.
Illustration 274
Illustration 275
11. Maintain the oil level above the "ADD" mark in sight gauge (1). If necessary, add oil through the filler tube (2).
Note: The oil must be free from bubbles. If there are bubbles in the oil, then air is entering the hydraulic system. Inspect
the suction hoses and inspect the clamps.
13. If necessary, tighten any loose clamps and any loose connections. Replace any damaged hoses.


Cooling System Coolant (ELC) - Change

SMCS Code: 1350-044-NL; 1350-544-NL; 1395-044-NL

burns.



with skin and eyes.
Do not change the coolant until you read and understand the
material in the Cooling System Specifications section.
Mixing Extended Life Coolant (ELC) with other products reduces

the effectiveness of the coolant and shortens coolant life. Use only
Caterpillar products or commercial products that have passed the
Caterpillar EC-1 specifications for premixed or concentrate

coolants. Use only Caterpillar Extender with Caterpillar ELC.
Failure to follow these recommendations could result in the damage
to cooling systems components.
If ELC cooling system contamination occurs, refer to Operation

and Maintenance, "Extended Life Coolant (ELC)" under the topic
ELC Cooling System Contamination.
This machine was factory filled with Extended Life Coolant.
If the coolant in the machine is changed to Extended Life Coolant from another type of coolant, see Operation and
Maintenance Manual, SEBU6250, "Extended Life Coolant (ELC) Cooling System Maintenance".
If the coolant is dirty or if you observe any foaming in the cooling system, drain the coolant before the recommended
interval.
It is important to replace the thermostat in order to avoid any unexpected failure of the thermostat. This is a good
preventive maintenance practice that reduces the chances of unscheduled downtime. Failure to replace the thermostat on
a regularly scheduled basis could cause severe engine damage.
Note: If you are only replacing the thermostat, drain the coolant from the cooling system so that the level of the coolant
is below the thermostat housing.
Always operate Caterpillar engines with a thermostat because these engines have a shunt design cooling system.
Note: Thermostats can be reused if the thermostats meet certain test specifications. The tested thermostats must not be
damaged and the tested thermostats must not have an excessive buildup of deposits.
Illustration 213
2. Open the cover. Slowly remove the cooling system pressure cap in order to relieve pressure.
Illustration 214
3. Remove the drain plug (1). The drain plug (1) is located on the water line at the lower left side of the engine. Open the
drain valve (2). The drain valve is located under the radiator. Allow the coolant to drain into a suitable container.
4. Flush the cooling system with clean water until the draining water is transparent.
5. Close the drain valve. Clean the drain plug and install the drain plug.
6. Add the Extended Life Coolant. See Operation and Maintenance Manual, "Refill Capacities".
Note: Make sure that the cooling system pressure cap is removed for the following Steps 7 through 8.
7. Start the engine and run the engine until the thermostat opens and the coolant level stabilizes.
8. Maintain the coolant level within 13 mm (.5 inch) of the bottom of the filler tube.

6TM00434 120H MOTOR GRADER Specification

Media Number SENR3582-15 Publication Date 2002/04/01 Update Date 2002/04/08
Belt Tension Chart

SMCS Code: 1357
Note: Do not use the belt tension charts for belts with tensioners that are spring loaded.
Table 6
Belt Tension Chart

Gauge Reading Kent-Moore Gauge Numbers
Size of Belt Tension
Width of Belt Belt Tension Number of the Old Number of the New
Belt "Used" ( 2 ) ( 3 )
"Initial" ( 1 ) Gauge Gauge
10.72 mm 534 ± 111 N (120 ± 400 ± 22 N (90 ±

3/8 BT-33-97 BT 3397
(0.422 inch) 25 lb) 5 lb)
13.89 mm 578 ± 111 N (130 ± 445 ± 44 N (100 ±
1/2 BT-33-97 BT 3397
(0.547 Inch) 25 lb) 10 lb)
15.88 mm 712 ± 111 N (160 ± 445 ± 44 N (100 ±
5V BT-33-72C BT 3372C
(0.626 Inch) 25 lb) 10 lb)
17.48 mm 712 ± 111 N (160 ± 445 ± 44 N (100 ±
11/16 BT-33-72C BT 3372C
(0.688 Inch) 25 lb) 10 lb)
19.05 mm 712 ± 111 N (160 ± 445 ± 44 N (100 ±
3/4 BT-33-72C BT 3372C
(0.750 Inch) 25 lb) 10 lb)
23.83 mm 712 ± 111 N (160 ± 445 ± 44 N (100 ±
15/16 BT-33-77 BT 3372C
(0.938 Inch) 25 lb) 10 lb)
27.82 mm 1068 ± 111 N (240 890 ± 44 N (200 ±
8PK BT-33-109 BT 33109
(1.095 inch) ± 25 lb) 10 lb)
20.94 mm 801 ± 111 N (180 ± 667 ± 44 N (150 ±
6PK BT-33-109 BT 33109
(0.824 Inch) 25 lb) 10 lb)
Measure the tension of the belt that is farthest from the engine.
(1) Belt tension "Initial" is for a new belt.

(2) Belt tension "Used" is for a belt that has operated for 30 minutes or more of operation at the rated speed.
(3) If a belt falls below the "Used" belt tension, the belt should be tightened again to the high side of the "Used" belt tension.
Table 7
For DAYCO Supplied Belts Only

Belt Tension Belt Tension
Size of Belt
"Initial" ( 1 ) "Used" ( 2 ) ( 4 )
.380 (V-Belt) 623 ± 22 N (140 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.440 (V-Belt) 667 ± 22 N (150 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.500 (V-Belt) 712 ± 22 N (160 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.600 (V-Belt) 779 ± 22 N (175 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.660 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.790 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
4 - RIB PVK 623 ± 22 N (140 ± 5 lb) 267 - 445 N (90 ± 5 lb)
5 - RIB PVK 779 ± 22 N (175 ± 5 lb) 334 - 556 N (100 ± 5 lb)
6 - RIB PVK 934 ± 22 N (210 ± 5 lb) 400 - 667 N (130 ± 5 lb)
8 - RIB PVK 1157 ± 22 N (260 ± 5 lb) 534 - 890 N (180 ± 5 lb)
10 - RIB PVK 1557 ± 22 N (350 ± 5 lb) 667 - 1112 N (230 ± 5 lb)
12 - RIB PVK 1869 ± 22 N (420 ± 5 lb) 800 - 1335 N (270 ± 5 lb)
15 - RIB PVK 2336 ± 22 N (525 ± 5 lb) 1000 - 1669 N (350 ± 5 lb)

(4) If a belt falls below the "Used" belt tension, the belt should be tightened again to the "Initial" belt tension.


Engine Oil Cooler Bypass Valve

SMCS Code: 1314
Illustration 55
Typical example
(1) The oil cooler bypass valve will open at the following pressure. . . . 125 ± 30 kPa (18 ± 4.5 psi)
9L-9188 Spring specifications for the oil cooler bypass valve
Outside diameter . . . 11.2 mm (.44 inch) Free length . . . 57.9 mm (2.28 inch) Assembled length . . . 43.2 mm (1.70 inch)
Load at assembled length . . . 15.6 ± 1.3 N (3.50 ± 0.30 lb)


Engine Oil Pump

SMCS Code: 1304
Illustration 56
Section view through pump gears
Typical example
Illustration 57
The section view is of the bypass valve that is located in the pump assembly.
(1) Distance between the front face of the gear and the housing . . . 43.00 ± 0.25 mm (1.693 ± 0.010 inch)
(2) Length of the gears . . . 33.00 ± 0.03 mm (1.299 ± 0.001 inch)
Depth of the bores for the gears . . . 33.13 ± 0.02 mm (1.304 ± 0.001 inch)
(3) Diameter of the gear shafts . . . 15.600 ± 0.005 mm (0.6142 ± 0.0002 inch)
Bores in the pump bodies for the gear shafts . . . 15.641 ± 0.008 mm (0.6158 ± 0.0003 inch)
(4) 105-1805 Spring for relief valve
Outside diameter . . . 13.0 mm (0.51 inch) Free length . . . 64.98 mm (2.558 inch) Assembled length . . . 54.5 mm (2.15
inch) Load at assembled length . . . 51.99 ± 1.9 N (12 ± 0.4 lb)
(5) Relief valve plunger
Diameter of the plunger . . . 17.000 ± 0.013 mm (0.6693 ± 0.0005 inch) Bore in the pump body for the plunger . . .
17.100 ± 0.025 mm (0.6732 ± 0.0010 inch)


Engine Oil Pressure

SMCS Code: 1924
Illustration 58
Follow all of the steps in this procedure to obtain a usable oil pressure reading.
1. Be sure that the engine is filled to the correct level with SAE 10W-30 oil. The engine oil pressure graph will not be
accurate if incorrect viscosity oil is used.
2. Remove the oil pressure switch. Connect the 1U-5470 Engine Pressure Group to the main oil manifold. Use the
connection at the oil pressure switch location (1).
3. Run the engine. Allow the engine oil temperature to rise to 99°C (210°F).
Note: A 3°C (5°F) increase in engine oil temperature gives a 7 kPa (1 psi) decrease in engine oil pressure.
Note: Make sure that the engine oil does not rise above a temperature of 115°C (239°F).
4. Keep the engine oil temperature consistent with the engine at the engine's rated rpm and read the pressure gauge.
5. Use the engine rpm and the oil pressure to locate an intersection on the engine oil pressure graph.
Illustration 59
6. The results should fall within the acceptable area of the graph. If the results are not acceptable, find the cause of the
problem and correct the problem. Engine failure or a reduction in engine life can be the result of continued operation
with oil pressure that is outside of the acceptable range.
Note: Keep a record of engine oil pressure at regular intervals. The records can indicate possible engine problems or
damage. A sudden increase or a sudden decrease of 70 kPa (10 psi) in oil pressure should be inspected, even within the
acceptable range of the engine oil pressure graph.


Crankshaft Pulley
SMCS Code: 1205
Illustration 101
(1) Tighten the bolts to the following torque. . . . 200 ± 25 N·m (150 ± 18 lb ft)


Engine to Transmission Adapter (If Equipped)

SMCS Code: 1001
Illustration 100
(1) Crankshaft
(2) Flywheel assembly
(3) Hub
(4) Flex plate
(5) Tighten the bolts to the following torque. . . . 120 ± 20 N·m (90 ± 15 lb ft)


Crankcase Breather
SMCS Code: 1317
Illustration 60
Typical example
(1) Tighten the bolt that holds the breather cap to the following torque. . . . 7 ± 2 N·m (62 ± 18 lb in)


Rear Power Take-Off (RPTO)

SMCS Code: 1165-RE
Illustration 97
Rear Power Take-Off
Install bearing (1) in the bore of the retainer plate. Install the bearing so the notches face toward the inside of the unit.
Place the split in the bearing at the 8 o'clock position.
(1) The bearing should overhang the bore of the retainer plate by the following length. . . . 1.52 ± 0.13 mm (0.060 ±
0.005 inch)
(2) Thickness of the thrust washer . . . 2.959 ± 0.038 mm (0.1165 ± 0.0015 inch)
End play of the output shaft. . . . 0.79 ± 0.29 mm (0.031 ± 0.012 inch)
(3) Tighten the four bolts for the retainer plate to the following torque. . . . 80 ± 6 N·m (59 ± 4 lb ft)
(4) Retainer plate
(5) Install the seal so the outer surface is level with the face of the retainer plate.
(6) Output flange . . . SAE J1956, Type S, Size 1480
(7) Install the bearing in the bore with the split at the 8 o'clock position.
(8) Tighten the bolt to following torque. . . . 275 ± 19 N·m (203 ± 14 lb ft)
Lubricate bolt threads and lubricate the face of the washer with engine oil before installation.
(9) Install the idler gear assembly in the gear bore so the bearing does not extend past either face.
(10) Assembly sequence for the idler shaft
Tighten three bolts evenly in order to draw the shaft squarely into the housing bore.
Seat the shaft firmly against the housing with a center driver and hammer.
Tighten the bolts to the following torque. . . . 175 ± 30 N·m (130 ± 22 lb ft)
Tighten the bolts again to the following torque. . . . 175 ± 30 N·m (130 ± 22 lb ft)
(11) Install the seal to the following depth. . . . 11.5 mm (0.5 inch)
Note: The installed depth for the seal is measured from the inside face of the cover plate.
(12) Tighten the eight bolts to the cover plate to the following torque. . . . 30 ± 7 N·m (22 ± 5 lb ft)


Magnetic Pickup
SMCS Code: 1905; 1907
Illustration 151
Typical example of magnetic pickup
While the engine is stopped, install the magnetic pickup. Once the magnetic pickup is in contact with the flywheel ring
gear, turn the magnetic pickup counterclockwise to the following distance. . . . 180 ± 36 degrees
(1) Air gap
Clearance between magnetic pickup and flywheel ring gear . . . 0.70 ± 0.14 mm (0.028 ± 0.006 inch)
(2) Locknut
Install the locknut and tighten the locknut to the following torque. . . . 45 ± 7 N·m (33 ± 5 lb ft)

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Engine Design
SMCS Code: 1201
3114 Engine
Illustration 1
Cylinder and valve location
(A) Exhaust valves
(B) Inlet valves
Bore . . . 105.0 mm (4.13 inch)
Stroke . . . 127.0 mm (5.00 inch)
Displacement . . . 4.4 L (268 in 3 )
Number of cylinders . . . 4
Cylinder arrangement . . . In-line
Valves per cylinder . . . 2
In order to check the engine valve lash setting, the engine must be cold and the engine must be stopped. Engine valve
lash settings
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Inlet . . . 0.38 mm (0.015 inch) Exhaust . . . 0.64 mm (0.025 inch)
Type of combustion . . . Direct Injection
Firing Order . . . 1-3-4-2
The crankshaft rotation is viewed from the flywheel end of the engine. Crankshaft rotation . . . counterclockwise
Note: The front end of the engine is opposite of the flywheel end of the engine. The left side of the engine and the right
side of the engine are viewed from the flywheel end of the engine. The number one cylinder is the front cylinder.
3116 Engine
Illustration 2
(A) Exhaust valves
(B) Inlet valves
Bore . . . 105.0 mm (4.13 inch)
Stroke . . . 127.0 mm (5.00 inch)
lash settings
Firing Order . . . 1-5-3-6-2-4
3126 Engine
Illustration 3
(A) Exhaust valves
(B) Inlet valves
Bore . . . 110.0 mm (4.33 inch)
Stroke . . . 127.0 mm (5.00 inch)
lash settings
Firing Order . . . 1-5-3-6-2-4


Fuel Injection Control Linkage

SMCS Code: 1298
Illustration 11
Typical example
Six cylinder engine is shown.
(1) Bracket for the outer bearing
Tighten the nuts to the following torque. . . . 12 ± 3 N·m (9 ± 2 lb ft)
(2) Bracket for the inner bearing
Tighten the nuts to the following torque. . . . 12 ± 3 N·m (9 ± 2 lb ft)
(3) Control lever
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Illustration 12
View A-A
(4) Bearing assembly
Tighten the screws to the following torque. . . . 3.5 ± 0.2 N·m (31 ± 2 lb in)


Fuel Filter Base

SMCS Code: 1261; 1262
Illustration 7
Typical example
(1) Put 7M-7456 Bearing Mount Compound on the tapered end of the stud to the following distance. . . . 7.6 ± 1.5 mm
(0.30 ± 0.06 inch)
(2) Distance from the sealing surface of the filter base to the end of the stud . . . 24.7 ± 2.3 mm (0.97 ± 0.09 inch)
(3) Sealing surface of the stud
Note: Do not damage this surface.

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Fuel Transfer Pump

SMCS Code: 1256
Illustration 4
Typical example
(1) Tighten the fitting for the fuel inlet to the following torque. . . . 17 ± 2 N·m (13 ± 1 lb ft)
(2) Inlet check valve
(3) 7C-5294 Spring
Color code . . . One brown stripe
Load test Put the following load on the spring. . . . 100 N (22.5 lb) Compress the spring further by the additional
distance. . . . 5 mm (0.2 inch) The load must then be the following value. . . . 162.5 ± 4.5 N (36 ± 1 lb) Free length . . .
40.96 mm (1.613 inch)
(4) Tighten the bolt to the following torque. . . . 4 ± 1 N·m (35 ± 9 lb in)
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(5) Tighten the connector to the following torque. . . . 17 ± 2 N·m (13 ± 1 lb ft)
(6) Piston assembly
Diameter of new piston . . . 17.476 ± 0.004 mm (0.6880 ± 0.0002 inch) Bore of new sleeve . . . 17.500 ± 0.008 mm
(0.6890 ± 0.0003 inch)
(7) Outlet check valve
(8) Piston check valve
(9) Tappet
New tappet diameter . . . 5.000 ± 0.005 mm (0.1969 ± 0.0002 inch) The clearance between the tappet diameter and the
new sleeve bore . . . 0.00635 ± 0.00381 mm (0.00025 ± 0.00015 inch)
(10) Cam
(11) Fuel passage


Fuel Filter Lines

SMCS Code: 1274
Illustration 5
Typical example
Left side of engine
Illustration 6
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View A-A
Front of engine
(1) Fuel outlet to tank
(2) Fuel inlet
(3) Pressure relief valve
(4) Cylinder head
(5) Drilled passage
(6) Tube assembly
(7) Tube assembly (fuel transfer pump to fuel filter)
(8) Check valve assembly
Minimum fuel system pressure at low idle . . . 50 kPa (7.2 psi)
The check valve assembly (8) maintains the minimum fuel system pressure. The check valve assembly (8) prevents fuel
from draining from the fuel system.
Note: Refer to the System Operation, Testing and Adjusting, "Fuel System - Inspect" for the correct method of
inspecting fuel pressure.
(9) Screen assembly (if equipped)
(10) Fitting
(11) Fuel gallery
(12) The pressure regulating orifice maintains the following fuel system pressure.
Maximum fuel system pressure at rated rpm . . . 400 kPa (58 psi) Minimum fuel system pressure at rated rpm . . . 140
kPa (20 psi)
Note: The pressure regulating orifice is a drilled passage (5) in tube assembly (6).


Fuel Filter and Water Separator

SMCS Code: 1261; 1263
Illustration 9
Typical example
(1) Filter element
(2) Fuel filter base
(3) Bowl
(4) Plug
(5) Drain
Note: In order to open the self-ventilated drain, turn the plug counterclockwise.

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Fuel Filter (Primary)

SMCS Code: 1260
Illustration 8
Typical example
(1) Tighten the nut to the following torque. . . . 24.5 ± 4.1 N·m (18 ± 3 lb ft)
(2) 7S-9323 Spring
Length of spring under test force . . . 27.9 mm (1.10 inch) Test force . . . 125 to 145 N (28 to 33 lb) Free length after
test . . . 42.7 mm (1.68 inch) Outside diameter . . . 17.3 mm (0.68 inch)

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Unit Injector
SMCS Code: 1290
Illustration 13
Typical example
(1) Bolt
Tighten the bolt to the following torque. . . . 12 ± 3 N·m (9 ± 2 lb ft)
Illustration 14
View A-A
(2) Seal
Note: Lubricate the bore slightly. Use the lubricant that is being sealed.


Unit Injector Mechanism

SMCS Code: 1290
3114 Engines and 3116 Engines
Illustration 15
3114 Engines and 3116 Engines
(1) Injector rocker arm assembly
(2) Rocker arm bearing
Bore in rocker arm bearing . . . 24.802 ± 0.020 mm (0.9765 ± 0.0008 inch)
(3) Rocker arm shaft
Diameter of new rocker arm shaft . . . 24.755 ± 0.010 mm (0.9746 ± 0.0004 inch)
Note: The oil holes in the rocker arm bearing must be aligned with the oil holes in the rocker arm.
(4) Locknut
Tighten the locknut to the following torque. . . . 33 ± 7 N·m (24 ± 5 lb ft)
(5) Fuel timing dimension
Note: Use the following references to obtain the correct fuel timing dimension.
· Engine Information Plate

· TMI (Technical Marketing Information)
· Fuel Setting and Related Information Fiche
(6) Support for rocker arm assembly
Height of the support . . . 70.6 mm (2.78 inch)
(7) Push rod for injector
The length of the push rod for the injector . . . 221 mm (8.7 inch)
Note: The length of the push rod (7) for the injector is a total length. This length is measured from the top of the concave
end to the bottom of the ball end. The dimension was measured with a scale. The dimension is only a reference
dimension.
(8) Lifter arm
Bore in the lifter arm . . . 15.670 ± 0.013 mm (0.6169 ± 0.0005 inch)
(9) Shaft for lifter arm
Diameter of new shaft for lifter arm . . . 15.620 ± 0.018 mm (0.6150 ± 0.0007 inch)
3126 Engines
Illustration 16
3126 Engines
Note: Refer to System Operation, Testing and Adjusting for the sequence of the installation and adjustment of the
injector mechanism.
(1) Injector rocker arm assembly
(2) Rocker arm bearing
Bore in rocker arm bearing . . . 24.802 ± 0.020 mm (0.9765 ± 0.0008 inch)
Diameter of new rocker arm shaft . . . 24.755 ± 0.010 mm (0.9746 ± 0.0004 inch)
Note: The oil holes in the rocker arm bearing must be aligned with the oil holes in the rocker arm.
(4) Locknut
(5) Fuel timing dimension
Note: Use the following references to obtain the correct fuel timing dimension.
· Engine Information Plate

· TMI (Technical Marketing Information)
· Fuel Setting and Related Information Fiche
(6) Support for rocker arm assembly
Height of the support . . . 77.2 mm (3.04 inch)
(7) Push rod for injector
The length of the push rod for the injector . . . 225 mm (8.9 inch)
Note: The length of the push rod (7) for the injector is a total length. This length is measured from the top of the concave
dimension.
(8) Lifter arm
Bore in the lifter arm . . . 15.670 ± 0.013 mm (0.6169 ± 0.0005 inch)
Diameter of new shaft for lifter arm . . . 15.620 ± 0.018 mm (0.6150 ± 0.0007 inch)


Cylinder Head Valves

SMCS Code: 1105
Illustration 25
Type 1 and Type 4
(A) Standard valve spring
(B) Standard valve spring
Illustration 26
Type 2 and Type 3
(A) Longer valve spring
(B) Standard valve spring
Illustration 27
(A) Inside diameter of valve seat insert
(X) Distance from valve head to cylinder head face
Table 1
Differences of the Cylinder Head Valves

Type 1 Type 2 Type 3 Type 4
Inlet Valve Spring Standard Standard Standard Standard
Valve Seat Standard Standard Smaller ID Smaller ID
Maximum (X) 2.05 mm (0.081 2.05 mm (0.081 2.05 mm (0.081 2.05 mm (0.081
inch) inch) inch) inch)
Minimum (X) 1.13 mm (0.045 1.13 mm (0.045 1.13 mm (0.045 1.13 mm (0.045
Exhaust Spring Standard Longer Longer Standard
Valve
Valve Seat Standard Standard Standard Standard

Maximum (X) 2.85 mm (0.112 2.85 mm (0.112 2.85 mm (0.112 2.85 mm (0.112
Minimum (X) 1.50 mm (0.059 1.50 mm (0.059 1.50 mm (0.059 1.50 mm (0.059
Type 1 Cylinder Head

Note: Type 1 cylinder heads have standard valve springs and valve seat inserts. Type 2 cylinder heads have longer
exhaust valve springs and standard valve seat inserts. Type 3 cylinder heads have longer exhaust valve springs. The inlet
valve seat inserts have smaller inside diameters. Type 4 cylinder heads have standard valve springs. The inlet valve seat
inserts have smaller inside diameters.
Illustration 28
Note: The inlet and exhaust valve stems must be coated with engine oil prior to installation in the cylinder head.
Note: The tips of the inlet and exhaust valves must be coated with 8T-2998 Lubricant. The lubricant must be applied
after assembly of the retainer.
(1) Exhaust valve
(2) Inlet valve
(3) 7C-4273 Spring for inlet valve and Spring for exhaust valve
Free length . . . 71.0 mm (2.80 inch) Assembled length . . . 65.9 mm (2.60 inch) Load at assembled length . . . 217 ± 22
N (49 ± 5 lb) Minimum operating length . . . 51.0 mm (2.01 inch) Load at minimum operating length . . . 858 ± 43 N
(193 ± 10 lb)
(4) Seal
(5) Height to the top of the valve guides . . . 23.00 ± 0.50 mm (0.906 ± 0.020 inch)
Diameter of valve guide . . . 12.065 mm (0.4750 inch)
Note: Install the valve guide from the spring side of the cylinder head. The 12.065 mm (0.4750 inch) diameter on the
valve guide should be protruding from the spring side of the cylinder head.
Note: Assemble the valve guide. Seat the seal against the top of the valve guide.
(6) Valve stem diameter (new) . . . 8.000 ± 0.008 mm (0.3150 ± 0.0003 inch)
The cylinder head valves can be reused if the minimum dimensions for the valve stems are met.
Minimum diameter of a valve stem (worn) . . . 7.965 mm (0.3136 inch)
After installation into the cylinder head, the valve guide bore is the following value.
Diameter of the valve guide bore (new) . . . 8.054 ± 0.026 mm (0.3171 ± 0.0010 inch)
The valve guide can be reused. The valve guide bore must not be larger than the following value.
Maximum diameter of a valve guide bore (worn) . . . 8.130 mm (0.3201 inch)
(7) Diameter of the valve head
Inlet valve . . . 47.00 ± 0.13 mm (1.850 ± 0.005 inch) Exhaust valve . . . 40.00 ± 0.13 mm (1.575 ± 0.005 inch)
(8) Angle of the valve faces
Inlet valve . . . 29.75 ± 0.25 degrees Exhaust valve . . . 45.00 ± 0.25 degrees
Illustration 29
(9) Outside diameter of the valve seat inserts
Diameter of the bore in cylinder head for the valve seat insert
Bore diameter
(10) Inside diameter of valve seat inserts
Note: The valve seat insert must be shrunk by reduced temperature before installing in the head.
(11) Angle of the valve seat inserts
(12) Depth of the bore in the head for the valve seat insert . . . 10.00 ± 0.13 mm (0.394 ± 0.005 inch)
(13) Outside diameter of the seating face of the valve seat insert
Note: Do not reuse the valve seat inserts if the outside diameter of the valve seat insert is larger than the specified value.
(14) The valve lips can be reused if the minimum dimensions for the valve lips are met.
Inlet valve . . . 1.80 mm (0.071 inch) Exhaust valve . . . 1.50 mm (0.059 inch)
(15) Distance from the head of the valve to the cylinder head face. The valve must be closed.
Inlet valve
Maximum permissible distance . . . 2.05 mm (0.081 inch) Minimum permissible distance . . . 1.13 mm (0.045 inch)
Exhaust valve

Illustration 30
(1) Exhaust valve
(2) Inlet valve
(3) 6I-2307 Spring for exhaust valve
(298 ± 15 lb)
(4) 7C-4273 Spring for inlet valve
(193 ± 10 lb)
(5) Seal
Illustration 31
Bore diameter
Inlet valve
Exhaust valve

Illustration 32
(1) Exhaust valve
(2) Inlet valve
(3) 6I-2307 Spring for exhaust valve
(298 ± 15 lb)
(4) 7C-4273 Spring for inlet valve
(193 ± 10 lb)
(5) Seal
Illustration 33
Bore diameter
Inlet valve
Exhaust valve

Illustration 34
(1) Exhaust valve
(2) Inlet valve
(3) 7C-4273 Spring for inlet valve and Spring for exhaust valve
(193 ± 10 lb)
(4) Seal
Illustration 35
Bore diameter
(12) Depth of the bore in the head for the valve seat insert . . . 10.00 ± 0.13 mm (0.394 ± .005 inch)
Inlet valve
Exhaust valve


Valve Rocker Arms and Lifters

SMCS Code: 1102; 1123; 1209
Type 1 ( 3114 and 3116 Engines)
Illustration 17
Note: The rocker arms are different on the Type 1 Engines and the Type 2 Engines. Type 1 Engines have an anvil for the
seat of the rocker arm. Type 2 Engines have a floating button for the seat of the rocker arm.
(1) Rocker arm
Seat . . . Anvil Bore in rocker arm for shaft . . . 24.808 ± 0.200 mm (0.9767 ± 0.0079 inch)
Diameter of new shaft . . . 24.755 ± 0.010 mm (0.9746 ± 0.0004 inch)
(3) Locknut
(4) Valve lash
(5) Rocker arm support
Height of the rocker arm support . . . 70.60 mm (2.779 inch)
(6) Push rod for valve
Length of the push rod for the valve . . . 231 mm (9.1 inch)
Note: The length of the push rod (6) for the valve is a total length. This length is measured from the top of the concave
dimension.
(7) Lifter arm
Bore in lifter arm . . . 15.670 ± 0.012 mm (0.6169 ± 0.0005 inch)
Diameter of a new shaft for the lifter arm . . . 15.620 ± 0.018 mm (0.6150 ± 0.0007 inch)
(9) Bolts for shaft of lifter arm
Tighten the bolts for the shaft of the lifter arm to the following torque. . . . 13 ± 3 N·m (9 ± 2 lb ft)
Illustration 18
View A-A
Typical example
(10) Position of the holes in the lifter shaft
(11) Apply 9S-3263 Thread Lock Compound.
Tighten the bolts that are shown above in a numerical sequence to the following torque. . . . 13 ± 3 N·m (10 ± 2 lb ft)
Type 2 ( 3114 and 3116 Engines)
Illustration 19
Note: The rocker arms are different on the Type 1 Engines and the Type 2 Engines. Type 1 Engines have an anvil for the
seat of the rocker arm. Type 2 Engines have a floating button for the seat of the rocker arm.
(1) Rocker arm
Seat . . . Floating button Bore in rocker arm for shaft . . . 24.808 ± 0.200 mm (0.9767 ± 0.0079 inch)
(3) Locknut
(4) Valve lash
Length of the push rod for the valve . . . 228 mm (9 inch)
dimension.
(7) Lifter arm
Illustration 20
View A-A
Typical example
Type 3 ( 3126 Engines)
Illustration 21
(1) Rocker arm
Seat . . . Floating button Bore in rocker arm for shaft . . . 24.808 ± 0.200 mm (0.9767 ± 0.0079 inch)
(3) Locknut
(4) Valve lash
Length of the push rod for the valve . . . 235 mm (9.25 inch)
dimension.
(7) Lifter arm
Illustration 22
View A-A
Typical example


Valve Mechanism Cover

SMCS Code: 1107
Illustration 23
3114 Valve cover
Typical example
Illustration 24
3116 and 3126 Valve cover
Typical example
Note: Apply 154-8874 Adhesive Kit in order to bond the gasket to the valve cover.
Tighten the bolts in a numerical sequence. Tighten the bolts to the following torque. . . . 12 ± 3 N·m (9 ± 2 lb ft)


Cylinder Head
SMCS Code: 1100
Illustration 36
3114 Engines
Illustration 37
3116 and 3126 Engines
(1) Large bolts
(2) Small bolts
Use the following procedure to install bolts (1) and (2):
1. Apply engine oil to the threads of the bolts.
2. Tighten the large bolts (1) in a numerical sequence.
3. Tighten the large bolts (1) in a numerical sequence.
4. Tighten the large bolts (1) again in a numerical sequence.
5. Tighten the small bolts (2) in a numerical sequence.
Illustration 38
Detail A
Typical example
(3) The installation depth of the cup plug is measured from the face of the cylinder head to the top edge of the plug.
Depth of installation . . . 1.25 ± 0.25 mm (0.049 ± 0.010 inch)
(4) Apply 9S-3263 Thread Lock Compound to the first three threads of the plugs. Tighten the plugs to the following
torque. . . . 184 ± 18 N·m (136 ± 13 lb ft)
Illustration 39
Typical example
Cross section view of the cylinder head
(5) Cylinder head thickness
The thickness of the cylinder head . . . 103.00 ± 0.20 mm (4.055 ± 0.008 inch) The minimum cylinder head thickness
that is allowed . . . 102.55 mm (4.037 inch)
(6) Unit injector sleeve
Apply 9S-3263 Thread Lock Compound to the cylinder head at location (X) and location (Y).
Note: Thread lock compound is not permitted at location (Z).


Camshaft
SMCS Code: 1210
Illustration 50
Typical example
Type 1 Camshaft
Note: A Type 1 Camshaft has a thrust washer (2) that is 0.05 mm (0.002 inch) thinner than the thrust washer on the Type
2 Camshaft.
(1) Gear
Heat the gear for installation. Do not use a torch. Heat the gear to a maximum temperature. . . . 316 °C (600 °F)
(2) Clearance for thrust washer
The distance from the shoulder of the camshaft to the face of the gear . . . 4.83 ± 0.05 mm (0.190 ± 0.002 inch)
Thickness of new thrust washer . . . 4.65 ± 0.03 mm (0.183 ± 0.001 inch) End play of a new camshaft . . . 0.18 ± 0.08
mm (0.007 ± 0.003 inch) Maximum permissible end play of a worn camshaft . . . 0.64 mm (0.025 inch)
(3) Camshaft journal
Diameter of the camshaft journal . . . 65.126 ± 0.013 mm (2.5640 ± 0.0005 inch)
(4) Inlet lobe
(5) Injector lobe
(6) Exhaust lobe
Type 2 Camshaft
Note: A Type 1 Camshaft has a thrust washer (2) that is 0.05 mm (0.002 inch) thinner than the thrust washer on the Type
2 Camshaft.
(1) Gear
Heat the gear for installation. Do not use a torch. Heat the gear to a maximum temperature. . . . 316 °C (600 °F)
(2) Clearance for thrust washer
The distance from the shoulder of the camshaft to the face of the gear . . . 4.83 ± 0.05 mm (0.190 ± 0.002 inch)
Thickness of new thrust washer . . . 4.70 mm (0.185 inch) End play of a new camshaft . . . 0.13 ± 0.05 mm (0.005 ±
0.002 inch) Maximum permissible end play of a worn camshaft . . . 0.64 mm (0.025 inch)
(3) Camshaft journal
Diameter of the camshaft journal . . . 65.126 ± 0.013 mm (2.5640 ± 0.0005 inch)
(4) Inlet lobe
(5) Injector lobe
(6) Exhaust lobe
Illustration 51
Typical example
(7) Specific camshaft lobe lift
7C-4014 Camshaft
7C-4016 Camshaft
Note: Identification is on the end of the camshaft.
Exhaust lobe . . . 9.283 ± 0.100 mm (0.3655 ± 0.0039 inch)
Inlet lobe . . . 9.283 ± 0.100 mm (0.3655 ± 0.0039 inch)
Injector lobe . . . 9.733 ± 0.100 mm (0.3832 ± 0.0039 inch)
6I-4098 Camshaft
101-4538 Camshaft
105-1560 Camshaft
1W-8635 Camshaft
113-6099 Camshaft
100-6300 Camshaft
107-7603 Camshaft
105-1544 Camshaft
115-4131 Camshaft
133-4984 Camshaft
136-0593 Camshaft
To find the lobe lift, use the procedure that follows:
1. Measure the camshaft lobe height (8).
2. Measure the base circle (9).
3. Subtract the diameter of the base circle that is found in Step 2 from the lobe height that is found in Step 1. The
difference is the actual camshaft lobe lift (7).
Note: Use the appropriate Guidelines for Reusable Parts publication in order to determine if the wear of the camshaft is
excessive.


Turbocharger
SMCS Code: 1052
Turbine Housing Vee Clamped To Turbocharger
Illustration 40
Typical example
(1) Air inlet
(2) Bolt
Tighten the bolt for the compressor housing clamp plate to the following torque. . . . 7.3 ± 0.5 N·m (65 ± 4 lb in)
(3) Exhaust outlet
(4) Vee clamp
Use the following procedure to install the vee clamp to hold the cartridge to the compressor housing:
1. Tighten the clamp bolts.
Tighten the clamp bolts to the following torque. . . . 6.2 ± 0.5 N·m (55 ± 4 lb in)
2. Gently tap the clamps with a soft faced hammer.
3. Again tighten the clamp bolts.
Tighten the clamp bolts to the following torque. . . . 6.2 ± 0.5 N·m (55 ± 4 lb in)
(5) Exhaust inlet
(6) Nut
Apply 5P-3931 Anti-Seize Compound to the stud.
Tighten the nut to the following torque. . . . 54 ± 5 N·m (40 ± 4 lb ft)
Turbine Housing And Compressor Housing Bolted To Turbocharger
Illustration 41
Typical example
(1) Air inlet
(2) Bolt
(3) Bolt
Tighten the bolt for the turbine housing clamp plate to the following torque. . . . 15.8 ± 0.5 N·m (140 ± 4 lb in)
(4) Nut
(5) Exhaust inlet
Turbine Housing And Compressor Housing Clamped To Turbocharger
Illustration 42
Typical example
(1) Air inlet
(2) Clamp
Use the following procedure to install the clamps to hold the compressor housing and the turbine housing to the
cartridge:
1. Tighten the clamp bolts.
Tighten the clamp bolts to the following torque. . . . 14 ± 1 N·m (10 ± 1 lb ft)
2. Gently tap the clamps with a soft faced hammer.
3. Again tighten the clamp bolts.
Tighten the clamp bolts to the following torque. . . . 14 ± 1 N·m (10 ± 1 lb ft)
(3) Exhaust outlet
(4) Exhaust inlet
(5) Nut
Water Cooled Turbocharger
Illustration 43
Typical example
(1) Air inlet
(2) Bolt
(3) Bolt
Tighten the bolt for the turbine housing clamp plate to the following torque. . . . 15.8 ± 0.5 N·m (140 ± 4 lb in)
(4) Nut
(5) Exhaust inlet


Exhaust Manifold
SMCS Code: 1059
Illustration 45
Typical example of a three-piece exhaust manifold
Six cylinder exhaust manifold is shown.
Use the following procedure to assemble the three-piece exhaust manifold to the cylinder block.
Remove excess sealant from the exhaust manifold after assembly.

Excess sealant left inside the exhaust manifold may damage the
turbocharger.
1. Coat the inside diameter of the female ends of the manifold with engine oil.
2. Apply a thin coat of 2P-2333 High Temperature Sealer to the outside diameter of the male ends. Do not apply sealer at
the tip of the male ends. Remove excess sealer from the assembled joints.
3. Apply 5P-3931 Anti-Seize Compound to the threads of bolt (1) through bolt (12).
4. Tighten bolt (1) through bolt (12) in a numerical sequence.
Tighten the bolts to the following torque. . . . 4 ± 1 N·m (35 ± 9 lb in)
6. Bend tabs (13) over the flats of the twelve bolt heads. This will lock the bolts in position.
7. Tighten studs (14) to a torque of 35 ± 5 N·m (26 ± 4 lb ft).
Illustration 46
Typical example of a one-piece exhaust manifold
To assemble the one-piece exhaust manifold to the cylinder block, use step 3 through step 7 of the preceding procedure.
Illustration 47
Typical example of a one-piece exhaust manifold
Four cylinder exhaust manifold is shown.
Use the following procedure to assemble the one-piece exhaust manifold to the cylinder block.
4. Bend tabs (9) over the flats of the eight bolt heads. This will lock the bolts in position.
Illustration 48
Typical example of a water cooled exhaust manifold
Use the following procedure to assemble the one-piece exhaust manifold to the cylinder block.


Exhaust Elbow
SMCS Code: 1061
Illustration 49
Typical example
(1) Tighten the nut for the clamp to the following torque. . . . 12 ± 4 N·m (9 ± 3 lb ft)


Engine Oil Filter Base

SMCS Code: 1306
Engine Mounted Base
Illustration 52
Typical example
(1) The 9L-9188 Spring is located in the filter bypass valve:
Outside diameter . . . 11.2 mm (0.44 inch) Free length . . . 57.9 mm (2.28 inch) Assembled length . . . 43.2 mm (1.70
inch) Load at assembled length . . . 15.6 ± 1.3 N (3.50 ± 0.30 lb)
(2) The oil filter bypass valve must open at the following pressure. . . . 125 ± 30 kPa (18 ± 4.5 psi)
(3) Put 9S-3263 Thread Lock Compound on the last 7.5 ± 1.5 mm (0.30 ± 0.06 inch) of the threads at the base end of the
stud.
Tighten the stud to the following torque. . . . 68 ± 7 N·m (50 ± 5 lb ft)
(4) Put clean engine oil on the filter seal. Tighten the filter until the seal contacts the base. After the seal contacts the
base, rotate the filter by 270 degrees.
Remote Mounted Base
Illustration 53
Typical example
Illustration 54
View A-A
(1) Tighten the nut to the following torque. . . . 150 ± 20 N·m (111 ± 15 lb ft)
(2) Filtered oil
(3) Unfiltered oil


Water Pump
SMCS Code: 1361
Illustration 63
Typical example
The impeller cover is not shown.
(1) Clearance between the impeller and the housing . . . 0.75 ± 0.25 mm (0.030 ± 0.010 inch)
(2) Seal
(3) Height of seal . . . 12.83 ± 0.13 mm (0.505 ± 0.005 inch)
(4) The filter should not extend beyond the surface of the housing.
(5) Dimension from the front face of the pulley to the face of the housing . . . 103.8 ± 0.3 mm (4.09 ± 0.01 inch)
Note: In some applications, a flange is pressed on the shaft of the water pump. The pulley bolts to this flange.
The distance from the front face of the flange to the housing face is the following dimension. . . . 92.4 ± 0.3 mm (3.64 ±
0.01 inch)


Belt Tensioner
SMCS Code: 1358
Illustration 104
(1) Distance from the back of the plate assembly to the middle of the pulley . . . 26.0 ± 0.3 mm (1.02 ± 0.012 inch)
(2) Distance from the back of the plate assembly to the back of the pulley . . . 16.0 ± 0.3 mm (0.63 ± 0.01 inch)
(3) Plate assembly
(4) Pulley
(5) Apply 9S-3263 Thread Lock Compound to the pulley bore before assembly.
(6) Bolt
(7) Washer
Note: The bolt (6) and the washer (7) are not used in some applications. The bolt and the washer are used when it is
necessary to provide an alternate method of applying tension to the water pump belt. This method is used to adjust belt
tension.


Water Temperature Regulator

SMCS Code: 1355
Illustration 61
Typical example
Note: All water temperature regulators do not have air vent valves (1).
119-3075 Water Temperature Regulator
Fully open temperature of the water temperature regulator . . . 94 °C (201 °F)
Begin to open temperature of the water temperature regulator. . . . 78 ° to 83 °C (172 ° to 181 °F)
(1) Air vent valve
(2) Closed dimension of the water temperature regulator . . . 30.5 ± 0.5 mm (1.20 ± 0.02 inch)
(3) Minimum stroke of the water temperature regulator at fully open temperature . . . 8.75 mm (0.345 inch)
(1) Air vent valve
(1) Air vent valve
7E-5254 Water Temperature Regulator
(1) Air vent valve
Fully open temperature of the water temperature regulator . . . 93.9 °C (201.0 °F)
Begin to open temperature of the water temperature regulator. . . . 81.1 ° to 83.9 °C (178 ° to 183 °F)
(1) Air vent valve
7C-2190 Water Temperature Regulator
(1) Air vent valve
7E-1420 Water Temperature Regulator
9Y-3088 Water Temperature Regulator
9Y-3365 Water Temperature Regulator
Fully open temperature of the water temperature regulator . . . 94.4 °C (202 °F)
(1) Air vent valve
1W-8801 Water Temperature Regulator
(1) Air vent valve
(1) Air vent valve
Illustration 62
Typical example
6I-4954 Water Temperature Regulator
Begin to open temperature of the water temperature regulator. . . . 75 ° to 78 °C (167 ° ± 172 °F)


Jacket Water Heater

SMCS Code: 1383
Illustration 152
Typical example
(1) Turbocharger
(2) Cord assembly
Tighten the fastener for the cord to the following torque. . . . 8 N·m (70 lb in)
(3) Heater
(4) Installation angle
Install the heater at the following angle. . . . 43 ± 2 degrees
Note: Use a driver to tap the heater into the cylinder block. Position the heater firmly against the cylinder block.
Illustration 153
Typical example
(1) Turbocharger
(2) Cord assembly
Tighten the fastener for the cord to the following torque. . . . 8 N·m (70 lb in)
(3) Heater
(4) Installation angle
Install the heater at the following angle. . . . 30 ± 15 degrees
Note: Use a driver to tap the heater into the cylinder block. Position the heater firmly against the cylinder block.
Illustration 154
Element assembly
Typical example
Table 8
Element Rating
120 Volt System 240 Volt System
Power 1250 Watts 1250 Watts
Voltage 120 Volts 240 Volts
Current 10.4 Amp 5.2 Amp
Illustration 155
Element assembly
Typical example
Table 9
Element Rating
120 Volt System 240 Volt System
Power 1000 Watts 1000 Watts
Voltage 120 Volts 240 Volts
Current 8.4 Amp 4.2 Amp


Cylinder Block
SMCS Code: 1201
Illustration 67
Six cylinder engine is shown.
(1) The installation depth of the cup plug is measured from the block face to the top edge of the plug. Distance . . . 1.25 ±
0.25 mm (0.049 ± 0.010 inch)
(2) The dowels extend past the top face of the cylinder block. Distance . . . 14 ± 2 mm (0.55 ± 0.08 inch)
(3) The two large dowels extend past the rear face of the cylinder block. Distance . . . 12.0 ± 0.5 mm (0.47 ± 0.02 inch)
(4) The dowels extend past the front face of the cylinder block. Distance . . . 8.0 ± 0.5 mm (0.31 ± 0.02 inch)
file://C:\SIS\TMP\sis1AC1prt.html 7/21/2008
Illustration 68
View A-A
(5) Bore diameters in the cylinder block for all camshaft bearings except the front bearing
3114 Engines . . . 70.38 ± 0.13 mm (2.771 ± 0.005 inch)
3116 Engines . . . 69.000 ± 0.038 mm (2.7165 ± 0.0015 inch)
3126 Engines . . . 69.000 ± 0.038 mm (2.7165 ± 0.0015 inch)
(6) Locate the bearing oil hole for all camshaft bearings at the top of the bore. The front camshaft bearing oil hole is not
located at the top of the bore.
Illustration 69
(7) Diameter of cylinder bore
3114 Engines . . . 105.025 ± 0.025 mm (4.135 ± 0.0010 inch)
3116 Engines . . . 105.025 ± 0.025 mm (4.135 ± 0.0010 inch)
3126 Engines . . . 110.025 ± 0.025 mm (4.3317 ± 0.0010 inch)
(8) Distance from the centerline of the crankshaft bore to the top surface of the cylinder block . . . 322.00 mm (12.677
inch)
(9) Front camshaft bearing joint location
(10) Bore diameter in the cylinder block for the front camshaft bearing . . . 70.000 ± 0.025 mm (2.7559 ± 0.0010 inch)
(11) Front camshaft bearing oil hole
Note: The front camshaft bearing is installed with the bearing oil hole (11) in alignment with the oil hole in the cylinder
block and the bearing joint (9) in the position that is shown.
(12) Tighten the bolt to the following torque. . . . 70 ± 10 N·m (50 ± 7 lb ft)
(13) Bearing cap
Width of the main bearing cap . . . 159.995 ± 0.020 mm (6.2990 ± 0.0008 inch) Width of the cylinder block for the main
bearing . . . 160.000 ± 0.018 mm (6.2992 ± 0.0007 inch)
(14) Distance from the centerline of the crankshaft bore to the pan rail . . . 110.00 mm (4.331 inch)
(15) Location of the sequence number for the bearing cap
(16) Main bearing cap bolts
Install the bearing caps with the sequence number to the right. A six cylinder engine has an order of 1 through 7 (front to
rear). A four cylinder engine has an order of 1 through 5 (front to rear).
1. Apply 4C-5593 Anti-Seize Compound to the bolt threads (16) and face of the washers.
2. Tighten bolts (16) on each bearing cap.
Tighten to the following torque. . . . 54 ± 7 N·m (40 ± 5 lb ft)
3. Tighten bolts (16) on each bearing cap again.
Tighten the bolts by another one quarter of a turn. . . . 90 ± 5 degrees
(17) Bore in the cylinder block for the seven main bearings . . . 95.000 ± 0.013 mm (3.7402 ± 0.0005 inch)
Illustration 70
Six cylinder engine with oil grooves is shown.
(18) Oil grooves are machined in the saddles of the cylinder blocks of all 3114 engines and earlier 3116 engines.
Illustration 71
Six cylinder engine with no oil grooves is shown.
(19) No oil grooves are machined in the saddles of the cylinder block on later 3116 and all 3126 engines.
Table 2
Chart for Replacement of Main Bearings

3116 Early Model
Cylinder Blocks with Grooved Main Bearing Saddles
Oversize or Undersize Bearing
Standard Size
Part Number
Description Quantity Part Number Size
107-7602 - Standard
- 7C-6969 0.50 mm (0.020 inch)
Crankshaft Oversize
1
Thrust Bearing
- 7C-6970 0.50 mm (0.020 inch)
Undersize
0.50 mm (0.020 inch)
Oversize
- 7C-6966 0.25 mm (0.010 inch)
Undersize
- 7C-6967 0.50 mm (0.020 inch)
Undersize
107-7708 - Standard
- 145-0168 0.50 mm (0.020 inch)
Oversize
- 145-0170 0.50 mm (0.020 inch)
Undersize
Main 0.50 mm (0.020 inch)
3
Bearing
Oversize
- 145-0162 0.25 mm (0.010 inch)
Undersize
- 145-0164 0.50 mm (0.020 inch)
Undersize
101-1530 - Standard
- 145-0169 0.50 mm (0.020 inch)
Oversize
- 145-0171 0.50 mm (0.020 inch)
Undersize
Main 0.50 mm (0.020 inch)
3
Bearing
Oversize
- 145-0163 0.25 mm (0.010 inch)
Undersize
- 145-0165 0.50 mm (0.020 inch)
Undersize
Note: A list of part numbers for earlier 3116 cylinder blocks that have oil grooves that are machined in the saddles is
listed below:7C-3346
· 101-3242
· 101-4496
· 129-1094
·
Note: The part number for the cylinder block is located on the right side of the cylinder block. The exhaust manifold is
mounted on the right side.
Note: The bearings for replacement in the table are for earlier 3116 engines. The bearings for replacement on 3114 and
3126 engines will be found in the appropriate Parts Manual.
Table 3
Chart for Replacement of Main Bearings

3116 Late Model
Cylinder Blocks Without Grooved Main Bearing Saddles
Standard Size Oversize bearings or Undersize
Quantity Part Number bearings
Description Part Number Size
107-7602 - Standard
- 7C-6969 0.50 mm (0.020
inch)
Oversize
- 7C-6970 0.50 mm (0.020
inch)
Crankshaft Undersize
Thrust Bearing 1 0.50 mm (0.020
inch)
Oversize
- 7C-6966 0.25 mm (0.010
inch)
Undersize
- 7C-6967 0.50 mm (0.020
inch)
Undersize
107-7708 - Standard
- 145-0168 0.50 mm (0.020
inch)
Oversize
- 145-0170 0.50 mm (0.020
inch)
Undersize
0.50 mm (0.020
Main Bearing 6
inch)
Oversize
- 145-0162 0.25 mm (0.010
inch)
Undersize
- 145-0164 0.50 mm (0.020
inch)
Undersize
Note: The bearings for replacement in the table are for later 3116 engines. The bearings for replacement on 3114 and
3126 engines will be found in the appropriate Parts Manual.
Note: Some 3116 cylinder blocks do not have oil grooves in the bearing saddle. The part number of the cylinder blocks
that do not have oil grooves in the bearing saddle are 149-5403 Block Gp.
Note: The part number for the cylinder block is located on the right side of the cylinder block. The exhaust manifold is
mounted on the right side of the cylinder block.
Note: Incorrect bearings cannot be accidentally interchanged between earlier 3116 cylinder blocks and later 3116
cylinder blocks. The bearing tabs and the tab slots on the cylinder block will not be in alignment if the incorrect bearings
are used.
Note: Additional information on reconditioning procedures can be ordered. Refer to the following documents:
Guideline For Reusable Parts And Salvage Operations, SEBF8192, "Specifications and Salvage for Cylinder Blocks on
3114, 3116, 3126 and 3126B Engines"
Special Instruction, SEHS9047, "Installation of 7C-6208 Cylinder Sleeve"
Guideline For Reusable Parts And Salvage Operations, SEBF8261, "Installing a 7C-6208 Cylinder Sleevein 3114 and
3116 Engines and a 107-7604 Cylinder Sleevein 3126 Engines"


Piston Cooling Jet

SMCS Code: 1331
Illustration 84
Typical example of two jets per cylinder
(1) Piston cooling jet
The piston cooling jets (1) must be checked for the location of the stream of oil. Insert a drill rod with a diameter of 1.3
mm (0.05 inch) into the orifice. This drill rod simulates the stream of oil under normal operating pressure. The drill rod
must pass through a circle with a diameter of 5.0 mm (0.20 inch) at location (A). Place the drill rod in the second orifice.
The drill rod must pass through a circle with a diameter of 13.0 mm (0.51 inch) at location (B). The circles are located at
depth (G). The location of the circles is a distance of 50.0 mm (1.97 inch) below the top of the cylinder block.
Use the following dimensions to locate the piston cooling jet assembly.
Dimension (C) . . . 25.9 mm (1.02 inch) Dimension (D) . . . 33.4 mm (1.32 inch) Dimension (E) . . . 26.9 mm (1.06 inch)
Dimension (F) . . . 9.8 mm (0.39 inch) Dimension (G) . . . 50.0 mm (1.97 inch)
Illustration 85
Typical example of one jet per cylinder
(1) Piston cooling jet
The piston cooling jets (1) must be checked for the location of the stream of oil. Insert a drill rod with a diameter of 1.90
mm (0.075 inch) into the jet. This drill rod simulates the stream of oil under normal operating pressure. The drill rod
must pass through a circle with a diameter of 5.0 mm (0.20 inch) in location (A). The circle is located at depth (G). The
location of the circle is a distance of 50.0 mm (1.97 inch) below the top of the cylinder block.
Use the following dimensions to locate the piston cooling jet.
Dimension (C) . . . 25.9 mm (1.02 inch) Dimension (D) . . . 33.4 mm (1.32 inch) Dimension (G) . . . 50.0 mm (1.97 inch)


Rear Seal Carrier (If Equipped)

SMCS Code: 1161
Illustration 76
Illustration 77
View A-A
(1) Apply 1U-8846 Liquid Gasket to the joint face of the seal carrier. Spread the liquid gasket uniformly on the joint
face. The seal carrier must be assembled and tightened to the cylinder block within ten minutes.
(2) Apply 9S-3263 Thread Lock Compound to the threads of the eight bolts.
(3) Seal
(4) The dowel extends into the seal carrier by the following distance. . . . 8.0 ± 0.5 mm (0.32 ± 0.02 inch)


Cylinder Block Cover Group

SMCS Code: 1201
Illustration 64
Typical example
Left side view of engine
Illustration 65
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View A-A
(1) Cylinder block
(2) Gasket
Gasket (2) has a bead on one surface. Install the gasket so that the bead is facing side cover (8).
(3) Length of two bolts . . . 40.0 mm (1.58 inch)
(4) Length of the 11 bolts marked location (Y). . . . 20.0 mm (0.79 inch)
Length of the ten remaining bolts for the three side covers . . . 30.0 mm (1.18 inch)
(5) Cover
Clean the face of the cover with solvent. Apply 1U-8846 Liquid Gasket to the cover. Spread uniformly on the face of the
cover and around the bolt holes. The cover must be installed and tightened within ten minutes.
(6) Sleeve (7) extends from the face of cylinder block (1). Distance . . . 5.0 ± 0.5 mm (0.20 ± 0.02 inch)
(7) Six sleeves marked location (X).
(8) Side cover
Illustration 66
Typical example of side cover
Tighten bolts (1 through 8) in a numerical sequence.


Crankshaft
SMCS Code: 1201
Illustration 72
(1) For installation of the gear, heat gear to the following temperature. . . . 316°C (600°F)
Note: Do not use a torch.
(2) Crankshaft end play
3114 Engine . . . 0.07 to 0.29 mm (0.0028 to 0.0114 inch) 3116 and 3126 Engines . . . 0.07 to 0.32 mm (0.0028 to 0.0126
inch)


Crankshaft Seals
SMCS Code: 1160; 1161
Illustration 73
Illustration 74
Rear crankshaft seals
The single lip seal is used for dry applications (A).
The double lip seal is used for wet applications (B).
(1) Carrier housing and flywheel housing
(2) Rear seal
The rear seal (2) is located distance (X) from rear face (4) of the cylinder block on engines for industrial applications, on
engines for marine applications, and on engines for generator sets. Distance (X) is the following distance. . . . 15.4 ± 0.5
mm (0.61 ± 0.02 inch) The rear seal (2) is located distance (X) from rear face (4) of the cylinder block on engines for
Caterpillar machines. Distance (X) is the following distance. . . . 16.0 ± 0.5 mm (0.63 ± 0.02 inch)
Note: The original rear seal runs directly on the crankshaft flange. The original seal assembly does not contain a wear
sleeve. Replacement seal assemblies contain a wear sleeve (7).
Illustration 75
Front crankshaft seal
(3) Front seal
The front seal (3) is located distance (Y) from front face (5) of the front housing on marine engines, industrial engines,
generator set engines, and engines for Caterpillar machines. Distance (Y) is the following distance. . . . 2.5 ± 0.5 mm
(0.10 ± 0.02 inch)
(4) Rear face of block
(5) Front housing
(6) Pulley
(7) Wear sleeves
Do not remove the wear sleeves from the seal group.
(8) Shipping sleeve for the front seal
Install the front seal (3) in the housing. Remove the shipping sleeve (8). Install the pulley (6).


Connecting Rod
SMCS Code: 1218
Illustration 79
Note: The connecting rod must be heated for the installation of the piston pin bearing. Do not use a torch.
The connecting rod may be heated from 175° to 260 °C (347 °F to 500 °F) for the installation of the piston pin bearing.
Length (A) is the maximum distance for heating the connecting rod. . . . 75 ± 5 mm (3.0 ± 0.2 inch)
The bearing joint must be at angle (B) which is 12.0 ± 5.0 degrees above the centerline.
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(1) Bore size
Bore in the connecting rod for the piston pin bearing . . . 43.191 ± 0.013 mm (1.7004 ± 0.0005 inch) Bore in the bearing
for the piston pin . . . 40.028 ± 0.008 mm (1.5759 ± 0.0003 inch)
(2) Distance between the center of the bearings . . . 200.00 mm (7.874 inch)
(3) Location for the etched cylinder numbers on the rod and the cap after assembly
Note: Etch the cylinder number on the connecting rod and the cap in this location (3). Mark the numbers on the same
side of the connecting rod as the bearing retainer notch.
(4) Connecting rod bolts
(5) Bore in the connecting rod for the bearing for the crankshaft connecting rod journal . . . 75.000 ± 0.013 mm (2.9527
± 0.0005 inch)
Tighten the connecting rod bolts. Use the instructions that follow:
1. Before installing the connecting rod bolts (4), lubricate the bolt threads and the seating faces of the caps with engine
oil.
2. Install the connecting rod bolts (4).
Tighten each nut to the following torque. . . . 54 ± 7 N·m (40 ± 5 lb ft)
3. Put an alignment mark on the cap and the nut.
4. Tighten each nut for an additional 60 ± 5 degrees (1/6 of a turn).


Piston and Rings

SMCS Code: 1214; 1215
One-Piece Piston
Illustration 80
Note: The word "FRONT" is stamped on the crown of one piece pistons (1). Install the piston with the word "FRONT"
toward the front of the engine. The front of the engine is opposite the flywheel end. The part number on the connecting
rod should be facing the rear of the engine. The rear of the engine is the flywheel end. Lubricate the entire piston prior to
assembly into the cylinder block. Use clean engine oil.
Illustration 81
Typical example
Top Ring
(2) Top ring
The top ring is marked with "UP-1".
Install the top ring with the side marked "UP-1" toward the top of the piston. The colored stripe faces to the right of the
ring end gap.
The ends of the piston ring have a clearance when the piston ring is installed in a cylinder with a specific bore size.
Cylinder bore size . . . 105.025 mm (4.1348 inch)
Clearance . . . 0.615 ± 0.125 mm (0.0242 ± 0.0049 inch)
Increase in clearance between ends of piston ring for each 0.03 mm (0.001 inch) increase in cylinder bore size . . . 0.09
mm (0.0035 inch)
3126 Engines
mm (0.0012 inch)
Intermediate Ring
(3) Intermediate ring
The intermediate ring is marked with "UP-2".
Install the piston ring with the side marked "UP-2" toward the top of the piston. The colored stripe faces to the right of
the ring end gap.
mm (0.0035 inch)
3126 Engines
mm (0.0012 inch)
Oil Control Ring
(4) Oil control ring
The oil control piston ring has a spring that is installed with the ring. The gap in the spring should be a distance of 180
degrees from the ring end gap when the oil control piston ring is assembled. The colored portion of the spring must be
visible at the ring end gap.
Width of oil control ring groove in new piston . . . 4.041 ± 0.013 mm (0.1591 ± 0.0005 inch)
Thickness of new oil control ring . . . 3.982 ± 0.008 mm (0.1568 ± 0.0003 inch)
Clearance between a new piston ring groove and a new piston ring . . . 0.038 to 0.080 mm (0.0015 to 0.0031 inch)
mm (0.0035 inch)
3126 Engines
mm (0.0012 inch)
After all the piston rings are installed, check and rotate the rings. The rotation is necessary to separate the end gaps in
order to prevent alignment. The separation is the following amount. . . . 120 degrees
Piston Pin
(5) Piston pin
Piston pin bore diameter . . . 40.020 ± 0.008 mm (1.5756 ± 0.0003 inch) Piston pin diameter . . . 40.000 ± 0.005 mm
(1.5748 ± 0.0002 inch)
Thoroughly lubricate the piston pin with clean engine oil prior to assembly.
Two-Piece Articulated Piston
Illustration 82
Illustration 83
(1) Crown assembly
(2) Connecting rod
Note: Assemble the connecting rod and piston group. Install the connecting rod and piston group in the cylinder block.
The part number on the connecting rod should be facing the rear of the engine. The rear of the engine is the flywheel end
of the engine. Lubricate the entire piston prior to assembly into the cylinder block. Use clean engine oil.
Top Ring
(3) The top ring has the mark "UP-1".
Install the top ring with the side marked "UP-1" toward the top of the piston. The colored stripe faces to the right of the
ring end gap.
105-1746 Piston Ring
Note: These rings have a plasma face coating.
Note: These rings have a chrome finish.
mm (0.0035 inch)
3126 Engines
Note: These rings have a chrome finish.
mm (0.0012 inch)
Intermediate Ring
(4) The intermediate ring has the mark "UP-2".
Install the piston ring with the side marked "UP-2" toward the top of the piston. The colored stripe faces to the right of
the piston ring end gap.
Tapered Intermediate Ring
mm (0.0035 inch)
3126 Engine
mm (0.0012 inch)
Rectangular Intermediate Ring
Width of intermediate ring groove in new piston . . . 3.043 ± 0.013 mm (0.1198 ± 0.0005 inch)
Thickness of new intermediate ring . . . 2.980 ± 0.010 mm (0.1173 ± 0.0004 inch)
Clearance between a new piston ring groove and a new piston ring . . . 0.040 ± 0.086 mm (0.0016 ± 0.0034 inch)
mm (0.0035 inch)
3126 Engine
mm (0.0012 inch)
Oil Control Ring
(5) The oil control piston ring has a spring that is installed with the ring. The gap in the spring should be a distance of
180 degrees from the ring end gap when the oil control piston ring is assembled. The colored portion of the spring must
be visible at the ring end gap.
Thickness of new oil control ring . . . 3.982 ± 0.008 mm (0.1568 ± 0.0003 inch)
Clearance between a new piston ring groove and a new piston ring . . . 0.038 to 0.080 mm (0.0015 to 0.0031 inch)
mm (0.0035 inch)
3126 Engines
Thickness of the new piston ring . . . 3.985 ± 0.010 mm (0.1569 ± 0.0004 inch)
Clearance between the oil groove and the oil control piston ring . . . 0.033 ± 0.079 mm (0.0013 ± 0.0031 inch)
The ends of the oil control piston ring have a clearance when the ring is installed in a cylinder with a specific bore size.
mm (0.0012 inch)
After all the piston rings are installed, check and rotate the rings. The rotation is necessary to separate the end gaps in
order to prevent alignment. The separation is the following amount. . . . 120 degrees
(6) Piston skirt
Lubricate the entire piston in zone (A) prior to assembly into the cylinder block. Use clean engine oil.
Piston Pin Bore
(7) Piston pin
Piston pin bore diameter that is in the crown assembly . . . 40.031 ± 0.007 mm (1.5760 ± 0.0003 inch) Piston pin bore
diameter that is in the piston skirt . . . 40.020 ± 0.008 mm (1.5756 ± 0.0003 inch) Piston pin diameter . . . 40.000 ± 0.005
mm (1.5748 ± 0.0002 inch)
Thoroughly lubricate the piston pin with clean engine oil prior to assembly.


Front Housing and Covers

SMCS Code: 1162; 1166
Illustration 91
Typical example
Apply 1U-8846 Liquid Gasket to the front housing sealing surfaces before you assemble the front housing to the cylinder
block. The front housing must be assembled and tightened to the cylinder block within ten minutes.
(1) Cylinder Block
(2) Front housing
(3) Bolt length marked location (X). . . . 50.0 mm (1.97 inch)
(4) Bolt length marked location (Y). . . . 20.0 mm (0.79 inch)
Illustration 92
Typical example
Apply 1U-8846 Liquid Gasket to the sealing surfaces of the front housing cover. Assemble the front housing cover to the
front housing. The front housing cover must be assembled and tightened to the front housing within ten minutes.
(5) Front housing cover
(6) Bolt length marked location (A). . . . 60 mm (2.36 inch)
(7) Bolt length marked location (B). . . . 30 mm (1.18 inch)


Gear Group (Front)

SMCS Code: 1206
Type 1
Illustration 93
(1) Camshaft idler gear
Distance between the front of the bearing face and the front of the gear face (B) . . . 0.40 ± 0.25 mm (0.016 ± 0.010 inch)
Diameter of new shaft (A) . . . 80.00 ± 0.013 mm (3.1496 ± 0.0005 inch)
(2) Camshaft gear
(3) Tighten the bolts of the camshaft idler gear to the following torque. . . . 70 ± 15 N·m (50 ± 11 lb ft)
(4) Align the timing marks on the camshaft idler gear (1) with the holes on the camshaft and the crankshaft gears (2) and
(5).
(5) Crankshaft gear
(6) Oil pump drive gear
(7) Apply 9S-3263 Thread Lock Compound to the threads of the oil pump idler gear bolt. Tighten the bolt to the
following torque. . . . 70 ± 15 N·m (50 ± 11 lb ft)
(8) Oil pump idler gear
Distance between the rear of the bearing face and the rear of the gear face (C) . . . 0.75 ± 0.25 mm (0.030 ± 0.010 inch)
Diameter of new shaft (D) . . . 28.644 ± 0.013 mm (1.1277 ± 0.0005 inch)
Type 2
Illustration 94
Distance between the rear of the bearing face and the rear of the gear face (B) . . . 1.08 ± 0.25 mm (0.043 ± 0.010 inch)
(2) Camshaft gear
(5).
(5) Crankshaft gear
(9) Plate
Type 3
Illustration 95
(2) Camshaft gear
(5).
(5) Crankshaft gear
Type 4
Illustration 96
(2) Camshaft gear
(5).
(5) Crankshaft gear


Flywheel
SMCS Code: 1156
Illustration 98
Typical example
(1) Tighten the bolts that hold the flywheel to the crankshaft to the following torque. . . . 120 ± 20 N·m (90 ± 15 lb ft)
Note: If the old bolts are used for installation of the flywheel, clean the threads of the bolts and clean the threads of the
crankshaft. Apply 9S-3263 Thread Lock Compound to the threads of the bolts.
(2) Ring gear


Flywheel Housing
SMCS Code: 1157
Illustration 99
Typical example
(1) Plug
Tighten the plug to the following torque. . . . 9.5 ± 1.5 N·m (7 ± 1 lb ft)
Note: An 8C-3091 O-Ring Seal is required in a wet flywheel housing application when the flywheel housing is installed.
The seal must be installed in the correct location on the seal carrier. This must be done before the flywheel housing is
installed. DO NOT install the seal in the groove. Improper installation will result in leakage of torque converter oil
between the flywheel housing and the cylinder block.
Note: Apply 1U-8846 Sealant to all sealing surfaces of the flywheel housing. The flywheel housing must be assembled
and tightened to the cylinder block within ten minutes.


Belt Tensioner
SMCS Code: 1358
Illustration 102
(1) Fill the bearing cavity with 1P-0808 Multipurpose Grease.
(2) Tighten the locknut to the following torque. . . . 35 ± 7 N·m (26 ± 5 lb ft)
Illustration 103
Detail A
(3) Lubricate the sealing lip with the lubricant that is being sealed.


Fan Drive
SMCS Code: 1359
Type 1
Illustration 105
Lubricate the fan drive with 1P-0808 Multipurpose Grease. Apply the grease to the following areas.
· Seal cavity (1)

· Bearing cavity (2)
· Fan adapter cavity (3)
Illustration 106
Detail A
(4) Seal
Install the seal with the lip in the specified position. Lubricate the seal lip with 1P-0808 Multipurpose Grease.
Type 2
Illustration 107
Lubricate the fan drive with 2S-3230 Bearing Lubricant. Apply the grease to the following areas.
· Seal cavity (1)

· Bearing cavity (2)
· Fan adapter cavity (3)
Illustration 108
Detail B
(4) Seal
Install the seal with the lip in the specified position. Lubricate the seal lip with 2S-3230 Bearing Lubricant.
Type 3
Illustration 109
(1) Fill the bearing cavity with 2S-3230 Bearing Lubricant.
Illustration 110
View C-C
(2) Seal
Install the seal with the lip in the specified position. The lip should be facing toward the front of the engine.


Accessory Drive (Splined)

SMCS Code: 1207
Illustration 89
Rear view
Typical example
Illustration 90
View A-A
(1) Stud
Tighten the stud to the following torque. . . . 35 ± 5 N·m (26 ± 4 lb ft)
(2) Nut


Fuel Shutoff Solenoid

SMCS Code: 1259
Energize-To-Shutoff (ETS) Latching Type
Illustration 158
Note: Push in the button (1) on the latching type solenoid in order to manually shut off the engine. The solenoid cannot
be manually latched in the run position for starting.
155-4651 Solenoid
System voltage . . . 12 VDC
Install the solenoid to the governor housing. Tighten to the following torque. . . . 30 ± 5 N·m (22 ± 4 lb ft)
Resistance of pull-in coil at 25 °C (77 °F) . . . 0.39 ± 0.04 ohms
Resistance of hold-in coil at 25 °C (77 °F) . . . 2.58 ± 0.30 ohms
Hold in force . . . 9.6 VDC
The return spring is heat stabilized at the following ambient temperature. . . . 121 °C (250 °F)
The return spring is heat stabilized at the following voltage. . . . 28.8 VDC
De-energized plunger stroke (A). . . . 17.0 mm (0.67 inch)
Energized position (B). . . . 26.8 ± 1.0 mm (1.06 ± 0.04 inch)
155-4652 Solenoid
Energize-To-Run (ETR) Nonlatching Type
Illustration 159
125-5771 Solenoid
125-5772 Solenoid
Wiring Connections For Fuel Shutoff Solenoid

Energize-To-Shutoff (ETS) Latching Type
Illustration 160
End view of ETS solenoid
(1) Ground terminal
Ground wire size . . . 10 gauge
(2) Stop terminal
Wire size to OFF terminal of keyswitch . . . 16 gauge
(3) Start terminal
Wire size to S (switch) terminal of starter motor . . . 10 gauge
Energize-To-Run (ETR) Nonlatching Type
Illustration 161
End view of ETR solenoid
The solenoid that has two wires has no polarity requirements for the wires.


Aftercooler
SMCS Code: 1063
Illustration 44
Typical example
(1) Core assembly
The core assembly must withstand the following water pressure. . . . 240 kPa (35 psi)
(2) Hose
The hose is the following length. . . . 55 ± 5 mm (2.2 ± 0.2 inch)
(3) Water regulator housing
(4) Bolt
Put 4C-9505 Gasket Sealant on the threads of bolts (Y).
Tighten all bolts to the following torque. . . . 28 ± 7 N·m (21 ± 5 lb ft)
(5) Water pump
Note: Put clean engine oil or glycerin on all O-ring seals and on the seal bores at the time of assembly.

Air Inlet Heater

SMCS Code: 1090
Illustration 156
Section view of the air inlet heater
Note: During assembly of the air inlet heater to the inlet manifold and the air inlet elbow, clean the air inlet heater's joint
faces with solvent. Apply 4C-9500 Quick Cure Primer to the joint faces. Allow the primer to air dry for a minimum of
three to five minutes. Apply 1U-8846 Liquid Gasket to the joint face and spread the gasket maker uniformly. The heater
must be assembled and tightened within ten minutes.
155-4911 Air Inlet Heater
(1) Air inlet heater
(2) Tighten the nuts to the following torque. . . . 7.8 ± 1.0 N·m (69 ± 9 lb in)
The air inlet heater has the following specifications:
· 11 VDC
· 92 Amp
· 1012 Watt
· 22 VDC
· 86 Amp
· 1892 Watt
Illustration 157
Note: During assembly of the air inlet heater to the inlet manifold and the air inlet elbow, clean the air inlet heater's joint
faces with solvent. Apply 4C-9500 Quick Cure Primer to the joint faces. Allow the primer to air dry for a minimum of
five minutes. Apply 1U-8846 Liquid Gasket to the joint face and spread the gasket maker uniformly. The heater must be
assembled and tightened within ten minutes.
· 11 VDC
· 92 Amp
· 1060 Watt
· 22 VDC
· 98 Amp
· 2160 Watt

Ether Starting Aid

SMCS Code: 1456
Illustration 10
Dual air inlet tube
(1) Air inlet manifold
(2) Atomizer for three rear cylinders
Tighten to the following torque. . . . 2.8 N·m (25 lb in)
(3) Atomizer for three front cylinders
Tighten to the following torque. . . . 2.8 N·m (25 lb in)
Note: The mark on each orifice indicates the direction of spray. The mark on the front orifice must point to the front of
the engine. The mark on the rear orifice must point to the rear of the engine. The direction is very important in order to
avoid spraying ether on the air inlet heater element.
(5) Air inlet elbow


Alternator and Regulator

SMCS Code: 1405; 1410
Illustration 111
Illustration 112
View A-A
Illustration 113
View B-B
3E-7578 Alternator Gp
3T-1888 Alternator Gp
112-5041 Alternator Gp
Note: Load the battery with a carbon pile 4C-4911 Battery Load Tester in order to get the maximum alternator output.
Voltage rating . . . 24 Volt
Polarity . . . Negative ground
Rotation . . . Either direction
The maximum turn on speed at 25 °C (77 °F) is the following value. . . . 2000 RPM
The output voltage at 25 °C (77 °F) is the following value. . . . 28 ± 1 Volt
The minimum full load current at 5000 rpm is the following value. . . . 47 Amp
(1) Tighten the shaft nut to the following torque. . . . 102 ± 7 N·m (75 ± 5 lb ft)
(2) Tighten the negative ground terminal screw to the following torque. . . . 6.2 ± 0.6 N·m (55 ± 5 lb in)
(3) Tighten the positive output terminal nut to the following torque. . . . 13.5 ± 1.3 N·m (120 ± 12 lb in)
(4) Regulator
Illustration 114
Illustration 115
View A-A
3E-8827 Alternator Gp
The output voltage at 25 °C (77 °F) is the following value. . . . 14 ± 0.5 Volt
(2) Tighten the positive output terminal nut to the following torque. . . . 11.3 N·m (100 lb in)
(3) Tighten the negative ground terminal nut to the following torque. . . . 6.2 ± 0.6 N·m (55 ± 5 lb in)
9X-6796 Alternator Gp
(2) Tighten the positive output terminal nut to the following torque. . . . 11.3 N·m (100 lb in)
Illustration 116
Illustration 117
View A-A
6N-9294 Alternator Gp
(4) Regulator
Illustration 118
Illustration 119
View A-A
(4) Regulator
8C-6163 Alternator Gp
The output voltage at 25 °C (77 °F) is the following value. . . . 14.0 ± 0.5 Volt
(4) Regulator
Illustration 120
Illustration 121
View A-A
The minimum full load current at 5000 rpm is the following value. . . . 27.9 Amp
(4) Regulator
(4) Regulator
Illustration 122
Illustration 123
View A-A
(4) Regulator
Illustration 124
Illustration 125
View A-A
Rotation . . . Clockwise
(4) Regulator
9G-9538 Alternator Gp
(4) Regulator
Illustration 126
Illustration 127
View A-A
8C-5510 Alternator Gp
Illustration 128
Illustration 129
View A-A
9W-1082 Alternator Gp
(4) Regulator
Illustration 130
Illustration 131
View A-A
9W-3043 Alternator Gp
(4) Regulator
Illustration 132
Illustration 133
View A-A


Electric Starting Motor

SMCS Code: 1453
Illustration 134
Illustration 135
3E-1944 Electric Starting Motor
When the electric starting motor is viewed from the pinion end, the motor rotates in the following direction. . . .
Clockwise
No load conditions at 25 °C (77 °F)
Speed . . . 3628 ± 413 rpm Current draw . . . 84 ± 16 Amp Voltage . . . 23 Volt
(1) Battery terminal nut
Tighten the nut on the battery terminal to the following torque. . . . 30.5 ± 3.5 N·m (23 ± 3 lb ft)
(2) Ground terminal nut
Tighten the nut on the ground terminal to the following torque. . . . 30.5 ± 3.5 N·m (23 ± 3 lb ft)
(3) Return terminal nut
Tighten the nut on the return terminal to the following torque. . . . 2.25 ± 0.25 N·m (20 ± 2 lb in)
(4) Switch terminal
Tighten the nut on the switch terminal to the following torque. . . . 2.25 ± 0.25 N·m (20 ± 2 lb in)
(5) Motor terminal nut
Tighten the nut on the motor terminal to the following torque. . . . 14.7 ± 3.4 N·m (130 ± 30 lb in)
(6) Motor frame nut
Tighten the nut on the motor frame to the following torque. . . . 8 ± 3 N·m (71 ± 27 lb in)
Clearance (X) between the pinion and the housing . . . 1.02 ± 0.76 mm (0.040 ± 0.030 inch)
Solenoid
Current draw at 20 Volt and 25 °C (77 °F)
Pull-in windings . . . 36 ± 2 Amp
Hold-in windings . . . 6.75 Amp maximum
106-8559 Electric Starting Motor
Clockwise
(4) Switch terminal
(6) Motor frame nut
Clearance (X) between the pinion and the housing . . . 4.6 mm (0.18 inch)
Solenoid
Pull-in windings . . . 56.5 ± 4.5 Amp
Hold-in windings . . . 14.6 Amp
7X-5987 Electric Starting Motor
Clockwise
Speed . . . 7018 ± 1517 rpm Current draw . . . 147.5 ± 27.5 Amp Voltage . . . 11 Volt
(4) Switch terminal
Tighten the nut on the motor terminal to the following torque. . . . 8 ± 3 N·m (71 ± 27 lb in)
(6) Motor frame nut
Solenoid
Hold-in windings . . . 23 ± 2 Amp
Clockwise
(4) Switch terminal
(6) Motor frame nut
Tighten the nut on the motor frame to the following torque. . . . 10 ± 3 N·m (7 ± 2 lb ft)
Solenoid
Hold-in windings . . . 7.5 ± 0.6 Amp
Illustration 136
Illustration 137
9W-3748 Electric Starting Motor
Clockwise
Speed . . . 3800 rpm minimum Current draw . . . 120 Amp maximum Voltage . . . 23 Volt
Tighten the nut on the motor terminal to the following torque. . . . 25 ± 7 N·m (18 ± 5 lb ft)
(4) Switch terminal
Tighten the screw on the switch terminal to the following torque. . . . 2.25 ± 0.25 N·m (20 ± 2 lb in)
Solenoid
Pull-in windings . . . 50 Amp
Hold-in windings . . . 20 Amp
Clockwise
Tighten the nut on the motor terminal to the following torque. . . . 25 ± 7 N·m (18 ± 5 lb ft)
(4) Switch terminal
Solenoid
Illustration 138
Illustration 139
7T-2266 Electric Starting Motor
When the electric starting motor is viewed from the drive end, the motor rotates in the following direction. . . .
Clockwise
Speed . . . 5500 rpm maximum Current draw . . . 200 Amp maximum Voltage . . . 12 Volt
Tighten the nut on the ground terminal to the following torque. . . . 2.25 ± 0.25 N·m (20 ± 2 lb in)
(4) Switch terminal
Tighten the nut on the motor terminal to the following torque. . . . 30.5 ± 3.5 N·m (23 ± 3 lb ft)
(6) Motor frame nut
Tighten the nut on the motor frame to the following torque. . . . 30.5 ± 3.5 N·m (23 ± 3 lb ft)
Solenoid
Illustration 140
Illustration 141
8C-4774 Electric Starting Motor
Clockwise
(4) Switch terminal
(6) Motor frame nut
Solenoid
Clockwise
(4) Switch terminal
(6) Motor frame nut
Solenoid
Hold-in windings . . . 23 ± 2 Amp maximum
Illustration 142
Illustration 143
View A-A
Clockwise
Speed . . . 7643 ± 1683 rpm Current draw . . . 76±14.5 Amp Voltage . . . 23 Volt
(4) Switch terminal
(6) Motor frame nut
Solenoid
6V-5821 Electric Starting Motor
Clockwise
(4) Switch terminal
(6) Motor frame nut
Solenoid
Clockwise
(4) Switch terminal
(6) Motor frame nut
Solenoid
Clockwise
(4) Switch terminal
(6) Motor frame nut
Solenoid
Illustration 144
4N-7153 Electric Starting Motor
Clockwise
Speed . . . 5000 rpm Current draw . . . 65 Amp maximum Voltage . . . 20 Volt
Solenoid
Pull-in windings . . . 65 Amp maximum
Illustration 145
Illustration 146
Clockwise
(4) Switch terminal
(6) Motor frame nut
Solenoid
Hold-in windings . . . 23 ± 2 Amp
Clockwise
(4) Switch terminal
(6) Motor frame nut
Solenoid
Illustration 147
Illustration 148
Clockwise
(3) Switch terminal
(5) Motor frame nut
Solenoid
Illustration 149
Illustration 150
Clockwise
(3) Motor frame nut
(5) Switch terminal
Solenoid


Connecting Rod Bearing Journal

SMCS Code: 1202; 1219; 1225
Table 4
Diameter Of Crankshaft Journal (Bearing Surface) For Connecting Rod Bearings
Original Size Journal 70.000 ± 0.020 mm (2.7559 ± 0.0008 inch)
Undersize Journal
69.750 ± 0.020 mm (2.7461 ± 0.0008 inch)
0.25 mm (0.010 inch)
Undersize Journal
69.500 ± 0.020 mm (2.7362 ± 0.0008 inch)
0.50 mm (0.020 inch)
Clearance between bearing and new journal . . . 0.053 to 0.155 mm (0.0021 to 0.0061 inch)


Main Bearing Journal

SMCS Code: 1202; 1203
Table 5
Diameter Of Crankshaft Journal (Bearing Surface) For Main Bearings
Original Size Journal 90.000 ± 0.020 mm (3.5433 ± 0.0008 inch)
Undersize Journal 0.25 mm (0.010 inch) 89.750 ± 0.020 mm (3.5335 ± 0.0008 inch)
Undersize Journal 0.50 mm (0.020 inch) 89.500 ± 0.020 mm (3.5236 ± 0.0008 inch)
Clearance between bearing and new journal . . . 0.071 to 0.173 mm (0.0028 to 0.0068 inch)


Vibration Damper and Pulley

SMCS Code: 1205
Illustration 78
Typical example
Rubber vibration damper
(1) Pulley
(2) Damper assembly
Note: The dash marks on the front of the damper assembly must be in alignment with each other. A new damper
assembly will be needed if the dash marks are not in alignment.
Maximum permissible face runout of the damper assembly . . . 0.00 to 2.03 mm (0.000 to 0.080 inch)


Governor Identification (Introduction)

SMCS Code: 1264
This service manual contains instructions for servicing the 3114, 3116, and 3126 Engine Governors on the 1U-7326
Governor Calibration Bench. The final low idle speed may be adjusted with the governor on the engine. All other
adjustments must be performed on this calibration bench.
Illustration 1
Typical governor information plate
Governor information plate (1) is located on top of the governor. The information plate provides the following
information:
· Serial Number and Type Code

· Group Part Number
· Production Codes
The information on governor information plate (1) and the physical appearance of the governor is used to identify the
governor. The type code follows the serial number. There are seven different types of governors for the 3114, 3116, and
3126 Engines. The following information will aid in the proper identification of each of the seven types of governors.
Table 1
Governor Identification Chart

Governor Type Type Code Throttle Lever Components
Type I A Type I
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Type II B Type I No Servo, 4 Flyweight's

Type III C Type I or II
Type IV A,0,1 Type II
Type V D Type II Cast FRC Housing
(1)
Type VI D Type II Dual Horsepower
Type VII (1) D Type II Dual Horsepower
(1) Both Type VI and Type VII Governors are variations of the Type V Governor.


Governor (Type I)
SMCS Code: 1264
Illustration 2
Typical Type I Governor
(1) Type I throttle
(2) Fuel ratio control
The type code for the Type I governor is "A". Type I governors are also known as 2.0 Gain Governors.
Note: The term "2.0 Gain" refers to the ratio between riser travel and output shaft travel.
Type I governors include the following part numbers:
Table 2
Part Numbers For Type I Governors

4P-2557 5R-8840 5R-9007
7C-4176 7C-6867 7C-6869
7E-0001 7E-0002 7W-5557
7W-8178 9Y-0178 9Y-1094
9Y-2282 9Y-2675 9Y-2677
9Y-2678 9Y-2680 9Y-3160
9Y-3833 9Y-4025 9Y-4150
9Y-7899


Governor (Type II)

SMCS Code: 1264
Illustration 3
Typical Type II Governor
(1)Type I throttle lever
The type code for the Type II governor is "B". The Type II governors are also known as B Governors. Type II governors
do not have servos or fuel ratio controls. Type II governors are used on 3114 Engines only.
Type II governors include the following part numbers:
Table 3
Part Numbers For Type II Governors

7C-1688 7C-6870
9Y-2679 9Y-4148


Governor (Type III)

SMCS Code: 1264
Illustration 4
Typical Type III Governor
(1)Type I throttle
The type code for the Type III governor is "C". These governors are also known as Generator Set Governors.
Note: Some Type III governors were produced with Type I throttle levers and features. Some Type III governors were
produced with Type II throttle levers and features. The throttle lever and the features will determine the correct service
procedures for the Type III governor.
Type III governors include the following part numbers:
Table 4
Part Numbers For Type III Governors

7C-6562 7C-8593
7E-4140 7E-4150

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Governor (Type IV)

SMCS Code: 1264
Illustration 5
Typical Type IV Governor
(1)Type II throttle
The type code for the Type IV governor is "A", "0", or "1". These governors are also known as 2.3 Gain Governors.
Note: The term "2.3 Gain" refers to the ratio between riser travel and output shaft travel.

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Governor (Type V)
SMCS Code: 1264
Illustration 6
Typical Type V Governor
(1)Type II throttle
The type code for the Type V governor is "D". These governors have a fuel ratio control (2) that is cast into the governor
housing.


Governor (Type VI)

SMCS Code: 1264
Illustration 7
Typical Type VI Governor
(1)Type II throttle
(3) Dual Horsepower Mechanism
The type code for the Type VI governor is "D". These governors are also known as Dual Horsepower Governors
(modified Type V governors).


Governor (Type VII)

SMCS Code: 1264
Illustration 8
Typical Type VII Governor
(1) Dual Horsepower Mechanism
The type code for the Type VII governor is "D". These governors are also known as Dual Horsepower Governors. The
plug for the access hole on the Type VII governor is larger than the plug for the access hole on the Type VI governor.


Governor Performance Data

SMCS Code: 0376; 1264
Technical Marketing Information (TMI)

Governor performance data and specifications are stored in the Technical Marketing Information (TMI). The TMI is
available on-line in the Caterpillar Network. Governor performance data and specifications in the TMI that is obtained
from the Caterpillar Network is the most current information available.
The TMI is located in AIMS in the Caterpillar Network. Information for accessing the TMI and finding the governor
performance data and specifications for a given governor are contained in this section. Instructions for accessing the
Caterpillar Network are also provided. For further information, refer to the TMI Wizard, LEXQ6016. Also, refer to the
FIND User's Guide, YELX1000. The FIND User's Guide provides information that is necessary to use the Caterpillar
"FIND" system.
Note: Governor performance data and specifications are not available in paper. Technical Marketing Information (TMI)
is the only source for this information.
Note: The part number and the change level for a governor will be necessary to obtain governor performance data and
specifications.
Accessing TMI Data

After accessing AIMS in the Caterpillar network, perform the following Steps in order to find the governor recheck
information.
Illustration 9
The screen should show the above display after AIMS is accessed.
1. Press the "Pause/Break" key in order to clear the screen. The screen should now be blank with the cursor in the upper
left corner.
2. At the cursor on the blank screen, type "acf2m" in order to access the AIMS menu.
3. Press the "Enter" key.
Illustration 10
The screen should show the above display.
Illustration 11
5. Place an "S" in front of the application number that is applicable to the information that is needed. For this example,
"GKN401 TMI - GENERAL ENGINE DATA"(1) is chosen.
Illustration 12
7. Enter the "PROGRAM SELECTION NO." (3). For this example, number 12 "PHYSICAL DATA - ENGINE" (2) has
been chosen.
Illustration 13
9. Enter the governor part number in "ARRG/GP NUMBER" field (4). For this example, the governor part number is
142-1421 Unit Injector Governor.
10. Enter the change level in the "CHANGE LEVEL" field (5). For this example, the change level is "00". To obtain the
latest change level, this field can be left blank.
Illustration 14
12. Enter the "FORMAT" number in the "PERF DATA LINE NO" field (6). For this example, "010" is the number that
is entered in the "PERF DATA LINE NO" field. This entry will show the "GOVERNOR RECHECK PERFORMANCE
DATA".
Illustration 15
14. The first screen of the "GOVERNOR RECHECK PERFORMANCE DATA" contains pertinent part numbers and
settings for a particular governor.
Illustration 16
Illustration 17
Note: The "Enter" key toggles through the "GOVERNOR RECHECK PERFORMANCE DATA" screens in this
program.
17. After the information is retrieved, press the "Pause/Break" key in order to clear the screen.
18. At the cursor on the blank screen, type "/rcl" in order to exit the AIMS system.


Specification
SMCS Code: 1264
Specifications for components are given in the Testing and Adjusting and the Disassembly and Assembly sections of this
service manual.
Governor performance data and specifications are stored in the Technical Marketing Information (TMI). The TMI is
available on microfiche or on-line in the Caterpillar Network. Governor performance data and specifications in the TMI
that is obtained from the Caterpillar Network is more current than microfiche. Therefore, the Caterpillar Network is the
preferred source for the information. Refer to the Specifications, "Governor Performance Data" section of this manual
for additional details.

6TM00434 120H MOTOR GRADER Systems Operation

Engine Design
SMCS Code: 1000
3114 Engine Design
Illustration 1
Cylinder and Valve Location for the 3114 Engine
(A) Exhaust valves
(B) Inlet valves
Bore . . . 105.0 mm (4.13 inch)
Stroke . . . 127.0 mm (5.00 inch)
Number Of Cylinders . . . 4
lash settings
Firing Order . . . 1 - 3 - 4 - 2
The crankshaft rotation is viewed from the flywheel end of the engine. Crankshaft rotation . . . Counterclockwise
side of the engine are viewed from the flywheel end of the engine. The No. 1 cylinder is the front cylinder.
3116 Engine Design
Illustration 2
(A) Exhaust valves
(B) Inlet valves
Bore . . . 105.0 mm (4.13 inch)
Stroke . . . 127.0 mm (5.00 inch)
lash settings
Firing Order . . . 1 - 5 - 3 - 6 - 2 - 4
3126 Engine Design
Illustration 3
(A) Exhaust valves
(B) Inlet valves
Bore . . . 110.0 mm (4.33 inch)
Stroke . . . 127.0 mm (5.00 inch)
lash settings
Firing Order . . . 1 - 5 - 3 - 6 - 2 - 4


Fuel System
SMCS Code: 1250
Fuel System
Illustration 8
Fuel System Schematic
(A) Fuel priming pump (if equipped)
(1) Screen (if equipped)
(3) Fuel transfer pump that is integral with the governor
(5) Fuel filter
(6) Cylinder head
(7) Pressure regulating valve
(8) Check valve
(9) Primary fuel filter (if equipped)
(11) Fuel tank
Fuel from fuel tank (11) is pulled through an in-line screen (1) by fuel transfer pump (3). The fuel transfer pump is
integral with the governor. Fuel is sent from the fuel transfer pump through the pressure relief valve (10). The pressure
relief valve is closed in normal operation. Fuel will enter through fuel filter (9) to a drilled passage in the cylinder head
(6). Once the pressure of the fuel is greater than the desired range then the pressure relief valve will open. This will allow
the fuel to return to the tank. The drilled passage in the cylinder head intersects a gallery around each unit injector in
order to provide a continuous flow of fuel to all injectors.
When there is air on the inlet side of the fuel system, fuel priming pump (A) (if equipped) may be used in order to fill the
fuel filter and the fuel gallery that is in the cylinder head. This is performed before the engine is started. When the
priming pump is used, check valves that are located in the fuel priming pump control the movement of the fuel. The fuel
is forced through the low pressure side of the fuel system. This removes air from the fuel lines and components back into
the fuel tank.
Illustration 9
Lines Group For The Fuel Filter
(3) Fuel transfer pump that is integral with the governor
(5) Fuel filter
(6) Cylinder head
(12) Fuel outlet port to the fuel tank
(13) Fuel inlet port to the fuel transfer pump
(15) Pressure tap for filtered fuel
(16) Tube assembly from the fuel filter base to the fuel gallery in the cylinder head
(17) Tube assembly from the transfer pump to the fuel filter base
Illustration 10
Lines Group For The Fuel Filter
(1) Screen
(6) Cylinder head
(7) Pressure regulating orifice
(8) Check valve
(12) Fuel outlet port to the fuel tank
(13) Fuel inlet port to the fuel transfer pump
(17) Tube assembly from the transfer pump to the fuel filter base
(18) Tube assembly from the fuel passage in the cylinder head to the fuel tank
Fuel Transfer Pump
Illustration 11
Fuel Transfer Pump
(A) Inlet flow of fuel
(B) Outlet flow of fuel
(3) Spring
(4) Piston assembly
(7) Tappet assembly
(8) Camshaft
(9) Passage
The fuel transfer pump is located in the front housing of the governor. The pump is activated by camshaft (8) that is
attached to the shaft of the governor drive gear. Piston assembly (4) and tappet assembly (7) are stroked up and down by
the camshaft and spring (3).
Fuel enters the transfer pump through screen (1) (if equipped) and inlet check valve (2). On the upstroke of piston
assembly (4), check valve (2) closes. Outlet check valve (5) closes in order to prevent fuel from being pulled back in the
pump from the outlet. As pressure increases above piston assembly (4), piston check valve (6) opens in order to fill the
cavity above the piston assembly.
On the downstroke, as the fuel pressure in passage (9) increases, piston check valve (6) is closed and outlet check valve
(5) is opened. This causes fuel to be pushed through the secondary fuel filter and to the engine. Inlet check valve (2)
opens in order to allow fuel to fill the cavity above piston assembly (4).
During engine shutdown, the check valves are held closed by springs.
Fuel Injection Pump (Unit Injector)
Illustration 12
Fuel Injection System
(1) Rocker arm
(2) Setscrew
(3) Floating button
(4) Tappet Spring
(5) Pushrod
(6) Plunger
(7) Rack
(8) O-ring
(9) Barrel
(10) Fuel gallery
(11) Sleeve
(12) O-ring
(13) Lifter
(14) Camshaft
The fuel injection pump (unit injector) allows a small amount of fuel to be injected at the proper time into the
combustion chamber. The fuel that is supplied to fuel gallery (10) surrounds each unit injector. Each of these galleries
are connected by a drilled passage in the cylinder head. This passage provides a continuous flow of fuel to all unit
injectors.
The unit injector is isolated from the coolant passages by sleeve (11). The sleeve also provides the seating surface for the
unit injector.
Injection timing is determined by the angular location of camshaft (14) and the vertical location of plunger (6) in barrel
(9). The camshaft gear and the crankshaft gear mesh together at the front of the engine in order to achieve the angular
location of the camshaft. The location of the plunger (fuel timing) is adjusted by setscrew (2).
The profile of the camshaft is sent to rocker arm (1) by lifter (13) and pushrod (5), as the camshaft rotates. The motion of
rocker arm (1) is then sent to plunger (6) through the floating button (3).
Illustration 13
Fuel Injection Pump (Unit Injector)
(4) Tappet spring
(6) Plunger
(7) Rack
(8) O-ring
(9) Barrel
(12) O-ring
(15) Gear
(16) Sleeve filter
(17) Helix
(18) Lower port
(19) Upper port
(20) Spring
(21) Check (needle valve)
At the top of the plunger's stroke, fuel from fuel gallery (10) enters the unit injector around the edges of sleeve filter
(16). The fuel then fills the volume below plunger (6).
During the plunger's downward motion, fuel beneath the plunger is displaced into the gallery through the two ports in
barrel (9). As upper port (19) is closed by the bottom edge of the plunger, fuel continues to be displaced through lower
port (18). When the lower port is closed, effective stroke begins. The fuel inside the unit injector becomes pressurized by
the continued downward movement of the plunger. When the fuel pressure is sufficient to open check (21), high pressure
fuel will be forced through orifices at the bottom of the nozzle into the combustion chamber. This will continue until
upper port (19) is uncovered by helix (17) on the plunger. At this instant, effective stroke ends and this high pressure fuel
will spill through upper port (19) into the gallery. This will allow spring (20) to close check (21), which will end the
injection cycle.
The downward motion of the plunger will continue until lifter (13) reaches the nose of the camshaft. The plunger will be
returned upward by tappet spring (4). This will allow the cavity under the plunger to be refilled from the fuel in the
gallery. The unit injector is now ready for the next cycle.
In addition to vertical motion, the plunger can rotate with respect to barrel (9) by gear (15). The gear slides in order to
allow vertical movement of the plunger and the gear meshes with rack (7). The rotation of the gear changes the
relationship between helix (17) and upper port (19). The amount of fuel that is injected into each combustion chamber
then changes. For example, if rack (7) is moved to the right, then plunger (6) will rotate CCW. (This movement is
viewed from the top.) The distance between the bottom end of the plunger and helix (17) then increases with respect to
upper port (19). The effective stroke is increased and more fuel is injected into the combustion chamber.
Rack Control Linkage For The Fuel Injector
Illustration 14
Unit Injectors and Rack Control Linkage
(1) Lever
(2) Torsion spring
(3) Shaft
(4) Rack
(5) Synchronization screw
(6) Clamp
(7) Clamp assembly
(8) Fuel setting screw
(9) Link
(10) Lever assembly
(11) Unit injector
Illustration 15
Unit Injector And Rack Control Linkage
(A) FUEL ON
(B) FUEL OFF
(1) Lever
(3) Shaft
(4) Rack
(5) Synchronization screw
(6) Clamp
(11) Unit injector
The rack control linkage connects the governor output to unit injector (11) at each cylinder. The governor output shaft is
pinned to link (9). The link is connected to lever assembly (10). When the governor demands more fuel, link (9) and
lever assembly (10) cause rotation of shaft (3) and clamps (6). Shaft (3) and clamps (6) are rotated in a FUEL ON (A)
direction. Each clamp then pushes lever (1) as the shaft rotates. Rack (4) is pulled by lever (1). This will allow more fuel
to be injected into the cylinder.
When the governor requires less fuel, link (9) causes rotation of shaft (3) and clamps (6). Shaft (3) and clamps (6) are
rotated in a FUEL OFF (B) direction. Lever (1) is forced to rotate clockwise by torsion spring (2). This will push rack (4)
toward the shutoff position. A torsion spring is located at each unit injector. This allows the rack control linkage to go to
the shutoff position, even if one fuel injector rack is stuck open.
The power setting of the unit injector for the No. 1 cylinder is made with fuel setting screw (8) in clamp assembly (7).
As fuel setting screw (8) is turned, shaft (3) rotates to a new position with respect to link (9) and lever assembly (10).
Adjusting screws (8) allow synchronization of the injectors to the unit injector of the No. 1 cylinder.
Governor
The governor transfers the operator's requirements to the fuel injector rack control linkage. The governor receives the
desired engine speed by the position of the throttle. The governor output shaft immediately moves when the throttle is
moved. The motion of the governor output shaft will cause the fuel injector rack control linkage to rotate. This will move
the fuel injector racks. The change in the position of the fuel injector rack will cause a change in the speed of the engine.
As the speed of the engine changes, the governor will adjust the amount of fuel that is delivered. This will cause the
engine to stabilize at the rpm that corresponds to the throttle position. For further information, refer to, SENR6454,
"3114 ,3116, and 3126 Governor Service Manual".
Fuel Ratio Control
The turbocharged engine uses a fuel ratio control (FRC) in order to control smoke during acceleration at low boost
levels. The FRC restricts the amount of fuel to the combustion chambers until sufficient boost has been achieved.
Illustration 16
Governor Linkage and Fuel Ratio Control Schematic
(A) FUEL ON output
(B) FUEL ON input from operator
(1) Governor output shaft
(2) Inlet port
(3) Fuel ratio control (FRC)
(4) Retainer shaft
(5) FRC lever
(6) Limit lever setscrew
(7) FRC lever setscrew
(8) Limit lever
Fuel ratio control (FRC) (3) operates on boost air pressure that is delivered by a tube from the inlet manifold of the
engine to inlet port (2). At low boost, retainer shaft (4) is held stationary by springs that are inside the FRC. When the
operator demands more fuel, governor output shaft (1) moves in the FUEL ON direction (A). The governor output shaft
will move in this direction until limit lever (8) contacts setscrew (7) of FRC lever (5). When FRC lever (5) is restrained
from rotating clockwise or FUEL ON movement by the FRC, further FUEL ON movement of governor output shaft (1)
is stopped. Thus, overfueling is prevented.
As engine power increases, boost pressure also increases. This pressure acts against a diaphragm inside the FRC. When
boost pressure is sufficient, spring force inside the FRC is overcome and retainer shaft (4) moves to the right. This
movement will allow FRC lever (5) and limit lever (8) to rotate clockwise. Governor output shaft (1) is now able to
move in the FUEL ON direction until the limit lever (8) contacts limit lever setscrew (6).
When boost pressure decreases, springs inside fuel ratio control (FRC) (3) will return retainer shaft (4) to the normal
position. FUEL ON movement of governor output shaft (1) is again restricted.
Illustration 17
(1) Button
(2) Fuel Shutoff Solenoid
The fuel shutoff mechanism is activated by an energize-to-run (ETR) latching solenoid. A spring loaded plunger inside
the solenoid acts on a lever assembly within the front housing of the governor. This lever assembly pushes the governor
output shaft to the FUEL OFF position when the plunger is released electrically or the plunger is released manually at
engine shutdown. At engine start-up, the solenoid is energized in order to latch in the run position. The governor output
shaft is then free to move to the FUEL ON position.
Engines that are equipped with a latching solenoid can be manually shut off by pushing button (1) inward. The solenoid
CANNOT be manually latched in the run position in order to start the engine.
Illustration 18
Wiring diagram of a Typical Fuel Shutoff Solenoid
(2) Fuel Shutoff Solenoid
(3)"STOP" Connection
(4)"G" Connection
(5)"S" Connection
(6)"BAT" Connection
(7) Positive Terminal
(8) Negative Terminal
(9)"GND" Connection
(10)"START" Connection
(11)"MTR" Connection
(12) Starter Motor
(13) Battery


Air Inlet and Exhaust System

SMCS Code: 1050
Illustration 19
Air Inlet And Exhaust System Schematic
(1) Aftercooler (aftercooled engines)
(3) Exhaust manifold
(4) Exhaust outlet
(5) Turbocharger
(6) Air inlet
(7) Air cleaner
The components of the air inlet and exhaust system control the quality of the air that is available for combustion. These
components also control the amount of the air that is available for combustion. The components of the air inlet and
exhaust system are listed below:
· Air cleaner
· Turbocharger
· Aftercooler (aftercooled engines)
· Cylinder head
· Valves and valve system components
· Piston and cylinder
· Exhaust manifold
Illustration 20
Air Inlet And Exhaust System
(1) Aftercooler (aftercooled engines)
(3) Exhaust manifold
(4) Exhaust outlet
(6) Air inlet
(8) Exhaust valve
(9) Inlet valve
(10) Compressor wheel
(11) Turbine wheel
Inlet air is pulled through air cleaner (7). The inlet air is then compressed and heated by the compressor wheel of
turbocharger (5) to about 150°C (300°F). The inlet air is then pushed through one of the following components: air-to-air
aftercooled (ATAAC), jacket water aftercooled (JWAC) and air inlet cover. The inlet air is forced to air inlet manifold
(2). The temperature of the inlet air at the air inlet manifold is about 43°C (110°F). Cooling of the inlet air increases the
combustion efficiency. Increased combustion efficiency helps to lower fuel consumption. Also, increased combustion
efficiency helps to increase horsepower output.
The air to air aftercooled (ATAAC) system incorporates a separate air to air aftercooler core. This core is installed in
front of the radiator of the engine or the core is installed beside the radiator of the engine. Air that is ambient temperature
is moved across the aftercooler core by the engine fan and by the ram effect of the vehicle's forward motion. This cools
the turbocharged inlet air.
The jacket water aftercooled (JWAC) system uses engine coolant from the water pump in order to cool the hot
turbocharged air. The JWAC system incorporates a water-to-air system that is mounted to the air inlet manifold.
Inlet manifold (2) is a one-piece casting that also serves as a base for the valve cover. From the inlet manifold, the air is
forced into the cylinder head in order to fill the inlet ports. Air flow from the inlet port into the cylinder is controlled by
the inlet valves.
There is one inlet valve (9) and one exhaust valve (8) for each cylinder. The inlet valve opens when the piston moves
down on the inlet stroke. When the inlet valve opens, cooled compressed air from the inlet port is pulled into the
cylinder. The inlet valve closes and the piston begins to move up on the compression stroke. The air in the cylinder is
compressed. When the piston is near the top of the compression stroke, fuel is injected into the cylinder. The fuel mixes
with the air and combustion starts. During the power stroke, the combustion force pushes the piston downward. After the
power stroke is complete, the piston moves upward. This upward movement is the exhaust stroke. During the exhaust
stroke, the exhaust valve opens, and the exhaust gases are pushed through the exhaust port into exhaust manifold (3).
After the piston completes the exhaust stroke, the exhaust valve closes and the cycle starts again. The complete cycle
consists of four stages:
· inlet stroke
· compression stroke
· power stroke
· exhaust stroke
Exhaust gases from exhaust manifold (3) enter turbine side of turbocharger (5) in order to turn the turbine wheel (11).
The turbine wheel is connected to a shaft which drives the compressor wheel (10). Exhaust gases from the turbocharger
pass through the exhaust outlet pipe, the muffler and the exhaust stack.
Turbocharger
Illustration 21
Turbocharger
(1) Air inlet
(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil Inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet
The turbocharger is installed on the center section of the exhaust manifold. All the exhaust gases from the engine go
through the turbocharger. The compressor side of the turbocharger is connected to the aftercooler by pipe.
The exhaust gases go into turbine housing (7) through exhaust inlet (11). The exhaust gases then push the blades of
turbine wheel (8). The turbine wheel is connected by a shaft to compressor wheel (3).
Clean air from the air cleaners is pulled through compressor housing air inlet (1) by the rotation of compressor wheel (3).
The action of the compressor wheel blades causes a compression of the inlet air. This compression gives the engine more
power by allowing the engine to burn more air and more fuel during combustion.
When the load on the engine increases, more fuel is injected into the cylinders. The combustion of this additional fuel
produces more exhaust gases. The additional exhaust gases cause the turbine and the compressor wheels of the
turbocharger to turn faster. As the compressor wheel turns faster, more air is forced into the cylinders. The increased
flow of air gives the engine more power by allowing the engine to burn the additional fuel with greater efficiency.
Illustration 22
Turbocharger With Waste Gate
(12) Actuating lever
(13) Canister
(14) Line (boost pressure)
When the engine is operating under conditions of low boost, a spring pushes on a diaphragm in canister (13). This action
moves actuating lever (12) in order to close the valve of the waste gate. Closing the valve of the waste gate allows the
turbocharger to operate at maximum performance.
As the boost pressure through line (14) increases against the diaphragm in canister (13), the valve of the wastegate is
opened. When the valve of the wastegate is opened, the rpm of the turbocharger is limited by bypassing a portion of the
exhaust gases. The exhaust gases are routed through the wastegate which bypasses the turbine wheel of the turbocharger.
Note: The turbocharger with a waste gate is preset at the factory and no adjustment can be made.
Illustration 23
Turbocharger Oil Lines
(15) Oil supply tube
(16) Oil drain tube
Bearings (4) and (6) for the turbocharger use engine oil under pressure for lubrication. The oil comes in through oil
supply tube (15) to oil inlet port (5). The oil then goes through passages in the center section in order to lubricate the
bearings. Oil from the turbocharger goes out through oil outlet port (10) in the bottom of the center section. The oil then
goes back to the engine lubrication system through oil drain tube (16).
Valve System Components
Illustration 24
Valve System Components
(1) Rocker arm
(2) Spring
(3) Valve
(4) Pushrod
(5) Lifter
(6) Camshaft lobe
The valve system components control the flow of inlet air into the cylinders during engine operation. The valve system
components also control the flow of exhaust gases out of the cylinders during engine operation.
The crankshaft gear drives the camshaft gear through an idler gear. The camshaft must be timed to the crankshaft in
order to get the correct relation between the piston movement and the valve movement.
The camshaft has three camshaft lobes for each cylinder. The lobes operate the following components: the inlet valves,
the exhaust valves and the mechanical unit injector (MUI). As the camshaft turns, lobes on the camshaft cause lifters (5)
to move pushrods (4) up and down. Upward movement of the pushrods against rocker arms (1) results in downward
movement (opening) of valves (3).
Each cylinder has one inlet valve and one exhaust valve. Valve springs (2) close the valves when the lifters move down.
Air Inlet Heater (If Equipped)

The engines may be equipped with an electric heater that is located at the air inlet manifold. The electric heater has two
functions:
· aid in starting
· aid in white smoke cleanup during start-up
Under the proper conditions, an Electronic Control will turn on the system for the electric heater (if equipped). The
following conditions are evaluated prior to activating the electric heater:
· jacket water coolant temperature

· oil pressure
· ignition switch position
· duration of time
Some of the air inlet heaters will have manual controls, while other air inlet heaters will have automatic controls. The
system is capable of delivering heat for 30 seconds prior to start-up and during cranking of the engine. After the engine
has started, the system is capable of delivering heat constantly for several minutes. This will depend on the control
system that is used.
If the air inlet heater malfunctions, the engine will still start and the engine will still run. There may be a concern
regarding the amount of white smoke that is present. Also, there may be a concern regarding the need for an alternative
starting aid.
Typical System Components
Illustration 25
(A)3114 and 3116 Engines
(B)3126 Engine
(1) Inlet manifold
(2) Heater element
(3) Ground strap
Ether Starting Aid
Illustration 26
Location Of Atomizer
(2) Atomizer
(3) Air inlet elbow
Ether can be used in cold weather to aid in the startability of the engine. Ether is injected into the center port of the air
inlet manifold (1). If the atomizer is not installed correctly, ether could be directed onto the air inlet heater. Possible
extensive damage could occur to the engine, if the ether is directed at the heater element and the air inlet heater is
activated.


Lubrication System
SMCS Code: 1300
Illustration 27
Lubrication System Schematic
(1) Oil supply to the governor
(2) Oil supply to the rocker arms
(3) Cylinder head gallery
(4) Piston cooling jets
(5) Oil supply to side covers
(6) Camshaft bearing
(7) Passage in carrier housing (4 cylinder engines)
(8) Main oil gallery
(9) Oil supply to the rear support for the balancer unit (4 cylinder engines)
(10) Passage in front housing
(11) Main bearings
(12) Oil supply to camshaft idler gear bearing
(13) Oil supply to turbocharger
(14) Oil supply to oil pump idler gear bearing (6 cylinder engines)
(14) Oil supply to the bearings for the oil pump idler gear and the balancer shaft (4 cylinder engines)
(15) Oil filter bypass valve
(16) Passage
(17) Oil cooler bypass valve
(18) Engine oil filter
(19) Engine oil cooler
(20) Engine oil pan
(21) Oil pump bypass valve
(22) Engine oil pump
Engine oil pump (22) is mounted to the bottom of the cylinder block inside the engine oil pan (20). The engine oil pump
pulls oil from engine oil pan. The engine oil is then pushed through passage (16) to the engine oil cooler (19). Oil then
flows through engine oil filter (18). The filtered oil then enters the turbocharger oil supply line (13) and main oil gallery
(8).
Illustration 28
Right Side View Of Engine
(13) Turbocharger oil supply line
(15) Oil filter bypass valve
(17) Oil cooler bypass valve
(18) Engine oil filter
(19) Oil cooler
(23) Turbocharger oil return tube
The main oil gallery (8) distributes oil to main bearings (11), piston cooling jets (4), and camshaft bearing (6). Oil from
the main oil gallery exits the front of the block. The oil then enters passage (10) that is cast in the front housing.
The front housing passage sends the oil flow in two directions. At the upper end of the passage (10), oil is directed back
into the block and up to cylinder head gallery (3). At the lower end of the passage (10), oil enters passage (14). This
passage will send oil to the oil pump idler gear bearing on the 4 cylinder engine and the 6 cylinder engines, and to the
bearing for the front bearing for the balancer shaft on the 4 cylinder engine.
Oil from the main oil gallery is forced through passages to the crankshaft main bearings. Oil enters the holes in the
bearing surfaces (journals) for the main bearing (11). Oil from the front main bearing enters passage (12) in order to
lubricate the camshaft idler gear bearing. Oil passages in the crankshaft send oil from all the main bearings (11) through
the connecting rods to the connecting rod bearings. Passages connect the bearing surface (journal) for the main bearing
with the bearing surface (journal) for the connecting rod.
On the 4 cylinder engine, some of the oil that goes to the rear main bearing is directed out of the rear face of the cylinder
block to passage (7) in the crankshaft seal carrier. Oil is then directed into passage (9) in the cylinder block. Oil is
supplied to the rear support for the balancer unit in order to lubricate the rear bearings of the balancer unit. A passage in
the balancer shafts now carries the oil from the rear balancer shaft bearings to the intermediate bearings of the shafts.
Illustration 29
Left Side View Of Engine
(1) Governor oil supply line
(24) Crankcase breather
(25) Location of oil passage for pushrod lifters inside side covers
(26) Hose
(27) Plug
Passages (5) send oil from the camshaft bearing (6) to a short oil passage (25) in the side covers. The oil then enters a
hole in the shafts of the pushrod lifters in order to lubricate the roller bearings of the lifter.
Cylinder head oil gallery (3) provides flow to governor oil supply line (1) and the rocker arm supports. Holes in the
rocker arm supports allow lubrication of the valve and injector components.
After the lubrication oil's work is done, the lubrication oil returns to the engine oil pan.
The oil pump bypass valve (21) limits the pressure of the oil that is coming from the engine oil pump (22). The engine
oil pump can pump more than enough oil into the system. When there is more than enough oil, the oil pressure increases.
When the oil pressure increases, the oil pump bypass valve will open. This allows the oil that is not needed to go back to
the suction side of the engine oil pump.
The bypass valves (15) and (17) will open when the engine is cold (starting conditions). Opening the bypass valves
achieves immediate lubrication of all components. Immediate lubrication is critical when cold oil with high viscosity
causes a restriction to the oil flow through engine oil cooler (19) and engine oil filter (18). The engine oil pump (22)
sends the cold oil through the bypass valves around the engine oil cooler and the engine oil filter to the turbocharger oil
supply line (13) and the main oil gallery (8) in the cylinder block.
When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass valves close. After the
bypass valves close, there is a normal flow of oil through the engine oil cooler and the engine oil filter.
The bypass valves will also open when there is a restriction in the engine oil cooler (19) or engine oil filter (18). This
design allows the engine to be lubricated even though the engine oil cooler or the engine oil filter are restricted.
Crankcase breather (24) allows engine blowby to escape from the crankcase. The engine blowby is discharged through
hose (26) into the atmosphere. This prevents pressure from building up that could cause seals or gaskets to leak.
Oil pressure to the camshaft and the main bearings should be checked at oil gallery plug (27). This plug is located on the
left side of the cylinder block.


Cooling System
SMCS Code: 1350
Illustration 30
Cooling System Schematic
(1) Cylinder head
(2) Water temperature regulator housing
(3) Bypass hose
(4) Cylinder block
(5) Oil cooler
(6) Water pump
(7) Radiator
Water pump (6) is located on the right front side of cylinder block (4). The water pump is belt driven from the crankshaft
pulley. Coolant from the bottom of radiator (7) is pulled into the bottom inlet of the water pump by the impeller rotation.
The rotation of the impeller in the water pump forces the coolant through the cooling system. The coolant exits the back
of the water pump directly into the oil cooler cavity of the cylinder block.
All of the coolant passes through the core of oil cooler (5) and the coolant then enters the internal water manifold of
cylinder block (4). This manifold distributes the coolant to water jackets that are around the cylinder walls.
Illustration 31
Water Lines Group
(1) Cylinder head
(3) Bypass hose
(6) Water pump
(8) Outlet to radiator
(9) Water temperature regulator that is partially open
(10) Air vent valve that is located in the flange of thermostat
(11) Coolant return from the air compressor (if equipped)
(12) Port for water pump outlet pressure for engine diagnosis
Note: Some commercial engines have a bypass hose (3). This hose is used only on engines which use an automotive
type radiator that is supplied by Caterpillar.
Note: Later thermostats have an air vent valve (10). This air vent valve allows air to escape from the cooling system
while coolant is added.
Illustration 32
Water Lines Group
(3) Bypass hose
(6) Water pump
(8) Outlet to radiator
(9) Water temperature regulator that is partially open
Illustration 33
Water Pump
(13) Pump outlet pressure (alternate heater supply)
(14) Port for coolant supply to aftercooler (if equipped)
(15) Coolant return ports from the heater
(16) Alternate pump outlet pressure for engine diagnosis
From the cylinder block, the coolant flows into passages that are in cylinder head (1). These passages send the flow of
coolant around the following items:
· Unit injector sleeves

· Inlet passages
· Exhaust passages
The coolant now enters water temperature regulator housing (2) at the front right side of cylinder block (4).
Water temperature regulator (9) controls the direction of flow. If the temperature of the coolant is below normal, then the
water temperature regulator is closed. The coolant is directed through bypass hose (3) and into the top inlet of water
pump (6). When the coolant gets to the correct temperature, the water temperature regulator will open. Most of the
coolant goes through outlet (8) to the radiator for cooling. The remainder flows through the bypass hose and into the
water pump.
Note: Water temperature regulator (9) is an important part of the cooling system. The water temperature regulator
divides the coolant flow between the radiator and the bypass in order to maintain the proper temperature. If the water
temperature regulator is not installed in the system, then there is no mechanical control, and most of the coolant will take
the path of least resistance through the bypass. This will cause the engine to overheat in hot weather. Any amount of
coolant that flows through the radiator can be too much in cold weather. This will cause the engine not to reach normal
operating temperatures.
Illustration 34
Connections for the Aftercooler
(6) Water pump
(17) Outlet hose
(18) Aftercooler
(19) Inlet hose
The aftercooler that is equipped on some engines is connected into the jacket water coolant system. Inlet hose (19)
delivers coolant to aftercooler (18) from a separate outlet of water pump (6). Once the coolant has circulated through the
aftercooler core, the coolant then goes through outlet hose (17) of the aftercooler to water temperature regulator housing
(2).
3126 Engine with a Heat Exchanger
Illustration 35
Cooling system schematic
(1) Shunt line
(2) Pressure cap
(3) Expansion tank
(4) Vent line
(5) Heat exchanger
(6) Cylinder block and cylinder head
(7) Water cooled turbocharger
(8) Inside bypass line
(9) Water pump
(10) Oil cooler
(11) Water cooled exhaust manifold
(13) Hot water to heat exchanger
This engine has a pressure type cooling system that is equipped with a shunt line.
A pressure type cooling system offers two advantages:
· The cooling system can operate safely at a temperature that is higher than the normal boiling point of water.
· The cooling system prevents cavitation in the water pump.
Cavitation is the sudden formation of low pressure bubbles in liquids by mechanical forces. The formation of air or
steam pockets is more difficult within a pressure type cooling system.
The shunt line prevents cavitation by the water pump. The shunt line provides a constant flow of coolant to the water
pump.
Coolant Flow Circuit

The water pump is located on the side of the cylinder block. The water pump is belt driven from the crankshaft pulley.
Coolant from the heat exchanger is pulled into the bottom inlet of the water pump by impeller rotation. The coolant exits
the pump directly into the oil cooler cavity.
The coolant enters the internal water manifold of the cylinder block. The manifold disperses the coolant to water jackets
around the cylinder walls.
The coolant from the rear of the cylinder block supplies the exhaust manifold and the turbocharger.
The coolant then flows into passages in the cylinder head. The passages send the flow around the unit injector sleeves
and the inlet and the exhaust passages.
The coolant exits the cylinder head and combines with the flow of coolant from the exhaust manifold before entering the
regulator. The coolant then flows through a deaerator in order to purge excess air to the expansion tank. Air vents are
provided on the water outlet of the turbocharger and at the rear of the cylinder head. The air vents allow the cooling
system to fill with coolant. The air vents also remove the air from the cooling system.
Note: The water temperature regulator controls the direction of flow. When the coolant temperature is below the normal
operating temperature, the water temperature regulator is closed. The coolant is directed from the cylinder head to the
inlet of the water pump. When the coolant temperature reaches the normal operating temperature, the water temperature
regulator opens. Coolant then travels to the heat exchanger for cooling.
Note: The water temperature regulator is an important part of the cooling system. The water temperature regulator
divides coolant flow between the heat exchanger and the bypass in order to maintain the normal operating temperature.
If the water temperature regulator is not installed in the system, there is no mechanical control, and most of the coolant
will travel the path of least resistance through the bypass. This will cause the engine to overheat in hot weather and the
engine will not reach normal operating temperature in cold weather.
The shunt line extends from the top of the water pump to the expansion tank. The shunt line must be routed properly in
order to avoid trapping any air. By providing a constant flow of coolant to the water pump, the shunt line prevents the
water pump from cavitating.


Basic Engine
SMCS Code: 1200
Cylinder Block and Head

The cylinder block for the four cylinder engine has five main bearings that support the crankshaft. The cylinder block for
the six cylinder engine has seven main bearings that support the crankshaft. The main bearing caps are fastened to the
cylinder block with two bolts per cap.
The removal of the oil pan allows access to the following components:
· Crankshaft
· Main bearing caps
· Piston cooling jets
· Oil pump
The compartment for the camshaft is accessible through covers on the left side of the cylinder block. These side covers
also support the pushrod lifters. The camshaft is supported by bearings that are pressed into the cylinder block. There are
five camshaft bearings for the four cylinder engine and there are seven camshaft bearings for the six cylinder engine.
The cylinder head is separated from the cylinder block by a gasket that is made of steel and non-asbestos fiber. Coolant
flows out of the cylinder block through gasket openings and into the cylinder head. The gasket also seals the oil supply
and the drain passages between the cylinder head and the cylinder block. The air inlet ports are located on the top of the
cylinder head. The exhaust ports are located on the right side of the cylinder head. There is one intake and one exhaust
valve for each cylinder. Valve guides are pressed into the cylinder head. The fuel injector is located between the two
valves. Fuel is injected directly into the cylinders at very high pressure. A system with pushrods and with rocker arms is
used in order to control the valves and the fuel injectors.
Pistons, Rings, and Connecting Rods

One-piece aluminum pistons are used in most applications. Engines with higher cylinder pressures require two-piece
pistons. Refer to the parts manual in order to obtain information about the type of piston that is used in a specific engine.
The one-piece aluminum pistons have an iron band for the top two rings. This helps to reduce wear on the compression
ring grooves. Oil from the piston cooling jets will spray the underside of the piston. This will cool the piston, which
improves the life of the piston and rings. The piston has two compression rings and one oil ring. All of the rings are
located above the piston pin bore. The oil ring is of the standard or conventional type. Oil will return to the crankcase
through holes that are located in the groove for the oil ring. The design of the compression rings is of the keystone type,
which is tapered. The piston groove is also tapered. Too much carbon deposits can cause seizure of the piston rings. This
is prevented by the action of the rings in the piston grooves.
The two-piece piston consists of an alloy steel crown that is connected to an aluminum skirt by the piston pin. Oil from
the piston cooling jets will spray the underside of the piston crown. This will cool the piston, which improves the life of
the piston and the rings. The piston rings are located in grooves in the piston crown. Oil will return to the crankcase
through holes that are located in the groove for the oil ring.
The connecting rod has a taper on the pin bore end which gives the rod and the piston more strength in the areas with the
most load. The cap is fastened to the connecting rod by two bolts. This design keeps the rod width to a minimum, so that
the piston can be removed through the cylinder.
Crankshaft
The crankshaft converts the combustion forces in the cylinders into rotating torque which powers the equipment. A
vibration damper is used on the front of the crankshaft to reduce torsional vibrations (twist on the crankshaft) that can
cause damage to the engine.
The crankshaft drives a group of gears (front gear train) on the front of the engine. The front gear train provides power
for the following components:
· Engine oil pump

· Camshaft
· Governor
· Air compressor
· Power steering pump
In addition, the front belt pulleys on the crankshaft provide power for following components:
· Radiator fan
· Water pump
· Alternator
· Refrigerant compressor
Hydrodynamic seals are used at both ends of the crankshaft to control oil leakage. The hydrodynamic grooves in the seal
lip move lubrication oil back into the crankcase as the crankshaft turns. The front seal is located in the front housing. The
rear seal is installed in the flywheel housing.
Illustration 36
Schematic of Oil Passages in a 4 Cylinder Engine
(1) Oil gallery
(2) Main bearings
(3) Connecting rod bearings
Illustration 37
Schematic of Oil Passages in a 6 Cylinder Engine
(1) Oil gallery
(2) Main bearings
(3) Connecting rod bearings
Pressurized oil is supplied to all main bearings through drilled holes in the webs of the cylinder block. The oil then flows
through drilled holes in the crankshaft in order to provide oil to the connecting rod bearings. The crankshaft is held in
position by either five main bearings on the four cylinder engine or seven main bearings on the six cylinder engines. A
thrust main bearing is located next to the rear main bearing. This type of main bearing is used in order to control the end
play of the crankshaft.
Camshaft
The camshaft is located in the upper left side of the cylinder block. The camshaft is driven by an idler gear that is turned
by the crankshaft in the front gear train. Five camshaft bearings support the camshaft in a four cylinder engine. Seven
camshaft bearings support the camshaft in a six cylinder engine. Each bearing journal is lubricated from the oil manifold
in the cylinder block. A thrust pin that is located at the rear of the block positions the camshaft through a circumferential
groove. The groove is machined at the rear of the camshaft.
The camshaft has three lobes at each cylinder that operate the unit injector, the exhaust valves, and the inlet valves. As
the camshaft rotates, each lobe moves a lifter assembly. Each outside lifter assembly moves a pushrod, which will move
either an inlet valve or an exhaust valve. The center lifter assembly moves a pushrod that operates the fuel injector. The
camshaft must be in time with the crankshaft. Timing is the relationship of the camshaft lobes to the crankshaft position,
which will cause the valves and the fuel injector in each cylinder to operate at the correct time. Timing of the camshaft is
accomplished by aligning marks on the following components with each other:crankshaft gear, idler gear and camshaft
gear.
Vibration Damper
The force from combustion in the cylinders will cause the crankshaft to twist. This is called torsional vibration. If the
vibration is too great, the crankshaft will be damaged. The vibration damper limits the torsional vibrations to an
acceptable amount in order to prevent damage to the crankshaft.
Rubber Damper (If Equipped)
Illustration 38
Cross Section of a Rubber Vibration Damper
(1) Crankshaft
(2) Ring
(3) Rubber ring
(4) Hub
(5) Alignment marks
The rubber vibration damper is installed on the front of crankshaft (1). Hub (4) and ring (2) are isolated by a rubber ring
(3). The vibration damper has alignment marks (5) on the hub and the ring. These marks give an indication of the
condition of the vibration damper.
Viscous Damper (If Equipped)
Illustration 39
Cross Section of a Viscous Vibration Damper
(1) Crankshaft
(2) Weight
(3) Case
The viscous vibration damper is installed on the front of crankshaft (1). The viscous vibration damper has a weight (2) in
a case (3). The space between the weight and the case is filled with a viscous fluid. The weight moves in the case in
order to limit the torsional vibration.
Balancer Shafts (Four Cylinder Engine)
Illustration 40
Engine Balancer Group (Front View)
(1) Crankshaft gear
(3) Balancer shaft
(5) Oil pump housing
The four cylinder engine is equipped with two balancer shafts. These shafts cancel out the inertial forces that are typical
of four cylinder engines.
Balancer shafts (3) run the full length of the cylinder block. The balancer shafts are mounted by the following items: oil
pump housing (5), intermediate support and rear support. The balancer shafts are driven by crankshaft gear (1) via oil
pump idler gear (2) and oil pump drive gear (4). The balancer shafts are phased and the shafts are timed to the engine by
marked teeth on the gears.


Electrical System
SMCS Code: 1400; 1550; 1900
Engine Electrical System

The electrical system has two separate circuits.
· the charging circuit

· the starting circuit
Some of the electrical system components are used in more than one circuit. The following items are common in each of
the circuits:
· The battery
· The circuit breaker
· The cables
· The wires for the battery
The charging circuit is in operation when the engine is running. An alternator makes electricity for the charging circuit.
A voltage regulator in the circuit controls the electrical output in order to keep the battery at full charge.
The disconnect switch, if so equipped, must be in the ON position to

let the electrical system function. There will be damage to some of
the charging circuit components if the engine runs with the
disconnect with in the OFF position.
If the engine has a disconnect switch, the starting circuit can operate only after the disconnect switch is put in the "ON"
position.
The starting switch is in operation only when the start switch is activated.
The charging circuit is connected through the ammeter. The starting circuit is not connected through the ammeter.
Charging System Components

The alternator is driven by the crankshaft pulley through a belt that is a Poly-vee type. The alternator is a three-phase
self-rectifying charging unit. The regulator is part of the alternator. The operation of the brushless alternator and the
brush type alternator follow.
Never operate the alternator without the battery in the circuit.

Making or breaking an alternator connection with heavy load on
the circuit can cause damage to the regulator.
Brushless Alternator
Illustration 41
Brushless Alternator (Typical Example)
(1) Regulator
(2) Roller bearing
(3) Stator winding
(4) Ball bearing
(5) Rectifier bridge
(6) Field winding
(7) Rotor assembly
(8) Fan
This alternator design has no need for slip rings or for brushes. The only part of this alternator that moves is the rotor
assembly. All of the conductors that carry current are stationary. The following components are the conductors: the field
winding, the stator windings, rectifying diodes and components of the regulator circuit.
The rotor assembly has many magnetic poles that are similar to fingers with air space between each of the opposite
poles. The poles have residual magnetism that produces a small amount of magnet-like lines of force (magnetic field).
This magnetic field is produced between the poles. As the rotor assembly begins to turn between the field winding and
the stator windings, a small amount of alternating current (AC) is produced in the stator windings. The alternating
current is produced from the small magnetic lines of force that are created by the residual magnetism of the poles. The
AC is changed into direct current (DC) when the current passes through the diodes of the rectifier bridge. Most of this
current provides the battery charge and the supply for the low amperage circuit. The remainder of the current is sent to
the field windings. The DC current flow through the field windings (wires around an iron core) increases the strength of
the magnetic lines of force. These stronger magnetic lines of force increase the amount of AC that is produced in the
stator windings. The increased speed of the rotor assembly also increases the current output of the alternator and the
voltage output of the alternator.
Brush Type Alternator
Illustration 42
Brush Type Alternator (Typical Example)
(1) Stator
(2) Field coil (rotor)
(3) Regulator
This alternator design has a stator (1) that is stationary and a field coil (rotor) (2) that moves. The slip rings and the
brushes are used for supplying excitation current to the rotating field coil.
The brush type alternators can be a battery energized alternator or a self-energizing alternator. The self-energizing
alternators rely on residual magnetism, which is similar to the brushless alternators. The battery energized alternators
have less residual magnetism. These alternators use current from the batteries for field current in order to produce the
magnetic lines of force. When the alternator's voltage exceeds the battery voltage, the charging system will be self-
contained and the battery voltage will not be needed.
The voltage regulator is a solid-state electronic switch. The voltage regulator senses the voltage of the system. The
regulator then uses switches to control the current to the field windings. This controls the voltage output in order to meet
the electrical demand of the system.
Starting System Components

Solenoid
A solenoid is an electromagnetic switch that performs two basic functions:
· The solenoid closes the high current starter motor circuit with a low current start switch circuit.
· The solenoid engages the starter motor pinion with the ring gear.
Illustration 43
Typical solenoid schematic
The solenoid has windings (one set or two sets) around a hollow cylinder. A plunger with a spring load device is inside
of the cylinder. The plunger can move forward and backward. When the start switch is closed and electricity is sent
through the windings, a magnetic field is created. The magnetic field pulls the plunger forward in the cylinder. This
moves the shift lever in order for the pinion drive gear to engage with the ring gear. The front end of the plunger then
makes contact across the battery and across the motor terminals of the solenoid. The starter motor then begins to turn the
flywheel of the engine.
When the start switch is opened, current no longer flows through the windings. The spring now returns the plunger to the
original position. At the same time, the spring moves the pinion gear away from the flywheel.
When two sets of windings in the solenoid are used, the windings are called the hold-in winding and the pull-in winding.
Both of the windings wind around the cylinder for an equal amount of times. The pull-in winding uses a wire with a
larger diameter in order to produce a stronger magnetic field. When the start switch is closed, part of the current flows
from the battery through the hold-in winding. The remainder of the current flows through the pull-in windings, to the
motor terminal, and then to the ground. When the solenoid is fully activated, the current is shut off through the pull-in
windings. Only the smaller hold-in windings are in operation for the extended period of time that is necessary for the
engine to be started. The solenoid will now take a smaller amount of current from the battery. Heat that is created by the
solenoid will be kept at an acceptable level.
Starter Motor
Illustration 44
Starter motor cross section
(1) Field windings
(2) Solenoid
(3) Clutch
(4) Starter pinion
(5) Commutator
(6) Brush assembly
(7) Armature
The starter motor rotates the engine flywheel at a rate that is fast enough to start the engine.
The starter motor has a solenoid (2). When the start switch is activated, the solenoid will move starter pinion (4) in order
to engage the starter pinion and the ring gear on the engine flywheel. The starter pinion and the ring gear will engage
before the circuit between the battery and the starter motor is closed by the electric contacts in the solenoid. When the
circuit between the battery and the starter motor is complete, the starter pinion will rotate the engine flywheel. A clutch
provides protection for the starter motor so that the engine cannot turn the starter motor too fast. When the switch is
released, the starter pinion will move away from the ring gear.
Other Components
Circuit Breaker
The circuit breaker is a switch that opens the battery circuit if the current in the electrical system is higher than the rating
of the circuit breaker. The metal disc (2) is activated by heat. If the current in the electrical system gets too high, the
metal disc will get hot. This heat causes a distortion of the metal disc. A circuit breaker that is open can be reset when
the metal disc becomes cooler. Push the reset button (1) in order to close the contact points and reset the circuit breaker.
Find and correct the problem that causes the circuit breaker to
open. This will help prevent damage to the circuit components from
too much current.
Illustration 45
Circuit breaker schematic
(1) Reset button
(2) Disc in open position
(3) Contacts
(4) Disc
(5) Battery circuit terminals
Magnetic Pickup
Illustration 46
Schematic of Magnetic Pickup
(1) Magnetic lines of force
(2) Wire coils
(3) Gap
(4) Pole piece
(5) Flywheel ring gear
The magnetic pickup is a permanent magnet generator with a single pole. The magnetic pickup is made of wire coils (2).
The coils go around a permanent magnet pole piece (4).
As the teeth of the flywheel ring gear (5) cut through the magnetic lines of force (1) around the pickup, an AC voltage is
generated. The frequency of this voltage is directly proportional to engine speed.
Magnetic Switch
A magnetic switch is used for the starter solenoid circuit. The switch electrically operates in the same manner as the
solenoid. The magnetic switch has the function of reducing the low current load that is on the start switch. The switch
also controls the low current to the starting solenoid.


General Information
SMCS Code: 1000
Illustration 4
Right Side View Of The 3114 Engine (Typical Example)
(1) Lifting eye
(2) Turbocharger
(4) Oil filter
(5) Jacket water pump
(6) Oil drain plug
(7) Crankshaft vibration damper
Illustration 5
Left Side View Of The 3114 Engine (Typical Example)
(6) Oil drain plug
(8) Governor
(9) Engine crankcase breather
(10) Oil filler
(11) Fuel filter
(12) Oil level gauge (typical example)
Illustration 6
Right Side View Of The 3116 And The 3126 Engine (Typical Example)
(1) Lifting eye
(2) Turbocharger
(4) Oil drain plug
(5) Oil filter
(6) Jacket water pump
(7) Crankshaft vibration damper
Illustration 7
Left Side View Of The 3116 And The Engine 3126 (Typical Example)
(8) Governor
(9) Oil filler
(10) Engine crankcase breather
(11) Fuel filter
(12) Oil level gauge (typical example)
The engine is powered with direct fuel injection. A mechanical governor controls the fuel injection pump output in order
to maintain the engine rpm that is selected by the operator. This provides good engine response and good fuel economy.
The cooling system consists of the following components:
· Centrifugal pump that is driven by belts

· Water temperature regulator which regulates the engine coolant temperature
· Oil cooler and radiator which incorporates a shunt system

The engine lubricating oil that is supplied is cooled. The engine lubricating oil is also filtered. Bypass valves provide
unrestricted flow of lubrication oil to the engine components during the following conditions:
· High oil viscosity

· Plugged oil cooler or plugged oil filter elements (paper cartridge)

Governor Speed Circuit

SMCS Code: 1264
The governor transfers the requirements of the operator to the fuel injector rack control linkage. The governor maintains
the desired engine speed by the position of the throttle. The governor output shaft moves immediately when the throttle
is moved. The movement of the governor output shaft then causes the fuel injector rack control linkage to rotate. The
rotation of the fuel injector rack control linkage causes the fuel injector rack to move. As the rack moves to change the
engine speed, the governor adjusts the amount of fuel that is delivered to the cylinders. This causes the engine to
stabilize at the speed that corresponds to the throttle position.
Illustration 31
Typical governor
(A) Pin
(B) Shims
(1) Governor drive gear
(2) Shaft
(3) Flyweight carrier
(4) Flyweights
(5) Riser
(6) Low idle spring
(7) High idle spring
(8) Shaft
The governor senses engine speed from the camshaft through governor drive gear (1). Shaft (2) connects governor drive
gear (1) to flyweight carrier (3). As flyweights (4) rotate, a centrifugal force is created. This force is converted to linear
motion, moving riser (5) toward low idle spring (6) and high idle spring (7) when the engine speed increases. At the low
idle speed, low idle spring (6) exerts an opposite force on riser (5). At higher engine speeds, high idle spring (7) also
becomes compressed. When the engine speed decreases, springs (6) and (7) move riser (5) toward flyweights (4). Thus,
there is a unique riser position for every engine speed. Because the riser has a unique position for every engine speed,
this is a full range rpm governor. The riser position provides the speed position for the rest of the governor.
Note: Pin (A), which is located on riser lever (18) engages in riser (5).
Illustration 32
Governor Schematic
(A) Pin
(C) FUEL ON output to fuel rack
(D) FUEL ON input from operator
(E) Speed increase input from engine
(11) Control lever
(12) Fulcrum lever
(13) Pivot lever
(14) Limit lever
(15) Torque cam lever
(16) Torque cam
(17) Pivot shaft
(18) Riser lever
As riser (5) moves, riser lever (18) causes pivot shaft (17) to rotate. Pivot lever (13) rotates with pivot shaft (17). Thus,
pivot lever (13) will also have a unique position for every engine speed.
The operator selects the desired engine speed with control lever (11). Control lever (11) and governor output shaft (9) are
connected by fulcrum lever (12), which is connected to pivot lever (13). This connection provides the operator with
direct communication to the governor output. As the engine speed changes, fulcrum lever (12) moves in order to change
the output of the governor to a new stable condition. The same condition occurs when the operator changes the position
of control lever (11). This process is shown in the following illustrations.
Illustration 33
The engine is operating in a stable condition at low idle.
(F) Increase of engine speed
(G) More fuel
(11) Control lever
(12) Fulcrum lever
(17) Pivot shaft
(18) Riser lever
(19) Path of fulcrum pin
(20) Fulcrum pin
(21) Low idle stop
Illustration 34
An increase in the input position toward high idle causes an increase in the amount of fuel.
(G) More fuel
(11) Control lever
(12) Fulcrum lever
(17) Pivot shaft
(18) Riser lever
(20) Fulcrum pin
(22) High idle stop
Illustration 35
Engine speed becomes stable at high idle resulting in a new riser position which decreases the amount of fuel.
(G) More fuel
(11) Control lever
(12) Fulcrum lever
(17) Pivot shaft
(18) Riser lever
(20) Fulcrum pin
(22) High idle stop
Illustration 36
As the engine load is increasing and the engine speed is decreasing, the riser is seeking a new position which causes the
fuel to increase.
(G) More fuel
(11) Control lever
(12) Fulcrum lever
(17) Pivot shaft
(18) Riser lever
(20) Fulcrum pin
(22) High idle stop


Governor Limiting Circuit (Types I, II, III, and IV)

SMCS Code: 1264
Illustration 29
Governor Linkage And Fuel Ratio Control Schematic
(A) Fuel ON output to rack
(B) Fuel ON input from operator
(2) Inlet port
(3) Fuel ratio control (FRC)
(4) Retainer shaft
(5) FRC lever
(6) Control lever
(7) Limit lever
(8) FRC lever setscrew
(10) Fulcrum lever
(11) Pivot lever
(12) Pivot shaft
(14) Torque cam
(15) Riser lever
The governor limits the fuel that is injected into the combustion chamber when the rated load or a lug condition is
reached. When this condition occurs, limit lever (7) is against limit lever setscrew (9) and Governor output shaft (1) is in
the maximum FUEL ON position. Torque cam lever (13) has rotated about a pin on limit lever (7) until torque cam lever
(13) contacts torque cam (14). If the load to the engine is increased in this condition, engine speed will decrease. This
decrease will be felt by the flyweights, causing the riser to rotate riser lever (15) and pivot shaft (12) to a new position.
Since torque cam (14) is fixed to pivot shaft (12), different torque characteristics can be achieved by changing the profile
on torque cam (14).
The fuel ratio control (FRC) limits the fuel by preventing limit lever (7) from reaching limit lever setscrew (9). This is
accomplished with FRC lever (5). As boost increases, limit lever (7) is allowed to rotate further toward limit lever
setscrew (9). At full boost, limit lever (7) will not be restricted by fuel ratio control (3).
In order to deliver more fuel to the engine at start-up, some governors contain a notch in torque cam (14). When the
engine is not operating, the position of the torque cam allows torque cam lever (13) to enter the notch. This allows the
rack to advance beyond the FRC limit. Once the engine is started the torque cam rotates and the torque cam lever is
forced out of the notch. The rack is then limited by the FRC. This feature is known as deep notch and it provides
overfueling for easier starting.


Fuel Ratio Control (Types I and IV)

SMCS Code: 1278
Illustration 21
Fuel Ratio Control
(1) Inlet port
(2) Fuel Ratio Control (FRC)
(3) Lever
(4) Retainer
(5) Spring
(6) Diaphragm
(7) Spring
(8) Retainer shaft
The turbocharged engine uses a simple fuel ratio control (FRC) to control smoke during acceleration at low boost. This
FRC is a pneumatic type. FRC (2) restricts the amount of fuel to the combustion chambers until sufficient boost pressure
is achieved.
Fuel ratio control operates on air pressure that is delivered by a tube between inlet port (1) and the inlet manifold of the
engine. At low boost pressure, retainer shaft (8) is held stationary by springs (5) and (7) inside FRC (2). When the
operator demands more fuel, the internal governor linkage moves in the fuel on direction until lever (3) contacts retainer
(4). At this position, additional fueling is prevented.
As engine power increases, boost pressure also increases. This pressure acts against diaphragm (6). When boost pressure
is sufficient, spring force is overcome and retainer shaft (8) moves to the right. This permits lever (3) to move allowing
the internal governor linkage to move further in the fuel on direction.
Tamper Resistant Plugs
Illustration 22
(9) Typical location of 128-4786 Plug
Illustration 23
(10) Typical location of 128-4794 Plug
In 1996, the EPA Emission Regulations began requiring engines to be equipped with some type of tamper resistant
device. 3114, 3116 and 3126 Engines that have mechanical unit injection will be equipped with tamper resistant plugs in
the governor housing. The tamper resistant plug will prevent unauthorized changes to the FRC.
3114, 3116 and 3126 Engines currently have two sizes of tamper resistant plugs that are being used. Figure 22 shows the
typical location of a 128-4786 Plug (9) that has 7/8 inch threads. Figure 23 shows the typical location of a 128-4794 Plug
(10) that has 1 5/8 inch threads.
If an adjustment is required on a 3114, 3116 or on a 3126 Engine that is equipped with a tamper resistant plug, a 148-
3605 Wrench is required in order to remove the tamper resistant plug.


Fuel Ratio Control (Types V, VI, and VII)

SMCS Code: 1278
Illustration 24
Typical Fuel Ratio Control (FRC)
(A) Inlet air chamber
(B) Oil chamber
(1) Bolt
(2) Diaphragm
(3) Spring
(4) Piston
(5) Valve
(6) Valve body
(7) Pin
(8) Oil passage
(9) Spring
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(10) Governor linkage
The hydrapneumatic FRC is used on turbocharged engines to control smoke during acceleration at low boost.
The hydrapneumatic FRC operates on boost pressure from the inlet manifold and oil pressure from the engine. Valve
body (6) will not move until inlet manifold pressure increases enough to move valve (5). When the governor control is
moved to increase fuel to the engine, valve body (6) limits the movement of internal governor linkage (10) in the fuel on
direction. The oil pressure in the oil chamber resists movement of valve body (6) until air pressure increases.
As the air pressure increases in inlet air chamber (A), diaphragm (2) and valve (5) move to the right. The valve opens oil
passage (8) and the oil in the oil chamber flows to a drain passage. This reduces the oil pressure behind piston (4). Then,
spring (3) moves the piston and valve body (6) to the right until oil passage (8) is restricted by valve (5). This permits
governor linkage (10) to move further in the fuel on direction.
As the air pressure decreases in inlet air chamber (A), diaphragm (2) and valve (5) move to the left. The valve closes oil
passage (8) and oil pressure in the oil chamber increases. When the oil pressure increases behind piston (4), spring (3) is
compressed and valve body (6) moves to the left. Governor linkage (10) is then limited to a position of less fuel on.
During engine start-up, before oil pressure is present in the oil chamber, spring (9) is used to ensure that piston (4)
remains against valve body (6). After engine start-up, oil pressure keeps piston (4) against valve body (6). Pin (7) is used
to limit the travel of valve body (6) due to the spring force of spring (3).
In order to deliver more fuel to the engine during start-up, some governors that use the hydrapneumatic FRC do not
contain pin (7). This allows the rack to advance beyond the FRC limit before the engine is started. The FRC that contains
pin (7) and the FRC that does not contain pin (7) operates identically after the engine is running and the oil pressure
increases. This feature is known as the pinless FRC and it provides overfueling for easier starting.


Governor Servo (Types I, III, IV, V, VI, and VII)

SMCS Code: 1264
The governor servo provides hydraulic assistance to the mechanical governor force that is moving the governor output
shaft on engines that require close regulations.
Illustration 37
Governor Servo (FUEL ON Direction)
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil Passage
(E) Engine oil
(F) Drain oil
(G) FUEL ON direction
(1) Valve
(2) Piston
(3) Cylinder
(4) Cylinder sleeve
(5) Clevis for fuel injector rack control linkage
The components of the governor servo are cylinder (3) (part of governor rear housing), cylinder sleeve (4), piston (2),
and valve (1). When the governor moves in the FUEL ON direction, valve (1) moves to the left. As valve (1) moves to
the left oil outlet (B) opens and oil passage (D) closes. Oil pressure from oil inlet (A) pushes piston (2) and clevis (5) to
the left. Oil behind the piston flows through oil passage (C) and around valve (1). The oil then flows into oil outlet (B).
Illustration 38
Governor Servo (Balanced Position)
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage
(E) Engine oil
(1) Valve
(2) Piston
(3) Cylinder
(4) Cylinder sleeve
When the governor spring and flyweight forces are balanced and the engine speed is constant, valve (1) stops moving.
Oil pressure from oil inlet (A) pushes piston (2) until oil passage (D) is opened. Oil now flows through oil passage (D)
along valve (1), and out through oil outlet (B). With no oil pressure on the piston, piston (2) and clevis (5) stop moving.
Illustration 39
Governor Servo (FUEL OFF Direction)
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage
(E) Engine oil
(H) FUEL OFF direction
(1) Valve
(2) Piston
(3) Cylinder
(4) Cylinder sleeve
When the governor moves in the FUEL OFF direction, valve (1) moves to the right. The valve closes oil outlet (B) and
opens oil passage (D). Oil under pressure from oil inlet (A) is now on both sides of piston (2). The surface area on the
left side of the piston is greater than the surface area on the right side of the piston. Therefore, more force is exerted on
the left side of the piston so piston (2) and clevis (5) move to the right.


Dashpot (Types I, III, IV, V, VI, and VII)

SMCS Code: 1264
Illustration 18
Typical Dashpot
(A) Engine oil
(B) Oil (piston cavity)
(1) Spring seat
(2) Dashpot spring
(3) Piston
(4) Seat
(5) Overflow passage
(6) Plug orifice
(7) Oil passage
(8) Reservoir
(9) Passage
Governors on engines that require close regulation are equipped with a dashpot. The dashpot improves engine stability
during sudden load changes.
Engine oil is supplied to the dashpot by oil passage (7) near the end of the riser shaft. The oil then flows through passage
(9) and into reservoir (8). Excess oil leaves the reservoir through overflow passage (5).
When spring seat (1) is moved by a change in speed, dashpot spring (2) moves piston (3) in seat (4). When the engine
speed increases, piston (3) moves to the right. The oil in the piston cavity is placed under pressure as the oil is forced
through orifice (6) and into reservoir (8).
When engine speed decreases, piston (3) moves to the left. This causes a decrease in the pressure in the piston cavity. Oil
is now pulled through orifice (6) from reservoir (8).
Orifice (6) restricts the flow of oil to the piston cavity and from the piston cavity. This orifice causes a restriction to
movement of piston (3) and spring seat (1). As the governor tries to move spring seat (1) faster, the dashpot resists the
movement more.


Governor Bias Spring (Most Types IV, V, and VI)

SMCS Code: 1264
Illustration 27
Typical Fuel Shutoff Mechanism
(1) Lever
(2) Spring
(3) Lever
The bias spring is incorporated into the fuel shutoff mechanism in order to improve idle stability. The bias spring is a
torsional spring on the fuel shutoff mechanism. The bias spring preloads the levers on the fuel shutoff mechanism
against the servo valve. Spring (2) maintains the clearances between swivels and spools to the shutoff direction at all
times.

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Governor Bumper Spring (Some Type IV)

SMCS Code: 1264
Illustration 28
Type IV Governor
(1) Bumper spring
(2) Screw
(3) Cam lever
(4) Bolt
Bumper spring (1) is used to improve idle stability. Unlike the bias spring, the bumper spring preloads the tolerances to
the fuel on direction at a low rack setting.
Cam lever (3) rotates and the spring touches screw (2). This preloads the governor linkage to the fuel on direction. At a
high rack setting, bumper spring (1) has no effect.


Dual Horsepower (Type VI)

SMCS Code: 1264
Illustration 19
Dual Horsepower Mechanism (Type VI)
(1) O-ring
(2) Plug (access hole)
(3) Oil gallery
(4) Seal
(5) Spring
(6) Valve cavity
(7) Collar
(8) Piston assembly
(9) Nut
(10) Setscrew
This is the first type of two types of dual horsepower mechanisms. The dual horsepower mechanism is used to limit
horsepower under certain operating conditions. When high horsepower is activated, the movement of the internal
governor linkage is limited when the torque cam is contacted by the torque lever. This is the normal method of limiting
fuel output. When low horsepower is activated the movement of the FRC lever is restricted by the dual horsepower
mechanism. This determines maximum fuel output and engine power. When low horsepower is activated, the torque cam
is not contacted and the governor is held constant.
To activate low horsepower, the solenoid must be de-energized. The solenoid is located in valve cavity (6). When the
solenoid is de-energized, oil is allowed to flow into oil gallery (3). This oil pressure acts upon piston assembly (8) and
spring (5) by pushing the piston assembly toward the internal governor linkage. The oil pressure will continue pushing
the piston assembly until the full stroke of the piston is reached. This limits the internal governor linkage in the fuel on
direction so there is less fuel output and less horsepower. The rack position for low horsepower is set with setscrew (10)
which is located in the dual horsepower mechanism.
To activate high horsepower, the solenoid must be energized. When the solenoid is energized, oil is restricted from
entering oil gallery (3). Instead, oil that is already in the oil gallery flows back through the solenoid into the governor.
This reduces the pressure against piston assembly (8). Spring (5) moves the piston assembly away from the internal
governor linkage. This allows the internal linkage to move further in the fuel on direction which provides more
horsepower. The rack position for high horsepower is set with the torque cam screw that is located on the torque cam
lever of the governor.
The position of the internal governor linkage for low horsepower is set with setscrew (10) at the end of the assembly.
This setscrew contacts the internal governor linkage when low horsepower is activated. The position of the internal
governor linkage for high horsepower is not set by the dual horsepower mechanism. That position is set by the load stop
lever in the governor.


Dual Horsepower (Type VII)

SMCS Code: 1264
Illustration 20
Dual Horsepower Mechanism (Type VII)
(1) Setscrew
(2) Oil gallery
(3) Seal
(4) Spring
(5) Piston Assembly
(6) Valve cavity
This is the second type of two types of dual horsepower mechanisms. The dual horsepower mechanism is used to limit
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horsepower under certain operating conditions. Unlike the Type VI dual horsepower mechanism, the internal governor
linkage contacts the torque cam in both low horsepower mode and high horsepower mode.
To activate low horsepower, the solenoid must be de-energized. The solenoid is located in valve cavity (6). When the
solenoid is de-energized oil is allowed to flow into oil gallery (2). This oil pressure acts upon piston assembly (5) and
spring (4) by pushing the piston assembly until the full stroke of the piston is reached. This limits the movement of the
internal governor linkage in the fuel on direction so there is less fuel output and less horsepower. The rack position for
low horsepower is set with setscrew (1) which is located in the dual horsepower mechanism.
To activate high horsepower, the solenoid must be energized. When the solenoid is energized, oil is restricted from
entering oil gallery (2). Instead, oil that is already in the oil gallery flows back through the solenoid into the governor.
This reduces the pressure against piston assembly (5). Spring (4) moves the piston assembly away from the internal
governor linkage. This allows the internal linkage to move further in the fuel on direction which provides more
horsepower. The rack position for high horsepower is set with setscrew (1) that is located in the dual horsepower
mechanism.


Fuel Transfer Pump

SMCS Code: 1256
Illustration 26
Fuel Transfer Pump
(A) Flow
(3) Spring
(4) Piston assembly
(7) Tappet assembly
(8) Cam
(9) Passage
The fuel transfer pump is located in the front housing of the governor. The pump is activated by cam (8) that is attached
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to the shaft of the governor drive gear. Piston assembly (4) and tappet assembly (7) are stroked up and down by cam (8)
and spring (3).
Fuel enters the fuel transfer pump through screen (1) and inlet check valve (2). On the upstroke of piston assembly (4),
inlet check valve (2) closes. Outlet check valve (5) closes in order to prevent fuel from being pulled back in the pump
from the outlet. As pressure increases above piston assembly (4), piston check valve (6) opens in order to allow fuel to
fill passage (9).
On the downstroke, increasing fuel pressure in passage (9) causes piston check valve (6) to close. The pressurized fuel
pushes outlet check valve (5) open. The fuel then flows through the main fuel filter and to the engine. Inlet check valve
(2) opens in order to allow fuel to fill the cavity above piston assembly (4).
During engine shutdown, the check valves are held closed by springs.



SMCS Code: 1259
The fuel shutoff solenoid is used to move the fuel rack to the OFF position. When the fuel rack reaches the OFF position,
the engine will shut off. There are three different types of solenoids that are used in various applications.
Latching Solenoids
Mechanical Latching Solenoid
1. This solenoid uses an internal mechanical latching system to hold the solenoid in the Run position during engine
operation. There are two coils in the solenoid. The first coil is the start coil. The start coil is energized during engine
cranking. The start coil pulls the plunger into the solenoid to the Fuel ON position. The plunger position is maintained
mechanically by the mechanical latching system. The second coil is the stop coil. The stop coil disengages the
mechanical latching system. This allows the plunger to return to the Fuel OFF position. The solenoid contains a switch
that disconnects the stop coil when the solenoid is in the Fuel OFF position. During engine operation, neither one of the
coils are energized.
Magnetic Latching Solenoid
1. This solenoid uses an internal magnetic latching system to hold the solenoid in the Run position during engine
operation. There are two coils in the solenoid. The first coil is the start coil. The start coil is energized during engine
cranking. The start coil pulls the plunger into the solenoid to the Fuel ON position. The plunger position is maintained
magnetically by a permanent magnet. The second coil is the stop coil. The permanent magnet maintains the plunger
position until the stop coil is activated. When the stop coil is activated, the stop coil pushes the plunger away from the
magnet and the plunger spring pushes the plunger toward the Fuel OFF position. The solenoid contains a switch that
disconnects the stop coil when the solenoid is in the Fuel OFF position. During engine operation, neither one of the coils
are energized.
Manual Override Procedure for Latching Type Solenoids
Illustration 25
Fuel Shutoff Solenoid (Latching Type)
(1) Knob
(2) Rod
(3) Plastic cap
1. Remove plastic cap (3).
2. Pull out on rod (2) with pliers in order to place the solenoid in the RUN position. The plunger will latch in this
position.
3. Pull out on knob (1) in order to unlatch the solenoid. The plunger will return to the Fuel OFF position.
Nonlatching Solenoid
1. Unlike the latching solenoids, this solenoid requires voltage during engine operation. The solenoid contains only one
coil. When the coil is energized, the plunger is pulled in the Fuel ON position. When the voltage is removed from the
solenoid, the plunger spring pushes the plunger to the Fuel OFF position. The engine will shut off. This type of solenoid
is typically used on governors for truck applications.


Torque Limiter Device (Some Type V)

SMCS Code: 1264
Illustration 40
Torque Limiter
(1) Torque limiter screw
(2) Torque cam
(3) Limiter spool
The torque limiter is used in conjunction with torque cam (2) in order to control torque rise on the engine. With the
proper setting and the proper torque cam, a torque rise with two slopes can be achieved. In certain agricultural
applications, there is a rapid torque rise from rated torque to peak torque. At lower speeds, the rise is more natural.
The torque limiter consists of an additional torque limiter screw (1). As the engine speed drops from rated torque to peak
torque the rack follows the profile of torque cam (2). At the peak torque, limiter spool (3) contacts torque limiter screw
(1). This limits the rack. The torque cam profile continues to change. However, the torque cam profile is no longer used
since the rack is stopped by torque limiter screw (1).

6TM00434 120H MOTOR GRADER Testing & Adjusting

Belt Tension Chart

SMCS Code: 1357
Note: Do not use the belt tension charts for belts with tensioners that are spring loaded.
Table 31
Belt Tension Chart

Gauge Reading Kent-Moore Gauge Numbers
Size of Belt Tension
Width of Belt Belt Tension Number of the Old Number of the New
Belt "Used" ( 2 ) ( 3 )
"Initial" ( 1 ) Gauge Gauge
10.72 mm 534 ± 111 N (120 ± 400 ± 22 N (90 ±

3/8 BT-33-97 BT 3397
(0.422 inch) 25 lb) 5 lb)
13.89 mm 578 ± 111 N (130 ± 445 ± 44 N (100 ±
1/2 BT-33-97 BT 3397
(0.547 Inch) 25 lb) 10 lb)
15.88 mm 712 ± 111 N (160 ± 445 ± 44 N (100 ±
5V BT-33-72C BT 3372C
(0.626 Inch) 25 lb) 10 lb)
17.48 mm 712 ± 111 N (160 ± 445 ± 44 N (100 ±
11/16 BT-33-72C BT 3372C
(0.688 Inch) 25 lb) 10 lb)
19.05 mm 712 ± 111 N (160 ± 445 ± 44 N (100 ±
3/4 BT-33-72C BT 3372C
(0.750 Inch) 25 lb) 10 lb)
23.83 mm 712 ± 111 N (160 ± 445 ± 44 N (100 ±
15/16 BT-33-77 BT 3372C
(0.938 Inch) 25 lb) 10 lb)
27.82 mm 1068 ± 111 N (240 890 ± 44 N (200 ±
8PK BT-33-109 BT 33109
(1.095 inch) ± 25 lb) 10 lb)
20.94 mm 801 ± 111 N (180 ± 667 ± 44 N (150 ±
6PK BT-33-109 BT 33109
(0.824 Inch) 25 lb) 10 lb)
Measure the tension of the belt that is farthest from the engine.

(3) If a belt falls below the "Used" belt tension, the belt should be tightened again to the high side of the "Used" belt tension.
Table 32
DAYCO Supplied Belts Only

Belt Tension Belt Tension
Size of Belt
"Initial" "Used" ( 4 )
0.380 (V-Belt) 623 ± 22 N (140 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.440 (V-Belt) 667 ± 22 N (150 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.500 (V-Belt) 712 ± 22 N (160 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.600 (V-Belt) 779 ± 22 N (175 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.660 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.790 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
4 - RIB PVK 623 ± 22 N (140 ± 5 lb) 267 - 445 N (90 ± 5 lb)
5 - RIB PVK 779 ± 22 N (175 ± 5 lb) 334 - 556 N (100 ± 5 lb)
6 - RIB PVK 934 ± 22 N (210 ± 5 lb) 400 - 667 N (130 ± 5 lb)
8 - RIB PVK 1157 ± 22 N (260 ± 5 lb) 534 - 890 N (180 ± 5 lb)
10 - RIB PVK 1557 ± 22 N (350 ± 5 lb) 667 - 1112 N (230 ± 5 lb)
12 - RIB PVK 1869 ± 22 N (420 ± 5 lb) 800 - 1335 N (270 ± 5 lb)
15 - RIB PVK 2336 ± 22 N (525 ± 5 lb) 1000 - 1669 N (350 ± 5 lb)
(4) If a belt falls below the "Used" belt tension, the belt should be tightened again to the "Initial" belt tension.


Fuel Quality - Test

SMCS Code: 1280-081
This test checks for problems regarding fuel quality. Refer to Diesel Fuels and Your Engine, SEBD0717 for additional
details.
Use the following procedure to test for problems regarding fuel quality:
1. Determine if water and/or contaminants are present in the fuel. Check the water separator (if equipped). If a water
separator is not present, proceed to Step 2. Drain the water separator, if necessary. A full fuel tank minimizes the
potential for overnight condensation.
Note: A water separator can appear to be full of fuel when the water separator is actually full of water.
2. Determine if contaminants are present in the fuel. Remove a sample of fuel from the bottom of the fuel tank. Visually
inspect the fuel sample for contaminants. The color of the fuel is not necessarily an indication of fuel quality. However,
fuel that is black, brown, and/or similar to sludge can be an indication of the growth of bacteria or oil contamination. In
cold temperatures, cloudy fuel indicates that the fuel may not be suitable for operating conditions. The following
methods can be used to prevent wax from clogging the fuel filter:
· Fuel heaters
· Blending fuel with additives
· Utilizing fuel with a low cloud point such as kerosene
Refer to Operation and Maintenance Manual, "Fuel Recommendations" for more information.
3. Check fuelAPI with a 9U-7840 Fluid and Fuel Calibration Gp for low power complaints. The acceptable range of the
fuelAPI is 30 to 45 when the API is measured at 15 °C (60 °F), but there is a significant difference in energy within this
range. Refer to Tool Operating Manual, NEHS0607 for API correction factors when a low power problem is present and
API is high.
Note: A correction factor that is greater than 1.000 may be the cause of low power and/or poor fuel consumption.
4. If fuel quality is still suspected as a possible cause to problems regarding engine performance, disconnect the fuel inlet
line, and temporarily operate the engine from a separate source of fuel that is known to be good. This will determine if
the problem is caused by fuel quality. If fuel quality is determined to be the problem, drain the fuel system and replace
the fuel filters. Engine performance can be affected by the following characteristics :
· Cetane number of the fuel
· Air in the fuel

· Other fuel characteristics

Engine Crankcase Pressure (Blowby) - Test

SMCS Code: 1215; 1317
Table 18
Tools Needed
Part Number Part Name Quantity
8T-2700 Blowby/Air Flow Indicator 1
Damaged pistons or rings can cause too much pressure in the crankcase. This condition will cause the engine to run
rough. There will be more than the normal amount of fumes (blowby) rising from the crankcase breather. The breather
can then become restricted in a very short time, causing oil leakage at gaskets and seals that would not normally have
leakage. Blowby can also be caused by worn valve guides or by a failed turbocharger seal.
Illustration 77
8T-2700 Blowby/Air Flow Indicator
The 8T-2700 Blowby/Air Flow Indicator is used to check the amount of blowby. Refer to Special Instruction,
SEHS8712, "Using the 8T-2700 Blowby/Air Flow Indicator" for the test procedure for checking the blowby.


Air in Fuel - Test

SMCS Code: 1280-081
This procedure checks for air in the fuel. This procedure also assists in finding the source of the air.
1. Examine the fuel system for leaks. Ensure that the fuel line fittings are properly tightened. Check the fuel level in the
fuel tank. Air can enter the fuel system on the suction side between the fuel transfer pump and the fuel tank.
2. Install a 2P-8278 Fuel Flow Tube (Sight Gauge) in the fuel return line. When possible, install the sight gauge in a
straight section of the fuel line that is at least 304.8 mm (12 inches) long. Do not install the sight gauge near the
following devices that create turbulence:
· Elbows
· Relief valves
· Check valves
Observe the fuel flow during engine cranking. Look for air bubbles in the fuel. If there is no fuel in the sight gauge,
prime the fuel system. Refer to Testing and Adjusting, "Fuel System - Prime" for more information. If the engine starts,
check for air in the fuel at varying engine speeds. When possible, operate the engine under the conditions which have
been suspect of air in the fuel.
Illustration 48
2P-8278 Fuel Flow Tube (Sight Gauge)
(1) A steady stream of small bubbles with a diameter of approximately 1.60 mm (0.063 inch) is an acceptable amount of
air in the fuel.
(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch) are also acceptable if there is two seconds to three
seconds intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable.
3. If excessive air is seen in the sight gauge in the fuel return line, install a second sight gauge at the inlet to the fuel
transfer pump. If a second sight gauge is not available, move the sight gauge from the fuel return line and install the sight
gauge at the inlet to the fuel transfer pump. Observe the fuel flow during engine cranking. Look for air bubbles in the
fuel. If the engine starts, check for air in the fuel at varying engine speeds.
If excessive air is not seen at the inlet to the fuel transfer pump, the air is entering the system after the fuel transfer pump.
Proceed to Step 6.
If excessive air is seen at the inlet to the fuel transfer pump, air is entering through the suction side of the fuel system.
To avoid personal injury, always wear eye and face protection

when using pressurized air.
To avoid damage, do not use more than 55 kPa (8 psi) to pressurize

the fuel tank.
4. Pressurize the fuel tank to 35 kPa (5 psi). Do not use more than 55 kPa (8 psi) in order to avoid damage to the fuel
tank. Check for leaks in the fuel lines between the fuel tank and the fuel transfer pump. Repair any leaks that are found.
Check the fuel pressure in order to ensure that the fuel transfer pump is operating properly. For information about
checking the fuel pressure, see Testing and Adjusting, "Fuel System Pressure - Test".
5. If the source of the air is not found, disconnect the supply line from the fuel tank and connect an external fuel supply
to the inlet of the fuel transfer pump. If this corrects the problem, repair the fuel tank or the stand pipe in the fuel tank.
6. If the injector sleeve is worn or damaged, combustion gases may be leaking into the fuel system. Also, if the O-rings
on the injector sleeves are worn, missing, or damaged, combustion gases may leak into the fuel system.


Exhaust Temperature - Test

SMCS Code: 1088-081
Table 17
Required Tools
Part Number Part Name Qty
164-3310 Infrared Thermometer 1
When the engine runs at low idle, the temperature of an exhaust manifold port can indicate the condition of a fuel
injection nozzle.
A low temperature indicates that no fuel is flowing to the cylinder. An inoperative fuel injection nozzle or a problem
with the fuel injection pump could cause this low temperature.
A very high temperature can indicate that too much fuel is flowing to the cylinder. A malfunctioning fuel injection
nozzle could cause this very high temperature.
Use the 164-3310 Infrared Thermometer to check exhaust temperature. The Operator's Manual, NEHS0630 contains the
complete operating and maintenance instructions for the 164-3310 Infrared Thermometer.


Compression - Test
SMCS Code: 1215
An engine that runs roughly can have a leak at the valves. An engine that runs roughly can also have valves that need an
adjustment. Remove the head and inspect the valves and valve seats. This is necessary to find those small defects that
would not normally cause problems. Repairs of these problems are normally performed when you are reconditioning the
engine.


Cooling System - Inspect

SMCS Code: 1350-040
Cooling systems that are not regularly inspected are the cause for increased engine temperatures. Make a visual
inspection of the cooling system before any tests are performed.
Personal injury can result from escaping fluid under pressure.
If a pressure indication is shown on the indicator, push the

release valve in order to relieve pressure before removing any
hose from the radiator.
1. Check the coolant level in the cooling system. Refer to Operation and Maintenance Manual, "Cooling System Coolant
Level - Check".
2. Check the quality of the coolant. The coolant should have the following properties:
· Color that is similar to new coolant

· Odor that is similar to new coolant
· Free from dirt and debris
If the coolant does not have these properties, drain the system and flush the system. Refill the cooling system with the
correct mixture of water, antifreeze, and coolant conditioner. Refer to Operation and Maintenance Manual, "General
Coolant Information".
3. Look for leaks in the system.
Note: A small amount of coolant leakage across the surface of the water pump seals is normal. This leakage is required
in order to provide lubrication for this type of seal. A hole is provided in the water pump housing in order to allow this
coolant/seal lubricant to drain from the pump housing. Intermittent leakage of small amounts of coolant from this hole is
not an indication of water pump seal failure.
4. Ensure that the airflow through the radiator does not have a restriction. Look for bent core fins between the folded
cores of the radiator. Also, look for debris between the folded cores of the radiator.
5. Inspect the drive belts for the fan.
6. Check for damage to the fan blades.
7. Look for air or combustion gas in the cooling system.
8. Inspect the filler cap, and check the surface that seals the filler cap. This surface must be clean.


Cylinder Block - Inspect

SMCS Code: 1201-040
Table 28
Required Tools
1P-3537 Dial Bore Gauge Group 1
Illustration 92
1P-3537 Dial Bore Gauge Group
If the main bearing caps are installed without bearings, the bore in the block for the main bearings can be checked.
Tighten the nuts on the bearing caps to the torque that is given in Specifications, "Cylinder Block". Alignment error in
the bores must not be more than 0.08 mm (0.003 inch).
The 1P-3537 Dial Bore Gauge Group can be used to check the size of the bore. Refer to Special Instruction,
GMG00981, "1P-3537 Dial Bore Gauge Group" for the instructions that are needed to use the 1P-3537 Dial Bore Gauge
Group.


Flywheel - Inspect
SMCS Code: 1156-040
Table 29
Required Tools
Part Number Description Qty
8T-5096 Dial Indicator 1
Face Runout (Axial Eccentricity) of the Flywheel
Illustration 93
Checking face runout of the flywheel
1. Refer to Illustration 93 and install the dial indicator. Always put a force on the crankshaft in the same direction before
the dial indicator is read. This will remove any crankshaft end clearance.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial indicator. Refer to Testing and Adjusting, "Finding Top
Center Position for No. 1 Piston".
4. Take the measurements at all four points. The difference between the lower measurements and the higher
measurements that are performed at all four points must not be more than 0.15 mm (0.006 inch), which is the maximum
permissible face runout (axial eccentricity) of the flywheel.
Bore Runout (Radial Eccentricity) of the Flywheel
Illustration 94
Checking bore runout of the flywheel
(1) 7H-1945 Holding Rod
(2) 7H-1645 Holding Rod
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment
1. Install 7H-1942 Dial Indicator (3). Make an adjustment of 7H-1940 Universal Attachment (4) so the dial indicator
makes contact on the flywheel.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial indicator.
4. Take the measurements at all four points. The difference between the lower measurements and the higher
measurements that are performed at all four points must not be more than 0.15 mm (0.006 inch), which is the maximum
permissible face runout (radial eccentricity) of the flywheel.
Illustration 95
Flywheel clutch pilot bearing bore
5. To find the runout (eccentricity) of the pilot bearing bore, use the preceding procedure.
6. The runout (eccentricity) of the bore for the pilot bearing in the flywheel must not exceed 0.13 mm (0.005 inch).


Excessive Bearing Wear - Inspect

SMCS Code: 1203-040; 1211-040; 1219-040
When some components of the engine show bearing wear in a short time, the cause can be a restriction in an oil passage.
An engine oil pressure indicator may show that there is enough oil pressure, but a component is worn due to a lack of
lubrication. In such a case, look at the passage for the oil supply to the component. A restriction in an oil supply passage
will not allow enough lubrication to reach a component. This will result in early wear.


Water Temperature Regulator - Test

SMCS Code: 1355-081; 1355-081-ON

1. Remove the water temperature regulator from the engine.
2. Heat water in a pan until the temperature of the water is equal to the fully open temperature of the water temperature
regulator. Refer to Specifications, "Water Temperature Regulator" for the fully open temperature of the water
temperature regulator. Stir the water in the pan. This will distribute the temperature throughout the pan.
3. Hang the water temperature regulator in the pan of water. The water temperature regulator must be below the surface
of the water. The water temperature regulator must be away from the sides and the bottom of the pan.
4. Keep the water at the correct temperature for ten minutes.
5. After ten minutes, remove the water temperature regulator. Immediately measure the opening of the water temperature
regulator. Refer to Specifications, "Water Temperature Regulator" for the minimum opening distance of the water
temperature regulator at the fully open temperature.
If the distance is less than the amount listed in the manual, replace the water temperature regulator.


Excessive Engine Oil Consumption - Inspect

SMCS Code: 1348-040
Oil Leakage On Outside Of Engine

Check for leakage at the seals at each end of the crankshaft. Look for leakage at the oil pan gasket and all lubrication
system connections. Look for any oil that may be leaking from the crankcase breather. This can be caused by
combustion gas leakage around the pistons. A dirty crankcase breather will cause high pressure in the crankcase. A dirty
crankcase breather will cause the gaskets and the seals to leak.
Oil Leakage Into Combustion Area Of Cylinders

Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are four possible ways for
oil leakage into the combustion area of the cylinders:
· Oil leakage between worn valve guides and valve stems

· Worn components or damaged components (pistons, piston rings, or dirty oil return holes)
· Incorrect installation of the compression ring and/or the intermediate ring
· Oil leakage past the seal rings in the impeller end of the turbocharger shaft
Excessive oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin viscosity can be
caused by fuel leakage into the crankcase or by increased engine temperature.


Increased Engine Oil Temperature - Inspect

SMCS Code: 1348-040
When the engine is at operating temperature and you are using SAE 10W30 oil, the maximum oil temperature is 115 °C
(239 °F). This is the temperature of the oil after passing through the oil cooler.
Look for a restriction in the oil passages of the oil cooler. The oil temperature may be higher than normal when the
engine is operating. In such a case, the oil cooler may have a restriction. A restriction in the oil cooler will not cause low
oil pressure in the engine.
Determine if the oil cooler bypass valve is held in the open position. This condition will allow the oil to pass through the
valve instead of the oil cooler. The oil temperature will increase.


Connecting Rod Bearings - Inspect

SMCS Code: 1219-040
The connecting rod bearings fit tightly in the bore in the rod. If the bearing joints are fretted, check the bore size. This
can be an indication of wear because of a loose fit.
Connecting rod bearings are available with 0.25 mm (0.010 inch) and 0.50 mm (0.020 inch) smaller inside diameter than
the original size bearings. These bearings are for crankshafts that have been ground.


Main Bearings - Inspect

SMCS Code: 1203-040
Main bearings are available with 0.25 mm (0.010 inch) and a 0.50 mm (0.020 inch) smaller inside diameter than the
original size bearings. These bearings are for crankshafts that have been ground.
Main bearings are also available with a larger outside diameter than the original size bearings. These bearings are used
for the cylinder blocks with the main bearing bore that is made larger than the bore's original size. The size that is
available has a 0.50 mm (0.020 inch) outside diameter that is larger than the original size bearings.
Refer to Special Instruction, SMHS7606, "Use of 1P-4000 Line Boring Tool Group" for the instructions that are needed
to use the 1P-4000 Line Boring Tool Group. The 1P-4000 Line Boring Tool Group is used in order to check the
alignment of the main bearing bores. The 1P-3537 Dial Bore Gauge Group can be used to check the size of the bore.
Refer to Special Instruction, GMG00981, "1P-3537 Dial Bore Gauge Group" for the instructions that are needed to use
the 1P-3537 Dial Bore Gauge Group.


Electric Starting System - Test

SMCS Code: 1450-081
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good condition.
The wire and cable connections must be clean, and both components must be tight. The battery must be fully charged. If
the on-engine test shows a defect in a component, remove the component for more testing.
The starting system consists of the following components:
· Keyswitch
· Starting motor solenoid
· Starting motor
Table 34
Tools Needed
Part Number Part Name QTY
6V-7070
or Digital Multimeter 1
146-4080
file://C:\SIS\TMP\sisAB1prt.html 7/22/2008
Illustration 109
6V-7070 Digital Multimeter or the 146-4080 Digital Multimeter
The 6V-7070 Digital Multimeter or the 146-4080 Digital Multimeter is a hand-held service tool with a digital display,
that is completely portable. This multimeter is built with extra protection against damage in field applications. The
multimeter is equipped with 7 functions and 29 ranges. The 6V-7070 Digital Multimeter or the 146-4080 Digital
Multimeter has an instant ohms indicator. This indicator permits checking continuity for a fast inspection of the circuits.
The multimeter can also be used for troubleshooting capacitors that have small values.
Note: Refer to Special Instruction, SEHS7734 for complete information for the use of the 6V-7070 Digital Multimeter.
Refer to Operation Manual, NEHS0678 for complete information for the use of the 146-4080 Digital Multimeter.
Use the multimeter in the DCV range to find starting system components which do not function.
Move the start control switch in order to activate the starting solenoids. The starting solenoid's operation can be heard as
the pinions of the starting motors are engaged with the ring gear on the engine flywheel.
If a solenoid for a starting motor will not operate, it is possible that the current from the battery did not reach the
solenoid. Fasten one lead of the multimeter to the terminal connection for the battery cable on the solenoid. Touch the
other lead to a good ground. A zero reading indicates that there is a broken circuit from the battery. More testing is
necessary when there is a voltage reading on the multimeter.
The solenoid operation also closes the electric circuit to the motor. Connect one lead of the multimeter to the terminal
connection of the solenoid that is fastened to the motor. Touch the other lead to a good ground. Activate the starting
solenoid and look at the multimeter. A reading of the battery voltage shows that the problem is in the motor. The motor
must be removed for further testing. A zero reading on the multimeter shows that the solenoid contacts do not close. This
is an indication of the need for repair to the solenoid or an adjustment to be made to the pinion clearance for the starting
motor.
Perform a test. Fasten one multimeter lead to the terminal connection for the small wire at the solenoid and fasten the
other lead to the ground. Look at the multimeter and activate the starting solenoid. A voltage reading shows that the
problem is in the solenoid. A zero reading indicates that the problem is in the start switch or the wires for the start
switch.
Fasten one multimeter lead to the start switch at the terminal connection for the wire from the battery. Fasten the other
lead to a good ground. A zero reading indicates a broken circuit from the battery. Make a check of the circuit breaker and
wiring. If there is a voltage reading, the problem is in the start switch or in the wires for the start switch.
Starting motors that operate too slowly can have an overload because of too much friction in the engine that is being
started. Slow operation of the starting motors can also be caused by a short circuit, loose connections and/or dirt in the
motors.

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Battery - Test
SMCS Code: 1401-081
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good condition.
The wire and cable connections must be clean, and both components must be tight.
Never disconnect any charging unit circuit or battery circuit

cable from the battery when the charging unit is operated. A
spark can cause an explosion from the flammable vapor mixture
of hydrogen and oxygen that is released from the electrolyte
through the battery outlets. Injury to personnel can be the
result.
The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the charge
in the battery.
The charging unit will be damaged if the connections between the

battery and the charging unit are broken while the battery is being
charged. Damage occurs because the load from the battery is lost
and because there is an increase in charging voltage. High voltage
will damage the charging unit, the regulator, and other electrical
components.
Illustration 104
177-2330 Battery Analyzer
Illustration 105
4C-4911 Battery Load Tester
Use the 4C-4911 Battery Load Tester or the 177-2330 Battery Analyzer in order to test a battery that does not maintain a
charge when the battery is active. The 4C-4911 Battery Load Tester or the 177-2330 Battery Analyzer is a portable unit.
The 4C-4911 Battery Load Tester or the 177-2330 Battery Analyzer can be used under field conditions and under high
temperatures. The tester can be used to load test all 6, 8, and 12 Volt batteries. This tester has two heavy-duty load cables
that can easily be fastened to the battery terminals. A load adjustment knob is located on the top of the tester. The load
adjustment knob permits the current that is being drawn from the battery to be adjusted to a maximum of 1000 amperes.
The tester is cooled by an internal fan that is automatically activated when a load is applied.
The tester has a built-in LCD. The LCD is a digital voltmeter. The LCD is a digital meter that will also display the
amperage. The digital voltmeter accurately measures the battery voltage at the battery through wires for tracing. These
wires are buried inside the load cables. The digital meter, that displays the amperage, accurately displays the current that
is being drawn from the battery which is being tested.
Note: Refer to Operating Manual, SEHS9249 for detailed instruction on the use of the 4C-4911 Battery Load Tester.
Refer to Operating Manual, NEHS0764 for detailed instruction on the use of the 177-2330 Battery Analyzer. See Special
Instruction, SEHS7633, "Battery Test Procedure" for the correct procedures to use when you test the battery. This
publication also contains the specifications to use when you test the battery.


Fuel System - Inspect

SMCS Code: 1250-040
Initial Inspection Of The Fuel System

A problem with the components that send fuel to the engine can cause low fuel pressure. This can decrease engine
performance.
Illustration 47
Fuel System
(1) Fuel outlet port to tank
(2) Fuel return tube to tank
(3) Tube assembly from transfer pump to fuel filter
(4) Tube assembly from fuel filter to cylinder head
(5) Fuel inlet port to fuel transfer pump
(6) Screen
(8) Fuel filter
1. Check the fuel level in the fuel tank. Inspect the cap for the fuel tank. Ensure that the vent in the fuel cap is not filled
with dirt.
2. Check all fuel lines for fuel leakage. The fuel lines must be free from restrictions and faulty bends. Verify that the fuel
return line is not collapsed.
3. Clean screen (6) inside the inlet fitting of the fuel transfer pump.
4. Operate the hand priming pump (if equipped). If excessive resistance is felt, inspect the fuel pressure regulating valve.
Make sure that the pressure regulator is installed correctly, and make sure that the pressure regulator functions correctly.
5. Install a new fuel filter (8).
6. Cut the old filter open with the 4C-5084 Oil Filter Cutter. Inspect the filter for excess contamination. Determine the
source of the contamination. Make the necessary repairs.
7. Service the primary fuel filter (if equipped).
8. Inspect the orifice that is in tube (1). Check the orifice for restrictions that would inhibit proper operation.
9. Operate the hand priming pump (if equipped). If uneven resistance is felt, test for air in the fuel. Refer to Testing and
Adjusting, "Air in Fuel - Test" for more information.
10. Remove any air that may be in the fuel system. Refer to Testing and Adjusting, "Fuel System - Prime".
Start Up Procedure
Note: Refer to Operation and Maintenance Manual, "Engine Starting" in the Operation Section.
After work has been done on the fuel system, consider the following precautions before you start the engine. Make sure
that you use this starting procedure to start the engine only after the fuel system has been worked on:
1. Disconnect the air inlet system from the turbocharger.
Be careful when placing the steel plate against the opening on

the turbocharger air inlet. To avoid crushed fingers, do not
position fingers between the steel plate and the opening on the
turbocharger air inlet. Due to excessive suction, the plate can be
forcefully pulled against the opening on the turbocharger air
inlet.
2. Another person will need to help as a precautionary step. This person should be ready to use the steel plate to cover
the turbocharger air inlet if a problem occurs.
Note: Make sure that the steel plate is large enough to cover the entire turbocharger air inlet.
Immediately place the steel plate against the opening on the turbocharger air inlet, if the engine operates in one of the
following ways:
· The engine runs too fast.

· The engine runs out of control.
Covering the opening will stop the air supply to the engine, so the engine will stop.
Inspection With The Engine Running

Either too much fuel for combustion or not enough fuel for combustion can be the cause of a problem in the fuel system.
Finding the source of the problem can be difficult, especially when you have smoke that rises from the exhaust.
Therefore, work is often done on the fuel system when the problem is really with some other part of the engine.
When noticeable smoke rises from the exhaust, this problem can be caused by a damaged unit injector. This unusual
smoke can also be caused by one or more of the reasons that follow:
· not enough air for good combustion

· an overload at high altitude
· oil leakage into combustion chamber
· altitude
· air inlet and exhaust leaks
· not enough compression
Note: Refer to Troubleshooting for more information on the fuel system.
Checking The Operation Of Individual Cylinders

Low temperature at an exhaust manifold port is an indication of no fuel to the cylinder. This can possibly be an
indication of an injector with a defect. An extra high temperature at an exhaust manifold port can be an indication of too
much fuel to the cylinder. High temperatures may also be caused by an injector with a defect. The difference between
cylinders should be no more than 70 °C (158 °F).
Refer to Testing And Adjusting, "Exhaust Temperature - Test" for the procedure for checking the temperatures in the
exhaust manifold port.


Engine Speed - Check

SMCS Code: 1000
Table 1
Tools Needed
9U-7400 Multitach Tool Group 1
or
1U-6602 Photo-Tachometer 1
Illustration 49
9U-7400 Multitach Tool Group
The 9U-7400 Multitach Tool Group can measure engine speed from a magnetic pickup on the flywheel housing. The
9U-7400 Multitach Tool Group also has the ability to measure engine speed from visual engine parts in rotation.
The Operating Instructions, NEHS0605 are included with the 9U-7400 Multitach Tool Group and these operating
instructions contain instructions for the test procedure.
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Illustration 50
The 1U-6602 Photo-Tachometer is a phototach for general use. The 1U-6602 Photo-Tachometer is a phototach, so this
tachometer only registers basic input frequency on any visible, rotating part. The basic input frequency equals one
revolution per piece of reflective tape. The 1U-6602 Photo-Tachometer does not replace the 9U-7400 Multitach Tool
Group.

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Finding Top Center Position for No. 1 Piston

SMCS Code: 1105-531
Table 2
Tools Needed
8T-0292 Bolt 1
Illustration 51
Timing Hole location (Typical Example)
(1) Timing hole plug (not shown)
(2) Flywheel housing
Illustration 52
Right Side Location
(1) Timing hole plug
Illustration 53
Left Side Location
(1) Timing hole plug
Note: The timing hole plug (1) can be in one of two positions:
· The right front face of the flywheel housing (Illustration 52)

· the left front face of the flywheel housing (Illustration 53)
1. Remove timing hole plug (1) that is located on the front side of flywheel housing (2).
Note: Turn the engine with the four large bolts on the front of the crankshaft. Do not use the eight small bolts on the
front of the crankshaft pulley.
2. Put the timing bolt through the timing hole in the flywheel housing (2).
Turn the flywheel in the direction of normal engine rotation. Turn the flywheel until the timing bolt engages with the
hole in the flywheel.
Note: If the flywheel is turned beyond the point of engagement, the flywheel must be turned in the direction that is
opposite of normal engine rotation. Turn the flywheel by approximately 30 degrees. Then turn the flywheel in the
direction of normal engine rotation until the timing bolt engages with the threaded hole. When the No. 1 piston is at the
top center position, this procedure will remove the play from the gears.
3. Remove the valve cover.
The inlet valves and the exhaust valve for the No. 1 cylinder are fully closed under two conditions:
· No. 1 piston is on the compression stroke.

· The rocker arms can be moved by hand.
If the rocker arms cannot be moved and the valves are slightly open, the No. 1 piston is on the exhaust stroke.
Note: Refer to Testing And Adjusting, "Crankshaft Positions for Valve Lash Setting".
4. After the timing bolt has been installed in the flywheel, complete these procedures, as required:
a. Find the cylinders that need to be checked for the stroke position of the crankshaft.
b. Find the cylinders that need to be adjusted for the stroke position of the crankshaft.
5. When the actual stroke position is identified and the other stroke position is needed, remove the timing bolt from the
flywheel.
6. Turn the flywheel by 360 degrees in the direction of normal engine rotation.
Note: The timing bolt hole is used for the following procedures only:
· adjustment of the fuel timing dimension

· valve lash setting

Fuel Ratio Control - Adjust

SMCS Code: 1278-025
Table 3
Required Tools
(1)
128-8822 Fuel System and Governor Tool Gp 1
(1) This Tool Group replaces the former 1U-6680 Fuel System and Governor Tool Gp .
This is an on engine test that is used to determine if the Fuel Ratio Control (FRC) is set properly. If the FRC is set
properly, no additional procedures will be required. If the FRC is set incorrectly, the governor must be removed and the
governor must be adjusted. The governor is adjusted according to the procedures that are covered in Service Manual,
SENR6454, "3114, 3116, and 3126 Engine Governors".
To determine the Fuel Ratio Control setting, complete the following steps:
1. Install the 128-8822 Fuel System and Governor Tool Gp. Refer to Systems Operation Testing and Adjusting, "Unit
Injector - Adjust" for the instructions on the installation of the 128-8822 Fuel System and Governor Tool Gp.
Note: A digital indicator is recommended for the following test procedures.
Illustration 54
Typical Governor
(2) Port (boost line)
(3) Low idle screw
(4) High idle screw
2. Disconnect the boost line from port (2) for the boost line. Apply air to the port, once the boost line is disconnected.
Note: A regulated air supply of 140 to 210 kPa (20 to 30 psi) MUST be used in order to avoid damage to the FRC.
3. While the engine is operating at low idle, quickly actuate the throttle to the high idle position.
4. Record the maximum reading that is observed on the digital indicator as the engine's speed increases to high idle. This
reading is the dynamic maximum fuel setting value. Repeat the procedure several times and average the values.
Note: Static engine rack values and dynamic engine rack values may vary due to the following items: the method of fuel
setting calibration and the differences in governor settings. When the "on engine" fuel setting is adjusted statically, a
calibration pin is used as the reference dimension to the governor. This pin is used on all engines regardless of governor
settings. This common calibration point and the different settings in the governor will cause the static engine rack values
and dynamic engine rack values to differ. This difference depends on the part number of the governor since the load stop
setting can have an adjustment between 9.0 mm (0.35 inch) and 10.4 mm (0.41 inch). When the pin is in place, the
governor travel is restricted. When the pin is removed and the engine is running, the governor is unrestricted. This
procedure allows a higher dynamic engine rack value. this value is higher than one that can be obtained statically with
the calibration pin in place.
5. Disconnect the air pressure from the FRC and vent the FRC to the atmosphere.
6. While the engine is operating at low idle, quickly actuate the throttle to the high idle position.
7. Record the maximum reading that is observed on the digital indicator as the engine's speed increases to high idle. This
reading is the dynamic maximum fuel setting value. Repeat the procedure several times and average the values.
8. Subtract the FRC setting value that was obtained in Step 7 from the dynamic maximum fuel setting value that was
obtained in Step 4. This difference is the "on engine" FRC delta.
9. Use the following calculation in order to determine the governor's FRC delta. Subtract the specification for the FUEL
RATIO CONTROL from the specification for the LOAD STOP. This difference is the governor's FRC delta.
Note: Refer to Technical Marketing Information (TMI), "Governor Bench Performance Data" for the correct
specifications for the FUEL RATIO CONTROL and the LOAD STOP.
10. If the on engine FRC delta is within ±.20 mm ( ± 0.008 inch) of the specifications for the governor's FRC delta, then
the FRC is set properly.
11. If the on engine FRC delta is out of tolerance, the governor will need to be removed from the engine and the
governor will need to be set to specifications. Use the 1U-7326 Governor Calibration Bench in order to set the governor.
Note: Refer to Service Manual, SENR6454, "3114, 3116, and 3126 Engine Governors" for the instructions on the 1U-
7326 Governor Calibration Bench.


Fuel System - Prime

SMCS Code: 1258-548
Illustration 55
Fuel Priming Pump (Typical Example)
(1) Fuel priming pump
(2) Purge valve
The fuel priming pump (1) is located on the top of the water separator.
1. Loosen the air purge valve (2).
2. Push down on the top of the fuel priming pump plunger and release the fuel priming pump plunger in order to operate
the fuel priming pump. Operate the fuel priming pump plunger in order to fill the new filter element. Continue to pump
until increased resistance is felt or fuel starts to flow from the air purge valve. This resistance will indicate that the filter
element is full of fuel.
3. Tighten the air purge valve.
4. Start the engine. If the engine will not start, further purging of air is necessary. If the engine starts but the engine
continues to misfire, further purging of air is necessary. If the engine starts but the engine continues to emit smoke,
further purging of air is necessary.
5. If the engine starts but the engine runs rough, continue to run the engine at low idle. Continue to run the engine at low
idle until the engine runs smoothly.

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Fuel System Pressure - Test

SMCS Code: 1250-081; 1256-081
Table 4
Tools Needed
1U-5470 Engine Pressure Group 1
3Y-2888 Connector 1
3J-1907 O-Ring Seal 1
Note: The 5P-2720 Probe Adapter (Self-Sealing) and the 164-2192 Probe Adapter Gp may be used with the tools
needed. These tools will be used in order to allow the installation of pressure probes in the future.
Illustration 56
1U-5470 Engine Pressure Group
The 1U-5470 Engine Pressure Group can be used in order to check the fuel pressure of the engine. The engine pressure
group includes Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Group". This instruction provides
information about the usage of the group.
Fuel Pressure Readings
Illustration 57
Fuel Return Line
(1) Cylinder head
(2) Pressure regulating orifice
(3) Tube assembly (fuel return)
(4) Check valve assembly
(6) Fuel outlet port
(7) Fuel gallery
The typical fuel pressure to fuel gallery (7) that is internal to cylinder head (1) can vary. At rated rpm and load condition,
the fuel pressure to the fuel gallery should be 200 to 400 kPa (29 to 58 psi). At low idle, pressure regulating orifice (2) in
tube assembly (3) maintains a minimum fuel pressure of 50 kPa (7.3 psi) to the injectors. Check valve (4) prevents fuel
from leaving the cylinder head fuel gallery.
Checking Fuel Pressure
Illustration 58
(9) Fuel pressure tap (unfiltered side)
(10) Fuel pressure tap (filtered side)
To check the unfiltered fuel pressure, remove the plug from fuel pressure tap (9) from fuel filter base (8). Install the
following tools to the fuel pressure tap: 3J-1907 O-Ring Seal, 3Y-2888 Connector and 1U-5470 Engine Pressure Group .
Once the tools are installed, operate the engine in order to obtain the fuel pressure reading.
To check the fuel pressure of the fuel gallery, remove the plug from fuel pressure tap (10). Install the following tools to
the fuel pressure tap: 3J-1907 O-Ring Seal, 3Y-2888 Connector and 1U-5470 Engine Pressure Group . Once the tools are
installed, operate the engine in order to obtain the fuel pressure reading.
Note: Make sure that the fuel filter is clean before checking the fuel pressure. A fuel filter that is restricted will cause the
fuel pressure at tap (10) to be lower than the fuel pressure at tap (9).


Fuel Timing Dimension - Adjust

SMCS Code: 1290-025
Refer to Table 5 for the components of the 128-8822 Fuel System and Governor Tool Group that are required to check
or adjust the fuel timing dimension.
Table 5
Tools Needed
Part Number Description QTY
1U-8869 Dial Indicator Digital 1
9U-7269 Timing Gauge Block 1
123-4940 Magnetic Base Group 1
9U-6272 Nylon Screw 1
128-8824 Wrench 16 mm and 18 mm 1
128-8825 Wrench 17 mm and 19 mm 1
9U-7274 Contact Point 85 mm (3.35 inch) long 1
Refer to Tool Operating Manual, NEHS0610 for instructions on checking or adjusting the fuel timing dimension.
Note: The Tool Operating Manual, NEHS0610 is included with the 128-8822 Fuel System and Governor Tool Group.
The 128-8822 Fuel System and Governor Tool Group replaces the former 9U-7305 Fuel System and Governor Tool
Group and the former 1U-6680 Fuel System and Governor Tool Group. The new tools are available individually in order
to update the former groups at a considerable cost savings. The new tools offer the advantage of tooling that is simplified
in order to provide more accurate adjustments in less time. Refer to Table 6 in order to update the former tool groups
with the tools that are required to complete the fuel timing procedure.
Table 6
Tools That Are Required To Update Former Tool Groups

123-4940 (1) Magnetic Base Group 1
1U-8869 (2) Dial Indicator Digital 1
(2)
9U-7269 Timing Gauge Block 1
128-8824 (1) Wrench 16 mm and 18 mm 1
(1)
128-8825 Wrench 17 mm and 19 mm 1
128-8828 (1) Foam Insert Group 1
(1)
NEEG2688 Decal 1
NEHS0610 (1) "Tool Operating Manual" 1
(1) Required for the 9U-7305 Fuel System and Governor Tool Group and for the 1U-6680 Fuel System and Governor Tool Group
(2) Required for the 1U-6680 Fuel System and Governor Tool Group


Unit Injector - Adjust

SMCS Code: 1290-025
Refer to Table 10 for the components of the 128-8822 Fuel System and Governor Tool Group that are required to check
or adjust the unit injector.
Table 10
Tools Needed
9U-5120 Spanner Wrench 1
9U-7282 Indicator Fixture Group 1
9U-6272 Nylon Screw 1
130-2711 Holding Tool 1
136-4149 Governor Pliers 1
1U-7299 Rack Adjusting Wrench 1
1U-7300 Hex Wrench 1
1U-6673 Wrench 1
128-8827 Pin 1
Refer to Tool Operating Manual, NEHS0610 for instructions on checking or adjusting the unit injector.
Note: The Tool Operating Manual, NEHS0610 is included with the 128-8822 Fuel System and Governor Tool Group.
The 128-8822 Fuel System and Governor Tool Group replaces the former 9U-7305 Fuel System and Governor Tool
Group and the former 1U-6680 Fuel System and Governor Tool Group. The new tools are available individually in order
to update the former groups at a considerable cost savings. The new tools offer the advantage of tooling that is simplified
in order to provide more accurate adjustments in less time. Refer to Table 11 in order to update the former tool groups
with the new tools that are required to complete the checking or adjustment procedures for the unit injector.
Table 11
Tools That Are Required To Update Former Tool Groups

128-8827 (1) Pin 1
(2)
130-2711 (3) Fuel Setting Holding Tool 1
(1)
1U-7300 (1) Hex Wrench 1
128-8828 (1) Foam Insert Group 1
NEEG2688 (1) Decal 1
NEHS0610 (1) Tool Operating Manual 1
(1) Required for the 9U-7305 Fuel System and Governor Tool Group and for the 1U-6680 Fuel System and Governor Tool Group


Unit Injector Synchronization - Adjust

SMCS Code: 1290-025
Injector synchronization is the setting of all fuel injector racks to a reference position so that each injector gives the same
amount of fuel to each cylinder. This is done by setting each fuel injector rack to the same position while the control
linkage is in a fixed position.
Always synchronize an injector after the injector has been removed, replaced, or reused. If the No. 1 injector is reused or
replaced, synchronization of all injectors must be checked and adjusted.
This entire procedure should be read and understood before you begin any work on the engine.
Refer to Table 13 for the tools that are required to check or adjust the unit injector synchronization. Many of the tools
that are required can be found in the 223-2454 Fuel System and Governor Tool Gp.
Table 13
(1)
Required Tools
Tool Part Number Description QTY
A 128-8823 Long Nose Pliers 1
B 9U-7282 Indicator Fixture Group 2
C 8T-4177 Bolt 2
D 9U-7263 Indicator Contact Point 2
E 1U-8869 Dial Indicator Digital 2
F 1U-6673 Wrench Fuel Ratio Control 1
(1) Actual tooling may vary depending on the individual engine arrangement.
The following procedure may be used to synchronize the unit injectors and the following procedure may be used to
adjust the unit injectors.
1. Stop the engine and turn the electrical system to the OFF position.
2. Remove the fuel shutoff solenoid.
Note: If the fuel shutoff solenoid is inaccessible, the following steps may be followed.
a. Turn the engine start switch to the ON position. Briefly engage the starter. Do not start the engine. Return the
engine start switch to the ON position. Do not turn the engine start switch to the OFF position.
b. Turn the battery disconnect switch to the OFF position or disconnect the negative terminal of the battery. This
will leave the fuel shutoff solenoid in the OPEN position.
3. Remove the valve cover.
Illustration 65
4. Remove bolts (1) that attach the valve mechanism cover base.
Illustration 66
5. Attach Tooling (A) to the rail for the fuel (2).
Illustration 67
6. Install Tooling (B) in hole (3) for the valve mechanism cover base that is near the No. 1 cylinder. Attach Tooling (D)
to Tooling (E). Insert Tooling (E) into the hole in Tooling (B).
Note: Orient face (4) on Tooling (B) parallel to the crankshaft.
7. Install the other Tooling (B) in hole (3) for the valve mechanism cover base that is near the No. 2 cylinder. Attach
Tooling (D) to Tooling (E). Insert Tooling (E) into the hole in Tooling (B).
Note: Orient face (5) on Tooling (B) parallel to the crankshaft.
8. When the engine is viewed from the flywheel end, rotate Tooling (A) in a counterclockwise direction. You should feel
resistance to a spring. Turn Tooling (A) past the start of the resistance of the spring. Zero out Tooling (E) for both the
injectors.
Note: Do not turn Tooling (A) all the way. This will lead to an inaccurate synchronization.
9. When the engine is viewed from the flywheel end, rotate Tooling (A) in a clockwise direction through the entire range
of motion. The readings on Tooling (E) should change as the position of Tooling (A) is changed. Take a note of the
values and of the difference in the values.
Illustration 68
10. If the values are within a tolerance of 0.05 mm (0.0020 inch), no adjustment is required. If an adjustment is required,
install Tooling (F) on the locknut at the base of the unit injector.
Illustration 69
11. Loosen the locknut with the outer rod (6) and adjust the injector with the inner rod (7). Tighten the locknut when the
adjustment is complete.
12. Repeat Step 8 through Step 11. Illustration 68 shows two unit injectors that have been properly synchronized.
13. Once the first two injectors have been synchronized, synchronize the remaining injectors by following the previous
procedure. Remove Tooling (B) from the No. 2 cylinder and move to the No. 3 cylinder. Do not move Tooling (B) from
the No. 1 cylinder. Always synchronize the injectors with the first injector. The first injector is the reference point for all
the injectors.
14. Once all the injectors have been synchronized, remove all the tooling from the engine. Install bolts (1) that attach the
air intake housing. Replace the valve cover and tighten the bolts that attach the valve cover. Refer to Specifications,
"Valve Mechanism Cover" for instructions.


Gear Group (Front) - Time

SMCS Code: 1206-531
Static Check Of The Timing Gear Position
Illustration 59
Front gear group (3114 Engine)
(1) Camshaft gear
(2) Timing marks
(4) Crankshaft gear
(5) Idler gear
(6) Oil pump gear
Illustration 60
Front gear group (3116 and 3126 Engines)
(1) Camshaft gear
(2) Timing marks
(4) Crankshaft gear
(5) Idler gear
(6) Oil pump gear
The basis for the correct fuel injection timing and the valve mechanism operation is determined by the alignment of the
timing for the front gear group. Align timing marks (2) on camshaft idler gear (3) with the holes on camshaft gear (1)
and crankshaft gear (4). This alignment is required in order to provide the correct relationship between the piston
movement and the valve movement.
Crankshaft Positions for Valve Lash Setting
Table 7
Valve Lash Setting For 3114, 3116, and 3126

Valves Dimension of Gauge
Inlet 0.38 ± 0.08 mm (0.015 ± 0.003 inch)
Exhaust 0.64 ± 0.08 mm (0.025 ± 0.003 inch)
Table 8
3114 Crankshaft Positions for Valve Lash Setting

The rotation of the crankshaft is viewed from the flywheel end.
Rotation Counterclockwise
Check and Adjust with No. 1 Piston On this Stroke. (1) Top Center Compression Stroke (2)
Injectors 3-4
Inlet Valves 1-2
Exhaust Valves 1-3
Check and Adjust with No. 1 Piston On this Stroke. Top Center Exhaust Stroke
Injectors 1-2
Inlet Valves 3-4
Exhaust Valves 2-4
Firing Order 1-3-4-2
(1) Refer to Testing and Adjusting, "Finding Top Center Position for No. 1 Piston" for more information.
(2) Put No. 1 Piston at the top center position. After the top center position is found and the adjustments have been made for the correct
cylinders, remove the top center bolt. Turn the flywheel in a counterclockwise direction by 360 degrees. This puts No. 1 Piston at the top
center position on the other stroke. Install the top center bolt in the flywheel and complete the adjustments for the cylinders that remain.
Illustration 61
(A) Exhaust valves
(B) Inlet valves
Note: Check the crankshaft position with the No. 1 piston at the top center position. Refer to Testing and Adjusting,
"Finding Top Center Position for No. 1 Piston" for more information.
Note: Refer to Testing and Adjusting, "Engine Valve Lash - Inspect/Adjust" for more information in order to adjust the
valves.
Table 9
3116 and 3126 Crankshaft Positions for Valve Lash Setting

The rotation of the crankshaft is viewed from the flywheel end.
Rotation Counterclockwise
Check and Adjust with No. 1 Piston On this Stroke. (1) Top Center Compression Stroke (2)
Injectors 3-5-6
Inlet Valves 1-2-4
Exhaust Valves 1-3-5
Check and Adjust with No. 1 Piston On this Stroke. Top Center Exhaust Stroke
Injectors 1-2-4
Inlet Valves 3-5-6

Exhaust Valves 2-4-6
Firing Order 1-5-3-6-2-4
(1) Refer to Testing and Adjusting, "Finding Top Center Position for No. 1 Piston" for more information.
(2) Put No. 1 Piston at the top center position. After the top center position is found and the adjustments have been made for the correct
cylinders, remove the top center bolt. Turn the flywheel in a counterclockwise direction by 360 degrees. This puts No. 1 Piston at the top
center position on the other stroke. Install the top center bolt in the flywheel and complete the adjustments for the cylinders that remain.
Illustration 62
Cylinder and Valve Location for the 3116 and 3126 Engines
(A) Exhaust valves
(B) Inlet valves
Note: Check the crankshaft position with the No. 1 piston at the top center position. Refer to Testing and Adjusting,
"Finding Top Center Position for No. 1 Piston" for more information.
Note: Refer to Testing and Adjusting, "Engine Valve Lash - Inspect/Adjust" for more information in order to adjust the
valves.


Governor - Adjust
SMCS Code: 1264-025
The only adjustments that can be made to the governor on the engine are the final low idle setting and high idle setting.
Refer to Testing and Adjusting, "Fuel Ratio Control - Adjust" for the procedure in order to check the settings for the fuel
ratio control (FRC).
Note: All other adjustments for the governor (including the FRC) are performed while the governor is removed from the
engine and installed on the 1U-7326 Governor Calibration Bench. Refer to the Governor Service Manual, SENR6454 for
the procedures and the tools that are required to bench test the governor and adjust the governor.
Note: The following adjustments are performed while the governor is mounted to the engine: unit injector, fuel timing
dimension and unit injector synchronization. These adjustments are located under the valve cover. Refer to the following
topics for more information: Testing and Adjusting, "Unit Injector - Adjust", Testing and Adjusting, "Fuel Timing
Dimension - Adjust" and Testing and Adjusting, "Unit Injector Synchronization - Adjust".
Illustration 63
Typical Example Of A Governor
(2) Boost line port
(3) Low idle screw
(4) High idle screw
Note: Refer to the engine information plate or Technical Marketing Information (TMI), "Governor Bench Performance
Data" for the correct low idle speed, high idle speed and the fuel setting.
Low Idle Adjustment

The low idle screw (3) is initially set on the 1U-7326 Governor Calibration Bench. Final low idle adjustment is set while
the governor is mounted on the engine. When the engine is idling, loosen the locknut and adjust screw (3) to the
specified low idle speed. Tighten the locknut and then recheck the low idle setting.
Note: Older governors require a 1U-6672 Rack Adjusting Wrench in order to adjust the low idle screw. Newer
governors require a 1U-7563 Hex Key Wrench (4 mm) and a 6V-9093 Wrench (13 mm) in order to adjust the low idle
screw.
High Idle Adjustment

The high idle screw (4) is initially set on the 1U-7326 Governor Calibration Bench. Final high idle adjustment is set
while the governor is mounted on the engine. When the engine is at full throttle and no load, loosen the locknut and
adjust screw (4) to the specified high idle speed. Tighten the locknut and then recheck the high idle setting.
Governor Control Adjustment (If Equipped)
Illustration 64
(1) Governor shaft
(2) Governor linkage
(3) Linkage for plunger
(4) Plunger for solenoid
(5) Solenoid
(6) Bolts
1. Align the linkage for plunger (3) with governor linkage (2).
2. Tighten bolts (6).
3. Place the plunger for solenoid (4) in the full energized position.
4. Adjust the linkage for plunger (3) to 4 ± 2 mm (0.2 ± 0.08 inch) past high idle.
5. Release the plunger for solenoid (4) and manually move plunger (4) through the entire stroke of plunger.
6. Check for binding in the movement. Make adjustments to bolts (6) if binding occurs.


Unit Injector - Test

SMCS Code: 1290-081
Table 12
Tools Needed
1U-6661 Pop Tester Group 1
The testing of the unit injector must be performed off the engine. Use the 1U-6661 Pop Tester Group in order to test the
unit injector. Refer to the Special Instruction, SEHS8867, "1U-6661 Pop Tester Group" for the test procedures.


Air Inlet and Exhaust System - Inspect

SMCS Code: 1050-040
Air Inlet Restriction

There will be a reduction in the performance of the engine if there is a restriction in the air inlet system or the exhaust
system.
Table 14
Tools Needed
Illustration 70
Refer to Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Group" for the instructions that are
needed to use the 1U-5470 Engine Pressure Group.
1. Inspect the engine air cleaner inlet and ducting in order to ensure that the passageway is not blocked or collapsed.
2. Inspect the engine air cleaner element. Replace a dirty engine air cleaner element with a clean engine air cleaner
element.
3. Check for dirt on the clean side of the engine air cleaner element. If dirt is observed, contaminants are flowing past the
engine air cleaner element and/or the seal for the engine air cleaner element.
Hot engine components can cause injury from burns. Before

performing maintenance on the engine, allow the engine and the
components to cool.
Making contact with a running engine can cause burns from hot
parts and can cause injury from rotating parts.
When working on an engine that is running, avoid contact with

hot parts and rotating parts.
4. Use the differential pressure gauge of the 1U-5470 Engine Pressure Test Group in order to measure the restriction of
the air inlet system.
Illustration 71
(1) Turbocharger
(2) Air inlet piping
(3) Test location
(4) Air cleaner
a. Connect the vacuum port of the differential pressure gauge to test location (3). The test location can be located
anywhere along air inlet piping (2) after engine air cleaner (4) but before turbocharger (1).
b. Leave the pressure port of the differential pressure gauge open to the atmosphere.
c. Start the engine. Run the engine in the no-load condition at high idle.
d. Record the value and compare the result to the appropriate values that follow.
The air flow through a used engine air cleaner may have a restriction. The air flow through a plugged engine air cleaner
will be restricted to some magnitude. In either case, the restriction must not be more than the following amount:
Maximum restriction . . . 6.2 kPa (25 inch of 2HO)
Exhaust Restriction
Back pressure is the difference in the pressure between the exhaust at the outlet elbow and the atmospheric air.
Table 15
Tools Needed
Illustration 72
Refer to Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Group" for the instructions that are
needed to use the 1U-5470 Engine Pressure Group.

components to cool.

Use the differential pressure gauge of the 1U-5470 Engine Pressure Group in order to measure back pressure from the
exhaust. Use the following procedure in order to measure back pressure from the exhaust:
Illustration 73
(1) Turbocharger
(5) Muffler
(6) Test location
(7) Exhaust piping
1. Connect the pressure port of the differential pressure gauge to test location (6). The test location can be located
anywhere along exhaust piping (7) after turbocharger (1) but before the muffler (5).
2. Leave the vacuum port of the differential pressure gauge open to the atmosphere.
3. Start the engine. Run the engine in the no-load condition at high idle.
4. Record the value and compare the result to the value that follows.
Maximum back pressure from the exhaust must not be more than the following amount:
Standard Exhaust . . . 6.7 kPa (27 inch of 2HO)
Water Cooled Exhaust . . . 10 kPa (40 inch of 2HO)


Turbocharger - Inspect
SMCS Code: 1052-040
Disconnect batteries before performance of any service work.

components to cool.
Personal injury can result from rotating and moving parts.
Stay clear of all rotating and moving parts.
Never attempt adjustments while the machine is moving or the

engine is running unless otherwise specified.
The machine must be parked on a level surface and the engine

stopped.
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
Care must be taken to ensure that fluids are contained during

performance of inspection, maintenance, testing, adjusting and
repair of the product. Be prepared to collect the fluid with suitable
containers before opening any compartment or disassembling any
component containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and

Shop Products Guide" for tools and supplies suitable to collect and
contain fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
Before you begin inspection of the turbocharger, be sure that the inlet air restriction is within the specifications for your
engine. Be sure that the exhaust system restriction is within the specifications for your engine. Refer to Systems
Operation/Testing and Adjusting, "Air Inlet and Exhaust System - Inspect".
The condition of the turbocharger will have definite effects on engine performance. Use the following inspections and
procedures to determine the condition of the turbocharger.
· Inspection of the Compressor and the Compressor Housing

· Inspection of the Turbine Wheel and the Turbine Housing
· Inspection of the Wastegate
Inspection of the Compressor and the Compressor Housing
Remove air piping from the compressor inlet.
1. Inspect the compressor wheel for damage from a foreign object. If there is damage, determine the source of the
foreign object. As required, clean the inlet system and repair the intake system. Replace the turbocharger. If there is no
damage, go to Step 3.
2. Clean the compressor wheel and clean the compressor housing if you find buildup of foreign material. If there is no
buildup of foreign material, go to Step 3.
3. Turn the rotating assembly by hand. While you turn the assembly, push the assembly sideways. The assembly should
turn freely. The compressor wheel should not rub the compressor housing. Replace the turbocharger if the compressor
wheel rubs the compressor wheel housing. If there is no rubbing or scraping, go to Step 4.
4. Inspect the compressor and the compressor wheel housing for oil leakage. An oil leak from the compressor may
deposit oil in the aftercooler. Drain and clean the aftercooler if you find oil in the aftercooler.
a. Check the oil level in the crankcase. If the oil level is too high, adjust the oil level.
b. Inspect the air cleaner element for restriction. If restriction is found, correct the problem.
c. Inspect the engine crankcase breather. Clean the engine crankcase breather or replace the engine crankcase
breather if the engine crankcase breather is plugged.
d. Remove the turbocharger oil drain line. Inspect the drain opening. Inspect the oil drain line. Inspect the area
between the bearings of the rotating assembly shaft. Look for oil sludge. Inspect the oil drain hole for oil sludge.
Inspect the oil drain line for oil sludge in the drain line. If necessary, clean the rotating assembly shaft. If
necessary, clean the oil drain hole. If necessary, clean the oil drain line.
e. If Steps 4.a through 4.d did not reveal the source of the oil leakage, the turbocharger has internal damage.
Replace the turbocharger.
Inspection of the Turbine Wheel and the Turbine Housing

Remove the air piping from the turbine outlet casing.
1. Inspect the turbine for damage by a foreign object. If there is damage, determine the source of the foreign object.
Replace the turbocharger. If there is no damage, go to Step 2.
2. Inspect the turbine wheel for buildup of carbon and other foreign material. Inspect the turbine housing for buildup of
carbon and foreign material. Clean the turbine wheel and clean the turbine housing if you find buildup of carbon or
foreign material. If there is no buildup of carbon or foreign material, go to Step 3.
3. Turn the rotating assembly by hand. While you turn the assembly, push the assembly sideways. The assembly should
turn freely. The turbine wheel should not rub the turbine wheel housing. Replace the turbocharger if the turbine wheel
rubs the turbine wheel housing. If there is no rubbing or scraping, go to Step 4.
4. Inspect the turbine and the turbine wheel housing for oil leakage. Inspect the turbine and the turbine wheel housing for
oil coking. Some oil coking may be cleaned. Heavy oil coking may require replacement of the turbocharger. If the oil is
coming from the turbocharger center housing go to Step 4.a. Otherwise go to "Inspection of the Wastegate".
a. Remove the turbocharger oil drain line. Inspect the drain opening. Inspect the area between the bearings of the
rotating assembly shaft. Look for oil sludge. Inspect the oil drain hole for oil sludge. Inspect the oil drain line for
oil sludge. If necessary, clean the rotating assembly shaft. If necessary, clean the drain opening. If necessary, clean
the drain line.
b. If crankcase pressure is high, or if the oil drain is restricted, pressure in the center housing may be greater than
the pressure of the turbine housing. Oil flow may be forced in the wrong direction and the oil may not drain.
Check the crankcase pressure and correct any problems.
c. If the oil drain line is damaged, replace the oil drain line.
d. Check the routing of the oil drain line. Eliminate any sharp restrictive bends. Make sure that the oil drain line is
not too close to the engine exhaust manifold.
e. If Steps 4.a through 4.d did not reveal the source of the oil leakage, the turbocharger has internal damage.
Replace the turbocharger.
Inspection of the Wastegate

The wastegate controls the amount of exhaust gas that is allowed to bypass the turbine side of the turbocharger. This
valve then controls the rpm of the turbocharger.
Illustration 74
(1) Actuating rod
(2) Canister
(3) Line
When the engine operates in conditions of low boost (lug), a spring presses against a diaphragm in canister (2). The
actuating rod (1) will move and the wastegate will close. Then, the turbocharger can operate at maximum performance.
When the boost pressure increases against the diaphragm in the canister (2), the wastegate will open. The rpm of the
turbocharger becomes limited. The rpm limitation occurs because a portion of the exhaust gases bypass the turbine wheel
of the turbocharger.
The following levels of boost pressure indicate a problem with the wastegate:
· too high at full load conditions

· too low at all lug conditions
Note: The housing assembly for the wastegate is preset at the factory and no adjustments can be made.
If the high idle rpm or the engine rating is higher than given in the
Technical Marketing Information (TMI) for the height above sea
level at which the engine is operated, there can be damage to engine
or to turbocharger parts. Damage will result when increased heat
and/or friction due to the higher engine output goes beyond the
engine cooling and lubrication system's abilities.
To check the operation of the wastegate valve, remove line (3) and slowly apply 200 kPa (29 psi) of air to canister (2).
DO NOT EXCEED 200 kPa (29 psi). The actuating lever should move more than 0.50 mm (0.020 inch) when the
external supply of air is connected to line (3). If the actuating lever does not move at least 0.50 mm (0.020 inch), replace
the entire turbocharger or replace the housing assembly for the turbine. The housing assembly or the turbine includes the
wastegate.
The boost pressure controls the maximum rpm of the turbocharger, because the boost pressure controls the position of
the wastegate. The following factors also affect the maximum rpm of the turbocharger:
· the engine rating

· the horsepower demand on the engine
· the high idle rpm
· the height above sea level for engine operation
· inlet air restriction
· exhaust system restriction


Inlet Manifold Pressure - Test

SMCS Code: 1058-081
The efficiency of an engine can be checked by making a comparison of the pressure in the inlet manifold with the
information given in the TMI (Technical Marketing Information). The information is also listed on the Fuel Setting And
Related Information Microfiche. This test is used when there is a decrease of horsepower from the engine, yet there is no
real sign of a problem with the engine.
The correct pressure for the inlet manifold is listed in the TMI (Technical Marketing Information). The correct pressure
is also on the Fuel Setting And Related Information Microfiche. Development of this information is performed under the
following conditions:
· 99 kPa (29.7 in Hg) dry barometric pressure

· 29 °C (85 °F) outside air temperature
· 35 API rated fuel
On a turbocharged, aftercooled engine, a change in the fuel rating will change the horsepower. A change in the fuel
rating will change the inlet manifold pressure. If the fuel is rated above 35 API, the inlet manifold pressure can be less
than the pressure given in the TMI (Technical Marketing Information). The pressure will also be less than the pressure
that is listed on the Fuel Setting And Related Information Microfiche. If the fuel is rated below 35 API, the inlet
manifold pressure can be more than the pressure listed in the TMI (Technical Marketing Information). The pressure will
also be more than the pressure that is listed on the Fuel Setting And Related Information Microfiche.
Note: Ensure that the air inlet and the exhaust are not restricted when you are checking the inlet manifold pressure.
Illustration 75
Pressure test location on inlet manifold
(1) Plug
Table 16
Tools Needed
1U-5470 Engine Pressure Test Group 1
8J-7844 Adapter Fitting 1
3K-0360 O-Ring Seal 1
4M-5317 Reducing Bushing 1
Illustration 76
1U-5470 Engine Pressure Test Group
Refer to Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Test Group" for the instructions that are
needed to use the 1U-5470 Engine Pressure Test Group.
Use the following procedure in order to measure the inlet manifold pressure:
1. Remove plug (1) from the inlet manifold.
2. Connect the following Tools to the inlet manifold at the pressure test location: 8J-7844 Adapter Fitting, 3K-0360 O-
Ring Seal, 4M-5317 Reducing Bushing and 1U-5470 Engine Pressure Test Group .
3. Record the value.
4. Compare the value that was recorded in Step 3 to the pressure that is given in the TMI (Technical Marketing
Information). The correct pressure is also given in the Fuel Setting And Related Information Microfiche.


Engine Valve Lash - Inspect/Adjust

SMCS Code: 1102-025
To prevent possible injury, do not use the starter to turn the

flywheel.
Hot engine components can cause burns. Allow additional time

for the engine to cool before measuring valve clearance.
Note: Valve lash is measured between the rocker arm and the valve. All measurements and adjustments must be made
with the engine stopped and the valves FULLY CLOSED.
Valve Lash Check

An adjustment is NOT NECESSARY if the measurement of the valve lash is in the acceptable range in Table 19.
Table 19
Valve Lash Check (Stopped Engine)

Inlet 0.30 to 0.46 mm (0.012 to 0.018 inch)
Exhaust 0.56 to 0.72 mm (0.022 to 0.028 inch)
If the measurement is not within this range, an adjustment is necessary. Refer to "Valve Lash Adjustment" for the proper
procedure.
Valve Lash Adjustment
Table 20
Valve Lash Setting (Stopped Engine)

Inlet 0.38 mm (0.015 inch)
Exhaust 0.64 mm (0.025 inch)
Illustration 78
(A) Exhaust valves
(B) Inlet valves
Illustration 79
(A) Exhaust valves
(B) Inlet valves
Use the following procedure to adjust the valve lash:
Illustration 80
Valve Adjustment (Typical Example)
(1) Valve
(2) Rocker arm
(3) Adjustment locknut
(4) Adjustment screw
1. Put the No. 1 piston at the top center position on the compression stroke. Refer to Testing and Adjusting, "Finding
Top Center Position for No. 1 Piston".
2. With the No. 1 piston at the top center position of the compression stroke, an adjustment can be made to the valves.
Refer to Testing and Adjusting, "Gear Group (Front) - Time" for the information that is required in order to adjust the
valves.
Note: Before any actual adjustment is made, lightly tap the rocker arm at the top of the adjustment screw with a soft
mallet. This will ensure that the lifter roller seats against the camshaft's base circle.
3. Loosen adjustment locknut (3).
4. If there is not enough clearance in order to insert the feeler gauge between rocker arm (2) and valve (1), turn
adjustment screw (4) counterclockwise in order to increase the clearance.
5. Place the appropriate feeler gauge between rocker arm (2) and the valve (1). Then, turn the adjustment screw in a
clockwise direction. Slide the feeler gauge between the rocker arm and the valve. Continue turning the adjustment screw
until a slight drag is felt on the feeler gauge. Remove the feeler gauge.
6. Tighten adjustment locknut (3) to a torque of 25 ± 7 N·m (18± 5 lb ft). Do not allow the adjustment screw to turn
while you are tightening the adjustment locknut. Recheck the valve lash after tightening the adjustment locknut.
7. Remove the timing bolt and turn the flywheel by 360 degrees in the direction of engine rotation. This will put the No.
6 piston at the top center position on the compression stroke. Install the timing bolt in the flywheel.
8. Adjust the valve lash on the remaining valves. Refer to Testing and Adjusting, "Gear Group (Front) - Time" for the
information that is required in order to adjust the valves.
9. Repeat Step 3 through Step 6 for these valve adjustments.
10. Remove the timing bolt from the flywheel after all adjustments to the valve lash have been made. Reinstall the
timing cover.
Refer to Testing and Adjusting, "Unit Injector - Adjust".


Engine Oil Pressure - Test

SMCS Code: 1304-081
Measuring Engine Oil Pressure
Work carefully around an engine that is running. Engine parts

that are hot, or parts that are moving, can cause personal injury.


Table 21
Tools Needed
1U-5470 Engine Pressure Test Group 1
Illustration 81
1U-5470 Engine Pressure Test Group
The 1U-5470 Engine Pressure Test Group measures the oil pressure in the system. This engine tool group can read the
oil pressure inside the oil gallery.
Note: Refer to Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Test Group" for more information.
Illustration 82
Oil Pressure Test Location
(1) Oil gallery plug
1. Remove oil gallery plug (1) from the side of the cylinder block.
2. Install the following Tools into the port in the left side of the engine: 1U-5470 Engine Pressure Test Group, 8J-7844
Adapter Fitting, 3K-0360 O-Ring Seal and 4M-5317 Reducing Bushing.
3. Start the engine. Run the engine with SAE 10W40 oil. Refer to Operation and Maintenance Manual, "Engine Oil" for
the recommendations of engine oil.
4. Record the value of the engine oil pressure when the engine is at operating temperature and operating under full load.
The minimum engine oil pressure should be approximately 250 kPa (36 psi). Minimum engine oil pressure at low idle
rpm (750 to 850 rpm) should be approximately 100 kPa (15 psi). Maximum engine oil pressure should be approximately
600 kPa (88 psi) when the engine is at operating temperature and operating under full load condition.
5. Compare the recorded engine oil pressure with the oil pressure indicators on the instrument panel.
6. An engine oil pressure indicator that has a defect or an engine oil pressure sensor that has a defect can give a false
indication of a low oil pressure or a high oil pressure. If there is a notable difference between the engine oil pressure
readings make necessary repairs.
7. If you have determined that the engine oil pressure is low, then go to "Reasons For Low Engine Oil Pressure".
8. If you have determined that the engine oil pressure is high, refer to "Reason for High Engine Oil Pressure".
Reasons For Low Engine Oil Pressure



Engine Oil Level Is Low
Check the engine oil level in the crankcase. The oil level can possibly be too far below the oil pump supply tube. This
will cause the oil pump not to have the ability to supply enough lubrication to the engine components. If the engine oil
level is low add engine oil in order to obtain the correct engine oil level. Refer to Operation and Maintenance Manual,
"Engine Oil" for the recommendations of engine oil.
The Engine Oil Pump Is Faulty
Check the following problems that may occur to the engine oil pump.
1. Air leakage in the supply side of the oil pump will also cause cavitation and loss of oil pressure. Check the supply side
of the oil pump and make necessary repairs. For information on the repair of the engine oil pump, refer to Disassembly
and Assembly, "Engine Oil Pump - Remove".
2. Oil pump gears that have too much wear will cause a reduction in oil pressure. Repair the engine oil pump. For
information on the repair of the engine oil pump, refer to Disassembly and Assembly, "Engine Oil Pump - Remove".
The Oil Pickup Tube Has A Leak Or A Restricted Inlet Screen
The inlet screen of the oil pickup tube for the engine oil pump can have a restriction. This restriction will cause
cavitation and a loss of engine oil pressure. Check the inlet screen on the oil pickup tube and remove any material that
may be restricting engine oil flow. Low engine oil pressure may also be the result of the oil pickup tube that is drawing
in air. Check the joints of the oil pickup tube for cracks or a damaged O-ring seal. Remove the engine oil pan in order to
gain access to the oil pickup tube and the oil screen. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove and
Install" for more information.
Engine Oil Is Contaminated
Engine oil that is contaminated with fuel or coolant will cause low engine oil pressure. High engine oil level in the
crankcase can be an indication of contamination. Determine the reason for contamination of the engine oil and make the
necessary repairs. Replace the engine oil with the approved grade of engine oil. Refer to Operation and Maintenance
Manual, "Engine Oil" for the recommendations of engine oil.
The Engine Oil Bypass Valves Are Open
Caterpillar oil filters are built to Caterpillar specifications. Use of

an oil filter not recommended by Caterpillar could result in severe
engine damage to the engine bearings, crankshaft, etc., as a result of
the larger waste particles from unfiltered oil entering the engine
lubricating system. Only use oil filters recommended by
Caterpillar.
If the engine oil bypass valves are held in the open position, a reduction in the oil pressure can be the result. This may be
due to debris in the engine oil. If the engine oil bypass valves are stuck in the open position, remove each engine oil
bypass valve and clean each bypass valve in order to correct this problem. You must also clean each bypass valve bore.
Install new engine oil filters. New engine oil filters will prevent more debris from causing this problem. For information
on the repair of the engine oil bypass valves, refer to Disassembly and Assembly, "Engine Oil Filter Base -
Disassemble".
The Engine Lubrication System Is Open
An oil line or an oil passage that is open, broken, or disconnected will cause low engine oil pressure. An open lubrication
system could be caused by a piston cooling jet that is missing or damaged. Determine the reason for an open lubrication
system of the engine and make the necessary repairs.
Piston Cooling Jets
The piston cooling jets direct engine oil toward the bottom of the piston in order to cool the piston. This also provides
lubrication for the piston pin. Breakage, a restriction or incorrect installation of the piston cooling jets will cause seizure
of the piston.
Engine Bearings Have Excessive Clearance
Excessive clearance at engine bearings will cause low engine oil pressure. Check the engine components that have
excessive bearing clearance and make the necessary repairs.
Reason for High Engine Oil Pressure


Engine oil pressure will be high if the engine oil bypass valves become stuck in the closed position and the engine oil
flow is restricted. Foreign matter in the engine oil system could be the cause for the restriction of the oil flow and the
movement of the engine oil bypass valves. If the engine oil bypass valves are stuck in the closed position, remove each
bypass valve and clean each bypass valve in order to correct this problem. You must also clean each bypass valve bore.
Install new engine oil filters. New engine oil filters will prevent more debris from causing this problem. For information
on the repair of the engine oil filter bypass valve, refer to Disassembly and Assembly, "Engine Oil Filter Base -
Disassemble".
Caterpillar oil filters are built to Caterpillar specifications. Use of

an oil filter not recommended by Caterpillar could result in severe
engine damage to the engine bearings, crankshaft, etc., as a result of
the larger waste particles from unfiltered oil entering the engine
lubricating system. Only use oil filters recommended by
Caterpillar.


Cooling System - Check (Overheating)

SMCS Code: 1350-535
Above normal coolant temperatures can be caused by many conditions. Use the following procedure to determine the
cause of above normal coolant temperatures:

1. Check the coolant level in the cooling system. Refer to Operation and Maintenance Manual, "Cooling System Coolant
Level - Check". If the coolant level is too low, air will get into the cooling system. Air in the cooling system will cause a
reduction in coolant flow and bubbles in the coolant. Air bubbles will keep coolant away from the engine parts, which
will prevent the transfer of heat to the coolant. Low coolant level is caused by leaks or incorrectly filling the radiator.
2. Check the mixture of antifreeze and water. The mixture should be approximately 50 percent water and 50 percent
antifreeze with 3 to 6 percent coolant conditioner. Refer to Operation and Maintenance Manual, "General Coolant
Information". If the coolant mixture is incorrect, drain the system. Put the correct mixture of water, antifreeze and
coolant conditioner in the cooling system.
3. Check for air in the cooling system. Air can enter the cooling system in different ways. The most common causes of
air in the cooling system are not filling the cooling system correctly and combustion gas leakage into the cooling system.
Combustion gas can get into the system through inside cracks, a damaged cylinder head, or a damaged cylinder head
gasket. Air in the cooling system causes a reduction in coolant flow and bubbles in the coolant. Air bubbles keep coolant
away from the engine parts, which prevents the transfer of heat to the coolant.
4. Check the water temperature gauge. A water temperature gauge which does not work correctly will not show the
correct temperature. Refer to Testing and Adjusting, "Cooling System - Inspect".
5. Check the sending unit. In some conditions, the temperature sensor in the engine sends signals to a sending unit. The
sending unit converts these signals to an electrical impulse which is used by a mounted gauge. If the sending unit
malfunctions, the gauge can show an incorrect reading. Also if the electric wire breaks or if the electric wire shorts out,
the gauge can show an incorrect reading.
6. Check the radiator.
a. Check the radiator for a restriction to coolant flow. Check the radiator for debris, dirt, or deposits on the inside
of the radiator core. Debris, dirt, or deposits will restrict the flow of coolant through the radiator.
b. Check for debris or damage between the fins of the radiator core. Debris between the fins of the radiator core
restricts air flow through the radiator core. Refer to Testing and Adjusting, "Cooling System - Inspect".
7. Check the filler cap. A pressure drop in the radiator can cause the boiling point to be lower. This can cause the cooling
system to boil. Refer to Testing and Adjusting, "Cooling System - Test".
8. Check the fan and/or the fan shroud.
a. The fan must be large enough to send air through most of the area of the radiator core. Ensure that the size of
the fan and the position of the fan are according to the OEM specifications.
b. The fan shroud must be the proper size and the fan shroud must be positioned correctly. Ensure that the size of
the fan shroud and the position of the fan shroud are according to the OEM specifications.
9. Check for loose drive belts.
a. A loose fan drive belt will cause a reduction in the air flow across the radiator. Check the fan drive belt for
proper belt tension. Adjust the tension of the fan drive belt, if necessary. Refer to Operation and Maintenance
Manual, "Belt - Inspect".
b. A loose water pump drive belt will cause a reduction in coolant flow through the radiator. Check the water
pump drive belt for proper belt tension. Adjust the water pump drive belt's tension, if necessary. Refer to
Operation and Maintenance Manual, "Belt - Inspect".
10. Check the cooling system hoses and clamps. Damaged hoses with leaks can normally be seen. Hoses that have no
visual leaks can soften during operation. The soft areas of the hose can become kinked or crushed during operation.
These areas of the hose can cause a restriction in the coolant flow. Hoses become soft and/or get cracks after a period of
time. The inside of a hose can deteriorate, and the loose particles of the hose can cause a restriction of the coolant flow.
Refer to Operation and Maintenance Manual, "Hoses and Clamps - Inspect/Replace".
11. Check for a restriction in the air inlet system. A restriction of the air that is coming into the engine can cause high
cylinder temperatures. High cylinder temperatures require higher than normal temperatures in the cooling system. Refer
to Testing and Adjusting, "Air Inlet and Exhaust System - Inspect".
a. If the measured restriction is higher than the maximum permissible restriction, remove the foreign material from
the engine air cleaner element or install a new engine air cleaner element. Refer to Operation and Maintenance
Manual, "Engine Air Cleaner Element - Clean/Replace".
b. Repeat the check for a restriction in the air inlet system.
c. If the measured restriction is still higher than the maximum permissible restriction, check the air inlet piping for
a restriction.
12. Check for a restriction in the exhaust system. A restriction of the air that is coming out of the engine can cause high
cylinder temperatures.
a. Make a visual inspection of the exhaust system. Check for damage to exhaust piping or for a damaged muffler.
If no damage is found, check the exhaust system for a restriction. Refer to Testing and Adjusting, "Air Inlet and
Exhaust System - Inspect".
b. If the measured restriction is higher than the maximum permissible restriction, there is a restriction in the
exhaust system. Repair the exhaust system, as required.
13. Check the water temperature regulator. A water temperature regulator that does not open, or a water temperature
regulator that only opens part of the way can cause overheating. Refer to Testing and Adjusting, "Water Temperature
Regulator - Test".
14. Check the water pump. A water pump with a damaged impeller does not pump enough coolant for correct engine
cooling. Remove the water pump and check for damage to the impeller. Refer to Testing and Adjusting, "Water Pump -
Test".
15. Check the air flow through the engine compartment. The air flow through the radiator comes out of the engine
compartment. Ensure that the filters, air conditioner, and similar items are not installed in a way that prevents the free
flow of air through the engine compartment.
16. Consider high outside temperatures. When outside temperatures are too high for the rating of the cooling system,
there is not enough of a temperature difference between the outside air and coolant temperatures.
17. Consider high altitude operation. The cooling capacity of the cooling system goes down as the engine is operated at
higher altitudes. A pressurized cooling system that is large enough to keep the coolant from boiling must be used.


Cooling System - Test

SMCS Code: 1350-040; 1350-081
This engine has a pressure type cooling system. A pressure type cooling system has two advantages. The cooling system
can be operated in a safe manner at a temperature higher than the normal boiling point (steam) of water.
This type of system prevents cavitation in the water pump. Cavitation is the forming of low pressure bubbles in liquids
that are caused by mechanical forces. The formation of an air pocket or a steam pocket in this type of cooling system is
difficult.
Illustration 83
Boiling point of water
Remember that temperature and pressure work together. When a diagnosis is made of a cooling system problem,
temperature and pressure must be checked. Cooling system pressure will have an effect on the cooling system
temperature. For an example, refer to Illustration 83. This will show the effect of pressure on the boiling point (steam) of
water. This will also show the effect of height above sea level.


burns.

hand.

skin and eyes.
The coolant level must be to the correct level in order to check the coolant system. The engine must be cold and the
engine must not be running.
After the engine is cool, loosen the pressure cap in order to relieve the pressure out of the cooling system. Then remove
the pressure cap.
The level of the coolant should not be more than 13 mm (0.5 inch) from the bottom of the filler pipe. If the cooling
system is equipped with a sight glass, the coolant should be to the proper level in the sight glass.
Test Tools For Cooling System
Table 22
Required Tools
4C-6500 Digital Thermometer 1
8T-2700 Blowby/Air Flow Indicator 1
9S-8140 Pressurizing Pump 1
9U-7400 Multitach Tool Group 1

Illustration 84
4C-4500 Digital Thermometer
The 4C-6500 Digital Thermometer is used in the diagnosis of overheating conditions and in the diagnosis of overcooling
conditions. This group can be used to check temperatures in several different parts of the cooling system. Refer to
Operating Manual, NEHS0554, "4C-6500 Digital ThermometerGroup" for the testing procedure.
Illustration 85
8T-2700 Blowby/Air Flow Indicator
The 8T-2700 Blowby/Air Flow Indicator is used to check the air flow through the radiator core. Refer to Special
Instruction, SEHS8712, "Using the 8T-2700 Blowby/Air Flow Indicator" for the test procedure for checking blowby.
Illustration 86
9U-7400 Multitach
The 9U-7400 Multitach Tool Group is used to check the fan speed. Refer to Operating Manual, NEHS0605, "9U-7400
Multitach Tool Group" for the testing procedure.
Illustration 87
9S-8140 Pressurizing Pump
The 9S-8140 Pressurizing Pump is used to test the filler caps. This pressurizing pump is also used to pressure test the
cooling system for leaks.
Illustration 88
1U-7297 Coolant/Battery Tester or 1U-7298 Coolant/Battery Tester
Check the coolant frequently in cold weather for the proper glycol concentration. Use either the 1U-7297
Coolant/Battery Tester or the 1U-7298 Coolant/Battery Tester in order to ensure adequate freeze protection. The testers
are identical except for the temperature scale. The testers give immediate, accurate readings. The testers can be used for
antifreeze/coolants that contain ethylene or propylene glycol.
Making the Correct Antifreeze Mixtures

Adding pure antifreeze as a makeup solution for the cooling system top-off is an unacceptable practice. Adding pure
antifreeze increases the concentration of antifreeze in the cooling system. This increases the concentration of the
dissolved solids and the undissolved chemical inhibitors in the cooling system. Add the antifreeze and water mixture to
the same freeze protection as your cooling system. The following chart assists in determining the concentration of
antifreeze to use. Refer to Operation and Maintenance Manual, "General Coolant Information".
Table 23
Antifreeze Concentrations
Temperature Concentration
Protection to -15 °C (5 °F) 30% antifreeze and 70% water
Protection to -23 °C (-10 °F) 40% antifreeze and 60% water
Checking the Filler Cap
Table 24
Required Tools
One cause for a pressure loss in the cooling system can be a damaged seal on the radiator filler cap.
Illustration 89
Typical schematic of filler cap
(1) Sealing surface of both filler cap and radiator

burns.
hand.

skin and eyes.
To check for the amount of pressure that opens the filler cap, use the following procedure:
1. After the engine cools, carefully loosen the filler cap. Slowly release the pressure from the cooling system. Then,
remove the filler cap.
Carefully inspect the filler cap. Look for any damage to the seals and to the sealing surface. Inspect the following
components for any foreign substances:
· Filler cap
· Seal
· Surface for seal
Remove any deposits that are found on these items, and remove any material that is found on these items.
2. Install the filler cap on the 9S-8140 Pressurizing Pump.
3. Look at the gauge for the exact pressure that opens the filler cap.
4. Compare the gauge's reading with the opening pressure that is listed on the filler cap.
5. If the filler cap is damaged, replace the filler cap.
Testing The Radiator And Cooling System For Leaks
Table 25
Required Tools
Use the following procedure in order to check the cooling system for leaks:

burns.

hand.

skin and eyes.
1. After the engine is cool, loosen the filler cap slowly and allow pressure out of the cooling system. Then remove the
filler cap from the radiator.
2. Ensure that the coolant level is above the top of the radiator core.
3. Install the 9S-8140 Pressurizing Pump onto the radiator.
4. Take the pressure reading on the gauge to 20 kPa (3 psi) more than the pressure on the filler cap.
5. Check the radiator for leakage on the outside.
6. Check all connection points for leakage, and check the hoses for leakage.
The cooling system does not have leakage only if the following conditions exist:
· You do NOT observe any outside leakage.

· The reading remains steady after five minutes.
The inside of the cooling system has leakage only if the following conditions exist:
· The reading on the gauge goes down.

· You do NOT observe any outside leakage.
Make any repairs, as required.
Test For The Water Temperature Gauge
Table 26
Required Tools
4C-6500 Digital Thermometer 1
or
2F-7112 Thermometer 1
or
5P-2720 Probe Adapter 1
164-2192 Probe Adapter Gp 1

Check the accuracy of the water temperature indicator or water temperature sensor if you find either of the following
conditions:
· The engine runs at a temperature that is too hot, but a normal temperature is indicated. A loss of coolant is found.
· The engine runs at a normal temperature, but a hot temperature is indicated. No loss of coolant is found.
Illustration 90
Location Of The Test Port
Remove the plug (1) from housing (2). Install one of the following thermometers in the open port:
· The 4C-6500 Digital Thermometer

· The 2F-7112 Thermometer
A temperature indicator of known accuracy can also be used to make this check.
Start the engine. Run the engine until the temperature reaches the desired range according to the test thermometer. If
necessary, place a cover over part of the radiator in order to cause a restriction of the air flow. The reading on the water
temperature indicator should agree with the test thermometer within the tolerance range of the water temperature
indicator.


Water Pump - Test

SMCS Code: 1361-081
Table 27
Required Tools
Part Number Description Quantity
6V-7775 Air Pressure Gauge 1
5P-2725 Probe Seal Adapter 1
164-2192 Probe Adapter Gp (1) 1
5P- 4487 Adapter 1
5P-2720 Probe Adapter 1
(2)
164-2192 Probe Adapter Gp 1
(1) If port (1) is used, two tools are required. See the Illustration 91
below.
(2) If port (2) is used, two tools are required. See the Illustration 91
below.
Illustration 91
Pressure test ports for the water pump
(1) Pump outlet pressure (alternate heater supply)
(2) Alternate pump outlet pressure (engine diagnosis)
(3) 2 Ports for the water pump inlet (heater return line)

The pressure rise is the difference between inlet pressure and outlet pressure. The pressure rise indicates if the water
pump operates correctly. Port (1) and Port (2) represent the water pump outlet pressure. Port (3) represents the water
pump inlet pressure.
To measure the pressure rise, compare inlet pressure with outlet pressure. Calculate the difference between the pressure
of the inlet port and the outlet ports. The pressure rise must add up to a minimum of 80 kPa (12 psi) under both of the
following conditions:
· The engine is at operating temperature.

· The engine operates at full load condition.

Piston Ring Groove - Inspect

SMCS Code: 1214-040
The pistons of the engine have a keystone design ring groove. The piston rings are a keystone ring. The 3114 Engine and
the 3116 Engine requires the 4C-8164 Piston Ring Groove Gauge in order to check the top ring groove in the piston.
Refer to the instruction card for correct use of the 4C-8164 Piston Ring Groove Gauge. The 3126 Engine requires the
186-0137 Piston Ring Groove Gauge Gp in order to check the top ring groove in the piston. Refer to the instruction card
for correct use of the 186-0137 Piston Ring Groove Gauge Gp.
Refer to Guideline For Reusable Parts And Salvage Operations, SEBF8049, "Pistons" for more information.


Flywheel Housing - Inspect

SMCS Code: 1157-040
Table 30
Tools Needed
8T-5096 Dial Indicator 1
Face Runout (Axial Eccentricity) of the Flywheel Housing
Illustration 96
8T-5096 Dial Indicator
If you use any other method except the method that is given here, always remember that the bearing clearance must be
removed in order to receive the correct measurements.
1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the face of the flywheel housing.
2. Put a force on the crankshaft toward the rear before the dial indicator is read at each point.
Illustration 97
Checking face runout of the flywheel housing
3. Turn the flywheel while the dial indicator is set at 0.0 mm (0.00 inch) at location (A). Read the dial indicator at
locations (B), (C) and (D).
4. The difference between the lower measurements and the higher measurements that are performed at all four points
must not be more than 0.30 mm (0.012 inch), which is the maximum permissible face runout (axial eccentricity) of the
flywheel housing.
Bore Runout (Radial Eccentricity) of the Flywheel Housing
Illustration 98
1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the bore of the flywheel housing.
Illustration 99
Checking bore runout of the flywheel housing
Illustration 100
2. While the dial indicator is in the position at location (C) adjust the dial indicator to 0.0 mm (0.00 inch). Push the
crankshaft upward against the top of the bearing. Refer to Illustration 100. Write the measurement for bearing clearance
on line 1 in column (C).
Note: Write the measurements for the dial indicator with the correct notations. This notation is necessary for making the
calculations in the chart correctly.
3. Divide the measurement from Step 2 by two. Write this number on line 1 in columns (B) and (D).
4. Turn the flywheel in order to put the dial indicator at position (A). Adjust the dial indicator to 0.0 mm (0.00 inch).
5. Turn the flywheel counterclockwise in order to put the dial indicator at position (B). Write the measurements in the
chart.
6. Turn the flywheel counterclockwise in order to put the dial indicator at position (C). Write the measurement in the
chart.
7. Turn the flywheel counterclockwise in order to put the dial indicator at position (D). Write the measurement in the
chart.
8. Add the lines together in each column.
9. Subtract the smaller number from the larger number in column B and column D. Place this number on line III. The
result is the horizontal eccentricity (out of round). Line III in column C is the vertical eccentricity.
Illustration 101
Graph for total eccentricity
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value
10. Find the intersection of the eccentricity lines (vertical and horizontal) in Illustration 101.
11. If the point of the intersection is in the ACCEPTABLE range, the bore is in alignment. If the point of intersection is
in the NOT ACCEPTABLE range, the flywheel housing must be changed.


Charging System - Test

SMCS Code: 1406-081
The condition of charge in the battery at each regular inspection will show if the charging system is operating correctly.
An adjustment is necessary when the battery is constantly in a low condition of charge or a large amount of water is
needed. A large amount of water would be more than one ounce of water per cell per week or per every 100 service
hours.
When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and components
that are a permanent part of the system. Off-engine testing or bench testing will give a test of the charging unit and
voltage regulator operation. This testing will give an indication of needed repair. After repairs are made, perform a test in
order to prove that the units have been repaired to the original condition of operation.
Test Tools For The Charging System
Table 33
Required Tools
8T-0900 Ammeter 1
6V-7070 Digital Multimeter 1
8T-0900 Ammeter
Illustration 106
8T-0900 Ammeter
The 8T-0900 Ammeter is completely portable. This ammeter is a self-contained instrument that measures electrical
currents without breaking the circuit and without disturbing the conductor's insulation.
The ammeter contains a digital display that is used to monitor current directly within a range between 1 ampere and 1200
amperes. If an optional 6V-6014 Cable is connected between this ammeter and a digital multimeter, current readings can
be viewed directly from the display of the multimeter. This can be accomplished under only one condition:
· the readings are less than 1 ammeter.

A lever opens the ammeter's jaws over a conductor. The conductor's diameter can not be larger than 19 mm (0.75 inch).
The spring loaded jaws close around the conductor for measuring the current. A trigger switch controls the ammeter. The
trigger switch can be locked into the ON position or into the OFF position.
After the trigger has been working and the trigger is turned to the OFF position, the reading appears in the digital display
for five seconds. This accurately measures currents in areas with a limited access. For example, these areas include areas
that are beyond the operator's sight. For DC operation, an ammeter contains a zero control, and batteries inside the
handle supply the power.
Note: Refer to Special Instruction, SEHS8420 for more information about using the 8T-0900 Ammeter.
6V-7070 Digital Multimeter
Illustration 107
The 6V-7070 Digital Multimeter is a hand-held service tool with a digital display, that is completely portable. This
multimeter is built with extra protection against damage in field applications. The multimeter is equipped with 7
functions and 29 ranges. The 6V-7070 Digital Multimeter has an instant ohms indicator. This indicator permits checking
continuity for a fast inspection of the circuits. The multimeter can also be used for troubleshooting capacitors that have
small values.
Note: Refer to Special Instruction, SEHS7734 for complete information for the use of the 6V-7070 Digital Multimeter.
Alternator Regulator
The charging rate of the alternator should be checked when an alternator is charging the battery too much. The charging
rate of the alternator should be checked when an alternator is not charging the battery enough. Refer to the Specifications
Module, SENR3582 in order to find all testing specifications for the alternators and regulators.
No adjustment can be made in order to change the rate of charge on the 24 V alternator regulators. If the rate of charge is
not correct, a replacement of the regulator is necessary.
See Special Instruction, REHS0354, "Charging System Troubleshooting" for the correct procedures to use to test the
charging system. This publication also contains the specifications to use when you test the charging system.
Tightening The Alternator Pulley Nut
Illustration 108
Tools For Tightening The Alternator Pulley Nut
(1) 8T-9293 Torque Wrench
(2) 8S-1588 Adapter (1/2 inch female to 3/8 inch male)
(3) 2P-8267 Socket Assembly
(4) 8H-8517 Combination Wrench (1-1/8 inch)
(5) 8T-5314 Socket
Tighten the nut that holds the pulley with the tools shown. Refer to the Specifications module for the torque.


Pinion Clearance - Adjust

SMCS Code: 1454-025

When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made with the
starting motor removed.
Illustration 110
Connection for checking pinion clearance
Typical example
(1) Connector to the motor
(2) Switch terminal
(3) Ground terminal
1. Install the solenoid without connector (1) from the MOTOR connections (terminal) on the solenoid to the motor.
2. Connect a battery, that has the same voltage as the solenoid, to the "SW" terminal (2).
3. Connect the other side of the battery to connector (3).
4. For a moment, connect a wire from the solenoid connection (terminal), which is marked "MOTOR", to the ground
connection (terminal). The pinion will shift to the crank position and the pinion will stay there until the battery is
disconnected.
Illustration 111
Typical example
(4) Shaft nut
(5) Pinion
(6) Pinion clearance
5. Push the pinion toward the end with the commutator in order to remove free movement.
6. Pinion clearance (6) must be 1.02 ± 0.76 mm (0.04 ± 0.03 inch).
7. In order to adjust the pinion clearance, remove the plug and turn the shaft nut (4).
8. After the adjustment is completed, install the plug over the nut (4) and install the connector (1) between the MOTOR
terminal on the solenoid and the starter motor.


Vibration Damper - Check

SMCS Code: 1205-535
Rubber Vibration Damper (If Equipped)
Illustration 102
Vibration damper and pulley
Typical example
(1) Adapter
(2) Rubber
(3) Damper assembly
(4) Bolt
(5) Crankshaft pulley
The vibration damper is installed on the front of crankshaft. The space in the damper assembly (3) is filled with rubber
(2). The vibration damper limits the torsional vibration.
Replace the damper if any of the following conditions exist:
· The damper is dented or cracked.
· The paint on the damper is discolored from heat.

· There is a large amount of gear train wear that is not caused by lack of oil.
· Analysis of the oil has revealed that the front main bearing is badly worn.
· The engine has had a failure because of a broken crankshaft.
Viscous Vibration Damper (If Equipped)
Illustration 103
Viscous vibration damper
Typical example
(1) Crankshaft pulley
(2) Weight
(3) Case
Damage to the vibration damper or failure of the vibration damper will increase vibrations. This will result in damage to
the crankshaft.
Replace the damper if any of the following conditions exist:
· The damper is dented, cracked, or fluid is leaking from the damper.

· The paint on the damper is discolored from excessive heat.
· The damper is bent.
· The bolt holes are worn or there is a loose fit for the bolts.
· The engine has had a crankshaft failure due to torsional forces.
Inspect the viscous vibration damper
for signs of leaking and for signs of damage to the case. Either of
these conditions can cause the weight to contact the case. This
contact can affect damper operation.


Prepare Calibration Bench for Test Procedure

SMCS Code: 1264-036
Table 5
Required Tools
Part Number Part Description Qty
1U-7326 Governor Calibration Bench 1
Illustration 41
(1) Cover
(2) Plug
(3) Switch
(4) Plug
(5) Drain plug
1. Ensure that switch (3) is in the OFF position. All electrical power to the calibration bench must be disconnected.
2. Check the oil level in the reservoir for the governor test fluid. Remove cover (1) and add clean SAE 10W engine oil to
the reservoir, if necessary. Add the engine oil until the oil level on the indicator inside the reservoir indicates that the
engine oil is at the "2/3 CAL" Mark. Install cover (1).
3. Remove plug (4) and check the oil level in the variable speed drive on the governor calibration bench. If oil does not
flow out of the hole for plug (4), remove plug (2) at the fill port. Add the recommended oil until the oil seeps from the
hole for plug (4). When the correct oil level is obtained, install plugs (2) and (4). Use drain plug (5) in order to drain the
oil from the reservoir. For additional information on the type of oil that is used in a specific variable speed drive, refer to
Table 6.
Table 6
Recommended Oils For The Variable Speed Drive

ARAG Vitam GF-10
B.P. Energol HLP10 or LPT15
ESSO IL2102 or Spinesso 10
GULF Harmondy HLP10 or LPT15
MOBIL Mobilfluid 62 or Velocite
MONSTATO Santotrac 50
SHELL Tellus R10 or Tellus C10
SUN Solnus 55
Note: Do not use engine oil in the variable speed drive on the governor calibration bench. A friction type oil is required.


Installation of Governor on 1U7326 Governor Calibration Bench

SMCS Code: 1264
Table 7
Required Tools
1U-8869 Dial Indicator 1
1U-7326 Governor Calibration Bench 1
1U-7316 Calibration Pin Group 1
6V-6106 Dial Indicator Gp 1
6V-2030 Extension 1
1U-8815 Indicator Contact Point 1
1. Remove the storage cover and the gasket from the front of the reservoir on the governor calibration bench.
Illustration 42
Governor Calibration Bench
(1) Drive coupling
Illustration 43
(2) Inlet fitting for the fuel transfer pump
(3) Outlet fitting for the fuel transfer pump
(4) Fitting for the fuel ratio control
(5) Inlet fitting for the fuel transfer pump from the fuel filter base
2. Remove the large O-ring seal from the front of the governor. Align the drive coupling on the calibration bench with
the governor drive gear by rotating the governor until the two drive pins in drive coupling (1) engage with the governor
drive gear.
3. When the drive pins engage with the governor drive gear, rotate the governor in order to align the mounting holes in
the governor housing with the mounting holes in the governor calibration bench.
4. To fasten the governor to the calibration bench, use the same bolts and washers that are used to fasten the governor to
the engine. If the governor mounting bolts are not available, use three 6V-5218 Bolts with three 9M-1974 Hard Washers.
5. Install fittings (2), (3), and (5) in the governor. Install fitting (4) if the governor is equipped with a fuel ratio control.
Note: Step 6 is optional. If the governor calibration bench can successfully perform the entire procedure, then the fuel
transfer pump can remain in position on the governor.
6. Remove the fuel transfer pump from the governor housing. Refer to the Disassembly and Assembly, "Governor
(Type) - Disassemble" section in this manual for additional information.
Illustration 44
(6) Line from the fuel transfer pump
(7) Line to the sump
(8) Pressure line from the filter base
7. Connect line (7) from the sump to fitting (3) for the fuel transfer pump outlet.
8. Connect line (8) from the filter base to fitting (5) for the oil inlet on the governor.
9. Connect line (6) from the fuel transfer pump to fitting (2) for the inlet fitting of the fuel transfer pump.
10. If the governor is equipped with a fuel ratio control, connect a regulated air supply (hand pump or squeeze pump) to
the fuel ratio control. Turn on the regulated air supply in order to pressurize the fuel ratio control.
Note: A regulated air supply of 140 to 210 kPa (20 to 30 psi) must be used to avoid damage to the fuel ratio control.
11. Install the pressure gauge that is supplied with the governor calibration bench on the quick disconnect fitting on the
filter housing for the lubricating oil.
Note: Ensure that the fuel shutoff solenoid is latched in the RUN position. To latch the fuel shutoff solenoid in the RUN
position, refer to the Systems Operation, "Fuel Shutoff Solenoid" topic in this manual. If the fuel shutoff solenoid is a
nonlatching solenoid, remove the fuel shutoff solenoid with a 9U-5120 Spanner Wrench and plug the opening.
Illustration 45
(9) Oil collector cup
(10) Bracket
12. Install oil collector cup (9). Remove bracket (10) from the storage location and install bracket (10) on the calibration
bench, as shown.
Illustration 46
(9) Oil collector cup
(11) Throttle lever
(12) Lever
(13) Typical example of a calibration pin
Illustration 47
(14) Clevis pin
13. Install lever (12) on throttle lever (11). Turn throttle lever (11) clockwise in order to move clevis pin (14) away from
the governor housing. This movement will permit calibration pin (13) to be installed.
14. Remove the collar from calibration pin (13). Insert the calibration pin through the hole in oil collector cup (9) then
into clevis pin (14) of the governor output shaft.
15. Slide the collar over the end of calibration pin (13) until the calibration pin contacts clevis pin (14).
Illustration 48
(12) Lever
(15) Spring
(16) Base
16. Connect one end of spring (15) to the hole in lever (12). Connect the other end of spring (15) to the hole in base (16)
for the tachometer.
17. Connect the test bench to an electrical outlet.
18. Turn the switch for the pump to the ON position in order to start the lubricating oil pump. The pressure of the
lubricating oil should stabilize at 205 to 275 kPa (30 to 40 psi).
Note: When the oil pressure is stabilized and the throttle lever is held in the high idle position by spring (15), calibration
pin (13) should be in contact with the governor housing.
Note: When a governor that has been previously adjusted is being checked, calibration pin (13) must contact the
governor housing. If calibration pin (13) does not contact the governor housing, the governor must be completely
readjusted. Refer to the Testing and Adjusting, "Governor (Type) - Adjust" section in this manual.
Illustration 49
Typical example of the load stop adjustment screw on Type I, Type II, Type III and Type IV Governors
(17) Load stop adjustment screw
Illustration 50
Typical example of the load stop adjustment screw on Type V, Type VI and Type VII Governors
19. If calibration pin (13) does not contact the governor housing during the adjustment of a new governor or a rebuilt
governor, use a 1U-6672 Rack Adjusting Wrench to turn load stop adjustment screw (17) until calibration pin (13)
contacts the governor housing.
Illustration 51
(10) Bracket
(15) Spring
(18) 6V-6106 Dial Indicator Gp
(19) Screw
20. Place the 1U-8815 Indicator Contact Point on the stem of the 6V-6106 Dial Indicator Gp (18). Install dial indicator
(18) into bracket (10). Adjust the position of bracket (10) so that the contact point on the dial indicator stem is positioned
in the center of the clevis pin.
21. Refer to the TMI data for the governor test bench in order to determine the load stop settings for the governor. If the
governor load stop settings are 9.00 mm or higher, refer to the Testing and Adjusting, "Setting the Governor Load Stop
Dimension for More Than 9.00 mm" topic in this manual.
Note: The calibration dimension is the reference point for all other adjustments that are performed on the calibration
bench. The calibration dimension is normally 8.00 mm (0.315 inch). The initial calibration dimension must be correct. If
a governor load stop setting of 9.00 mm (0.354 inch) or greater is required, an alternate calibration method must be
performed in order to allow the dial indicator to read the extra travel.
22. Adjust the position of dial indicator (18) on bracket (10) so that the dial indicator reads 8.00 mm (0.315 inch).
Tighten screw (19) in order to lock the dial indicator in position. Check the adjustment dimension and adjust the dial
indicator, if necessary.
23. When the dial indicator remains at the 8.00 mm (0.315 inch) dimension, rotate the throttle lever clockwise toward the
low idle position. Remove calibration pin (13) and the collar.
24. Turn the switch on the pump to the OFF position.
Note: For previously adjusted governors or for field return governors that need to be checked, refer to the appropriate
Testing and Adjusting, "Governor (Type) - Check" section of this manual.
Note: If a new governor or a rebuilt governor requires a change of the settings, refer to the appropriate Testing and
Adjusting, "Governor (Type) - Adjust" section of this manual.


Governor (Type VII) - Adjust

SMCS Code: 1264-025
Table 15
Required Tools
1U-7431 Adjusting Tool 1
1. Install the governor on the governor calibration bench. Refer to the Testing and AdjustingGovernor Calibration
Bench, "Installation of Governor On 1U-7326" section of this manual for more information.
2. Verify the position of the throttle lever. Refer to the Testing and Adjusting, "Throttle Lever Orientation (Types IV, V,
VI, VII, and Some III) - Check" section of this manual for more information.
3. If the throttle lever was positioned properly, proceed with Step 4. If the throttle lever was not positioned properly,
refer to the Testing and Adjusting, "Throttle Lever (Types IV, V, VI, VII, and Some III) - Install" section in this manual
for more information.
Illustration 81
Dual Horsepower Mechanism (Type VII)
(1) Setscrew
(2) Oil gallery
(3) Seal
(4) Spring
(5) Piston Assembly
(6) Valve cavity
Illustration 82
(A) Access hole
(7) Hole for the adjusting tool
Note: Do not connect an oil supply line to the dual horsepower mechanism when the following procedure is performed.
Make sure that the setscrew for the dual horsepower mechanism is removed.
4. Thread the adjusting tool into hole (7) that is for the dual horsepower setscrew (1). The low horsepower setting will be
fully engaged when the setscrew bottoms out in hole (7).
5. Remove the plug from access hole (A) for the load stop. Loosen the low idle adjustment screw. Loosen the throttle
stop adjustment screw. Both screws should be backed out so the end of the screw is not extending past the face of the
governor housing.
6. Connect the spring that holds the throttle against the throttle stop.
7. Use a 1U-7299 Rack Adjusting Wrench and a 1U-7300 Hex Wrench to loosen the adjustment screw for the load stop.
Loosen the adjustment screw for the load stop until the screw is backed out completely.
8. Turn the power switch on the calibration bench to the ON position.
9. Adjust the speed of the calibration bench to the "LOAD STOP ADJ" rpm that is specified in the TMI. Check the
output dimension for the "LOAD STOP ADJ" that is specified in the TMI.
10. Tighten the locknut on the adjustment screw for the load stop and check the "LOAD STOP ADJ" dimension again.
11. Increase the speed of the calibration bench by a minimum of 100 rpm. Then reduce the speed back to the original
"LOAD STOP ADJ" rpm. Check the output dimension for the "LOAD STOP ADJ" again. If the dimension is not within
the tolerance that is specified in the TMI, repeat Step 9.
12. Adjust the speed of the calibration bench to the "FUNC CHECK #2" rpm that is specified in the TMI. Output must
be within specifications.
13. Remove the 1U-7431 Adjusting Tool from the dual horsepower mechanism and install the dual horsepower setscrew.
14. Use a 1U-7299 Rack Adjusting Wrench and a 1U-7300 Hex Wrench to loosen the high horsepower setscrew. Loosen
the high horsepower setscrew until the screw is backed out completely.
15. With the governor in high horsepower mode, complete all of the other governor adjustments. These adjustments
include the high horsepower setscrew adjustment, the low idle screw adjustment, and the throttle stop screw adjustment.
Refer to the Testing and Adjusting, "Governor (Type VII) - Adjust" section for the adjustment procedures.
Note: Do not adjust the low horsepower setscrew during the high horsepower adjustment procedures. If the low
horsepower setscrew is adjusted, the high horsepower setscrew will also need to be adjusted.


Setting the Governor Load Stop Dimension for More Than 9.00 mm
SMCS Code: 1264-025
Note: Use the 6V-6106 Dial Indicator Gp to set the load stop output dimension when you bench test a governor. It is
possible for the 6V-6106 Dial Indicator Gp to have insufficient travel if the standard procedure is used to set the load
stop output dimension. A load stop dimension that is greater than 9.00 mm (0.354 inch) can occur on some Generator Set
Engines, Standby Generator Set Engines and Marine Engines. The 6V-6106 Dial Indicator Gp has adequate travel for the
testing procedure if one of the following steps are followed.
In order to set the load stop dimension to more than 9.00 mm (0.354 inch), use one of the following two procedures:
Using the 6V-6106 Dial Indicator Gp With A Reduced Calibration

Dimension
Table 8
Required Tools
6V-6106 Dial Indicator Gp 1
1. Adjust the position of the dial indicator on the indicator bracket so that the dial indicator reads 6.00 mm (0.236 inch).
Refer to the appropriate Steps in the Testing and AdjustingGovernor Calibration Bench, "Installation of Governor on
1U-7326" section in this manual for more information. Tighten the locking screw on the dial indicator in order to lock
the dial indicator in position.
The 6.00 mm (0.236 inch) dimension now becomes the reference point for all other adjustments made on the calibration
bench. All of the other governor output dimensions must be reduced by 2.00 mm (0.079 inch) since the 6.00 mm (0.236
inch) reference point is 2.00 mm (0.079 inch) less than the 8.00 mm (0.315 inch) reference point using this modified
method.
Using the Programmable 1U-8869 Dial Indicator
Table 9
Required Tools

6V-2030 Extension 1
1. Turn on the dial indicator and set the dial indicator to reverse mode. Set the dial indicator to reverse mode by pressing
the "+/-" button so that the dash (-) appears in the display under the "REV" heading. This setting will allow the dial
indicator to display lower values as the stem is pushed in.
2. Preset the dial indicator to 8.00 mm (0.315 inch). The procedure for presetting the dial indicator is described in the
operation manual for the dial indicator.
3. Install the extension and the contact point on the dial indicator.
4. Install the 1U-7316 Calibration Pin Group in the governor output clevis. Hook up the throttle spring so that the
calibration pin is held tightly against the governor calibration face. The spring will hold the throttle in the high idle
position.
5. Connect the test bench to an electrical outlet.
6. Turn the switch for the pump to the ON position.
7. Press the red "zero" button on the dial indicator and insert the dial indicator into the bracket on the calibration bench.
8. After the tip of the dial indicator contacts the governor output clevis pin, continue to slide the dial indicator into the
indicator bracket. When the dial indicator reads -3.00 to -2.75 mm (-0.118 to -0.108 inch), lock the dial indicator in
position with the setscrew. This step will ensure proper travel of the dial indicator.
9. Push the "preset" button on the dial indicator twice. The dial indicator should read 8.00 mm (0.315 inch).
10. Actuate the throttle in order to ensure that the 8.00 mm (0.315 inch) reference point has not changed.
11. Remove the calibration pin from the governor output clevis and proceed with the desired checking or the desired
adjusting procedures.


Governor (Types I, II, IV, and V) - Check

SMCS Code: 1264-535
Note: The following information is a functional description of the different governor test points. The governor test points
pertain to most governor applications. The "FUNC CHECK" settings were given generic terms in order to allow some
flexibility in providing for unknown requirements.
"LOAD STOP ADJ" - Load stop adjustment. Limit of the governor output at a rated engine speed
"THROT STOP ADJ" - An approximation of the high idle setting on the engine
"FRC ADJ" - Adjustment for the fuel ratio control (The FRC setting is regulated by emission laws)
"LOW IDLE ADJ" - Low idle adjustment
"FUNC CHECK #1" - Output of the governor at low idle and at high idle with the throttle stop backed out.
"FUNC CHECK #2" - Rated output of the governor after setting the throttle stop
"FUNC CHECK #3" - Rated output at Peak Torque (verifies proper torque cam)
"FUNC CHECK #4" - Low idle lug absolute output value
"FUNC CHECK #5" - Low idle lug change in output
Note: The preload dimension that is stated in the technical marketing information (TMI) should only be used as a
reference. The manufacturer of the governor is not required to meet the specification. The number of governor spring
shims is determined by the governor test bench calibration. Governor spring shims are added in order to increase the
tension on the high idle screw. Governor spring shims are removed in order to meet the function of low idle lug
specification. If you are rebuilding the governor, the reference for the governor spring preload dimension is a good
starting point.
The following procedures are used to functionally check a governor without removing the cover lug or the seal from the
throttle stop. This "check" is intended as an aid to determine if a governor is functioning correctly.
Use the following procedure if an engine performance complaint occurs and the suspected cause is the governor. The
Testing and Adjusting, "Governor (Type) - Adjust" procedure would be used if the governor did not pass the Testing and
Adjusting, "Governor (Type) - Check" procedure.
1. Install the governor on the calibration bench. Refer to the Testing and AdjustingGovernor Calibration Bench,
"Installation Of Governor On 1U-7326" section in this manual.
2. Connect the test bench to an electrical outlet. Turn the tachometer ON.
3. Turn the switch on the test bench to the ON position.
Do not turn the speed control knob unless the test bench is running.
Damage to the variable speed drive may result. Except in the event
of an emergency, the speed control knob should always be returned
to the slowest rpm setting before the calibration bench is turned off.
4. Turn the control knob for the governor speed counterclockwise to the slowest speed. Inspect all of the fluid
connections for leakage. Perform any necessary repairs.
Note: Always approach a specified rpm setting from a minimum of 100 rpm above the rpm that is required. This will
ensure that the test readings are consistent for the entire test procedure.
All specifications for the governor adjustment procedure are in the Technical Marketing Information (TMI). If you are
checking a previously adjusted governor, the tolerance (±) factor should be doubled. The tolerance factor should be
referred to as an expanded tolerance.
As an example, if a tolerance in the specifications is listed as ± 0.05 mm (± 0.0020 inch), then the expanded tolerance for
this checking procedure would be increased to ± 0.10 mm (± 0.0039 inch). This expanded tolerance will not be listed in
the specifications. The tolerance must be calculated by the operator of the governor calibration bench.
Illustration 52
(2) Throttle stop adjustment screw
5. If the governor is equipped with a fuel ratio control (FRC), connect a regulated air supply (a hand pump or a squeeze
pump) to the fuel ratio control.
A regulated air supply of 140 to 210 kPa (20 to 30 psi) must be used
to avoid damage to the fuel ratio control.
6. Adjust the speed of the calibration bench to the specified load stop rpm. Slowly move the throttle to the low idle
position. Slowly move the throttle back to the throttle stop. Do not move the throttle again during this checking
procedure.
7. The output dimension should be within the expanded tolerance dimension in "FUNC CHECK #2" of the TMI data.
Note: If the governor is not equipped with a fuel ratio control, proceed to Step 11. For those governors that contain a fuel
ratio control, continue with Step 8.
8. Ensure that the air pressure that is going to the fuel ratio control is turned OFF. Any air pressure that may have
inadvertently been applied to the fuel ratio control must be removed. Disconnect the air supply hose, if necessary, in
order to purge any air that may be trapped in the line.
9. Adjust the speed of the calibration bench to the specified rpm for the fuel ratio control.
10. Apply regulated air pressure to the fuel ratio control for approximately three seconds. Purge the air pressure. Rotate
the throttle lever from the throttle stop to the low idle position and hold the throttle at low idle for approximately three
seconds. Return the lever to the full throttle position. The output dimension should be within the expanded tolerance
band for the specified dimension of the fuel ratio control.
Note: For the remainder of the test, the air supply to the fuel ratio control must be on.
11. Adjust the speed of the calibration bench to the rpm that is specified in "FUNC CHECK #3". The output dimension
should be within the expanded tolerance dimension.
12. Adjust the speed of the calibration bench to the specified "THROT STOP ADJ" rpm that is specified in the TMI.
Wait for one minute in order for the output dimension to be within the expanded tolerance dimension for "THROT
STOP ADJ". If the output dimension is still changing, you may need to wait longer.
The governor is operating correctly and the governor can be used again without any adjustment if the performance of the
governor is acceptable according to the tolerance checks. If the governor fails the fuel ratio control dimension check, the
dimension can be reset and the governor can still be used without any further adjustments. Refer to the Testing and
Adjusting, "Governor (Type) - Adjust" section in this manual. If an adjustment is made, the standard specification
tolerance is applicable and the expanded tolerance is not applicable.
If the governor fails any of the other dimension checks, proceed with Step 13.
13. It may be necessary to adjust throttle stop adjustment screw (2) during the factory dynamometer load testing in order
to provide the correct engine "FULL LOAD RPM". This is due to slight variations in other engine components. The
throttle stop adjustment may be correct for a particular engine, except when the governor is tested separately. The
governor may be outside of the expanded tolerance for the "THROT STOP ADJ" that is specified in the TMI. Refer to
Step 15 for additional information on the "THROT STOP ADJ".
The output dimension that is checked in Step 12 is considered to be the correct dimension when the following conditions
exist:
· The governor that was tested must be installed on the original engine.
· The governor must have the original lockwire and tamper resistant seal that is fastened to the throttle stop.
· The engine must still have the same fuel injectors and the same fuel setting dimension.
If the governor meets all three of the above conditions, use the following procedure to check the functions of the
governor. Begin with Step 14. In all other instances, use the settings that are specified in the TMI. Other settings will
have an unknown effect on the performance of the governor.
14. Increase the speed of the calibration bench until the output dimension goes to zero. Decrease the speed on the
calibration bench until the output dimension is less than the throttle stop output dimension by 1 mm (0.039 inch).
Wait until the output dimension is stabilized.
15. Slowly reduce the speed on the calibration bench until the output dimension for the "THROT STOP ADJ" that is
specified in the TMI is reached. Wait until the reading stabilizes. The throttle stop output dimension speed may be higher
or lower than the specified rpm. Record the throttle stop output dimension speed. This rpm should be within ± 100 rpm
of the specified "THROT STOP RPM".
Note: If the speed that was recorded is within the ± 100 rpm, proceed to Step 16. If the speed that was recorded is not
within the ± 100 rpm, the governor should be completely readjusted. Refer to the Testing and Adjusting, "Governor
(Type) - Adjust" procedure in this manual.
16. Remove the lockwire and the tamper resistant seal on the throttle stop adjustment screw. Turn the throttle stop
adjustment screw counterclockwise.
17. Adjust the speed of the calibration bench to the specified "LOAD STOP ADJ" rpm. The output dimension should be
within the expanded tolerance.
If the output dimension for the "LOAD STOP ADJ" is correct and the governor meets the requirements that were
established in Step 13, perform Step 18.
If the governor does not meet these requirements, the adjustment procedure should be performed again. Refer to the
Testing and Adjusting, "Governor (Type) - Adjust" section in this manual.
18. Adjust the speed of the calibration bench to the speed that was recorded in Step 15 of this procedure. Adjust throttle
stop adjustment screw (2) in order to obtain the specified throttle stop output dimension.
Tighten the locknut on the adjustment screw. Check the output dimension again.
19. Increase the speed of the calibration bench by at least 100 rpm. Reduce the speed of the calibration bench back to the
speed that was recorded in Step 15 of this procedure. Check the throttle stop output dimension again.
If the dimension is not within expanded tolerance, perform Step 18 again.
20. Reduce the speed of the calibration bench to the lowest setting. Turn the switch to the OFF position. The tachometer
will turn off automatically after a short period of time.
21. After the governor has been installed on the engine and the low idle speed has been adjusted, seal the throttle
adjustment screw with the lockwire and the tamper resistant seal.


Throttle Lever Orientation (Types IV, V, VI, VII, and Some III) - Check
SMCS Code: 1264-535
Table 16
Required Tools
The following instructions will ensure the proper orientation between the throttle lever and the throttle shaft for Type IV,
Type V, Type VI, Type VII and some Type III Governors.
A major feature that originated with the Type IV governor is the fact that the throttle lever is pressed onto the throttle
shaft while the governor is running on the calibration bench. This change was made in order to help compensate for a
stackup of internal tolerances in the governor, which sometimes made governor calibration difficult. Proper orientation
of the throttle lever is important so the governor will pass the calibration procedure. Proper orientation of the throttle
lever is also important so the governor will properly interface with the linkage during installation. Some linkage
adjustment may still be necessary.
Note: This procedure should be performed whenever a Type IV or Type V governor has had servicing or replacement of
internal components. This procedure checks the orientation of the throttle lever. If the orientation is not correct, a new
throttle lever must be installed with the correct orientation. If the governor has already been adjusted and the governor is
being placed on the calibration bench only to check the settings, this procedure is unnecessary. Go directly to the Testing
and Adjusting, "Governor (Type) - Check" section in this manual.
1. Install the governor on the 1U-7326 Governor Calibration Bench. For information on installing the governor on the
governor calibration bench, refer to the Testing and AdjustingGovernor Calibration Bench, "Installation Of Governor On
1U-7326" section in this manual.
Illustration 83
(1) Throttle stop
2. Back out throttle stop screw (1).
Illustration 84
(2) Calibration pin
3. Install calibration pin (2) and calibrate the output indicator. Refer to the Testing and AdjustingGovernor Calibration
Bench, "Installation Of Governor On 1U-7326" section in this manual for additional information.
4. Read the governor output position while the throttle lever is in the full throttle position and the bench is running at the
"THROT LEV PRESS" rpm.
Note: The throttle lever should be rotated counterclockwise and the radius on the throttle lever should be touching the
rear face of the housing. The "THROT LEV PRESS" rpm is specified in the TMI.
5. If the governor output position is within the range that is specified in the TMI for "THROT LEV PRESS", the throttle
lever is already in the correct position. Proceed to the Testing and Adjusting, "Governor (Type) - Adjust" section in this
manual to adjust the governor.
6. If the governor output position is not within the range that is specified in the TMI, the throttle lever must be removed
and a new throttle lever must be installed with the correct orientation. Refer to the Testing and Adjusting, "Throttle
Lever (Types IV, V, VI, VII, and Some III) - Remove" and the Testing and Adjusting, "Throttle Lever (Types IV, V, VI,
VII, and Some III) - Install" section in this manual. This procedure checks the orientation of the throttle lever. If the
orientation is not correct, a new throttle lever must be installed with the correct orientation.


Governor (Type III) - Check

SMCS Code: 1264-535
The following procedures are used in order to functionally check a Type III governor. The housing cover plug and the
seal for the throttle stop do not need to be removed. This check is intended as an aid to determine if a governor is
functioning correctly.
1. Install the governor on the governor calibration bench. Refer to the Testing and AdjustingGovernor Calibration
Bench, "Installation Of Governor On 1U-7326" section in this manual for installation procedures.
Note: The load stop is set higher than 9.00 mm (0.354 inch) and the calibration must be set. Refer to the Testing and
Adjusting, "Setting the Governor Load Stop Dimension For More Than 9.00 mm" section in this manual.
Note: Follow all of the operating procedures for the governor calibration bench that are specified in the procedure for
checking other types of governors.
All specifications for the governor adjustment procedure are in the Technical Marketing Information (TMI). When you
check a previously adjusted governor, the tolerance (±) factor must be doubled. This will be referred to as an expanded
tolerance.
2. Adjust the speed of the calibration bench to the LOAD STOP rpm that is specified in the TMI. Slowly move the
throttle to the LOW IDLE position and back to the THROTTLE STOP position. Do not move the throttle again during
this checking procedure.
3. Check the governor output dimension. The governor output dimension should be within the expanded tolerance
dimension in "FUNC CHECK #2" of the TMI.
4. Adjust the speed of the calibration bench to the "THROT STOP ADJ" rpm from the TMI. Wait for one minute in
order for the output dimension to be within the "THROT STOP ADJ" expanded tolerance dimension. If the output
dimension is still changing, you may need to wait longer.
The governor is operating correctly and the governor can be used again without any adjustment if the performance of the
governor is acceptable according to the tolerance checks.
If the governor fails any of the above tests, follow the procedures toward the end of the checking procedure for the other
types of governors in the Testing and Adjusting, "Governor (Types I, II, IV, and V) - Check".


Governor (Type VI) - Check

SMCS Code: 1264-535
Table 10
Required Tools
The following procedures are used in order to functionally check a Type VI governor. The housing cover plug and the
functioning correctly. Use the following steps to check the governor.
Note: The Type VI governor is similar to the Type V governor. An additional assembly has been added to the Type VI
governor in order to create the Dual Horsepower feature.
1. Install the governor on the calibration bench. Refer to the Testing and Adjusting, "Installation Of Governor On
1U7326 Governor Calibration Bench" section in this manual.
Note: Do not install an oil supply to the Dual Horsepower mechanism. The oil supply is not needed to check the
governor.
2. To check the High Horsepower, proceed with the checking procedure for the Type V governor. Refer to the Testing
and Adjusting, "Governor (Types I, II, IV, And V) - Check" section in this manual.
3. To check the Low Horsepower setting, proceed with Step 4.
Illustration 53
(1) 1U-7431 Adjusting Tool
4. Remove the threaded plug from the dual horsepower adjustment port.
5. Install 1U-7431 Adjusting Tool (1) into the dual horsepower adjustment port. This will actuate the Low Horsepower
setting.
Note: Thread Tool (1) into the housing until the Tool bottoms out. This will ensure that the Low Horsepower feature is
fully engaged.
6. Adjust the calibration bench to the "LOAD STOP ADJ" rpm that is specified in the TMI. Slowly move the throttle to
the "LOW IDLE ADJ" position and back to the "THROT STOP ADJ" position. Do not move the throttle again during
7. Check the governor output dimension. The governor output dimension should be within the "DUAL POWER STOP
ADJ" dimension.
Note: The governor is operating correctly and the governor can be used again without any adjustment if the performance
of the governor is acceptable according to the tolerance checks.
Note: If the governor fails any of the above tests, follow the procedures toward the end of the checking procedure in the
Testing and Adjusting, "Governor (Type V) - Adjust".
Note: If the governor fails only the Low Horsepower test, follow the procedures in the Testing and Adjusting, "Governor
(Type VI) - Adjust" section of this manual.


Governor (Type VII) - Check

SMCS Code: 1264-535
The following procedures are used in order to functionally check a Type VII governor. The housing cover plug and the
functioning correctly. Use the following steps to check the governor.
Note: The Type VII governor is similar to the Type VI governor.
1. Install the governor on the calibration bench. Refer to the Testing and AdjustingGovernor Calibration Bench,
"Installation Of Governor On 1U-7326" section in this manual.
Note: Do not install an oil supply to the Dual Horsepower mechanism. The oil supply is not needed to check the
governor.
2. To check the High Horsepower, proceed with the checking procedure for the Type V governor. Refer to the Testing
and Adjusting, "Governor (Type I, II, IV, and V) - Check" section in this manual.
3. To check the Low Horsepower setting, proceed with Step 4.
Illustration 54
(1) Dual horsepower setscrew assembly
4. Remove the dual horsepower setscrew assembly (1). The dual horsepower setscrew assembly consists of the cover, a
setscrew, a nut, and a setscrew plug.
Note: If the governor is disassembled past this point, the governor may need to be reset.
5. Manually push in the old piston assembly in order to activate the low horsepower setting.
Note: Push in the piston assembly until the piston bottoms out in order to engage the Low Horsepower setting.
6. Adjust the calibration bench to the "LOAD STOP ADJ" rpm that is specified in the TMI. Slowly move the throttle to
the "LOW IDLE ADJ" position and back to the "THROT STOP ADJ" position. Do not move the throttle again during
7. Check the governor output dimension. The governor output dimension should be within the "DUAL POWER STOP
ADJ" dimension.
8. Reinstall dual horsepower setscrew assembly (1).
Note: The governor is operating correctly and the governor can be used again without any adjustment if the performance
of the governor is acceptable according to the tolerance checks.
Note: If the governor fails any of the High Horsepower tests, proceed to the Testing and Adjusting, "Governor (Type V)
- Adjust" section in this manual.
Note: If the governor fails only the Low Horsepower test, proceed to the Testing and Adjusting, "Governor (Type VII) -
Adjust" section of this manual.


Governor (Types I, II, and Some III) - Adjust

SMCS Code: 1264-025
Table 11
Required Tools
1U-6673 Wrench 1
1U-5548 Combination Wrench 1
6V-6106 Dial Indicator 1
6V-2030 Extension 1
The following procedures are used in order to adjust Type I, Type II, and some Type III governors after the governors
have been assembled. There are certain governor adjustments that must be made during governor assembly. Refer to the
Testing and Adjusting, "Governor (Type) - Assemble" section in this manual.
1. Install the governor on the 1U-7326 Governor Calibration Bench. Refer to the Testing and AdjustingGovernor
Calibration Bench, "Installation Of Governor On 1U-7326" section in this manual.
Note: If the governor is equipped with a fuel ratio control, a regulated air supply of 140 to 210 kPa (20 to 30 psi) must
be connected to the fuel ratio control during the adjusting procedure.
2. Remove the plug from the access hole. To remove this plug, use a hammer and a punch to pierce the center of the
plug. Then use a suitable tool to remove the plug from the bore.
Illustration 55
(1) Spring
(3) Low idle adjustment screw
3. Loosen low idle adjustment screw (3). Loosen throttle stop adjustment screw (2). Both screws should be backed out so
the end of the screw is not extending past the face of the housing.
4. Connect spring (1) to the test bench and to the throttle in order to hold the throttle against the throttle stop.
5. Use a 1U-6672 Rack Adjusting Wrench to loosen load stop adjustment screw (4). Loosen the load stop adjustment
screw until the end of the screw is even with the face of the governor housing.
Illustration 56
(5) Tachometer
(6) Speed control knob
6. Connect the test bench to a 240 V electrical outlet. Turn on tachometer (5).
7. Turn the switch for the test bench to the ON position.
8. Turn speed control knob (6) in the counterclockwise (CCW) direction to the slowest speed. Check all fluid
connections for leaks. If leaks are found, perform any necessary repairs.
Note: If any of the adjustments for the function checks cannot be performed during the governor setting procedure, stop
the procedure and inspect the governor for possible problems.
Note: All specifications for the governor adjustment procedure are in the Technical Marketing Information (TMI). If no
values are listed in the specifications for a particular functional test, proceed to the next step in the test.
Note: The tolerances that are found in the "Governor Performance Data" are applicable to all of the governor
adjustments. The Expanded Tolerance Band that is referred to in the governor checking procedure is applicable to
rechecking a governor that has been previously adjusted.
Illustration 57
(1) Spring
9. Adjust the speed on the calibration bench to the "LOAD STOP ADJ" rpm that is specified in the TMI. Adjust load
stop adjustment screw (4) to the output dimension that is specified in the TMI.
10. Tighten the locknut for load stop adjustment screw (4) and check the output dimension again.
11. Increase the speed on the calibration bench by at least 100 rpm. Reduce the speed on the calibration bench back to
the "LOAD STOP ADJ" rpm that is specified in the TMI. Check the output dimension again.
12. If the dimension is not within the "RECHECK TOL" that is specified in the TMI, repeat Step 9.
13. Adjust the speed on the calibration bench to the "FUNC CHECK #1" rpm that is specified in the TMI. The output
dimension must be a maximum of 0.0 mm (0.00 inch).
If the output dimension is more than 0.0 mm (0.00 inch), the bearing block assembly must be repositioned. Move the
bearing block assembly toward the riser shaft approximately 0.5 mm (0.02 inch). Refer to the Disassembly and
Assembly, "Governor (Type) - Disassemble" and Disassembly and Assembly, "Governor (Type) - Assemble" procedures
in this manual. Return to Step 9 after installation.
Illustration 58
14. Adjust the speed on the calibration bench to the "THROT STOP ADJ" rpm that is specified in the TMI. Adjust
throttle stop adjustment screw (2) in order to obtain the output dimension for the "THROT STOP ADJ". Tighten the
locknut for throttle stop adjustment screw (2) and check the output dimension again.
If the output dimension for the "THROT STOP ADJ" cannot be obtained due to a low output dimension, it will be
necessary to move the bearing block assembly away from the riser shaft approximately 0.5 mm (0.02 inch). This will
increase the adjustments that are capable for the output dimension. Refer to the Disassembly and Assembly, "Governor
(Type) - Disassemble" and Disassembly and Assembly, "Governor (Type) - Assemble" procedures in this manual.
Return to Step 9 after installation of the bearing block assembly.
Note: After adjustment, at least 2.0 mm (0.08 inch) of the throttle stop screw should extend past the housing surface.
This will enable the high idle to be set with the governor on the engine.
15. Increase the speed on the calibration bench by a minimum of 100 rpm. Then reduce the speed back to the original
"THROT STOP ADJ" rpm. Check the output dimension for the "THROT STOP ADJ".
If the output dimension is not within the specification that is specified in the TMI, repeat Step 14.
dimension must be within specifications. If the output dimension is not within specifications, repeat Steps 10 through 15.
dimension must be within specifications. If the output dimension is not within specifications, inspect the torque cam for
wear or damage. Make sure that the correct torque cam is installed on the governor. Refer to the Disassembly and
Assembly, "Governor (Type) - Disassemble" and Disassembly and Assembly, "Governor (Type) - Assemble" sections in
this manual for additional information on the torque cam.
Note: If the governor is not equipped with a fuel ratio control, proceed to Step 21. If the governor is equipped with a fuel
Illustration 59
(7) Fuel ratio control adjustment screw
18. If the governor is equipped with a fuel ratio control, purge the air pressure to the fuel ratio control. Adjust the speed
on the calibration bench to the "FRC ADJ" rpm that is specified in the TMI. Adjust fuel ratio control adjustment screw
(7) in order to obtain the dimension that is specified. Tighten the locknut for fuel ratio control adjustment screw (7).
19. Apply regulated air pressure to the fuel ratio control for approximately three seconds. Purge the air pressure. Snap
the throttle lever to the throttle stop and back to low idle. Hold the throttle lever at the low idle position for
approximately three seconds. Return the throttle lever to the throttle stop. Check the output dimension for the "FRC
ADJ". If the output dimension is not within the specification that is specified in the TMI, adjust the output dimension
again and repeat this Step.
20. For the remainder of the test, the air supply to the fuel ratio control must be on.
Illustration 60
(A) Fuel transfer pump outlet
(B) Access hole
(1) Spring
(8) Pressure gauge
(9) Inlet line
21. Remove spring (1) that connects the throttle lever to the base of the tachometer. This will permit the throttle lever to
contact the governor housing in the low idle position.
22. Adjust the speed of the calibration bench to the "LOW IDLE ADJ" rpm that is specified in the TMI. Adjust low idle
adjustment screw (3) in order to obtain the output dimension that is specified. Tighten the locknut and check the output
dimension again.
23. Increase the speed of the calibration bench by at least 100 rpm. Reduce the speed on the calibration bench back to the
original "LOW IDLE ADJ" rpm. Check the low idle output dimension again.
If the dimension is not within specifications, perform Step 22 again.
24. Adjust the speed on the calibration bench to the "FUNC CHECK #4" rpm that is specified in the TMI, if necessary.
The output dimension should be within the tolerance that is specified in the TMI.
25. Reduce the speed on the calibration bench to the lowest setting and turn the switch to the OFF position.
26. If the fuel transfer pump was removed at the beginning of this procedure, install the fuel transfer pump on the
governor housing and connect inlet line (9). Remove pressure gauge (8) from the quick disconnect fitting that is located
on the housing for the lubrication filter. Install the pressure gauge on the quick disconnect fitting that is located at access
hole (B). It is now possible to measure the fuel transfer pump pressure.
28. Adjust the speed on the calibration bench to 1500 rpm. Fuel transfer pump pressure should be 105 ± 30 kPa (15 ± 4
psi).
29. Reduce the speed on the calibration bench to the lowest rpm setting. Turn the switch on the test bench to the OFF
position. The tachometer will turn OFF automatically after a short period of time.
30. After the test procedure is completed, install a new aluminum 7C-6204 Plug in access hole (B).
Note: When you apply 5P-3413 Pipe Sealant to the aluminum plug, ensure that pipe sealant does not enter the governor
housing.
31. Use the following procedure to install the plug:
· Ensure that the bore for the plug in the governor housing is clean and free of burrs.
· Apply 5P-3413 Pipe Sealant around the edge of the plug. Then position the plug in the plug bore in the governor
housing.
· Use a hammer and a punch with a blunt end to carefully tap the plug in the center in order to expand the plug so that
the plug is tight within the bore.
32. Install the governor on the engine. Adjust the low idle speed and then seal the throttle adjustment screw with a
lockwire and a tamper resistant seal.


Governor (Types IV and Some III) - Adjust

SMCS Code: 1264-025
Table 12
Required Tools
148-3605 Wrench 1
1U-6673 Wrench 1
5P-4205 Tee Wrench 1
6V-2030 Extension 1
The following procedures are used in order to adjust Type IV and some Type III governors after the governors have been
assembled. There are certain governor adjustments that must be performed during governor assembly. Refer to the
Disassembly and Assembly, "Governor (Type) - Assemble" section in this manual.
Calibration Bench, "Installation of Governor on 1U-7326" section in this manual.
VI, VII, And Some III) - Check" section of this manual for more information.
3. If the throttle lever was positioned properly, proceed with Step 4. If the throttle lever was not positioned properly,
refer to the Testing and Adjusting, "Throttle Lever (Types IV, V, VI, VII, And Some III) - Remove" and Testing and
Adjusting, "Throttle Lever (Types IV, V, VI, VII, And Some III) - Install" sections in this manual for more information.
be connected to the fuel ratio control during the adjusting procedure (except as noted during the fuel ratio control setting
steps).
Illustration 61
(A) Access hole for the load stop adjustment screw and the fuel ratio adjustment screw
4. Remove the plug from access hole (A). To remove the plug, use a hammer and a punch to pierce the center of the
plug. Then use a suitable prybar to remove the plug from the access hole.
Illustration 62
Illustration 63
(1) Spring
5. Make sure that low idle adjustment screw (3) and throttle stop adjustment screw (2) are backed out so the end of the
screw is not extending past the housing face.
Connect spring (1) to the test bench and to the throttle in order to hold the throttle against the throttle stop.
6. Use a 1U-6672 Rack Adjusting Wrench to loosen load stop adjustment screw (4). Loosen the load stop adjustment
screw until the end of the screw is even with the face of the governor housing.
Illustration 64
(5) Tachometer
7. Connect the test bench to an electrical outlet. Turn on tachometer (5).
9. Turn speed control knob (6) in the counterclockwise (CCW) direction to the slowest speed. Check all fluid
connections for leaks. If leaks are found, perform any necessary repairs.
Note: All specifications for the governor adjustment procedure are in the Technical Marketing Information (TMI). If no
values are listed in the specifications for a particular functional test, proceed to the next step in the test.
Note: The tolerances that are found in the TMI, refer to the Specifications, "Governor Performance Data" section in this
manual, are applicable to all of the governor adjustments. The Expanded Tolerance Band that is referred to in the
governor checking procedure is applicable to rechecking a governor that has been previously adjusted.
Illustration 65
Illustration 66
(1) Spring
10. Adjust the speed on the calibration bench to the "LOAD STOP ADJ" rpm that is specified in the TMI. Adjust load
stop adjustment screw (4) to the output dimension that is specified in the TMI.
11. Tighten the locknut for load stop adjustment screw (4) and check the output dimension again.
the "LOAD STOP ADJ" rpm that is specified in the TMI. Check the output dimension again.
If the dimension is not within the "RECHECK TOL" that is specified in the TMI, repeat Step 10.
dimension must be a maximum of 0.0 mm (0.00 inch).
14. Adjust the speed on the calibration bench to the "THROT STOP ADJ" rpm that is specified in the TMI. Adjust
throttle stop adjustment screw (2) in order to obtain the output dimension for the "THROT STOP ADJ". Tighten the
locknut for throttle stop adjustment screw (2) and check the output dimension again.
15. Increase the speed on the calibration bench by a minimum of 100 rpm. Then reduce the speed back to the original
"THROT STOP ADJ" rpm. Check the output dimension again. If the output dimension is not within the specification
that is specified in the TMI, repeat Step 14.
dimension must be within specifications. If the output dimension is not within specifications, repeat steps 10 through 16.
dimension must be within specifications. If the output dimension is not within specifications, inspect the torque cam for
wear or damage. Make sure that the correct torque cam is installed on the governor. If the torque cam needs to be
replaced, refer to the Disassembly and Assembly, "Governor (Type) - Disassemble" and Disassembly and Assembly,
"Governor (Type) - Assemble" sections in this manual.
Note: If the governor is not equipped with a fuel ratio control, proceed to Step 21. If the governor is equipped with a fuel
Illustration 67
(7) Fuel ratio control adjustment screw
on the calibration bench to the "FRC ADJ" rpm that is specified in the TMI. Adjust fuel ratio control adjustment screw
(7) in order to obtain the dimension that is specified. Tighten the locknut for fuel ratio control adjustment screw (7).
19. Apply regulated air pressure to the fuel ratio control for approximately three seconds. Purge the air pressure. Snap
the throttle lever to the throttle stop and back to the low idle position. Hold the throttle lever at the low idle position for
approximately three seconds. Return the throttle lever to the throttle stop and check the output dimension for the "FRC
ADJ". If the output dimension is not within the specification that is given in the TMI, adjust the output dimension and
repeat this Step.
20. For the remainder of the test, the air supply to the fuel ratio control must be on.
Illustration 68
(B) Fuel transfer pump outlet
(1) Spring
(8) Pressure gauge
(9) Inlet line
Illustration 69
(A) Access hole for the load stop adjustment screw and the fuel ratio adjustment screw
contact the governor housing in the low idle position.
22. Adjust the speed on the calibration bench to the "LOW IDLE ADJ" rpm that is specified in the TMI. Adjust low idle
adjustment screw (3) in order to obtain the output dimension that is specified in the TMI. Tighten the locknut and check
the output dimension again.
the original "LOW IDLE ADJ" rpm. Check the low idle output dimension again.
24. Adjust the speed on the calibration bench to the "FUNC CHECK #4" rpm that is specified in the TMI, if necessary.
The output dimension must be within the tolerance that is specified in the TMI.
25. Reduce the speed on the calibration bench to the lowest setting and turn the switch to the OFF position.
on the housing for the lubrication filter. Install the pressure gauge on the quick disconnect fitting that is located at fuel
transfer pump outlet (B). It is now possible to measure the fuel transfer pump pressure.
28. Adjust the speed on the calibration bench to 1500 rpm. The fuel transfer pump pressure should be 105 ± 30 kPa (15 ±
4 psi).
29. Reduce the speed on the calibration bench to the lowest rpm setting. Turn the switch on the test bench to the OFF
position. The tachometer will turn OFF automatically after a short period of time.
30. After the test procedure is completed, install a new 7C-6204 Plug or the threaded plug in access hole (A).
Note: When you apply 5P-3413 Pipe Sealant to the plug, ensure that pipe sealant does not enter the governor housing.
31. Use the following procedure to install the plug:
housing.
· Use a hammer and a punch with a blunt end to carefully tap the plug in the center in order to expand the plug so that
the plug is tight within the bore.
32. After the governor has been Installed on the engine and the low idle has been adjusted, seal the throttle adjustment
screw with the lockwire and a tamper resistant seal.


Governor (Type V) - Adjust

SMCS Code: 1264-025
Table 13
Required Tools
6V-2030 Extension 1
The procedures that follow are used to adjust Type V governors after the governors have been assembled. There are
certain governor adjustments that must be made during governor assembly. Refer to the Disassembly and Assembly
section in this manual for more information.
VI, VII And Some III) - Check" section in this manual.
3. If the throttle lever is positioned correctly on the governor, proceed with Step 4. If the throttle lever is not positioned
correctly, refer to the Testing and Adjusting, "Throttle Lever (Types IV, V, VI, VII And Some III) - Remove" and
Testing and Adjusting, "Throttle Lever (Types IV, V, VI, VII And Some III) - Install" sections in this manual.
Illustration 70
(A) The access hole for the load stop adjustment
4. Remove the plug from access hole (A). To remove the plug, use a hammer and a punch to pierce the center of the
plug. Then use a suitable prybar to remove the plug from the access hole.
Note: Make sure that the plug does not fall into the governor housing and make sure that the punch does not enter the
governor housing. Internal parts of the governor could be damaged.
Illustration 71
Illustration 72
(1) Spring
(4) The screw for the load stop adjustment
5. Loosen low idle adjustment screw (3). Loosen throttle stop adjustment screw (2). Both screws should be backed out so
the end of the screw is not extending past the housing face.
Connect spring (1) to the test bench and to the throttle lever. This will hold the throttle against the throttle stop.
6. Use a 1U-7299 Rack Adjusting Wrench and a 1U-7300 Hex Wrench to loosen the screw for the load stop adjustment
(4). Back out the screw for the load stop adjustment (4) until the screw bottoms out. Remove the cover from the torque
limiter. Turn the torque limiter adjustment screw counterclockwise until the screw bottoms out.
Illustration 73
(5) Tachometer
1. Connect the test bench to a 240 V electrical outlet. Turn on tachometer (5).
3. Turn speed control knob (6) counterclockwise to the slowest speed. Check all of the fluid connections for leaks. If a
leak is found, then the leak must be repaired.
Note: Do not turn the speed control knob unless the test bench is running. Damage to the variable speed drive may
result. Except in the event of an emergency, the speed control knob should always be returned to the slowest rpm setting
before the calibration bench is turned off.
Note: Always approach the rpm that is specified in the TMI from a minimum of 100 rpm above the specified rpm. This
will ensure accurate test results during the entire test procedure.
Note: All specifications for the governor adjustments are found in the TMI. If no values are listed in the specifications
for a particular functional test, proceed to the next step in the test.
Note: The tolerances that are found in the Governor Performance Data are applicable to all of the governor adjustments.
The Expanded Tolerance Band that is referred to in the governor checking procedure is applicable to rechecking a
governor that has been previously adjusted.
Illustration 74
Illustration 75
(1) Spring
(4) The screw for the load stop adjustment
4. Adjust the speed of the calibration bench to the specified "LOAD STOP ADJ" rpm. Adjust the screw for the load stop
adjustment (4) to the output dimension for the "LOAD STOP ADJ".
Tighten the locknut for the screw for the load stop adjustment (4) and check the dimension again.
"LOAD STOP ADJ" rpm in order to check the governor output dimension again.
If the "LOAD STOP ADJ" dimension is not within the specified "RECHECK TOL", perform Step 4 again.
6. Adjust the speed of the calibration bench to the specified "FUNC CHECK #1" rpm. The "MAX OUTPUT" dimension
must be 0.0 mm (0.00 inch).
7. Adjust the speed of the calibration bench to the specified "THROT STOP ADJ" rpm. Adjust throttle stop adjustment
screw (2) in order to obtain the output dimension for the "THROT STOP ADJ" that is specified in the TMI. Tighten the
locknut for throttle stop adjustment screw (2). Check the output dimension again.
8. Increase the speed of the calibration bench by a minimum of 100 rpm. Then reduce the speed of the calibration bench
back to the original "THROT STOP ADJ" rpm. Check the output dimension for the "THROT STOP ADJ"again.
9. Adjust the speed of the calibration bench to the "FUNC CHECK #2" rpm that is specified in the TMI. The output
dimension of the "FUNC CHECK #2" should be within the specifications in the TMI. If the output dimension is not
within the specifications, repeat steps 4 through 9.
10. Adjust the speed of the calibration bench to the specified "FUNC CHECK #3" rpm. The output dimension of the
"FUNC CHECK #3" should be within the specifications in the TMI. If the output dimension is not within the
specifications, inspect the torque cam for the correct part number or excessive wear. If the torque cam needs to be
replaced, refer to the Disassembly and Assembly, "Governor (Type) - Disassemble" and Disassembly and Assembly,
"Governor (Type) - Assemble" sections in this manual.
Note: If the governor is not equipped with a fuel ratio control proceed to Step 14. If the governor is equipped with a fuel
Illustration 76
(C) Access hole for the fuel ratio adjustment screw
of the calibration bench to the "FRC ADJ" rpm that is specified in the TMI. Adjust the screw for the fuel ratio control
(C) in order to obtain the "FRC ADJ" dimension that is specified in the TMI. Tighten the locknut.
12. Apply air pressure to the FRC for approximately three seconds. Purge the air pressure to the FRC. Rotate the throttle
lever from the idle position to the low idle position. Hold the throttle at low idle for approximately three seconds. Return
the lever to the full throttle position. Check the output dimension of the "FRC ADJ". If the dimension is not within the
specification for the "FRC ADJ" readjust the governor and repeat this Step.
13. Apply air pressure to the FRC and keep pressure applied for the remainder of the adjusting procedure.
Illustration 77
(B) Fuel transfer pump outlet
(1) Spring
(8) Pressure gauge
(9) Inlet line
Illustration 78
(C) Access hole for the fuel ratio adjustment screw
contact the governor housing in the "LOW IDLE ADJ" position.
15. Adjust the speed of the calibration bench to the "LOW IDLE ADJ" rpm that is specified in the TMI. Adjust low idle
adjustment screw (3) in order to obtain the output dimension for the "LOW IDLE ADJ"that is specified in the TMI.
Tighten the locknut. Check the output dimension again.
"LOW IDLE ADJ" rpm. Check the output dimension for the "LOW IDLE ADJ" again. If the dimension is not within
specifications, perform Step 15 again.
17. If necessary, adjust the speed of the calibration bench to the "FUNC CHECK #4" rpm that is specified in the TMI.
Output must be within the specified tolerance.
18. Reduce the speed of the calibration bench to the lowest setting. Then turn the switch to the OFF position.
on the housing for the oil filter. Install pressure gauge (8) on the quick disconnect fitting that is located on fuel transfer
pump outlet (B).
With these connections, it is possible to measure the fuel transfer pump pressure across an orifice that is built into the
calibration bench.
21. Adjust the speed of the calibration bench to 1500 rpm. The fuel transfer pump pressure should be 105 ± 30 kPa (15 ±
4 psi).
23. After the test procedure is completed, install a new 7C-6204 Plug or the threaded plug in access hole (A).
24. Install the plug in access hole (A) by using the following method:
Note: Make sure that no 5P-3413 Pipe Sealant enters the governor housing during the installation of the plug.
housing.
· Use a hammer and a punch with a blunt end to carefully tap the plug in the center in order to expand the plug. This will
ensure that the plug is tight within the bore.
25. After the test procedure is completed, the threaded plug and the O-ring must be installed in access hole (C). Tighten
the plug to a torque of 23 ± 1 N·m (17 ± 1 lb ft).


Governor (Type VI) - Adjust

SMCS Code: 1264-025
Table 14
Required Tools
6V-2030 Extension 1
The following procedures are used to adjust Type VI governors after the governors have been assembled. There are
certain governor adjustments that must be made during governor assembly. Refer to the Disassembly and Assembly,
"Governor (Type) - Assemble" section in this manual for additional information.
VI, VII And Some III) - Check" section in this manual.
3. If the throttle lever is positioned correctly on the governor, proceed with Step 4. If the throttle lever is not positioned
correctly, refer to the Testing and Adjusting, "Throttle Lever (Types IV, V, VI, VII And Some III) - Remove" and
Testing and Adjusting, "Throttle Lever (Types IV, V, VI, VII And Some III) - Install" sections in this manual.
Illustration 79
Dual Horsepower Mechanism (Type VI)
(1) O-ring
(2) Plug (access hole)
(3) Oil gallery
(4) Seal
(5) Spring
(6) Valve cavity
(7) Collar
(8) Piston assembly
(9) Nut
(10) Setscrew
Illustration 80
(1) Adjusting Tool (Dual HP)
4. After the first setting procedure is completed, remove the plug from the access hole for the dual horsepower
adjustment (10). Install Tool (1) in the governor.
Note: Thread Tool (1) into the governor until the Tool bottoms out. This will ensure that Low Horsepower is fully
engaged.
5. To set the dual horsepower mechanism, adjust the speed of the calibration bench to the "LOAD STOP ADJ" rpm that
is specified in the TMI. Install a 1U-7300 Hex Wrench into the access hole for the dual horsepower adjustment (10) and
through Tool (1). Adjust the dual horsepower setscrew (10) to the output dimension for the "DUAL POWERSTOP ADJ"
that is specified in the TMI.
"LOAD STOP ADJ" rpm in order to check the governor output dimension again.
If the "LOAD STOP ADJ" dimension is not within the specified "RECHECK TOL", perform Step 5 again.
7. Remove Tool (1) and install the O-ring and the threaded plug. Tighten the threaded plug to a torque of 50 ± 5 N·m (37
± 4 lb ft).


Throttle Lever (Types IV, V, VI, VII, and Some III) - Remove
SMCS Code: 1264-011
Note: This removal procedure requires the use of a 9U-6880 Throttle Lever Tool Gp to be installed on the 1U-7326
Governor Calibration Bench.
Table 17
Required Tools
Item Part Number Part Description Qty
A 9U-6876 Puller Stud 1
B 9U-6874 Bracket 1
C 9U-6875 Shoulder Bolt 2
Illustration 85
Part of the 9U-6880 Throttle Lever Tool Gp
Illustration 86
1. Install puller bracket (B), shoulder bolts (C) and puller stud (A) onto throttle lever (1).
Illustration 87
2. Tighten puller stud (A) in order to remove throttle lever (1) from the governor.


Throttle Lever (Types IV, V, VI, VII, and Some III) - Install
SMCS Code: 1264-012
Table 18
Required Tools
Item Part Number Part Description Qty
A 9U-6879 Stud 1
B 6V-0299 Full Nut 1
C 9M-1974 Hard Washer 1
D 9U-6877 Thrust Bearing 1
E 9U-6881 Arm 1
F 9U-6883 Block 1
G 1U-7579 Hex Wrench 1
Illustration 88
1. Make sure that the left hand threads in the end of the throttle shaft are clean. Thread Tool (A) into the throttle shaft.
Tighten Tool (A) until the shoulder on Tool (A) bottoms out against the end of the throttle shaft.
2. Install throttle lever (1) on Tool (A).
Note: Throttle lever (1) and the tolerance ring should not be reused after being removed from the governor. A new 4P-
3539 Throttle Lever and a new 4P-3537 Tolerance Ring are required. Apply a light machine oil to the bore of the throttle
lever and the outside of the tolerance ring after the tolerance ring is seated on the throttle shaft. This will reduce the force
that is required to press the throttle lever into position.
3. Install Tool (E) on Tool (A) and put Tool (F) in position.
4. Install thrust bearing (D), washer (C) and nut (B) on Tool (A).
Note: High idle screw (2) must be backed out all the way.
Note: The governor fuel ratio control must be connected to a regulated air supply of 140 to 210 kPa (20 to 30 psi) during
the adjusting procedure.
5. Increase the speed of the calibration bench to the "THROT LEV PRESS" rpm that is specified in the TMI.
Illustration 89
6. Loosen screw (3) in the adjustable arm assembly. Use a 1U-7579 Hex Wrench to rotate the throttle shaft
counterclockwise. Stop rotating the throttle shaft when the governor output is within the range for "THROT LEV
PRESS" that is specified in the TMI.
Note: Use a hex wrench to rotate the throttle shaft. Do not exceed a governor output of 0.0 mm (0.0 inch) when the
throttle shaft is rotated. Before the throttle lever is pressed onto the throttle shaft, rotating the throttle shaft too far in the
FUEL ON direction may cause the internal governor linkage to come loose from the pivot shaft linkage. If the internal
governor linkage becomes disconnected, the governor will not pass the remainder of the adjusting procedure. The
governor must be disassembled and the linkage must be reconnected. Refer to the Disassembly and Assembly section in
this manual. Repeat this procedure beginning with Step 1, after the governor has been reassembled.
Illustration 90
7. Use a hex wrench to tighten setscrew (3) on arm (E) while the throttle shaft is held in position. Tightening setscrew (3)
will lock the throttle shaft in position.
Illustration 91
8. Rotate the throttle shaft with two thumb screws (4). The two thumb screws will adjust the governor output to the final
position. Keep both thumb screws tight against arm (E). When the setscrew is released the throttle shaft will be locked in
position.
9. Decrease the speed of the calibration bench until the governor output becomes positive. When the governor output
becomes positive, adjust the speed of the calibration bench to the "THROT LEV PRESS" rpm that is specified in the
TMI. If the governor output is not within the range that is specified in the TMI, repeat Steps 6 through 9, if necessary.
Illustration 92
10. Maintain the "THROT LEV PRESS" rpm on the calibration bench. Verify that high idle screw (2) is backed out and
that throttle lever (1) is rotated fully in the counterclockwise direction so that the throttle lever touches the rear housing
face. Hold the throttle lever in this position.
Note: The throttle lever should sit squarely on the shaft and against the housing face. Make sure that the throttle lever is
not in a bind.
Illustration 93
11. Tighten nut (B) until block (F) bottoms out against throttle shaft (1).
12. Loosen the setscrew on Tool (E).
13. Rotate the throttle lever fully counterclockwise so the high idle bump on the throttle lever touches the rear housing
face. Decrease the speed of the test bench until the governor output is positive. Return the speed of the test bench to the
"THROT LEV PRESS" rpm that is specified in the TMI. Note the governor output.
14. If the governor output is within the range for the "THROT LEV PRESS" that is specified in the TMI, the throttle
lever is correctly positioned. Proceed with the standard governor adjustment procedure. Refer to the Testing and
Adjusting, "Governor (Type) - Adjust" section in this manual.
15. If the governor output is not within the range for the "THROT LEV PRESS" that is specified in the TMI, the throttle
lever must be removed and a new lever must be installed with the correct orientation. Repeat this entire procedure after
the throttle lever is installed.

6TM00434 120H MOTOR GRADER Disassembly & Assembly

Bearing Clearance - Check

SMCS Code: 1203-535; 1219-535
Measurement Procedure
Table 56
Required Tools
Tool Part Number Part Description Qty
198-9142 Plastic Gauge (Green) 0.025 to 0.076 mm (0.001 to 0.003 inch) 1
198-9143 Plastic Gauge (Red) 0.051 to 0.152 mm (0.002 to 0.006 inch) 1

A
198-9144 Plastic Gauge (Blue) 0.102 to 0.229 mm (0.004 to 0.009 inch) 1
198-9145 Plastic Gauge (Yellow) 0.230 to 0.510 mm (0.009 to 0.020 inch) 1
Note: Caterpillar does not recommend the checking of the actual bearing clearances particularly on small engines. This
is because of the possibility of obtaining inaccurate results and the possibility of damaging the bearing or the journal
surfaces. Each Caterpillar engine bearing is quality checked for specific wall thickness.
Note: The measurements should be within specifications and the correct bearings should be used. If the crankshaft
journals and the bores for the block and the rods were measured during disassembly, no further checks are necessary.
However, if the technician still wants to measure the bearing clearances, Tooling (A) is an acceptable method. Tooling
(A) is less accurate on journals with small diameters if clearances are less than 0.10 mm (0.004 inch).
Lead wire, shim stock or a dial bore gauge can damage the bearing
surfaces.
The technician must be very careful to use Tooling (A) correctly. The following points must be remembered:
· Ensure that the backs of the bearings and the bores are clean and dry.
· Ensure that the bearing locking tabs are properly seated in the tab grooves.
· The crankshaft must be free of oil at the contact points of Tooling (A).
1. Put a piece of Tooling (A) on the crown of the bearing that is in the cap.
Note: Do not allow Tooling (A) to extend over the edge of the bearing.
2. Use the correct torque-turn specifications in order to install the bearing cap. Do not use an impact wrench. Be careful
not to dislodge the bearing when the cap is installed.
Note: Do not turn the crankshaft when Tooling (A) is installed.
3. Carefully remove the cap, but do not remove Tooling (A). Measure the width of Tooling (A) while Tooling (A) is in
the bearing cap or on the crankshaft journal. Refer to Illustration 252.
Illustration 252
Typical Example
4. Remove all of Tooling (A) before you install the bearing cap.
Note: When Tooling (A) is used, the readings can sometimes be unclear. For example, all parts of Tooling (A) are not
the same width. Measure the major width in order to ensure that the parts are within the specification range. Refer to
Specifications Manual, "Connecting Rod Bearing Journal" and Specifications Manual, "Main Bearing Journal" for the
correct clearances.


Engine Oil Filter Base - Assemble

SMCS Code: 1306-016
Assembly Procedure
Illustration 90
1. Install O-ring seals (5) onto plugs (1) and (3). Install valves (6) and springs (4).
Illustration 91
Improper assembly of parts that are spring loaded can cause

bodily injury.
To prevent possible injury, follow the established assembly

procedure and wear protective equipment.
2. Install plugs (1) and (3) onto oil filter base (2).
End By:
a. Install the engine oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base - Install".


Engine Oil Filter Base - Disassemble

SMCS Code: 1306-015
Disassembly Procedure
Start By:
a. Remove the engine oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base - Remove".
Illustration 88
Personal injury can result from being struck by parts propelled

by a released spring force.
Make sure to wear all necessary protective equipment.
Follow the recommended procedure and use all recommended

tooling to release the spring force.
1. Remove plugs (1) and (3) from oil filter base (2).
Illustration 89
2. Remove springs (4) and valves (6). Remove O-ring seals (5) from plugs (1) and (3). Inspect the parts for wear or
damage. If the parts are worn or damaged, use new parts for replacement.


Electric Starting Motor - Remove and Install

SMCS Code: 1453-010
Removal Procedure
Personal injury can result from failure to disconnect the battery.
First, disconnect the negative battery cable. Then, disconnect the

positive battery cable.
A positive power lead can cause sparks if the battery is not

disconnected. Sparks can possibly result in battery explosion or
fire.
Illustration 265
1. Place an index mark on all of the wires for the harness assembly that are connected to the electric starting motor.
Disconnect the harness assembly from electric starting motor (1).
2. Fasten a suitable lifting device to electric starting motor (1).
3. Remove bolts (2).
4. Remove electric starting motor (1) and the gasket from the flywheel housing. The weight of the electric starting motor
is approximately 29 kg (65 lb).
Installation Procedure
1. Inspect the condition of the gasket. Replace the gasket, if necessary.
Illustration 266
2. Position the gasket on electric starting motor (1).
3. Fasten a suitable lifting device to electric starting motor (1).
4. Position electric starting motor (1) in the flywheel housing. Install bolts (2).
5. Connect all harness assembly to the electric starting motor by using the index marks.


Fuel Shutoff Solenoid - Remove and Install

SMCS Code: 1259-010
Removal Procedure
Table 4
Required Tools
A 9U-5120 Spanner Wrench (1) 1
(1) This tool is part of the 128-8822 Fuel System and Governor Tool Group .


file://C:\SIS\TMP\sis5AA1prt.html 7/22/2008
Illustration 25
1. Disconnect the harness assembly (2) from fuel shutoff solenoid (1).
2. Use Tooling (A) to remove the fuel shutoff solenoid from the governor.
3. Remove the O-ring seal from the shutoff solenoid.
Table 5
Required Tools
A 9U-5120 Spanner Wrench (1) 1


Illustration 26
1. Inspect the O-ring seal on the fuel shutoff solenoid. If the O-ring seal is worn or damaged, use new parts for
replacement.
2. Install the O-ring seal on the fuel shutoff solenoid.
3. Install the fuel shutoff solenoid in the governor. Use Tooling (A) and a suitable torque wrench to tighten the fuel
shutoff solenoid to the following torque 30 ± 5 N·m (22 ± 4 lb ft).
4. Connect the harness assembly to the fuel shutoff solenoid.


Engine Oil Pan - Remove and Install

SMCS Code: 1302-010
Removal Procedure


Illustration 210
Note: Drain engine oil into a suitable container for disposal.
1. Remove bolts (1) and the washers that hold engine oil pan (2) to the cylinder block.
2. Remove engine oil pan (2) and the gasket. Use a rubber mallet to tap lightly on engine oil pan (2) if it is necessary.
Note: Do not pry on the engine oil pan.
1. Clean the mating surfaces of the engine oil pan and the cylinder block.
Note: Do not put liquid gasket material on the oil pan gasket or on the gasket surface of the engine oil pan.
2. Put the gasket and the engine oil pan (2) in position on the cylinder block. Install bolts (1) and washers.
Illustration 211
Typical drawing (6 cylinder engine)
3. Tighten four bolts (3). Start with bolt (4) and tighten the remaining bolts in a counterclockwise sequence.
4. Tighten bolts to a torque of 31 ± 3 N·m (23 ± 2 lb ft).
5. Fill the crankcase with engine oil to the proper level. Refer to Operation and Maintenance Manual, "Refill Capacities".


Alternator - Remove and Install

SMCS Code: 1405-010
Removal Procedure
Table 57
Required Tools
A 168-0383 Circuit Breaker Bar 1
Illustration 263
Typical Example
Note: Release the tension on the belt at the belt tightener, if the engine is not equipped with a belt tensioner.
1. Use Tooling (A) to release the tension on belt tensioner (5).
2. Remove drive belt (4) from the drive pulley on alternator (3).
3. Place an index mark on the wires of harness assembly (1) that are connected to the alternator. Disconnect harness
assembly (1) from the alternator.
5. Remove alternator (3) from the mounting bracket.
Table 58
Required Tools
A 168-0383 Circuit Breaker Bar 1
Illustration 264
Typical example
1. Position alternator (3) on the mounting bracket. Install bolts (2).
2. Use Tooling (A) to install drive belt (4) on the drive pulley of the alternator.
Note: Adjust the tension on the drive belt if the engine is not equipped with a belt tensioner. Refer to the Operation and
Maintenance Manual for the correct adjusting procedure.
3. Connect harness assembly (1) to the alternator. Use the index marks to correctly connect the harness assembly.
Tighten the mounting bolt for the ground wire to a torque of 6.2 ± 0.6 N·m (54 ± 5 lb in). Tighten the mounting bolt for
the battery wire to a torque of 11.3 ± 2.3 N·m (100 ± 20 lb in).


Air Compressor Drive Gear - Remove and Install

SMCS Code: 1803-010-GE
Table 60
Required Tools
A 132-5451 Holding Fixture 1
Illustration 269

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Piston Cooling Jets - Remove and Install

SMCS Code: 1331-010
Removal Procedure
Start By:
a. Remove the engine balancer shaft on the 3114 engines only. Refer to Disassembly and Assembly, "Engine Balancer
Shaft - Remove and Install".
b. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Remove".


Illustration 215
1. Remove bolt (1) and piston cooling jet (2).
2. Remove the remainder of the piston cooling jets.
Illustration 216
Ensure that the piston cooling jet is seated properly prior to
tightening the bolt.
1. Position piston cooling jet (2) in the cylinder block.
2. Ensure that the piston cooling jet is seated properly and install bolt (1) that holds the piston cooling jet in position.
Hold piston cooling jet in position when the mounting bolt is

tightened. If the cooling tube is not held in position, the cooling tube
may bend or the cooling tube may break.
3. Install the remainder of the piston cooling jets.
End By:
a. Install the engine balancer shaft on the 3114 engine. Refer to Disassembly and Assembly, "Engine Balancer Shaft -
Remove and Install".
b. Install the oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".


Pistons and Connecting Rods - Remove

SMCS Code: 1225-011
Removal Procedure
Start By:
a. Remove the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Remove".
c. Remove the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets - Remove and Install".
Note: For information on reusability of the pistons, refer to the following list.
· Guideline For Reusable Parts And Salvage Operations, SEBF8049 "Pistons"

· Guideline For Reusable Parts And Salvage Operations, SEBF8228 "Procedure to Clean and Inspect One and Two-
Piece Pistons in 3114/3116 Engines"
· Guideline For Reusable Parts And Salvage Operations, SEBF8290 "Visual Inspection of Two-Piece Pistons"
Note: For information on reusability of the connecting rods, refer to the following list.
· Guideline For Reusable Parts And Salvage Operations, SEBF8206 "Specifications for Connecting Rods on 3116
Engines"
· Guideline For Reusable Parts And Salvage Operations, SEBF8063 "Visual Inspection of Connecting Rods"
· Guideline For Reusable Parts And Salvage Operations, SEBF8064 "Salvage of Non-Serrated Connecting Rods"
Note: For information on reusability of the piston pins, refer to the following list.
· Guideline For Reusable Parts And Salvage Operations, SEBF8051 "Piston Pins and Retaining Rings"
· Guideline For Reusable Parts And Salvage Operations, SEBF8303 "Procedure to Inspect Piston Pins"
Note: For information on reusability of the rod eye bushing, refer to the following list.
· Guideline For Reusable Parts And Salvage Operations, SEBF8242 "Verification of Connecting Rod Eye Bushing
Retention Using 5P-8639 Connecting Rod Bushing Press Group"
· Guideline For Reusable Parts And Salvage Operations, SEBF8274 "Using Rod Eye Bushing Installation and Removal
Tools"
Note: For information on reusability of the cylinder block and salvage procedures, refer to the following list.
· Guideline For Reusable Parts And Salvage Operations, SEBF8192 "Specifications and Salvage for Cylinder Blocks on
3114, 3116, 3126 Engines"
· Guideline For Reusable Parts And Salvage Operations, SEBF8261 "Installing a 7C-6208 Cylinder Sleeve in 3114,
3116 Engines and a 107-7604 Cylinder Sleeve in 3126 Engines"
· Special Instruction, GMG00981 "Using 1P-3537 Dial Bore Gauge Group to Check Cylinder Bore Size"
· Special Instruction, SMHS7606 "Use of 1P-4000 Line Boring Tool Group"
· Special Instruction, SEHS8841 "Using the Ironstitch Procedure for Casting Salvage"
· Special Instruction, SEHS8919 "Salvage Weld Procedure for Cast Iron Cylinder Blocks"
· Guideline For Reusable Parts And Salvage Operations, SEBF8076 "Specifications to Salvage Cylinder Block Contact
Surfaces"
· Special Instruction, SEHS8869 "Cylinder Block Salvage Procedure Using Belzona Ceramic R Metal"
Illustration 217
1. Inspect the connecting rod and connecting rod cap (2) for the proper identification mark. The connecting rod and
connecting rod cap (2) should have an etched number on the side that is toward the right side of the engine. The number
should match the cylinder number. Mark the connecting rod and connecting rod cap (2), if necessary.
Illustration 218
2. Remove connecting rod cap nuts (1), bolts (5), and connecting rod cap (2).
3. Remove the lower half of bearing (4) from connecting rod cap (2).
Install short pieces of rubber hose over both connecting rod bolts in
order to protect the crankshaft from the threaded portion of the
connecting rod bolts.
Illustration 219
4. Push the piston and connecting rod away from the crankshaft. Remove the upper half of connecting rod bearing (4)
from connecting rod (3).
5. Remove the piston and connecting rod (3) from the cylinder block.
6. Repeat Steps 1 through 5 for the remaining pistons and connecting rods.


Pistons and Connecting Rods - Install

SMCS Code: 1225-012
Table 52
Required Tools
A 187-1462 Piston Ring Compressor (1) 1
(2)
A 173-5529 Piston Ring Compressor 1
B 4C-5593 Anti-Seize Compound 1
(1) Used for 3114 and 3116 Engines

(2) Used for 3126 Engines

· Tool Operating Manual, NEHS0775 "Using the 186-0190 Piston Ring Gauge on Steel Crown, Two-Piece
Pistons used in 3126 and 3126B Engines"
file://C:\SIS\TMP\sis5EC1prt.html 7/22/2008
· Guideline For Reusable Parts And Salvage Operations, SEBF8242 "Verification of Connecting Rod Eye
Bushing Retention Using 5P-8639 Connecting Rod Bushing Press Group"
· Guideline For Reusable Parts And Salvage Operations, SEBF8274 "Using Rod Eye Bushing Installation and
Removal Tools"
Illustration 229
1. Install the bolts (5) and the upper half of connecting rod bearing (4). Ensure that the bearing tab engages with the slot
in connecting rod (3).
Illustration 230
2. Install the lower half of connecting rod bearing (4). Ensure that the bearing tab engages with the slot in connecting rod
cap (2).
3. Place clean engine oil on the following items: the pistons, the piston rings, the cylinder bore, the upper half of the
connecting rod bearing and the lower half of the connecting rod bearing.
Install short pieces of rubber hose over both connecting rod bolts in
order to protect the crankshaft from the threaded portion of the
connecting rod bolts.
Illustration 231
4. Install short pieces of rubber hose (6) over both connecting rod bolts.
Illustration 232
Note: Each piston ring end gap must be positioned 120 degrees from each other.
5. Install Tooling (A) in order to compress the piston rings.
6. With the number one crankshaft throw at the bottom center, install the piston and connecting rod in the engine. Ensure
that the proper piston and connecting rod are in the corresponding cylinder with the bearing retainer notch toward the
right side of the engine.
Note: The etched number on the connecting rod must be on the right side of the engine in the corresponding cylinder.
7. Line up the piston and the connecting rod with the crankshaft. Use a soft hammer and tap the piston into the cylinder
bore until Tooling (A) comes off of the piston.
8. Use a soft hammer in order to tap the piston into the cylinder bore while you guide connecting rod (3) onto the
crankshaft.
9. Remove the hoses that were installed in Step 4 from the connecting rod bolts.
Illustration 233
10. Install connecting rod bearing cap (2) on the connecting rod (3). Ensure that the number on connecting rod bearing
cap (2) matches the number on the connecting rod (3). Ensure that the numbers are on the same side.
11. Lubricate connecting rod cap bolts with Tooling (B).
Illustration 234
Loose connecting rod nuts can result in the separation of the rod
cap and result in major engine damage.
12. Install connecting rod cap nuts (1). Tighten nuts (1) to a torque of 54 ± 7 N·m (40 ± 5 lb ft).
Illustration 235
13. Place index mark (7) on the connecting rod. Place index mark (9) on connecting rod cap nut (1). Index marks (7) and
(9) mark the initial position of the nut. Place index mark (8) on connecting rod cap nut (1). Index mark (8) should be 60
± 5 degrees counterclockwise from index mark (9). Tighten each nut (1) for an additional 60 ± 5 degrees (1/6 turn).
Index mark (8) should be lined up with index mark (7). Repeat the procedure for the other connecting rod cap nut.
14. Repeat Steps 1 through 13 for the remaining pistons and connecting rods.
End By:
a. Install the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets - Remove and Install".
b. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".
c. Install the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Install".


Camshaft Bearings - Remove and Install

SMCS Code: 1211-010
Removal Procedure
Table 48
Required Tools
A 8S-2241 Camshaft Bearing Tool Group 1
Start By:
a. Remove the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove".


Note: Note the oil hole orientation in each camshaft bearing prior to removal for assembly purposes.
1. Use Tooling (A) to remove the camshaft bearings from the cylinder block.
Table 49
Required Tools
A 8S-2241 Camshaft Bearing Tool Group 1
Illustration 208
Rear view of engine
Illustration 209
Front view of engine
1. Use Tooling (A) to install all of the camshaft bearings except for the front bearing. Locate oil hole (1) in each bearing
so that oil hole (1) is located at the top of the bore. Refer to Illustration 208.
2. Use Tooling (A) to install the front camshaft bearing. Align oil hole (1) in the front camshaft bearing with the oil hole
in the cylinder block. Locate joint (2) in the front camshaft bearing in the proper position. Refer to Illustration 209. Refer
to the Specifications for more information.
End By:
a. Install the camshaft. Refer to Disassembly and Assembly, "Camshaft - Install".


Crankshaft Front Seal - Remove

SMCS Code: 1160-011
Removal Procedure
Table 38
Required Tools
A 1U-7600 Slide Hammer Puller 1
B 1U-8145 Drill Bit 1
Start By:
a. Remove the vibration damper and the pulley. Refer to Disassembly and Assembly, "Vibration Damper and Pulley -
Illustration 165
1. Use Tooling (B) and carefully drill three evenly spaced holes in crankshaft front seal (1).
2. Alternate between the drilled holes and use Tooling (A) to remove crankshaft front seal (1).


Crankshaft Front Seal - Install

SMCS Code: 1160-012
Table 39
Required Tools
C 1U-7430 Front Seal Installer 1
Illustration 166
1. Use Tooling (C) to install crankshaft front seal (1).
Note: The crankshaft seal is designed to be installed dry.
End By:
a. Install the vibration damper and the pulley. Refer to Disassembly and Assembly, "Vibration Damper and Pulley -


Flywheel Housing - Remove and Install

SMCS Code: 1157-010
Removal Procedure
Table 36
Required Tools
A 138-7573 Link Bracket 2
Start By:
a. Remove the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove".


Illustration 159
1. Fasten Tooling (A) and a suitable lifting device to flywheel housing (1).
2. Remove bolts (2) and bolt (3) that fastens the flywheel housing to the cylinder block.
3. Remove bolts (4). Remove flywheel housing (1). The weight of flywheel housing (1) is approximately 25 kg (55 lb).
Table 37
Required Tools

B 1U-8846 Gasket Sealant 1
1. Apply Tooling (B) to the entire mounting face of the flywheel housing prior to installation.
Illustration 160
2. Fasten Tooling (A) and a suitable lifting device to flywheel housing (1). The weight of flywheel housing (1) is
approximately 25 kg (55 lb). Position flywheel housing (1) on the cylinder block. Install bolts (4).
3. Install bolts (2) and bolt (3).
End By:
a. Install the flywheel. Refer to Disassembly and Assembly, "Flywheel - Install".


Crankshaft Rear Seal Carrier - Remove and Install

SMCS Code: 1161-010-C3
Removal Procedure
Start By:
a. Remove the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing - Remove and Install".
Illustration 157
2. Remove rear seal carrier (2).
Table 35
Required Tools
A 138-8440 Component Cleaner
B 169-5464 Quick Cure Primer
C 1U-8846 Gasket Sealant
D 9S-3263 Thread Lock Compound
Illustration 158
1. Clean the joint face of rear seal carrier (2) and the cylinder block with Tooling (A).
2. Apply Tooling (B) to the joint face of rear seal carrier (2). Allow the primer to air dry for three to five minutes.
Note: Tooling (C) is used on the joint face of rear seal carrier (2). Do not allow the sealant to get into the oil passage in
the mounting face of the cylinder block.
3. Apply Tooling (C) to the joint face of rear seal carrier (2). Spread the sealant uniformly. Rear seal carrier (2) must be
installed within ten minutes of application of the sealant.
4. Position rear seal carrier (2) on the dowels in the rear of the cylinder block.
5. Apply Tooling (D) on the threads of bolts (1). Install bolts (1) that hold rear seal carrier (2) to the cylinder block.
End By:
a. Install the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing - Remove and Install".


Crankshaft Rear Seal - Remove

SMCS Code: 1161-011
Removal Procedure
Table 31
Required Tools
A 1U-8145 Drill Bit 1
B 1U-7600 Slide Hammer Puller Gp 1
C 4C-4869 Distorter Ring 1
D 5P-7312 Seal Distorter 1
Start By:
a. Remove the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove".
1. Use Tooling (A) to drill three evenly spaced holes in the crankshaft rear seal.
Illustration 152
2. Carefully remove crankshaft rear seal (1) by alternating the position of Tooling (B) from hole to hole. This will allow
crankshaft rear seal (1) to be removed evenly without damage to the rear flange surface of the crankshaft.
Note: New engines from the factory do not have a wear sleeve. Engines with seals that have been replaced will be
equipped with a wear sleeve. If the crankshaft of the engine is equipped with a wear sleeve, refer to Disassembly and
Assembly, "Crankshaft Wear Sleeve (Rear) - Remove" in order to remove the wear sleeve.
3. Use Tooling (C) and Tooling (D) to remove the wear sleeve (if equipped).


Crankshaft Rear Seal - Install

SMCS Code: 1161-012
Table 32
Required Tools
E 1U-7598 Seal Installer Gp 1
Note: Replacement rear seals are supplied with a wear sleeve. This wear sleeve must be installed with the rear seal. New
engines from the factory do not have a wear sleeve. Do not install the rear seal if any of the following conditions exist:
· The crankshaft rear seal has been separated from the wear sleeve.
· The rear seal group appears to be damaged.
· The crankshaft rear seal has been lubricated. The seal is designed to be installed dry.
1. Ensure that the rear of the crankshaft is thoroughly clean and dry prior to the installation of the crankshaft rear seal.
Illustration 153
Typical example
2. Use Tooling (E) to install crankshaft rear seal (1).
End By:


Flywheel - Remove
SMCS Code: 1156-011
Removal Procedure
Table 29
Required Tools
B - Guide Bolt (M16 x 2 by 4 inch) 1
Note: For information on the reusability of the flywheel on 3116 engines, refer to Guideline For Reusable Parts And
Salvage Operations, SEBF8207, "Flywheel Specifications for 3116 Engines".
1. Support the engine with blocks or a suitable lifting device.
2. Install Tooling (A) on the flywheel. Fasten a suitable lifting device to the flywheel.
Illustration 150
3. Remove top bolt (1) and the washers. Install Tooling (B). Remove remaining bolts (1) and the washers.
4. Remove flywheel (2) from Tooling (B). The weight of flywheel (2) is approximately 23 kg (50 lb).
5. Inspect the flywheel ring gear. Replace the ring gear, if necessary. Place the flywheel on a wood block. Use a hammer
and a punch in order to remove the flywheel ring gear.


Flywheel - Install
SMCS Code: 1156-012
Table 30
Required Tools
B - Guide Bolt (M16 x 2 by 4 inch) 1
C 9S-3263 Thread Lock Compound 1
Note: For information on the reusability of the flywheel on 3116 engines, refer to Guideline For Reusable Parts And
Salvage Operations, SEBF8207, "Flywheel Specifications for 3116 Engines".
Note: Drill and tap the new flywheel ring gear if the outer bolt holes of the flywheel are used. Use the flywheel as a
template and drill twelve holes to a diameter of 8.2 mm (0.32 inch). Thread the holes with a tap.
1. Raise the temperature of the flywheel ring gear to a maximum temperature of 204 °C (400 °F). Do not use a torch to
heat the flywheel ring gear. Install the flywheel ring gear on the flywheel. Position the flywheel ring gear with the part
number toward the crankshaft. Allow the flywheel ring gear to cool. Use a soft hammer in order to seat the flywheel ring
gear against the shoulder of the flywheel.
Illustration 151
2. Install Tooling (A) on flywheel (2). Fasten a suitable lifting device to flywheel (2).
3. Place flywheel (2) in the original position on Tooling (B). Align the arrows on flywheel (2) and the crankshaft.
4. Apply Tooling (C) to the threads of bolts (1).
5. Install bolts (1) and the washers. Remove Tooling (B) and install remaining bolt (1) and the washer. Tighten the bolts
evenly to a torque of 120 ± 20 N·m (90 ± 15 lb ft).
6. Check the flywheel runout. Refer to Testing and Adjusting, "Basic Block" for the correct procedure.


Crankshaft Wear Sleeve (Rear) - Install

SMCS Code: 1161-012-ZV
Table 34
Required Tools
C (1) 132-8772 Seal Locator 1
(1)
D 1U-7596 Bolt 2
(1)
E 1U-7597 Sleeve Ring 1
(1)
F 1U-7594 Seal Installer 1
(1)
G 9S-8858 Nut 1
(1) Part of the 1U-7598 Seal Installer
1. Ensure that the rear of the crankshaft is thoroughly clean and dry prior to the installation of the crankshaft rear seal.
Illustration 155
2. Fasten Tooling (C) to the rear of the crankshaft with Tooling (D). Hand tighten Tooling (D).
3. Position the crankshaft rear seal and crankshaft rear sleeve (1) on Tooling (C). Position Tooling (E) on Tooling (C).
Illustration 156
Typical example
4. Position Tooling (F) over Tooling (C) and Tooling (E). Install Tooling (G). Tighten Tooling (G) in order to install the
crankshaft rear seal and the crankshaft wear sleeve.
5. Remove Tooling (G), Tooling (F), and Tooling (E). Turn over Tooling (E). Install Tooling (E), Tooling (F), and
Tooling (G). Tighten Tooling (G) in order to complete the installation of the crankshaft rear seal and the crankshaft wear
sleeve.
6. Remove Tooling (G) and Tooling (F). Check Tooling (E) and Tooling (C). The faces of Tooling (E) and Tooling (C)
will be flush if the crankshaft rear seal and the crankshaft wear sleeve are properly installed. Refer to the Specifications
module for more information.
7. Remove Tooling (E), Tool (E), and Tooling (C).
End By:


Crankshaft Wear Sleeve (Rear) - Remove (If Equipped)

SMCS Code: 1161-011-ZV
Removal Procedure
Table 33
Required Tools
A 4C-4869 Distorter Ring 1
B 5P-7312 Seal Distorter 1
Start By:
a. Remove the crankshaft rear seal. Refer to Disassembly and Assembly, "Crankshaft Rear Seal - Remove".
Illustration 154
Note: Wear sleeves are not installed at the factory. The wear sleeve is included with the replacement rear seal.
1. Install Tooling (A) in the bore of the crankshaft rear sleeve.
2. Install Tooling (B) between Tooling (A) and the crankshaft wear sleeve. Turn Tooling (B) until the edge of Tooling
(B) makes a crease in the crankshaft wear sleeve. Make a crease in the crankshaft wear sleeve at two other locations
around the crankshaft wear sleeve until the crankshaft wear sleeve is loose.
3. Remove Tooling (B), Tooling (A), and the crankshaft wear sleeve from the end of the crankshaft.


Water Pump - Assemble

SMCS Code: 1361-016
Assembly Procedure
Table 26
Required Tools
C 5P-9722 Seal Driver 1
Illustration 127
1. Install the shaft and the bearing into pulley (3) with a press. Install the shaft until the shaft is flush with the end of
pulley (3).
2. Press the shaft, the bearing, and pulley (3) as a unit into the water pump housing. The distance between the front of
pulley (3) and the machined surface of the water pump housing must be 103.8 ± 0.3 mm (4.09 ± 0.01 inch).
Note: For information on the reusability of pulley (3), refer to Guideline For Reusable Parts And Salvage Operations,
SEBF8046, "Cast Iron and Steel Pulleys".
Illustration 128
3. Install seal (5) in the water pump housing with Tooling (C).
Illustration 129
4. Install impeller (4) on the shaft of the water pump with a press. Install the impeller until the distance between the
impeller and the machined surface of the water pump is 0.75 ± 0.25 mm (0.030 ± 0.010 inch).
Illustration 130
5. Install a new gasket between the rear cover of the water pump and the water pump housing. Position the gasket and
the cover on the water pump housing. Install bolts (2) and the washers.
6. Install new O-ring seals (1) in the rear cover.
End By:
a. Install the water pump. Refer to Disassembly and Assembly, "Water Pump - Install".


Engine Oil Pump - Remove

SMCS Code: 1304-011
Removal Procedure
Start By:
a. Remove the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove and Install".


Note: For information on the reusability of the engine oil pump, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8167, "Reconditioning Procedures 3114 and 3116 Engines".
Illustration 107
1. Remove bolts (1) and bolt (2).
2. Remove engine oil pump (3).
3. Remove the O-ring seal that is located between the cylinder block and the outlet elbow.


Engine Oil Pump - Disassemble

SMCS Code: 1304-015
Table 23
Required Tools
A 1P-0510 Driver Gp 1
B 1P-2320 Combination Puller 1
Start By:
a. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Remove".


Illustration 108
1. Remove the bolts from tube assembly for the pickup of oil (2), and the gasket from the engine oil pump. Remove the
bolt and outlet elbow (1) from the engine oil pump.
Illustration 109
2. Remove bolt (3), washer (4), and idler gear (5) from the engine oil pump.
Illustration 110
3. Use Tooling (A) and a suitable press in order to remove the bearing from idler gear (5).
4. Remove shaft (6) of engine oil pump from oil pump body assembly (7).
5. Use Tooling (B) to remove drive gear (8).
Illustration 111
6. Remove bolts (10). Separate oil pump body (9) from oil pump body assembly (7).
Illustration 112
Before removing the drive shaft from the pump housing, be sure
that no burrs exist on the drive shaft. If the drive shaft has burrs on
it, the bores in the pump housing may be scratched.
7. Remove shaft assembly (11) and shaft assembly (12) from oil pump body (9).
Illustration 113
Personal injury can result from parts and/or covers under

spring pressure.
Spring force will be released when covers are removed.
Be prepared to hold spring loaded covers as the bolts are

loosened.
8. Remove the following items from oil pump body assembly (7): the bolt and the washer, spring (14) and oil pressure
relief plunger (13)


Engine Oil Pump - Assemble

SMCS Code: 1304-016
Assembly Procedure
Table 24
Required Tools
1. Ensure that all of the parts of the engine oil pump are thoroughly clean prior to assembly.
Note: Lubricate all internal parts of the engine oil pump with clean engine oil.
Illustration 114

bodily injury.

2. Install oil pressure relief plunger (13) and spring (14) in oil pump body assembly (7). Install the washer and the bolt.
Illustration 115
Illustration 116
3. Install shaft assembly (12) in oil pump body (9).
4. Install shaft assembly (11) in oil pump body (9).
5. Position oil pump body (9) on oil pump body assembly (7) and install bolts (10).
Illustration 117
6. Press drive gear (8) on shaft assembly (11) until drive gear (8) is flush with the end of shaft assembly (11).
7. Install oil pump shaft (6). Install the bearing in idler gear (5) with Tooling (A). Install the bearing so the distance
between the hub bolt face of idler gear (5) and the bearing is 0.75 ± 0.25 mm (0.030 ± 0.010 inch).
Illustration 118
8. Install idler gear (5) on oil pump shaft (6). Install washer (4) and bolt (3). Tighten bolt (3) to 70 ± 15 N·m (52 ± 11 lb
ft).
Illustration 119
9. Check the condition of the gasket that is used in tube assembly for the pickup of oil (2). If the gasket is damaged,
replace the gasket. Install the gasket and tube assembly for the pickup of oil (2).
10. Check the condition of the O-ring seal that is used in outlet elbow (1). If the O-ring seal is damaged, replace the O-
ring seal. Install the O-ring seal and outlet elbow (1).
End By:
a. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".


Turbocharger - Install
SMCS Code: 1052-012
Table 14
Required Tools
A 5P-3931 Anti-Seize Compound 1
Note: For information on the reusability of components of the turbocharger, refer to Guideline For Reusable Parts And
Salvage Operations, SEBF8018, "Turbochargers". For information on the salvage of components of the turbocharger,
refer to Guideline For Reusable Parts And Salvage Operations, SEBF8071, "Procedures to Salvage Turbocharger
Components".
1. Inspect the turbocharger gasket for wear or damage. If the turbocharger gasket is worn or damaged, use a new part for
replacement.
2. Apply Tooling (A) on the threads of the mounting studs for the turbocharger.
Illustration 65
3. Position the turbocharger gasket and turbocharger (6) on the exhaust manifold. Install nuts (4) and tighten nuts (4) to a
torque of 54 ± 5 N·m (40 ± 4 lb ft).
Illustration 66
4. Inspect the gaskets for oil supply tube assembly (5) and oil drain tube assembly (2). If the gaskets are worn or
damaged, use a new part for replacement.
5. Position oil drain tube assembly (2) and the gasket on turbocharger (6). Install bolts (1) on the turbocharger and install
bolts (3) on the cylinder block.
6. Install the gasket for oil supply tube assembly (5) and connect oil supply tube assembly (5) to turbocharger (6).


Belt Tensioner - Remove and Install

SMCS Code: 1358-010
Removal Procedure
Illustration 259
1. Use a breaker bar to release the tension on belt tensioner (1). Remove the drive belt.
2. Remove bolt (2) and belt tensioner (1).
Illustration 260
1. Position belt tensioner (1) on the cylinder block. Install bolt (2).
2. Install the drive belt. Use a breaker bar to release tension on belt tensioner (1).


Belt Tightener - Remove

SMCS Code: 1358-011
Removal Procedure
Illustration 261
1. Remove bolts (1) that hold water pump belt tightener (3) to the timing gear housing.
2. Remove V-belt (2) from the pulley of water pump belt tightener (3). Remove water pump belt tightener (3).


Belt Tightener - Install

SMCS Code: 1358-012
Illustration 262
1. Position water pump belt tightener (3) and install V-belt (2) on the pulley of water pump belt tightener (3).
2. Install bolts (1) that hold water pump belt tightener (3) to the timing gear housing.
3. Adjust the tension of V-belt (2). Refer to Operation and Maintenance Manual, "Belt Tension Chart".


Water Pump - Remove

SMCS Code: 1361-011
Removal procedure




burns.



with skin and eyes.
1. Drain the coolant from the cooling system into a suitable container for storage or for disposal.
2. Use hole (4) to remove tension from the V-belt.
Illustration 121
3. Loosen bolts (3) and (6) on idler pulley assembly (7).
Note: For information on the reusability of idler pulley assembly (7), refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8046, "Cast Iron and Steel Pulleys".
4. Remove water pump V-belt (5).
5. Loosen hose clamps (1). Disconnect the hose assembly between the water pump and the water temperature regulator
housing.
6. Remove bolts (2) that hold the water pump to the front of the engine. Carefully remove the water pump and two O-
ring seals from the front of the engine.


Water Pump - Install

SMCS Code: 1361-012
Installation procedure


Illustration 131
1. Install new O-ring seals in the cover of the water pump. Position the water pump on the front of the engine. Install
bolts (2).
2. Connect the hose assembly between the water pump and the water temperature regulator housing. Tighten hose
clamps (1) that hold the hose in position.
3. Position V-belt (5) on the idler pulley assembly (7).
Note: For information on the reusability of idler pulley assembly (7), refer to Guideline For Reusable Parts And Salvage
4. Adjust the tension on the water pump V-belt (5).
5. Use hole (4) to apply tension to the V-belt. Refer to Specifications, "Belt Tensioner Chart" for the correct tension on
the belt.
6. Fill the cooling system to the correct level. Refer to the Operation and Maintenance Manual, "Refill Capacities" topic
for the correct fluid and the correct filling procedure.


Engine Lifting Bracket - Remove and Install

SMCS Code: 1122-010
Removal Procedure
Illustration 146
1. Remove bolts (2) and the washers.
2. Remove engine lifting bracket (1) from the front of the engine.
Illustration 147
4. Remove engine lifting bracket (3) from the rear of the engine.
Illustration 148
1. Position engine lifting bracket (3) on the rear of the engine.
2. Install the washers and bolts (4).
Illustration 149
3. Position engine lifting bracket (1) on the front of the engine.
4. Install the washers and bolts (2).


Water Temperature Regulator - Remove and Install

SMCS Code: 1355-010
Removal Procedure
1. Drain the coolant from the cooling system into a suitable container for storage or disposal.
Illustration 134
Typical Example
3. Remove pipe assembly for the water outlet (2) and remove the gasket from the water temperature regulator housing.
Illustration 135
4. Remove water temperature regulator (3) from the water temperature regulator housing.
Illustration 136
1. Install water temperature regulator (3) in the water temperature regulator housing.
Illustration 137
2. Install a new gasket, and pipe assembly for the outlet (2) on the water temperature regulator housing.
3. Install bolts (1).
4. Fill the cooling system with coolant to the correct level. Refer to the Operation and Maintenance Manual for the
correct procedure.

Water Temperature Regulator Housing - Remove and Install

SMCS Code: 1393-010
Removal Procedure


Illustration 132
2. Loosen clamp (3).
4. Remove water temperature regulator housing (1) and the gasket from the cylinder head.
Illustration 133
1. Install a new gasket and water temperature regulator housing (1) on the cylinder head.
2. Install bolts (2).
3. Tighten clamp (3).
4. Fill the cooling system with coolant to the correct level. Refer to the Operation and Maintenance Manual for the
correct procedure.


Engine Oil Filter Base - Remove

SMCS Code: 1306-011
Removal Procedure
Table 22
Required Tools
A 185-3630 Strap Wrench 1
Start By:
a. Remove the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Remove".


Illustration 87
1. Use Tooling (A) to remove engine oil filter (3).
2. Disconnect the tube assembly for the turbocharger inlet (1) from the engine oil filter base (4).
3. Remove bolts (2) and the washers that hold engine oil filter base (4) to the cylinder block.
4. Remove engine oil filter base (4) and the gasket.


Engine Oil Cooler - Remove

SMCS Code: 1378-011
Removal Procedure
Start By:
a. Remove the engine oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base - Remove".


Note: For information on the reusability of the engine oil cooler, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8077, "Engine Oil Coolers".
Illustration 102
1. Remove engine oil cooler (1) and the gasket.
Illustration 103
2. Remove O-ring seals (2).


Engine Oil Filter Base - Install

SMCS Code: 1306-012
Illustration 92
1. Position the gasket and engine oil filter base (4) on the cylinder block.
2. Install the washers and bolts (2) that hold engine oil filter base (4) to the cylinder block.
Illustration 93
3. Apply lubricant to the new O-ring seal (5). Install O-ring seal (5) in the fitting on the engine oil filter base.
4. Connect tube assembly (1) to engine oil filter base (4).
Note: Never install an oil filter with a wrench. Follow the instructions on the oil filter.
5. Put a coat of fresh oil on the O-ring for the filter. Install engine oil filter (3) on engine oil filter base (4) by hand.
6. After the O-ring contacts engine oil filter base (4), turn engine oil filter (3) for 3/4 of a turn.
End By:
a. Install the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Install".


Engine Oil Cooler - Install

SMCS Code: 1378-012
Note: For information on the reusability of the engine oil cooler, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8077, "Engine Oil Coolers".
Illustration 104
1. Install new O-ring seals (2).
Illustration 105
2. Install new gasket (3) on the engine oil cooler (1).
Illustration 106
Note: Installation can be simplified by the use of guide bolts.
3. Install the gasket and engine oil cooler (1).
End By:
a. Install the engine oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base - Install".


Camshaft Gear - Remove and Install

Removal Procedure
Start By:
a. Remove the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove".
Note: For information on reusability of the camshaft gear, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8045, "Timing Gears for All Engines".
1. Wrap the camshaft with a protective covering in order to prevent damage to the camshaft.
Illustration 206
Do not allow the camshaft to fall to the floor when pressing it from
the drive gear. Also make sure that the camshaft lobes do not catch
on the press plates.
2. Place the camshaft and camshaft gear (1) in a suitable press. Press the camshaft from camshaft gear (1).
Illustration 207
1. Heat the camshaft gear to a maximum temperature of 315 °C (600 °F).
2. Align the key in the camshaft with the groove (keyway) in the camshaft gear.
3. Install the camshaft gear on the end of the camshaft.
End By:


Unit Injector - Remove

SMCS Code: 1290-011
Removal Procedure
Table 10
Required Tools
A 5P-0302 Bar 1
Start By:
a. Remove the rocker shaft. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod - Remove".


Note: For determining the ability to reuse a unit injector, refer to Special Instruction, SEHS9787, "Test Procedure For
Caterpillar 3114, 3116 And 3126 Mechanical Unit Injectors".
Illustration 58
1. Remove fuel injector hold-down bolt (1).
Note: Do not pry on the injector hold-down bracket. Damage to the unit injector could occur. The unit injector has a
notch on the opposite side of the rack. This notch is used for prying the unit injector loose. Some fuel injector racks
move freely when the spring is not compressed. Do not move the fuel injector rack without compressing the fuel injector
spring slightly. Damage may occur to the unit injector.
Illustration 59
2. Use Tooling (A) to loosen the unit injector. Rotate the unit injector in order to disengage injector rack bar (3) from
fuel injection control linkage (2).
3. Remove the unit injector. Ensure that two O-ring seals are on the unit injector.


Crankshaft - Remove
SMCS Code: 1202-011
Removal Procedure
Start By:
a. Remove the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Remove".
b. Remove the crankshaft seal carrier. Refer to Disassembly and Assembly, "Crankshaft Rear Seal Carrier - Remove and
Install".
c. Remove the front gear group. Refer to Disassembly and Assembly, "Gear Group (Front) - Remove".
d. Remove the piston and the connecting rods. Refer to Disassembly and Assembly, "Piston and Connecting Rods-
Remove".


Note: For information on reusability of the crankshaft, refer to the following list.
· Guideline For Reusable Parts And Salvage Operations, SEBF8041 "Crankshaft Measurement"
· Guideline For Reusable Parts And Salvage Operations, SEBF8054 "Procedure to Measure and Straighten Bent
Crankshafts"
· Guideline For Reusable Parts And Salvage Operations, SEBF8094 "Procedure to Grind Crankshafts"
· Guideline For Reusable Parts And Salvage Operations, SEBF8043 "Visual Inspection of Crankshafts"
· Guideline For Reusable Parts And Salvage Operations, SEBF8039 "Inspection of Crankshafts for Cracks"
· Guideline For Reusable Parts And Salvage Operations, SEBF8042 "Procedure to Polish Crankshafts"
Note: For information on reusability of the crankshaft main bearings, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8009, "Main and Connecting Rod Bearings".
· Guideline For Reusable Parts And Salvage Operations, SEBF8192 "Specifications and Salvage for Cylinder Blocks on
3114, 3116, and 3126 Engines"
· Guideline For Reusable Parts And Salvage Operations, SEBF8261 "Installing a 7C-6208 Cylinder Sleeve in 3114,
3116 Engines and a 107-7604 Cylinder Sleeve in 3126 Engines"
· Guideline For Reusable Parts And Salvage Operations, SEBF8076 "Specifications to Salvage Cylinder Block Contact
Surfaces"
Illustration 243
Note: The weight of the crankshaft for the 3114 Engine is 37 kg (82 lb). The weight of the crankshaft for 3116 and 3126
Engines is 62 kg (137 lb).
1. Use a suitable lifting device. Remove bolts (2), the washers and main bearing caps (3). Carefully remove crankshaft
(1) from the cylinder block.
Illustration 244
2. Remove upper main bearing (4) from the cylinder block.
3. Remove the main bearings from the main bearing caps.


Crankshaft Main Bearings - Remove

SMCS Code: 1203-011
Removal Procedure
Table 53
Required Tools
A 2P-5518 Bearing Tool 1
Start By:
a. Remove the engine balancer shaft on 3114 engines. Refer to Disassembly and Assembly, "Engine Balancer Shaft -
Illustration 236
1. Remove bolts (1) that hold crankshaft main bearing cap (2). Remove crankshaft main bearing cap (2).
2. Remove the lower half of the crankshaft main bearing from crankshaft main bearing cap (2).
Illustration 237
If the crankshaft is turned in the wrong direction, the tab of the

crankshaft main bearing will be pushed between the crankshaft and
the cylinder block. this can cause damage to either or both the
crankshaft and the cylinder block.
Note: Some crankshaft main bearing journals do not have an oil hole. Place a thin piece of soft material that will not
damage the journal against the end of the bearing. Ensure that the material is on the opposite side of the bearing tab. Hit
the bearing with the soft material until the bearing tab is free from the bearing tab groove in the cylinder block.
3. Use the following steps in order to remove the upper half of crankshaft main bearings:
a. Turn the crankshaft until Tooling (A) can be installed in the crankshaft journal. Install Tooling (A).
b. Turn the crankshaft in order to remove the upper half of the crankshaft main bearing. In order to get the tab out
first, the crankshaft must be turned in the correct direction.
c. Check the condition of the crankshaft main bearings. Refer to the Guideline For Reusable Parts And Salvage
Operations, SEBF8009, "Main and Connecting Rod Bearings" and Special Publication, SEBD0531, "Engine
Bearings and Crankshafts".


Crankshaft - Install
SMCS Code: 1202-012
Table 55
Required Tools
A 8T-5096 Dial Indicator Group 1
Ensure that the crankshaft main bearing tabs engage with the
grooves in the block and the crankshaft main bearing cap.
Note: For information on reusability of the crankshaft, refer to the following list.
· Guideline For Reusable Parts And Salvage Operations, SEBF8041 "Crankshaft Measurement"
· Guideline For Reusable Parts And Salvage Operations, SEBF8054 "Procedure to Measure and Straighten Bent
Crankshafts"
· Guideline For Reusable Parts And Salvage Operations, SEBF8094 "Procedure to Grind Crankshafts"
· Guideline For Reusable Parts And Salvage Operations, SEBF8043 "Visual Inspection of Crankshafts"
· Guideline For Reusable Parts And Salvage Operations, SEBF8039 "Inspection of Crankshafts for Cracks"
· Guideline For Reusable Parts And Salvage Operations, SEBF8042 "Procedure to Polish Crankshafts"
· Guideline For Reusable Parts And Salvage Operations, SEBF8192 "Specifications and Salvage for Cylinder
Blocks on 3114, 3116, and 3126 Engines"
· Guideline For Reusable Parts And Salvage Operations, SEBF8261 "Installing a 7C-6208 Cylinder Sleeve in
3114, 3116 Engines and a 107-7604 Cylinder Sleeve in 3126 Engines"
· Guideline For Reusable Parts And Salvage Operations, SEBF8076 "Specifications to Salvage Cylinder Block
Contact Surfaces"
1. Check the condition of the crankshaft main bearings. Refer to the Guideline For Reusable Parts And Salvage
Operations, SEBF8009, "Main and Connecting Rod Bearings" and Special Publication, SEBD0531, "Engine Bearings
and Crankshafts".
Note: The number four main bearing in 3114 Engines is the thrust bearing. The number six main bearing in the six
cylinder engines is the thrust bearing.
2. Clean the bearing surfaces in the cylinder block for the main bearings.
Illustration 245
3. Install the upper main bearings (4) in the cylinder block. Ensure that the tab on the back side of the bearing engages
with the groove in the cylinder block. Apply clean engine oil on the upper main bearing. Do not put engine oil on the
back side of the bearing surfaces.
Illustration 246
Typical example
4. Put clean engine oil on the journals of the crankshaft bearing. Fasten lifting straps and a hoist to crankshaft (1).
Carefully install the crankshaft in the cylinder block.
5. Clean the bearing surface of the main bearing caps.
Illustration 247
6. Install the lower main bearings (5) in the crankshaft main bearing caps (3). Ensure that the tab on the back side of the
bearing engages with the groove in the main bearing cap. Apply clean engine oil on the lower main bearing. Do not put
engine oil on the back side of the bearing surfaces.
7. Install crankshaft main bearing caps with the part numbers toward the right hand side of the cylinder block. Ensure
that crankshaft main bearing caps have numbers 1 through 7. The numbers should start at the front of the engine. Place
clean engine oil or Molylube on the bolt threads and the washers.
Note: When the bolts for the rear main bearing cap are tightened, slide the main bearing cap as far forward as possible
until the cap is against the bolts. Hold the main bearing cap in this position and tighten the bolts.
Illustration 248
Typical example
8. Install bolts (2) and the washers for main bearing caps (3). Tighten bolts (2) to a torque of 54 ± 7 N·m (40 ± 5 lb ft).
9. Turn bolts (2) for an additional 90 ± 5 degrees (1/4 turn).
Illustration 249
Typical example
10. Check the end play of crankshaft (1) with Tooling (A). The end play must be 0.07 mm (0.003 inch) to 0.32 mm
(0.013 inch).
End By:
a. Install the pistons and connecting rods. Refer to Disassembly and Assembly, "Pistons and Connecting Rods - Install".
b. Install the front gear group. Refer to Disassembly and Assembly, "Gear Group (Front) - Install".
c. Install the crankshaft seal carrier. Refer to Disassembly and Assembly, "Crankshaft Rear Seal Carrier- Remove and
Install".
d. Install the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Install".


Crankcase Breather - Remove and Install

SMCS Code: 1317-010
Removal Procedure
Illustration 179
1. Remove bolt (4) and the clip from the engine block.
2. Loosen clamp (2) and remove the hose from crankcase breather (3).
3. Remove bolt (1) and remove crankcase breather (3) from the fuel filter base.
Illustration 180
1. Inspect the filter in crankcase breather (3). Replace the filter, if necessary.
2. Position crankcase breather (3) on the fuel filter base and install bolt (1). Tighten the bolt to a torque of 7 ± 2 N·m (62
± 18 lb in).
3. Install the hose on crankcase breather (3) and tighten clamp (2).
4. Install the clip and bolt (4) on the hose.


Rocker Shaft and Pushrod - Remove

SMCS Code: 1102-011; 1208-011
Removal Procedure
Start By:
a. Remove the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover - Remove and
Install".
Note: For information on reusability of components of the rocker shaft, refer to Guideline For Reusable Parts And
Salvage Operations, SEBF8267, "Rocker Arms and Rocker Arm Shafts for 3114 and 3116 Engines".
Illustration 184
1. Loosen all rocker arm adjustment screws (3).
2. Remove bolts (1) from the rocker shaft assembly (2).
3. Remove rocker shaft assembly (2) from the cylinder head.
4. Repeat the procedure for each rocker shaft assembly.
5. Remove the pushrods.


Rocker Shaft and Pushrod - Install

SMCS Code: 1102-012; 1208-012
Table 46
Required Tools
A 146-2597 Pushrod Holder 1
1. Install the pushrods in the engine. The base of the pushrod should be in the seat of the pushrod lifter.
2. Install Tooling (A).
Illustration 189
3. Position rocker shaft assembly (2) in the engine. Line up the pushrods with the rocker arms.
4. Install bolts (1) in rocker shaft assembly (2). Tighten the bolts to a torque of 33 ± 7 N·m (24 ± 5 lb ft).
5. Remove Tooling (A) from the pushrods.
6. Adjust the valve lash on all of the adjustment screws. Refer to the Testing and Adjusting Module, "Air Inlet and
Exhaust Sytem" for the correct procedure.
7. Repeat the procedure for the remaining rocker shaft assemblies.
End By:
a. Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover - Remove and
Install".


Front Cover - Remove

SMCS Code: 1166-011
Removal Procedure
Illustration 167
Note: It is not necessary to remove the vibration damper and the crankshaft pulley in order to remove the front cover.
1. Remove bolts (1) from front cover (2).
2. Remove front cover (2) and the gasket from the front of the engine.


Engine Oil Cooler Bypass Valve - Remove and Install

SMCS Code: 1314-010
Removal Procedure


Illustration 98
Illustration 99


1. Remove plug (1) and the O-ring seal from the engine oil cooler.
2. Remove valve spring (2) and bypass valve (3) from the engine oil cooler.
Illustration 100
Illustration 101

bodily injury.

1. Inspect the condition of the O-ring seal. Replace the seal, if necessary.
2. Install bypass valve (3) and valve spring (2) in the engine oil cooler.
3. Install plug (1) in the engine oil cooler.


Engine Oil Filter Bypass Valve - Remove and Install

SMCS Code: 1308-010-BV
Removal Procedure


Illustration 94
Illustration 95


1. Remove plug (1) and the O-ring seal from the engine oil filter base.
2. Remove valve spring (2) and bypass valve (3) from the engine oil filter base.
Illustration 96
Illustration 97

bodily injury.

1. Inspect the condition of the O-ring seal. Replace the seal, if necessary.
2. Install bypass valve (3) and valve spring (2) in the engine oil filter base.
3. Install plug (1) in the engine oil filter base.


Crankshaft Gear - Remove and Install

Removal Procedure
Start By:
a. Remove the front gear group. Refer to Disassembly and Assembly, "Gear Group (Front) - Remove".
1. Place alignment marks on the crankshaft gear and on the crankshaft. The alignment marks will ensure that the
camshaft gear is aligned properly during installation.
Illustration 250
2. Heat crankshaft gear (1). Remove crankshaft gear (1) from crankshaft (2).
Illustration 251
1. Heat crankshaft gear (1) to a maximum temperature of 204 °C (400 °F) for no longer than 1 hour for installation.
2. Align the timing marks on the crankshaft and on crankshaft gear (1). Install crankshaft gear (1) on crankshaft (2).
Note: Ensure that crankshaft gear (1) is flush against the shoulder of crankshaft. If the gear is not flush damage to the
gear may occur.
End By:
a. Install the front gear group. Refer to Disassembly and Assembly, "Gear Group (Front) - Install".


Cylinder Head - Remove

SMCS Code: 1100-011
Removal Procedure
Start By:
a. Remove the fuel filter base. Refer to Disassembly and Assembly, "Fuel Filter Base - Remove and Install".
b. Remove the governor. Refer to Disassembly and Assembly, "Governor - Remove".
c. Remove the fuel control linkage. Refer to Disassembly and Assembly, "Fuel Injection Control Linkage - Remove".
d. Remove the unit injectors. Refer to Disassembly and Assembly, "Unit Injector - Remove".
e. Remove the water temperature regulator housing. Refer to Disassembly and Assembly, "Water Temperature Regulator
Housing - Remove and Install".
f. Remove the inlet manifold. Refer to Disassembly and Assembly, "Inlet Manifold - Remove".
g. Remove the exhaust manifold. Refer to Disassembly and Assembly, "Exhaust Manifold - Remove and Install".

file://C:\SIS\TMP\sis7AF1prt.html 7/22/2008
Note: For information on the reusability of the cylinder head, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8218, "Specifications for Cylinder Head Assemblies 3114, 3116, and 3126 Engines" and Guideline
For Reusable Parts And Salvage Operations, SEBF8162, "Procedure to Measure and Salvage Cylinder Head Assemblies
and Related Components".
Illustration 190
Typical example
1. Attach a suitable lifting device to the cylinder head.
Illustration 191
2. Remove bolts (1) and (2) that hold the cylinder head to the cylinder block. Carefully remove the cylinder head from
the cylinder block. The cylinder head for the 3116 engine weighs approximately 85 kg (187 lb).
Illustration 192
3. Remove cylinder head gasket (3).


Crankshaft Main Bearings - Install

SMCS Code: 1203-012
Table 54
Required Tools
A 2P-5518 Bearing Tool 1
B 8T-5096 Dial Indicator Group 1
Note: For information on the reusability of the crankshaft main bearings, refer to the Guideline For Reusable Parts And
Salvage Operations, SEBF8009, "Main and Connecting Rod Bearings".
Note: Place clean engine oil on the crankshaft main bearings prior to assembly. Ensure that the tabs on the back side of
the crankshaft main bearings fit in the grooves of the crankshaft main bearing caps and the cylinder block.
Illustration 238
file://C:\SIS\TMP\sis7BA1prt.html 7/22/2008
1. Use Tooling (A) and install the upper halves of the crankshaft main bearings in the cylinder block. Do not put oil on
the back of the crankshaft main bearing.
Illustration 239
2. Install the lower halves of the crankshaft main bearings in crankshaft main bearing caps (2). Do not put oil on the back
of the crankshaft main bearing.
Illustration 240
Six cylinder engine with oil grooves in the cylinder block
Illustration 241
Six cylinder engine with no oil grooves in the cylinder block
Crankshaft main bearing caps should be installed with the part

number toward the right side of the engine. Crankshaft main
bearing caps are to be identified by stamped numbers 1 through 7
located on the bottom surface. The thrust plate is used on the
number 6 crankshaft main bearing only.
3. Oil grooves are machined in the saddles of the cylinder blocks of all 3114 engines and earlier 3116 engines. No oil
grooves are machined in the saddles of the cylinder block on later 3116 engines and all 3126 engines.
4. Install the bearing caps with the sequence number to the right. A six cylinder engine has an order of 1 through 7 (front
to rear). A four cylinder engine has an order of 1 through 5 (front to rear). Place crankshaft main bearing caps (2) in
position on the cylinder block. Place clean engine oil or Molylube on the bolt threads and the washer face. Install bolts
(1).
5. Tighten bolts (1) to a torque of 54 ± 7 N·m (40 ± 5 lb ft). Tighten each bolt (1) for an additional 90 ± 5 degrees (1/4
turn).
Illustration 242
6. Check the end play of the crankshaft with Tooling (B). The end play must be 0.07 mm (0.003 inch) to 0.32 mm (0.013
inch).
End By:
a. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".
b. Install the engine balancer shaft on 3114 engines. Refer to Disassembly and Assembly, "Engine Balancer Shaft -


Water Pump - Disassemble

SMCS Code: 1361-015
Table 25
Required Tools
A 1P-0510 Driver Group 1
B 1P-0520 Driver Group 1
Start By:
a. Remove the water pump. Refer to Disassembly and Assembly, "Water Pump - Remove".


Illustration 122
1. Remove O-ring seals (1) from the rear cover of the water pump. Remove bolts (2) and the washers. Remove the rear
cover and the gasket.
Illustration 123
2. Position the water pump in a press. Use spacer plates to level the water pump.
3. Push the shaft and pulley (3) out of impeller (4) with a suitable drive plate from Tooling (A) and a press. Remove the
impeller.
Note: For information on the reusability of pulley (3), refer to Guideline For Reusable Parts And Salvage Operations,
SEBF8046, "Cast Iron and Steel Pulleys".
Note: The new 7E-0321 Pump Impeller, 153-9123 Impeller and a 109-5324 Impeller can be removed with a bolt. Insert
a bolt 0.75inch into the thread insert of the impeller. Turn the bolt inward toward the shaft. Twist and pull the impeller
out of the pump.
Illustration 124
Note: Do not allow the shaft and the pulley to fall to the floor when the shaft and the pulley are removed.
4. Continue to push the shaft and pulley (3) out of seal (5) and the water pump housing.
Illustration 125
5. Remove seal (5) from the water pump housing with the handle from Tooling (B) and a press.
Illustration 126
6. Remove the shaft and the bearing from pulley (3) with a press.


Engine Balancer Shaft - Remove and Install

SMCS Code: 1220-010-JF
Removal Procedure
Start By:
a. Remove the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove and Install".


Note: The Balancer shafts are used on the 3114 Engines.
Illustration 212
314 engine
1. Remove oil tube assembly (1).
2. Remove bolts (2) and the washers that hold the balancer group in position.
3. Remove the balancer group and the engine oil pump as a unit.
Illustration 213
1. Turn the engine in the counterclockwise direction and place the number one piston at the top center (TC) of the
compression stroke. Install the timing bolt in the flywheel housing.
2. Align the timing marks on the balancer gears (3) with oil holes (4) in the engine oil pump. Position the balancer group
in the cylinder block. Install the washers and bolts (2).
Illustration 214
3. Check the condition of the O-ring seals in oil tube assembly (1). Replace the O-ring seal, if necessary.
4. Remove the timing bolt from the flywheel housing.
End By:
a. Install the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove and Install".


Exhaust Manifold - Remove and Install

SMCS Code: 1059-010
Removal Procedure
Start By:
a. Remove the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Remove".
Illustration 67
Typical example
1. Remove bolts (1), exhaust manifold (2), locks and the gaskets from the cylinder head assembly.
2. If the engine is equipped with a three-piece exhaust manifold, disassemble exhaust manifold (2) into three pieces.
3. Remove mounting studs (3) from exhaust manifold (2), if necessary.
Table 15
Required Tools
A 5P-3931 Anti-Seize Compound 1
B 2P-2333 High Temperature Sealer 1
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Illustration 68
Typical example
1. Apply Tooling (A) to the threads of mounting studs (3).
2. Install mounting studs (3). Tighten mounting studs (3) to a torque of 35 ± 5 N·m (26 ± 4 lb ft).
3. If the engine is equipped with a three-piece exhaust manifold, apply a thin coat of Tooling (B) to the male ends of
exhaust manifold (2). Coat the inside of the female ends of exhaust manifold (2) with clean engine oil. Assemble exhaust
manifold (2) and remove the excess sealant from the joints.
4. Install new exhaust manifold gaskets.
5. Apply Tooling (A) to the threads of bolts (1). Position the gaskets and exhaust manifold (2) on the cylinder head
assembly. Install locks and bolts (1).
Illustration 69
Typical example of a three-piece exhaust manifold
Illustration 70
Exhaust manifold for a Four cylinder engine
Illustration 71
Water cooled exhaust manifold
6. Tighten bolts (1) in a numerical sequence to a torque of 4 ± 1 N·m (35 ± 9 lb in).
7. Tighten bolts (1) in a numerical sequence to a torque of 45 ± 5 N·m (33 ± 4 lb ft).
Illustration 72
Typical example of locking tabs
8. Bend the locking tabs (4) over the flat of each bolt head.
End By:
a. Install the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Install".


Cylinder Head - Install

SMCS Code: 1100-012
Table 47
Required Tools
A 6V-4876 Lubricant 1
Note: For information on the reusability of the cylinder head, refer to Guideline For Reusable Parts And Salvage
1. Thoroughly clean the mating surfaces of the cylinder head and the cylinder block.
Illustration 193
Typical example
2. Install a new cylinder head gasket (3).
Note: For information on the cylinder head gasket for 3116 engines, refer to Special Instruction, SEHS9395, "3116
Cylinder Head Gasket Usage".
Illustration 194
Typical example
Note: To avoid damage to the cylinder head gasket, use guide bolts of an appropriate size to install the cylinder head.
3. Attach a suitable lifting device to the cylinder head. Position the cylinder head assembly onto the dowels in the
cylinder block. Lower the cylinder head onto the cylinder block.
Illustration 195
4. Inspect the condition of cylinder head bolts (1) and (2). For information on the reusability of the bolts, refer to
Guideline For Reusable Parts And Salvage Operations, SEBF8301, "Inspection and Reuse of Critical Fasteners Used in
All Engines". Replace cylinder head bolts (1) and (2), if necessary.
5. Lubricate cylinder head bolts (1) and (2) and both sides of the washers with Tooling (A). Install cylinder head bolts
(1) and (2). Follow Step 6 for the correct tightening procedure.
Illustration 196
3114 Cylinder head
Illustration 197
6. Tighten the cylinder head bolts according to the following procedure:
7. Tighten bolt (1) through bolt (14) in a numerical sequence to a torque of 150 ± 15 N·m (110 ± 11 lb ft).
8. Tighten bolt (1) through bolt (14) again in a numerical sequence to a torque of 435 ± 20 N·m (320 ± 15 lb ft).
9. Tighten bolt (1) through bolt (14) again in a numerical sequence to a torque of 435 ± 20 N·m (320 ± 15 lb ft).
10. Tighten bolt (15) through bolt (20) in a numerical sequence to a torque of 55 ± 7 N·m (41 ± 5 lb ft).
End By:
a. Install the exhaust manifold. Refer to Disassembly and Assembly, "Exhaust Manifold - Remove and Install".
b. Install the inlet manifold. Refer to Disassembly and Assembly, "Inlet Manifold - Install".
c. Install the water temperature regulator housing. Refer to Disassembly and Assembly, "Water Temperature Regulator
Housing- Remove and Install".
d. Install the unit injectors. Refer to Disassembly and Assembly, "Unit Injector - Install".
e. Install the fuel control linkage. Refer to Disassembly and Assembly, "Fuel Injection Control Linkage - Install".
f. Install the governor. Refer to Disassembly and Assembly, "Governor - Install".
g. Install the fuel filter base. Refer to Disassembly and Assembly, "Fuel Filter Base - Remove and Install".


Pistons and Connecting Rods - Assemble

SMCS Code: 1225-016
Assembly Procedure
Table 51
Required Tools
A 1U-6683 Ring Expander 1
B 1P-1861 Retaining Ring Pliers 1
Verify correct assembly of the pistons and the connecting rods.

Ensure that the etched numbers on the rod and the rod cap are in
the correct positions. The etched number on the rod and the rod
cap correspond to the cylinder in which it should be installed.
· Guideline For Reusable Parts And Salvage Operations, SEBF8228 "Procedure to Clean and Inspect One and
Two-Piece Pistons in 3114/3116 Engines"
· Tool Operating Manual, NEHS0775 "Using the 186-0137 Pston Ring Gauge on Steel Crown, Two-Piece Pistons
used in 3126 Engines"
· Guideline For Reusable Parts And Salvage Operations, SEBF8206 "Specificatios for ConnectingRods on 3116
Engines"
· Guideline For Reusable Parts And Salvage Operations, SEBF8242 "Verification of Connecting Rod Eye
Bushing Retention Using 5P-8639 Connecting Rod Bushing Press Group"
· Guideline For Reusable Parts And Salvage Operations, SEBF8274 "Using Rod Eye Bushing Installation and
Removal Tools"
Illustration 222
1. Check the clearance between the ends of piston rings (5). Refer to the Specifications Manual, "Pistons and Rings".
Note: The oil ring must be installed over the spring with the end gap 180 degrees from the oil ring spring joint.
2. Install the oil control piston ring with Tooling (A). The ends of the spring should be rotated 180 degrees from the ring
end gap.
3. Install the intermediate piston ring with the side marked "UP-2" toward the top of the piston. Use Tooling (A) in order
to install the ring.
4. Install the top piston ring with the side marked "UP-1" toward the top of the piston. Use Tooling (A) in order to install
the ring.
Illustration 223
5. Replace rod bearing (6) by pressing a new bearing into the connecting rod. Refer to Special Instruction, SEHS7295 for
the correct tooling and the correct installation procedure.
Illustration 224
One piece piston
Illustration 225
6. This piston is a two-piece assembly. This piston consists of piston crown (7) and piston skirt (8). Inspect bearing (9) in
the piston crown (7). The piston crown must be replaced if the piston crown is worn or damaged. Bearing (9) is
nonserviceable.
Illustration 226
7. Position piston (1) on connecting rod (3). Coat piston pin (4) with clean engine oil and install piston pin (4).
Illustration 227
8. Use Tooling (B) to install the retaining ring.
Illustration 228
9. Ensure that retainer rings (2) are in the grooves of piston (1).
End By:
a. Install the pistons and the connecting rods. Refer to Disassembly and Assembly, "Piston and Connecting Rods -
Install".


Valve Mechanism Cover - Remove and Install

SMCS Code: 1107-010
Removal Procedure
Table 43
Required Tools
A 138-8440 Component Cleaner 1
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Illustration 181
1. Remove engine oil filler cap (if equipped).
2. Remove bolts (1) and washers (2) from valve mechanism cover (3).
3. Remove valve mechanism cover (3) and gasket (4).
4. Clean valve mechanism cover (3) with Tooling (A).
Table 44
Required Tools
B 154-8874 Adhesive Kit 1
Illustration 182
Note: For later valve cover gaskets which have a rubber bead on one side, no adhesive is required. The gasket is
designed to be installed dry.
1. Apply adhesive to valve mechanism cover (3) with Tooling (B).
2. Install new gasket (4) and valve mechanism cover (3).
3. Install washers (2) and bolts (1).
Illustration 183
Tightening sequence for the engine valve covers
(A) Rear
(B) Front
4. Tighten the bolts in sequence to a torque of 12 ± 3 N·m (106 ± 27 lb in).
5. Install engine oil filler cap (if equipped).


Ether Atomizer - Remove and Install

SMCS Code: 1456-010
Removal Procedure
Illustration 257
1. Remove ether atomizer (1) from the top of the air inlet manifold.
Illustration 258
Note: Install the ether atomizer so that the direction of the spray is parallel to the air inlet heater, If equipped. The ether
atomizer has an indicator in order to show the direction of the spray.
Note: The ether atomizer has two ports that are separated by 180 degrees. The two ports must be aimed parallel to the
length of the block.
1. Install ether atomizer (1). The minimum torque for the ether atomizer is 2.8 N·m (25 lb in).


Gear Group (Front) - Remove

SMCS Code: 1206-011
Removal Procedure
Table 40
Required Tools
Start By:
a. Remove the crankshaft vibration damper. Refer to Disassembly and Assembly, "Vibration Damper and Pulley -
b. Remove the crankshaft front seal. Refer to Disassembly and Assembly, "Crankshaft Front Seal - Remove".
c. Remove the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove".
d. Remove the front housing. Refer to Disassembly and Assembly, "Housing (Front) - Remove".
Note: For information on reusability of the camshaft idler gear, refer to Guideline For Reusable Parts And Salvage
1. Place the engine at the Top Center position. The timing marks should be in line with the crankshaft gear.
Illustration 170
2. Identify the type of idler gear on the engine. Remove bolts (1) that hold the idler gear to the block. Remove plate (7).
Illustration 171
3. Identify the location of timing marks (4) and (5) on the camshaft idler gear. Identify the location of timing mark (6) on
the crankshaft drive gear.
4. Remove idler shaft (3) and camshaft idler gear (2). Separate idler gear (2) from idler shaft (3) and remove the sleeve
bearing from the camshaft idler gear.
5. Use Tooling (A) and a press to remove the bearing.


Gear Group (Front) - Install

SMCS Code: 1206-012
Table 41
Required Tools
Note: For information on reusability of the camshaft idler gear, refer to Guideline For Reusable Parts And Salvage
Illustration 172
Type 1
1. Use Tooling (A) and a suitable press to install the sleeve bearing in the camshaft idler gear.
2. Install the bearing sleeve to a depth of 0.40 ± 0.25 mm (0.016 ± 0.010 inch) below the front face of the gear.
3. Place the idler shaft (3) on the cylinder block. Install bolts (1) that hold the idler shaft to the cylinder block. Tighten
the bolts to a torque of 70 ± 15 N·m (51 ± 11 lb ft).
4. Install camshaft idler gear (2) on idler shaft (3). The timing marks should face outward.
5. Align the timing marks on camshaft idler gear (2) with the timing marks on the crankshaft drive gear.
Illustration 173
Type 2
1. Use Tooling (A) and a suitable press and install the sleeve bearing in the camshaft idler gear.
2. Install plate (4) on the back of idler shaft (3). Position idler gear assembly on the cylinder block. Install bolts that hold
the idler gear to the engine block. Tighten the bolts to a torque of 70 ± 15 N·m (51 ± 11 lb ft).
4. Align the timing marks on camshaft idler gear (2) with the timing marks on the crankshaft drive gear.
Illustration 174
Type 3
1. Position idler shaft (3) on the cylinder block. Install the shortest bolt in the recessed hole in idler shaft (3). This bolt
will hold the shaft in position on the cylinder block.
3. Align the timing marks on idler gear (2) with the timing marks on the camshaft drive gear.
4. Position plate (4) over the gear and install the remaining bolts (1). Tighten bolts (1) to a torque of 70 ± 15 N·m (51 ±
11 lb ft).
End By:
a. Install the front housing. Refer to Disassembly and Assembly, "Housing (Front) - Install".
b. Install the camshaft. Refer to Disassembly and Assembly, "Camshaft - Install".
c. Install the crankshaft front seal. Refer to Disassembly and Assembly, "Crankshaft Front Seal - Install".
d. Install the crankshaft vibration damper and pulley. Refer to Disassembly and Assembly, "Vibration Damper and
Pulley -Remove and Install".


Inlet and Exhaust Valves - Remove and Install

SMCS Code: 1105-010
Removal Procedure
Table 16
Required Tools
A 5S-1330 Valve Spring Compressor 1
Start By:
a. Remove the cylinder head assembly. Refer to Disassembly and Assembly, "Cylinder Head - Remove".
Note: For information on the reusability of the inlet valves, the exhaust valves and the springs, refer to Guideline For
Reusable Parts And Salvage Operations, SEBF8002, "Valves, Valve Springs, Valve Rotators, and Locks", Guideline For
Reusable Parts And Salvage Operations, SEBF8034, "Valve and Valve Spring Specifications", and Guideline For
Reusable Parts And Salvage Operations, SEBF8162, "Specifications to Measure and Salvage Cylinder Head Assemblies
Illustration 76
Note: The following components of the exhaust valves are different from the components of the inlet valves: spring
retainer (2), valve spring (3) and valve (5).
Illustration 77
1. Use Tooling (A) to compress valve spring (3). Remove retainer lock (1).
2. Remove Tooling (A).
3. Remove spring retainer (2). Remove valve spring (3).
4. Remove valve seal (4) and valve (5).
5. Repeat Steps 1 through 4 in order to remove the remaining inlet valves and exhaust valves.
Table 17
Required Tools
A 5S-1330 Valve Spring Compressor 1
Note: For information on the reusability of the inlet valves, the exhaust valves and the springs, refer to Guideline For
Reusable Parts And Salvage Operations, SEBF8002, "Valves, Valve Springs, Valve Rotators, and Locks", Guideline For
Reusable Parts And Salvage Operations, SEBF8034, "Valve and Valve Spring Specifications", and Guideline For
Reusable Parts And Salvage Operations, SEBF8162, "Specifications to Measure and Salvage Cylinder Head Assemblies
Illustration 78
1. Lubricate valve (5) with clean engine oil. Install valve (5) in the cylinder head assembly. Install new valve seal (4)
against the valve guide.
2. Place the following items on the valve stem: valve spring (3) and spring retainer (2).
The valve keepers can be thrown from the valve when the valve
spring compressor is released. Ensure that the valve keepers are
properly installed on the valve stem. To help prevent personal
injury, keep away from the front of the valve keepers and valve
springs during the installation of the valves.
Note: A small amount of grease can be used to hold retainer locks (1) in position during installation.
Illustration 79
3. Use Tooling (A) to compress valve spring (3). Install retainer lock (1).
4. Repeat Steps 1 through 3 in order to install the remaining inlet valves and exhaust valves.
End By:
a. Install the cylinder head assembly. Refer to Disassembly and Assembly, "Cylinder Head - Install".


Camshaft - Remove
SMCS Code: 1210-011
Removal Procedure
Start By:
a. Remove the governor. Refer to Disassembly and Assembly, "Governor - Remove".
b. Remove the side covers. Refer to Disassembly and Assembly, "Lifter Group - Remove and Install".
c. Remove the front cover. Refer to Disassembly and Assembly, "Front Cover - Remove".


Note: For information on reusability of the camshaft, refer to Guideline For Reusable Parts And Salvage Operations,
SEBF8097, "Camshaft Measurement", Guideline For Reusable Parts And Salvage Operations, SEBF8146, "Visual
Inspection of Camshafts", and Guideline For Reusable Parts And Salvage Operations, SEBF8251, "Specifications for
Measurement of Camshafts in 3114/3116 Engines". For information on reusability of the camshaft gear, refer to
Guideline For Reusable Parts And Salvage Operations, SEBF8045, "Timing Gears for All Engines".
Note: The air compressor was removed in order to accommodate the engine repair stand.
Note: It is not necessary to remove the cylinder head for removal of the camshaft.
1. Turn the crankshaft to top center compression stroke for the No. 1 piston. Install the timing bolt in the flywheel. This
is for timing during installation.
Illustration 202
Typical example
2. Ensure that timing mark (1) on the camshaft gear is aligned with timing mark (2) on the idler gear.
Illustration 203
3. Remove bolts (4) and camshaft retainer plate (6).
4. Remove camshaft gear (5) and camshaft (3) from the cylinder block.


Fuel Injection Control Linkage - Remove

SMCS Code: 1298-011
Removal Procedure
Table 8
Required Tools
A 136-4149 Governor Pliers 1
Start By:
a. Remove the rocker shaft and the pushrods. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod -
Remove".
Illustration 48
1. Remove clip (4). Clip (4) is located between the governor and the cylinder head.
Illustration 49
2. Use Tooling (A) to slide tube assembly (5) into the cylinder head.
Illustration 50
3. Remove the clip and use Tooling (A) to remove the clevis pin (6). Clevis pin (6) connects the governor to the control
lever of the fuel injection control linkage.
Note: Clevis pin (6) must stay with the governor in order to be adjusted.
Illustration 51
4. Remove bolts (1) and remove fuel injection control linkage (2). Control lever (3) connects the fuel injection control
linkage (2) to the governor.
Note: For information on the inspection procedure for control lever (3), refer to Special Instruction, REHS0601,
"Inspection and Modification of the 102-7459 Fuel Injection Control Linkage and the 4P-9048 Fuel Injection Control
Linkage".


Fuel Injection Control Linkage - Install

SMCS Code: 1298-012
Table 9
Required Tools
A 136-4149 Governor Pliers (1) 1
(1)
128-8827 Pin 1
B
(1)
1U-7523 Pin Pilot 1
(1)
C 1U-6675 Spring Compressor 6
D 128-8822 Fuel System and Governor Tool Gp 1
(1) This tool is part of the 128-8822 Governor Tool Group .
Illustration 52
Note: For information on the inspection procedure for control lever (3), refer to Special Instruction, REHS0601,
"Inspection and Modification of the 102-7459 Fuel Injection Control Linkage and the 4P-9048 Fuel Injection Control
Linkage".
1. Loosen setscrews (4) on each bracket.
2. Install fuel control linkage (2) and install bolts (1). Use the following sequence in order to tighten the bolts.
3. Tighten bracket (A) and (D) to a torque of 12 ± 3 N·m (106 ± 27 lb in).
4. Tighten brackets (B) and (C) to a torque of 12 ± 3 N·m (106 ± 27 lb in).
5. Position brackets (B) and (C) in order to allow free rotation of the fuel control rod.
6. Use a 2.5 mm (0.10 inch) wrench to tighten setscrews (4). Tighten the setscrews to a torque of 3.5 ± 0.2 N·m (31 ± 2
lb in). Do not overtighten the setscrews. Ensure that the control rod rotates freely.
7. The control rod should rotate freely when a force of 4.4 N (1 lb) or less is applied to control lever (3).
Illustration 53
8. Rotate the unit injectors in order to engage the injector rack bar (5) with the fuel injection control linkage (2).
Note: If the unit injectors are not installed, refer to the Disassembly and Assembly, "Unit Injector - Install".
9. Install Tooling (C) on the unit injectors and compress the springs.
Note: For the procedure to install Tooling (C), refer to Tool Operating Manual, NEHS0610, "Using the 128-8822 Tool
Group on 3114, 3116, and 3126 Engines with Mechanical Unit Injectors (MUI)".
Illustration 54
10. Install clevis pin (6) in Tooling (B). Clevis pin (6) attaches the control lever (3) to the governor.
Illustration 55
11. Use Tooling (B) to install clevis pin (6) and the clip.
12. Use Tooling (D) to set the unit injector synchronization.
Note: For the procedure to use Tooling (D), refer to Tool Operating Manual, NEHS0610, "Using the 128-8822 Tool
Group on 3114, 3116, and 3126 Engines with Mechanical Unit Injectors (MUI)".
13. Remove Tooling (C) from the unit injectors.
Illustration 56
14. Use Tooling (A) to slide tube assembly (5) into the governor.
Illustration 57
15. Install clip (4).
End By:
a. Install the rocker arm assemblies and the pushrods. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod -
Install".


Unit Injector - Install

SMCS Code: 1290-012
Table 11
Required Tools
A 4C-5553 Injector Seat Cleaning Brush 1
B 173-1530 Injector Seating Tool 1
C 143-2099 Unit Injector Tool Group Sleeve Replacement 1
Note: For determining the ability to reuse a unit injector, refer to Special Instruction, SEHS9787, "Test Procedure For
Caterpillar 3114, 3116 And 3126 Mechanical Unit Injectors".
1. Inspect the unit injector sleeve for pitting and for carbon tracking. Used unit injector sleeves do not need to be reamed
unless the seated area is pitted or eroded. If the seated area has excessive carbon deposits, the used unit injector sleeves
need to be reamed. Refer to Tool Operating Manual, NEHS0675, "Using the 143-2099 Sleeve Replacement Tool
Group". Use Tooling (C) to ream injector sleeves.
2. Inspect the condition of the O-ring seals on the unit injector. Replace the seals, if necessary.
3. Lubricate the O-ring seals with clean engine oil.
Illustration 60
4. Position the unit injector in the cylinder head and rotate the unit injector in order to engage injector rack bar (3) with
fuel injection control linkage (2). Push down on the unit injector and ensure that the unit injector is properly seated in the
cylinder head.
Note: Do not use bolt (1) to pull the unit injector into the cylinder head.
5. Install bolt (1) in the hold-down bracket for the unit injector. Tighten the bolt to a torque of 12 ± 3 N·m (106 ± 27 lb
in).
Note: Do not overtighten bolt (1). Excessive torque may cause damage to the unit injector and the unit injector may
seize.
6. Refer to the Tool Operating Manual, NEHS0738, "Using the Injector Seating Tool on 3114 , 3116 , and 3126 MUI or
3126 HEUI 2-Valve Engines" for the remaining steps on installing the unit injector.
End By:
a. Install the rocker shaft and pushrods. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod - Install".
b. Synchronize the unit injectors. Refer to Testing and Adjusting, "Unit Injector Synchronization - Adjust".

Unit Injector Sleeve - Install

SMCS Code: 1713-012
Table 13
Required Tools
A 143-2099 Unit Injector Tool Group 1
Illustration 62
1. Inspect the condition of the existing sleeve and ream out the existing sleeve, if necessary. When you are replacing the
existing injector sleeve, use a new brass sleeve. It is not necessary to ream the new brass sleeves. Use Tooling (A) to
install unit injector sleeve (1) into the cylinder head. Refer to Tool Operating Manual, NEHS0675Sleeve Replacement
Tool Group, "Using the 143-2099 on 3114 , 3116 , and 3126 Engines" for the correct procedure.
End By:
a. Install the unit injector. Refer to Disassembly and Assembly, "Unit Injector - Install".


Unit Injector Sleeve - Remove

SMCS Code: 1713-011
Removal Procedure
Table 12
Required Tools
A 143-2099 Unit Injector Tool Group 1
Start By:
a. Remove the unit injector. Refer to Disassembly and Assembly, "Unit Injector - Remove".


Illustration 61
1. Use Tooling (A) to remove unit injector sleeve (1) from the cylinder head. Refer to Tool Operating Manual,
NEHS0675Sleeve Replacement Tool Group, "Using the 143-2099 on 3114 , 3116 , and 3126 Engines" for the correct
procedure.


Inlet and Exhaust Valve Seat Inserts - Remove and Install

SMCS Code: 1103-010
Removal Procedure
Table 20
Required Tools
A (1) 6V-4194 Valve Seat Extractor 1
(1)
B 165-5647 Valve Seat Extractor 1
(1)
C 6V-4804 Handle 1
(1)
D 6V-4192 Threaded Shaft 1
(1)
E 6V-4199 Lifting Bracket 1
(1) Part of the 166-7441 Valve Seat Extractor Tool
Start By:
a. Remove the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and Exhaust Valves - Remove and
Install".
Note: For information on the reusability of the valve seats, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8218, "Specifications for Cylinder Head Assemblies 3114, 3116, and 3126 Engines".
Illustration 83
Illustration 84
Note: Replace Tooling (A) with Tooling (B) for the removal of the inlet valve seat insert.
1. Install Tooling (A) in the exhaust valve seat insert.
2. Install Tooling (C) and Tooling (D) in Tooling (A). Hand tighten Tooling (D). Tooling (A) will expand below the
edge of valve seat insert (1).
Illustration 85
3. Install Tooling (E) on the cylinder head under Tooling (C). Hold Tooling (D) while you turn Tooling (C). Remove
valve seat insert (1).
Table 21
Required Tools
F 1U-6685 Guide and Insert Tool Group 1
Note: For information on the reusability of the valve seats, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8218, "Specifications for Cylinder Head Assemblies 3114, 3116, and 3126 Engines".
1. Cool the valve seat inserts for easier installation.
Illustration 86
2. Turn Tooling (F) upside-down and use Tooling (F) and a press to install the valve seat inserts in the cylinder head
assembly.
3. After the valve seat inserts are installed, grind the inserts to the final specification. Refer to Guideline for Reusable
Parts and Salvage Operation, SEBF8218, "Specifications for Cylinder Head Assemblies 3114, 3116, and 3126 Engines"
for the specifications.
End By:
a. Install the inlet valves and exhaust valves. Refer to Disassembly and Assembly, "Inlet and Exhaust Valves - Remove
and Install".


Vibration Damper and Pulley - Remove and Install

SMCS Code: 1205-010
Removal Procedure


Illustration 161
1. Remove bolts (2), crankshaft vibration damper (3), and spacers from the crankshaft pulley.
Note: For information on the reusability of the vibration damper on 3114 and 3116 engines, refer to Guideline For
Reusable Parts And Salvage Operations, SEBF8220, "Specifications for Damper Inspection 3114 and 3116 Engines".
2. Loosen the tension on water pump drive belt (1). Remove the belt from the crankshaft pulley.
Illustration 162
4. Remove crankshaft pulley (5).
Note: For information on the reusability of the crankshaft pulley, refer to Guideline For Reusable Parts And Salvage
Illustration 163
1. Position crankshaft pulley (5) on the crankshaft. Install bolts (4) and tighten the bolts to a torque of 160 ± 30 N·m (118
± 22 lb ft).
Note: For information on the reusability of the crankshaft pulley, refer to Guideline For Reusable Parts And Salvage
Illustration 164
2. Install water pump drive belt (1).
Note: Check the alignment marks on the rubber vibration dampers for proper alignment. The rubber vibration damper
should be replaced if the rubber vibration damper is out of alignment. Refer to Specifications, "Vibration Damper".
3. Install spacers and crankshaft vibration damper (3). Tighten bolts (2) to a torque of 55 ± 10 N·m (40 ± 7 lb ft).
Note: For information on the reusability of the vibration damper on 3114 and 3116 engines, refer to Guideline For
Reusable Parts And Salvage Operations, SEBF8220, "Specifications for Damper Inspection 3114 and 3116 Engines".
4. Adjust the tension of water pump drive belt (1). Refer to the Specifications Module, "Belt Tension Chart". Also, refer
to the Operation and Maintenance Manual, "Belt - Inspect".


Fuel Priming Pump and Primary Fuel Filter - Remove and Install
SMCS Code: 1258-010; 1260-010
Removal Procedure


Illustration 5
1. Disconnect tube assembly (2) from primary fuel filter base (1).
Illustration 6
2. Remove bolts (4) from the fuel priming pump (3).
3. Remove fuel priming pump (3) from the primary fuel filter base.
Illustration 7
4. Remove bolt (5) from the primary fuel filter base.
5. Remove filter element (6) and housing (7) from the primary fuel filter base.
Illustration 8
6. Remove bolts (8) from the primary fuel filter base (1).
7. Remove primary fuel filter base (1) from the engine.
Illustration 9
1. Install bolts (8) that secure primary fuel filter base (1) to the engine.
Illustration 10
2. Install filter element (6) and housing (7) to the primary filter base with bolt (5).
Illustration 11
3. Install bolts (4) that secure fuel priming pump (3) to the primary fuel filter base.
Illustration 12
4. Connect tube assembly (2) to primary fuel filter base (1).


Engine Oil Pressure Sensor - Remove and Install

SMCS Code: 1924-010
Removal Procedure



pressure.
and the filler cap is cool enough to touch with the bare hand.
Remove the filler cap slowly to relieve pressure.

skin and eyes to prevent personal injury.
Note: Put identification on all hose assemblies, wires, and tube assemblies for installation purposes. Install a cap or plug
on all hose assemblies and tube assemblies in order to prevent foreign material from entering the system.
Note: Drain all fluids into a suitable container for storage or disposal.
Illustration 253
1. Disconnect harness assembly (2) at the clip.
Illustration 254
2. Remove oil pressure sensor (1) and O-ring seal (3).
Illustration 255
1. Install a new O-ring seal (3) on oil pressure sensor (1). Install oil pressure sensor (1).
Illustration 256
2. Connect harness assembly (2) at the clip.
Note: Refer to the Operation and Maintenance Manual for all fluid capacities and the proper filling procedures.


Air Compressor - Remove and Install

SMCS Code: 1803-010
Removal Procedure
Do not disconnect the air lines until the air pressure in the
system is at zero. If hose is disconnected under pressure it can
cause personal injury.


1. Remove the air pressure from the air tank and drain the coolant from the cooling system.
Illustration 267
Typical example
2. Disconnect hose assemblies (1), (2) and (9) from the air compressor. Remove tube assembly (4) from the air
compressor.
3. Remove bolt (5) and the washer. Remove clamp (7) from tube assembly for the breather. Move the tube assembly for
the breather aside.
4. Remove bolts (3) and the washers that hold the air compressor to the timing gear housing.
5. Remove bolts (6) and remove air compressor (8) and the gasket from the engine.
Table 59
Required Tools
A 4C-4030 Thread Lock Compound 1
Note: Check the condition of the gaskets and O-ring seals. If gaskets or O-ring seals are damaged, use new parts for
replacement.
Illustration 268
Typical example
1. Use bolts (3) and the washers to install air compressor (8). Apply Tooling (A) to the threads of bolts (6). Torque bolts
(6) to 160 ± 30 N·m (118 ± 22 lb ft).
2. Install clamp (7) for the tube assembly for the breather with bolt (5) and the washer.
3. Install tube assembly (4) and connect hose assemblies (9), (2) and (1) to air compressor (8).


Housing (Front) - Install

SMCS Code: 1151-012
Table 42
Required Tools
Tools Part Number Part Description Qty
A 138-8440 Component Cleaner 1
B 169-5464 Quick Cure Primer 1
C 1U-8846 Gasket Sealant 1
Illustration 177
1. Clean the joint face on front housing (4) with Tooling (A).
2. Apply Tooling (B) to the joint face. Allow the primer to dry for at least three to five minutes.
Note: Do not allow Tooling (C) to seal the main oil passage on front housing (4).
3. Apply Tooling (C) to the joint face. Spread the sealant uniformly. The front housing must be installed within ten
minutes of applying the sealant.
4. Position the front housing on the cylinder block.
5. Install bolts (5) that fasten the front housing to the cylinder block and the engine oil pan.
Illustration 178
6. Position belt tightener (3) and install bolts (1).
7. Position the front engine support and install bolts (2).
8. Install any external components, if equipped.
End By:
b. Install the crankshaft front seal. Refer to Disassembly and Assembly, "Crankshaft Front Seal - Install".
c. Install the crankshaft vibration damper. Refer to Disassembly and Assembly, "Vibration Damper and Pulley - Remove
and Install".


Housing (Front) - Remove

SMCS Code: 1151-011
Removal Procedure
Start By:
a. Remove the crankshaft vibration damper. Refer to Disassembly and Assembly, "Vibration Damper and Pulley -
b. Remove the crankshaft front seal. Refer to Disassembly and Assembly, "Crankshaft Front Seal - Remove".
c. Remove the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove".


1. Remove any external components, if equipped.
2. Support the front of the engine.
Illustration 175
3. Remove bolts (2) and remove front engine support.
4. Remove bolts (1) and belt tightener (3).
Illustration 176
5. Remove bolts (5) that fasten front housing (4) to the cylinder block and to the engine oil pan. Remove front housing
(4). Clean the sealant from front housing (4) and the cylinder block.


Engine Oil Pump - Install

SMCS Code: 1304-012
Note: Ensure that the mounting surfaces for the engine oil pump are thoroughly clean.
Illustration 120
1. Install the O-ring seal. Position engine oil pump (3) on the cylinder block.
2. Install bolts (1) and bolt (2).
End By:
a. Install the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove and Install".


Turbocharger - Remove
SMCS Code: 1052-011
Removal Procedure


Note: For information on the reusability of components of the turbocharger, refer to Guideline For Reusable Parts And
Salvage Operations, SEBF8018, "Turbochargers". For information on the salvage of components of the turbocharger,
refer to Guideline For Reusable Parts And Salvage Operations, SEBF8071, "Procedures to Salvage Turbocharger
Components".
Illustration 63
Illustration 64
1. Disconnect oil supply tube assembly (5) from turbocharger (6).
2. Remove bolts (1) and disconnect oil drain tube assembly (2) from turbocharger (6).
4. Remove locknuts (4).
5. Remove turbocharger (6) and the gasket from the exhaust manifold.
Note: Place index marks on the turbocharger cartridge and the housing.
6. Remove the end housing from the cartridge.
Note: The wastegate is part of the turbine housing and the wastegate is preset at the factory. The wastegate is
nonserviceable.


Inlet Manifold - Remove

SMCS Code: 1058-011
Removal Procedure
Start By:
a. Remove the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover - Remove and
Install".


1. Disconnect air inlet piping from the turbocharger to the aftercooler, if necessary.
Illustration 73
2. Remove bolts (1) and disconnect air inlet heater solenoid (3).
3. Remove air inlet elbows (2) from air inlet manifold (5).
4. Remove bolts (4) from air inlet manifold (5).
5. Remove air inlet manifold (5) and the gasket.


Inlet Manifold - Install

SMCS Code: 1058-012


Illustration 74
1. Install a new gasket (6) on the cylinder head.
Illustration 75
2. Position the air inlet manifold (5) on the engine.
3. Install bolts (4). Tighten the bolts to a torque of 28 ± 7 N·m (21 ± 5 lb ft).
4. Install air inlet elbows (2) on air inlet manifold (5).
5. Install bolts (1) and connect air inlet heater solenoid (3).
End By:
a. Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover - Remove and
Install".


Fuel Filter Base - Remove and Install

SMCS Code: 1262-010
Removal Procedure
Table 1
Required Tools
A 185-3630 Strap Wrench As 1
Start By:
a. Remove the crankcase breather. Refer to Disassembly and Assembly, "Crankcase Breather - Remove and Install".


Illustration 1
Typical example
1. Use Tooling (A) to remove fuel filter (5).
2. Disconnect tube assemblies (1) and (2) from fuel filter base (4).
3. Remove bolts (3) from fuel filter base (4).
4. Remove fuel filter base (4) and the gasket from the engine.
Illustration 2
5. Remove fuel pressure relief valve (7) from fuel filter base (4), if necessary.
Table 2
Required Tools
A 185-3630 Strap Wrench As 1
Illustration 3
1. Install fuel pressure relief valve (7) on fuel filter base (4).
Illustration 4
Typical example
2. Inspect the condition of the gasket. Replace the gasket, if necessary.
3. Position the gasket and fuel filter base (4) on the engine.
4. Install bolts (3) that secure fuel filter base (4) on the engine.
5. Connect tube assemblies (1) and (2) to fuel filter base (4).
6. Use Tooling (A) to install fuel filter (5).
7. Install O-ring seal (6) on fuel filter base (4).
End By:
a. Install the crankcase breather. Refer to Disassembly and Assembly, "Crankcase Breather - Remove and Install".


Pistons and Connecting Rods - Disassemble

SMCS Code: 1225-015
Table 50
Required Tools
A 1U-6683 Ring Expander 1
Start By:
a. Remove the pistons and the connecting rods. Refer to Disassembly and Assembly, "Pistons and Connecting Rods -
Remove".
Illustration 220
1. Use Tooling (B) to remove retaining ring (2). Remove piston pin (4) and separate piston (1) from connecting rod (3).
Illustration 221
2. Use Tooling (A) to remove piston rings (5).


Inlet and Exhaust Valve Guides - Remove and Install

SMCS Code: 1104-010
Removal Procedure
Table 18
Required Tools
A 1U-7793 Valve Guide Driver (1) 1
(1) Part of 1U-6685 Valve Guide Tool Kit
Start By:
a. Remove the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and Exhaust Valves - Remove and
Install".
Note: For information on the reusability of the valve guides, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8218, "Specifications for Cylinder Head Asseblies 3114, 3116, and 3126 Engines" and Guideline For
Reusable Parts And Salvage Operations, SEBF8162, "Procedure to Measure and Salvage Cylinder Head Assemblies and
Related Components".
Illustration 80
Typical example
1. Use Tooling (A) to remove the inlet valve guides from the cylinder head assembly. Use Tooling (A) to remove the
exhaust valve guides from the cylinder head assembly.
Table 19
Required Tools
(1)
A 1U-7793 Valve Guide Driver 1
(1)
B 1U-7792 Guide Collar 1
C 9U-6895 Valve Guide Driver 1
D 149-4008 Guide Collar 1
(1) Part of 1U-6685 Valve Guide Tool Kit
Note: For information on the reusability of the valve guides, refer to Guideline For Reusable Parts And Salvage
Illustration 81
Typical example
1. Position inlet valve guide (1) and tap on the top of inlet valve guide (1). This is done in order to start inlet valve guide
(1) into the cylinder head assembly.
2. Use Tooling (A) and Tooling (B) to install inlet valve guide (1). Install inlet valve guides (1) until tooling (B) contacts
the cylinder head.
Illustration 82
Typical example
3. Position exhaust valve guide (2) and tap on the top of exhaust valve guide (2). This is done in order to start the exhaust
valve guide into the cylinder head assembly.
Note: Some of the early engines have inlet valves and exhaust valves that are identical in size. Use the same
specifications and the same tools for both valves. Proceed to Step 4 if the valves are not the same size.
4. Use Tooling (C) and Tooling (D) to install exhaust valve guide (2). Install inlet valve guides (2) until tooling (D)
contacts the cylinder head.
End By:
a. Install the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and Exhaust Valves - Remove and
Install".


Governor - Install
SMCS Code: 1264-012
Table 7
Required Tools
(1)
128-8827 Pin 1
B
(1)
1U-7523 Pin Pilot 1
(1) This tool is part of the 128-8822 Governor Tool Group .
Note: For more information on the governor, refer to Service Manual, SENR6454, "3114, 3116, & 3126 Engine
Governors". The Service Manual, SENR6454 requires the use of a 1U-7326 Governor Calibration Bench. For
information on reusability of components in the governor, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8434, "3100 Governor Inspection and General Information for Mechanical Governor Groups Used in
3114, 3116, and 3126 Engines Equipped with Mechanical Unit Injectors (MUI)".
Illustration 37
1. Apply lubricant to the new O-ring seal (1). Install new O-ring seal (1) in the cylinder head.
Illustration 38
2. Apply lubricant to the new O-ring seal (2). Install new O-ring seal (2) on the tube assembly (5).
Illustration 39
3. Install the O-ring seal and tube assembly (5) in the cylinder head.
Illustration 40
4. Apply lubricant to the new O-ring seal (3). Install new O-ring seal (3) on the governor.
Illustration 41
5. Place the governor in position on the engine.
Illustration 42
6. Install the washers and bolts (7) that hold the governor in place.
Illustration 43
7. Install clevis pin (6) in Tooling (B).
Illustration 44
8. Use Tooling (B) to install clevis pin (6) and the clip.
9. Check the fuel setting adjustment. Refer to Testing and Adjusting, SENR5118.
Illustration 45
10. Use Tooling (A) to slide tube assembly (5) into the governor.
Illustration 46
11. Install clip (4).
Illustration 47
12. Install oil tube assembly (1). Install tube assembly (2) and tube assembly for fuel ratio control (3), if equipped. Plug
and cap all connections.
13. Install the governor control cable.
End By:
a. Install the fuel shutoff solenoid. Refer to Disassembly and Assembly, "Fuel Shutoff Solenoid - Remove and Install".


Governor - Remove
SMCS Code: 1264-011
Removal Procedure
Table 6
Required Tools
Start By:
a. Remove the fuel shutoff solenoid. Refer to Disassembly and Assembly, "Fuel Shutoff Solenoid - Remove and Install".


Illustration 27
1. Disconnect the governor control cable.
2. Remove oil tube assembly (1). Remove tube assembly (2) and tube assembly for fuel ratio control (3), if equipped.
Plug and cap all connections.
Illustration 28
3. Remove clip (4).
Illustration 29
4. Use Tooling (A) to slide tube assembly (5) into the cylinder head.
Illustration 30
5. Remove the clip and use Tooling (A) to remove the clevis pin (6).
Note: Clevis pin (6) must stay with the governor in order to be adjusted.
Illustration 31
6. Remove bolts (7) and the washers that hold the governor in position.
Illustration 32
7. Remove the governor from the engine.
Illustration 33
8. Remove O-ring seal (3) on the governor.
Illustration 34
9. Remove the O-ring seal and tube assembly (5) from the cylinder head.
Illustration 35
10. Remove O-ring seal (2) on the tube assembly (5).
Illustration 36
11. Remove O-ring seal (1) from the cylinder head.
Note: For more information on the governor, refer to Service Manual, SENR6454, "3114, 3116, & 3126 Engine
Governors". The Service Manual, SENR6454 requires the use of a 1U-7326 Governor Calibration Bench. For
information on reusability of components in the governor, refer to Guideline For Reusable Parts And Salvage
Operations, SEBF8434, "3100 Governor Inspection and General Information for Mechanical Governor Groups Used in
3114, 3116, and 3126 Engines Equipped with Mechanical Unit Injectors (MUI)".

Rocker Shaft - Disassemble

SMCS Code: 1102-015
Table 45
Required Tools
A 6V-0083 Emery Polishing Paper 1
Start By:
Remove".
Illustration 185
1. Remove support bracket (1) from rocker shaft assembly (4).
2. Remove valve rocker arms (2) and unit injector rocker arm (3) from rocker shaft assembly (4).
Note: Do not force the rocker arms from the rocker shaft assembly. If necessary, use a piece of Tooling (A) to lightly
buff the surface of the shaft to aid in removal.
3. Check the adjustment screws on valve rocker arms (2) and unit injector rocker arm (3) for damage.
4. Inspect rocker shaft assembly (4) for scratches and cracks.
Illustration 186
5. Inspect bearing (5) on unit injector rocker arm (3). The bore in the rocker arm is 24.808 ± 0.20 mm (0.9767 ± 0.0079
inch). Refer to Specification, "Valve Rocker Arm and Lifters". Replace the bearing, if necessary.
6. Ensure that button (6) on unit injector rocker arm (3) is not damaged. Also ensure that the retaining ring for button (6)
is in place.


Rocker Shaft - Assemble

SMCS Code: 1102-016
Assembly Procedure
Illustration 187
1. Install button (6) and the retaining ring, if necessary.
2. Place clean engine oil on a new bearing (5) prior to installation.
3. Ensure that the oil hole in bearing (5) is aligned with the oil hole in the rocker arm. Hone the bearing, if necessary.
Refer to the Specifications Module for the correct dimensions.
Illustration 188
4. Lubricate rocker shaft assembly (4) with clean engine oil.
5. Install valve rocker arms (2) and unit injector rocker arm (3) on rocker shaft assembly (4).
6. Install support bracket (1) on rocker shaft assembly (4).
End By:
a. Install the rocker shaft and the pushrods. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod - Install".


Aftercooler - Remove
SMCS Code: 1063-011
Removal Procedure
Table 27
Required Tools
A 8T-0292 Bolt 2



pressure.
and the fill cap is cool enough to touch with your bare hand.
Remove the fill cap slowly to relieve pressure.

the skin and eyes to prevent personal injury.
Note: Put identification marks on all hose assemblies, on all wires, and on all tube assemblies for installation purposes.
Plug all hose assemblies and tube assemblies. This helps to prevent fluid loss and this helps to keep contaminants from
entering the system.
Illustration 138
Illustration 139
2. Remove bolts (2). Remove exhaust elbow (1) and exhaust pipe assembly (3).
Illustration 140
3. Loosen clamp (4).
4. Disconnect coupling (5).
Illustration 141
5. Loosen clamps (6) and (7).
6. Remove two top bolts (8) and install Tooling (A). Remove remaining bolts (8). Remove aftercooler (10).
7. Remove gasket (9) from aftercooler (10).


Aftercooler - Install
SMCS Code: 1063-012
Table 28
Required Tools
A 4C-9502 Gasket Sealant 1
B 5P-3931 Anti-Seize Compound 1
Note: Use a new gasket in order to install the aftercooler.
Illustration 142
Note: Apply Tooling (A) to the threads of the bottom bolts before installation.
1. Install gasket (9) on the engine. Install aftercooler (10). Install bolts (8).
2. Tighten clamp (6) and tighten clamp (7).
Illustration 143
3. Tighten clamp (4).
4. Connect coupling (5).
Illustration 144
Illustration 145
Note: Apply Tooling (B) to the threads of the exhaust elbow bolts.
5. Install exhaust elbow (1) and exhaust pipe (3). Install bolts (2).
6. Fill the cooling system. Refer to Operation and Maintenance Manual, SEBU7098, "Cooling System Level - Check"
for the correct procedure.


Lifter Group - Remove and Install

SMCS Code: 1209-010
Removal Procedure
Start By:
Remove".


Note: For information on reusability of components of the lifter group, refer to Guideline For Reusable Parts And
Salvage Operations, SEBF8264, "Camshaft Roller Followers Used in 3114 and 3116 Engines" and Guideline For
Reusable Parts And Salvage Operations, SEBF8067, "Slipper Followers and Camshaft Roller Followers".
Illustration 198
1. Remove bolts (1) from cover (2).
2. Carefully remove cover (2) and the gasket.
Note: It may be necessary to remove the governor in order to remove the cover at the front of the engine.
Illustration 199
3. Remove bolts (4), lifter shaft (5), and lifters (3) from cover (2).
Note: For information on reusability of components of the lifter group, refer to Guideline For Reusable Parts And
Salvage Operations, SEBF8264, "Camshaft Roller Followers Used in 3114 and 3116 Engines" and Guideline For
Reusable Parts And Salvage Operations, SEBF8067, "Slipper Followers and Camshaft Roller Followers".
Illustration 200
1. Position lifters (3) and lifter shaft (5) on cover (2). Install bolts (4).
Illustration 201
2. Position the gasket and cover (2) on the engine.
3. Install bolts (1) in cover (2).
End By:
a. Install the rocker shaft and the pushrods. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod - Install".


Fuel Transfer Pump - Install

SMCS Code: 1256-012
Table 3
Required Tools
A 8T-2998 Lubricant 1
Note: For information on reusability of the components in the fuel transfer pump, refer to Guideline For Reusable Parts
And Salvage Operations, SEBF8434, "3100 Governor Inspection and General Information for Mechanical Governor
Groups Used in 3114, 3116, and 3126 Engines Equipped with Mechanical Unit Injectors (MUI)".
Illustration 19
1. Lubricate fitting (10) and the bore with clean engine oil. Install the check valve and fitting (10).
Illustration 20
2. Inspect the condition of the O-ring seal. Replace the O-ring seal, if necessary. Install lower O-ring seal (9).
3. Apply Tooling (A) on the face of lifter (8). Install sleeve assembly (7). Ensure that the flat on the sleeve aligns with
the flat in the bore of the housing.
Illustration 21
4. Lubricate piston (5) with clean engine oil. Install piston (5) and spring (4).
Illustration 22
5. Lubricate fitting (3) and the bore for the check valve with clean engine oil. Install the check valve with the sealing
face toward the fitting.
6. Install the O-ring seal and fitting (3).
Illustration 23
Illustration 24

bodily injury.

7. Place cover (1) over spring (4). Install bolts (2) in order to compress spring (4).


Fuel Transfer Pump - Remove

SMCS Code: 1256-011
Removal Procedure
Note: The governor and the fuel transfer pump have been removed from the engine for photographic purposes only. This
procedure may be done with the governor on the engine.
Illustration 13
Illustration 14
Personal injury can result from parts and/or covers under

spring pressure.
Spring force will be released when covers are removed.
Be prepared to hold spring loaded covers as the bolts are

loosened.
1. Hold cover (1) in place and remove bolts (2) in order to release the spring beneath cover (1). Remove cover (1).
Illustration 15
2. Remove fitting (3) and the check valve from cover (1). Remove the filter screen (if equipped) from fitting (3).
Illustration 16
3. Remove spring (4) and piston (5).
4. Remove upper O-ring seal (6).
Illustration 17
5. Remove sleeve assembly (7). Inspect the face of lifter (8) for excessive wear. Inspect the surface of the camshaft that
is inside of the governor for excessive wear or damage.
6. Remove lower O-ring seal (9).
Illustration 18
7. Remove fitting (10) and the check valve.
Note: For information on reusability of the components in the fuel transfer pump, refer to Guideline For Reusable Parts
And Salvage Operations, SEBF8434, "3100 Governor Inspection and General Information for Mechanical Governor
Groups Used in 3114, 3116, and 3126 Engines Equipped with Mechanical Unit Injectors (MUI)".


Front Cover - Install

SMCS Code: 1166-012
Illustration 168
1. Install a new gasket (3) on the front cover (2).
Illustration 169
2. Install the gasket and front cover (2) on the front of the engine.
3. Install bolts (1) in front cover (2).


Camshaft - Install
SMCS Code: 1210-012
Note: For information on reusability of the camshaft, refer to Guideline For Reusable Parts And Salvage Operations,
SEBF8097, "Camshaft Measurement", Guideline For Reusable Parts And Salvage Operations, SEBF8146, "Visual
Inspection of Camshafts", and Guideline For Reusable Parts And Salvage Operations, SEBF8251, "Specifications for
Measurement of Camshafts in 3114/3116 Engines". For information on reusability of the camshaft gear, refer to
Guideline For Reusable Parts And Salvage Operations, SEBF8045, "Timing Gears for All Engines".
1. Lubricate the camshaft and the camshaft bearings with clean engine oil.
Illustration 204
2. Carefully install camshaft (3) and camshaft gear (5) in the engine.
When installing the camshaft, make sure the number one cylinder
is at top center of the compression stroke with the timing bolt
installed in the flywheel. The camshaft timing is very important.
The timing mark on the camshaft drive gear must line up with the
timing mark on the idler gear. Refer to the Specifications Manual
for more information.
Illustration 205
Typical example
3. Ensure that timing mark (1) on the camshaft gear is aligned with timing mark (2) on the idler gear.
4. Install camshaft retainer plate (6) and bolts (4).
End By:
a. Install the front cover. Refer to Disassembly and Assembly, "Front Cover - Install".
b. Install the side cover. Refer to Disassembly and Assembly, "Lifter Group - Remove and Install".
c. Install the governor. Refer to Disassembly and Assembly, "Governor - Install".


Governor (Type I) - Disassemble

SMCS Code: 1264-015
Table 19
Required Tools
1U-7307 Governor Repair Fixture (1) 1
A
C 1P-1857 Retaining Ring Pliers 1

(1)
D 1U-7606 Servo Block 1
E 1U-7277 Pin Punch 1

(1)
F 1U-7635 Clevis Driver 1
(1) Part of former 1U-9088 Governor Tool Group


Note: Inspect all parts of the governor upon disassembly. For information on the reusability of components in the
governor, refer to the Guideline For Reusable Parts And Salvage Operations, SEBF8434, "3100 Governor Inspection and
General Information for Mechanical Governor Groups Used in 3114, 3116, and 3126 Engines Equipped with
Mechanical Unit Injectors (MUI)". For information on cleaning the components in the governor, refer to the Cleaning
Guide, SEBF8354, "Equipment And Chemical Recommendations Reference Manual".
Note: Refer to Chart A "Parts to be Replaced During Rebuild" in Guideline For Reusable Parts And Salvage Operations,
SEBF8434 for a list of components that need to be replaced during a governor rebuild. It is not necessary to replace the
components in Chart A "Parts to be Replaced During Rebuild" if the governor is in the shop for a bench test or for minor
repair.
Note: Early Type I Governors had limited production until 1991. The early Type I Governors may be inspected and
perhaps reconditioned. However, some of the internal components are no longer serviced or the internal components
may only be serviced by larger assemblies. When you recondition a Type I Governor, it may be necessary to replace the
governor. If extensive repair work is necessary, a Type I Governor can be replaced with a Type IV Governor.
Illustration 94
Typical Governor
(1) Bolt
(2) Orifice for the dashpot
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(9) Rear spring seat
(10) Retaining ring
(11) Spacer
(12) Piston assembly for the dashpot
(13) Shims for the high idle governor (if equipped)
(14) Spring pair
(15) Spring seat assembly
1. Mount the drive gear end of the governor on the 1U-7307 Governor Repair Fixture (Tool (A)).
Illustration 95
2. Remove three bolts (4).
3. Remove cover (5).
Illustration 96
4. Remove O-ring seal (3) from cover (5). Inspect the O-ring seal for wear or damage. If the O-ring seal is worn or
Illustration 97
5. Ensure that orifice (2) for the dashpot is not plugged. Also ensure that orifice (2) is tight in the casting.
Note: The orifice for the dashpot may be drilled directly into the governor rear housing or the orifice may be a fitting
that is staked into the governor rear housing. Ensure that all orifice fittings are staked into the governor housing before
reassembly.


6. Use the following procedure in order to remove cover assembly (6).
a. Hold cover assembly (6) in position and slowly loosen bolts (1) in order to release the spring force.
b. Remove three bolts (1) from the cover assembly.
c. Remove cover assembly (6).
Illustration 98
7. Remove O-ring seal (7) from cover assembly (6). Inspect the O-ring seal for wear or damage. If the O-ring seal is
worn or damaged, use a new part for replacement.
Illustration 99
8. Remove rear spring seat assembly (9).
Illustration 100
9. Remove spacer (11). Remove shims (8) from governor spring seat (9), if equipped. inspect governor spring seat (9) for
wear or damage.
Illustration 101
10. Remove shims (13) for the high idle governor, if equipped.
Illustration 102
11. Remove spring seat assembly (15) from the governor.
Illustration 103
Illustration 104
Note: Spring pair (14) can be removed by unscrewing the coils of the springs from spring seat assembly (15). Inspect the
spring pair for wear or damage. Replace the spring pair as a spring group package only. The dashpot spring (if equipped)
does not need to be replaced as part of the governor spring package.
Illustration 105
12. Remove six bolts (16) in order to separate governor rear housing (17) from governor front housing (18).
Note: Steps 13 through 35 are for the disassembly of the governor front housing. Steps 36 through 56 are for the
disassembly of the governor rear housing.
Illustration 106
13. Remove riser (19) from governor front housing (18).
Illustration 107
14. Remove retaining ring (20), two races (21), bearing (23) and shims (22) from riser (19).
Illustration 108
15. Remove four bolts and four washers (24) that hold the flyweights in position.
Illustration 109
16. Remove flyweights (25).
Illustration 110
Illustration 111
17. Remove flyweight pin (26). Inspect the pin for wear or damage.
18. Remove flyweight (25) from flyweight toe (27). Inspect the flyweight and the flyweight toe for wear or damage. If
the flyweight or the flyweight toe is damaged, use new parts for replacement.
Note: Keep all parts of each flyweight together for assembly.
Illustration 112
19. Hold flyweight carrier (28) in order to prevent the flyweight carrier from rotating and remove eight carrier bolts (29).
Note: Upon assembly, do not reuse eight carrier bolts (29). Replace the used carrier bolts with new carrier bolts.
Illustration 113
20. Remove flyweight carrier (28) and riser shaft (30) from the governor front housing.
Illustration 114
21. Remove pin (31) from riser shaft (30). Remove riser shaft (30) from flyweight carrier (28). Inspect riser shaft (30)
for wear or damage. If the riser shaft is worn or damaged, use a new part for replacement. Inspect pin (31) for wear or
damage. If the pin is worn or damaged, use a new part for replacement.
Illustration 115
Note: Two types of shutoff assemblies are used. The first type was used on Types I, II, and III governors. The second
type has a spring that is preloaded in the opposite direction. This is the bias spring.
22. Remove two bolts (32) and the washers.
23. Remove shutoff assembly (33). Inspect the shutoff assembly for wear or damage. If the shutoff assembly is worn or
damaged, use new parts for replacement.
Illustration 116
24. If necessary, remove blade (34) and blade (36). Do not remove spring (35).
Illustration 117
25. Remove spring (38) for the throttle lever from throttle shaft (37).
Illustration 118
26. Remove retaining clip (39) from throttle shaft (37).
Illustration 119
27. Remove spacer (43), spring (42), setscrew (41), and control lever (40) from throttle shaft (37).
Illustration 120
Illustration 121
29. Remove throttle shaft (37) from the governor front housing. Inspect the throttle shaft for wear or damage. If the
throttle shaft is worn or damaged, use a new part for replacement.
Illustration 122
30. Inspect throttle shaft seal (45) carefully for wear or damage. If the throttle shaft seal is worn or damaged, use a new
part for replacement.


Illustration 123
b. Remove three bolts (46) and cover (47).
Illustration 124
32. Remove spring (48) and O-ring (49). Inspect the O-ring for wear or damage. If the O-ring is worn or damaged, use a
new part for replacement.
Illustration 125
33. Remove sleeve assembly (50) and tappet assembly (51) from the governor front housing.
Illustration 126
34. Remove piston (52) from sleeve assembly (50). Inspect the condition of piston (52) and sleeve assembly (50). If the
piston or the sleeve assembly are worn or damaged, use new parts for replacement.
Illustration 127
35. Remove lower O-ring seal (53) from the fuel transfer pump housing. Check the O-ring seal for wear or damage. If
the O-ring seal is worn or damaged, use a new part for replacement.
Note: Remove the governor front housing from the 1U-7307 Governor Repair Fixture (Tool (A)).
Illustration 128
36. Install three legs (G) on the 1U-7307 Governor Repair Fixture (Tool (A)). Mount the governor rear housing on the
three legs.
37. Remove seal (54) from the governor rear housing. Inspect the seal for damage. If the seal is damaged, use a new part
for replacement.
Illustration 129
The position of the bearing block will affect the output of the fuel
rack. If the bearing block assembly is positioned too close to the
riser lever, high idle may not be reached. If the bearing block
assembly is positioned too far from the riser lever, fuel shutoff may
not be obtained.
Note: Use a scribe to mark the location of the bearing block on the aluminum housing near the hole for the fuel shutoff
solenoid. Scribe marks (X) should indicate the vertical position of the bearing block and the horizontal position of the
bearing block. Scribe the marks close to the bearing block.
38. Remove two bolts (55) and the washers. Remove bearing block (56).
Illustration 130
39. Use Tool (B) to remove retaining ring (58). Loosen bolt (57). Remove riser lever (59) from bearing block assembly
(56).
Illustration 131
40. Remove bearing block assembly (56) from pivot shaft (60).
Illustration 132
41. Remove adjuster (63) for the torque cam from pivot shaft (60). Remove torsion spring (62) from pivot shaft (60).
Inspect the condition of the parts on pivot shaft (60). If any of the parts are worn or damaged, use new parts for
replacement.
42. Remove fulcrum lever (61) from pivot shaft (60). Remove the spring from the end of pivot shaft (60).
Illustration 133
43. Push limit sleeve (66) and control sleeve (64) toward each other and compress spring (65) in order to expose
retaining clip (67). Remove retaining clip (67) from governor output servo (68). Inspect the parts of the servo assembly
for wear or damage.
Illustration 134
44. Remove retaining ring (69) with Tool (C). Remove governor output servo assembly (68) by pulling out on the clevis.
Note: Limit sleeve (66), spring (65), and control sleeve (64) will come out of the governor housing when the governor
output servo assembly is removed.
Illustration 135
Governor Output Servo (Earlier Style)
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
The servo could come apart during engine shutdown if you fail to
replace the parts that are listed in Chart B "Parts Replacement
Chart" in the Guideline For Reusable Parts And Salvage
Operations, SEBF8434. The engine will not start if the servo comes
apart.
45. Use the following procedure to disassemble the early style of governor output servo assembly.
a. Slide sleeve (70) against servo piston (71).
Illustration 136
(D) 1U-7606 Servo Block
(E) 1U-7277 Pin Punch
(73) Clevis
b. Position the 1U-7606 Servo Block (Tool (D)) on the side so the notch is facing upward. Place the governor
output servo so the sleeve is in the recess of Tool (D). The clevis end of the governor output servo should be
located on the side of Tool (D). Rotate the governor output servo assembly so spring pin (74) is facing upward.
Use a 1U-7277 Pin Punch (Tool (E)) to press spring pin (74) out of the clevis and the governor output servo.
c. Remove clevis (73), sleeve (70) and servo valve (72). Remove O-ring seal (75). Check the O-ring seal for wear
or damage. If the O-ring seal is worn or damaged, use a new part for replacement.
46. Inspect all parts for wear or damage. If the parts are worn or damaged, use new parts for replacement.
Illustration 137
Governor Output Servo (Later Style)
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
(76) Tolerance ring
47. Use the following procedure to disassemble the later style of governor output servo assembly.
Illustration 138
(73) Clevis
b. Position Tool (D) on the side so the notch is facing upward. Place the governor output servo so the sleeve is in
the recess of Tool (D). The clevis end of the governor output servo should be located on the side of Tool (D).
Rotate the assembly so spring pin (74) is facing upward. Use Tool (E) to press spring pin (74) through both parts.
Illustration 139
(F) 1U-7635 Clevis Driver
(71) Servo piston
(73) Clevis
c. Position Tool (D) on the end so the notch end is facing upward. Hold the governor output servo so the clevis is
pointing downward. Slide sleeve (70) down the clevis as far as possible. Do not force the sleeve. Slide the entire
assembly into Tool (D) from the open side. Position the assembly so the flange with the large diameter on servo
piston (71) rests on the top surface of Tool (D).
d. Slide the 1U-7635 Clevis Driver (Tool (F)) over the end of servo valve (72). Position the driver so the end with
the smaller diameter is against the shoulder of servo valve (72). Press against the end of the driver until clevis (73)
is removed from the governor output servo.
e. Remove sleeve (70), servo valve (72), O-ring seal (75) and tolerance ring (76).
Illustration 140
49. Remove retaining clip (77).
Illustration 141
50. Remove washer (79), limit lever assembly (78), and spring (80). Inspect the condition of limit lever (78).
Illustration 142
51. Remove one bolt (83). Remove bracket (82) and fuel ratio control valve (81).
Illustration 143
52. Remove fuel ratio control lever assembly (84). Do not remove shaft (85) from the governor front housing.
Illustration 144
53. Remove O-ring seal (86) from fuel ratio control valve (81). Check the O-ring seal for wear or damage. If the O-ring
seal is worn or damaged, use a new part for replacement.
Note: The fuel ratio control valve is not serviceable. Do not disassemble the fuel ratio control valve beyond this point.
Note: The following steps are for the disassembly of the C spring on Type I governors.
Illustration 145
54. Remove bolt (87) and the sleeve assembly that holds cover (88) in position. Remove cover (88).


Illustration 146
55. Remove C spring (89) carefully in order to avoid personal injury.
Illustration 147
56. Remove drive gear (90).
Note: Inspect the cam on the fuel transfer pump. If the cam has excessive wear, it will be necessary to replace the entire
drive assembly.
Note: Inspect all of the parts of the governor upon disassembly. For information on reusability of components in the
governor, refer to Guideline For Reusable Parts And Salvage Operations, SEBF8434, "3100 Governor Inspection and
Mechanical Unit Injectors (MUI)".
Note: For information on cleaning the components in the governor, refer to the Cleaning Guide, SEBF8354, "Equipment
And Chemical Recommendations Reference Manual".


Governor (Type I) - Assemble

SMCS Code: 1264-016
Assembly Procedure
Table 20
Required Tools
A
(1)
B 1U-7635 Clevis Driver 1
(1)
C 1U-7606 Servo Block 1
D 1U-7277 Pin Punch 1
E 1P-1857 Retaining Ring Pliers 1
F 1P-1855 Retaining Ring Pliers 1

(1)
G 1U-7310 Torque Adjusting Tool 1
(1)
H 1U-7311 Wrench 1
(1)
I 1U-7309 Shim Adjustment Tool 1
1U-7313 Gauge Block (1) 1
J
(1)
K 1U-7312 Calibration Plate 1
1U-7314 Weight (1) 1
L
(1)
M 1U-7308 Shim Adjustment Tool 1
(1) Part of the former 1U-9088 Tool Group
Note: Inspect all parts of the governor upon assembly. For information on the reusability of components in the governor,
refer to the Guideline For Reusable Parts And Salvage Operations, SEBF8434, "3100 Governor Inspection and General
Information for Mechanical Governor Groups Used in 3114, 3116, and 3126 Engines Equipped with Mechanical Unit
Injectors (MUI)". For information on cleaning the components in the governor, refer to the The Cleaning Guide,
SEBF8354, "Equipment And Chemical Recommendations Reference Manual".
repair.
Note: Early Type I Governors had limited production until 1991. The early Type I Governors may be inspected and
may only be serviced by larger assemblies. When you recondition a Type I Governor, it may be necessary to replace the
governor. If extensive repair work is necessary, a Type I Governor can be replaced with a Type IV Governor.
Note: Put clean engine oil on all parts before assembly. Ensure that all of the oil passages in the governor are free of
obstructions.
Illustration 148
drive assembly.
1. Mount the drive gear end of the governor on Tool (A). Install drive gear (90).

Illustration 149
2. Install C spring (89) carefully in order to avoid personal injury.
Illustration 150
3. Install cover (88). Install the sleeve assembly and bolt (87) that holds cover (88) in position.
Illustration 151
4. Install fuel ratio control lever assembly (84) onto shaft (85).
Illustration 152
5. Install O-ring seal (86) onto fuel ratio control valve (81).
Illustration 153
6. Put fuel ratio control valve (81) in position on the governor. Install bracket (82) and bolt (83) in order to hold fuel
ratio control valve (81) in position.
Illustration 154
7. Install limit lever assembly (78), washer (79), and spring (80). Ensure that the straight end of spring (80) is resting on
the aluminum casting.
Illustration 155
8. Install retaining clip (77).
9. Use the following procedure to assemble the later style of governor output servo assembly.
a. Thoroughly clean all of the parts of the governor output servo assembly.
Illustration 156
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
(76) Tolerance Ring
b. Install servo valve (72) into servo piston (71).
c. Install O-ring seal (75) onto sleeve (70) and slide the sleeve onto servo piston (71).
d. Install a new 109-4587 Tolerance Ring (76) into the large bore in the end of servo piston (71). Position the
tolerance ring so that the gap in the tolerance ring lines up with the hole through the side of the piston that is for
spring pin (74). Push the tolerance ring into the bore until the tolerance ring bottoms out.
Illustration 157
(B) 1U-7635 Clevis Driver
(C) 1U-7606 Servo Block
(70) Sleeve
(71) Servo piston
(73) Clevis
e. Place Tool (C) in a vertical position. The small round hole should face upward. Put the servo assembly in
position on Tool (C). Install servo valve (72) in an upward position.
f. Put clevis (73) in position on the servo valve, as shown. Use Tool (B) to press clevis (73) into servo piston (71)
from the end with the tolerance ring.
g. Position clevis (73) so that the hole for spring pin (74) is in alignment with the gap in the tolerance ring and the
hole in servo piston (71). Press clevis (73) until the clevis bottoms out against servo piston (71).
Illustration 158
(D) 1U-7277 Pin Punch
(73) Clevis
h. Position Tool (C) on the side so the notch is facing upward. Position the governor output servo so the sleeve is
in the recess of Tool (C). Insert clevis (73) into the servo piston in the recess that is marked "PIN". Rotate the
governor output servo so that the hole for spring pin (74) is aligned with clevis (73). Use Tool (D) to press a new
6D-9953 Spring Pin (74) into the governor output servo until the end of the spring pin is flush with the outside
diameter of the servo piston.
10. Use the following procedure to assemble the earlier style of governor output servo assembly.
Illustration 159
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
Illustration 160
(71) Servo piston
(73) Clevis
d. Position Tool (C) on the side so the notch is facing upward. Position the governor output servo so the sleeve is
in the recess of Tool (C). Position the clevis end of the servo piston in the recess. The recess will be marked "PIN"
on the side.
e. Insert clevis (73) into the piston bore.
f. Align the holes in clevis (73) and servo piston (71). Press a new 4H-1641 Spring Pin (74) until the end of the
spring pin is flush with the outside diameter of servo piston (71).
Illustration 161
Illustration 162
Note: Lubricate the bore of the governor rear housing lightly with clean engine oil before the governor output servo is
installed.
11. To install governor output servo (68) into the governor rear housing, push the small end of the governor output servo
through the opening in the governor rear housing. Install sleeve (64), spring (65) and sleeve (66) onto the governor
output servo.
12. Press on the clevis of governor output servo (68) until the governor output servo is seated in the bore of the governor
rear housing. Install retaining ring (69) with Tool (E).
13. Push limit sleeve (66) and control sleeve (64) toward the side of the governor housing that holds the clevis in order to
compress spring (65). Install retaining ring (67) when spring (65) is compressed.
Note: Some servo assemblies may have a second retaining ring on the servo valve. Install the second retaining ring
between the control sleeve and the limit sleeve.
Illustration 163
14. Install the spring and fulcrum lever (61) on pivot shaft (60). Install torsion spring (62) and torque cam adjuster (63)
onto pivot shaft (60).
Illustration 164
15. Install bearing block assembly (56) onto pivot shaft (60).
Illustration 165
16. Install riser lever (59) onto bearing block assembly (56). Use Tool (B) to install retaining ring (58). Install bolt (57)
but do not tighten the bolt at this time. Use a feeler gauge to obtain a 0.15 ± 0.05 mm (0.006 ± 0.002 inch) clearance
between bearing block (56) and riser lever (59). When the proper clearance is reached, tighten bolt (57).
Illustration 166
Bearing block position affects rack output. If the bearing block

assembly is positioned too closely to the riser shaft side, high idle
may not be reached. If the bearing block assembly is positioned too
far from the riser shaft side, fuel shutoff may not be obtained.
Note: Scribe marks (X) indicate the vertical position of the bearing block and the horizontal position of the bearing
block. Scribe marks (X) were made during disassembly. The marks are located on the aluminum housing near the hole
for the fuel shutoff solenoid. The bearing block assembly must be located as close as possible to the scribe marks.
17. Put bearing block (56) into position in the governor rear housing. Install two bolts and washers (55). Tighten the
bolts to a torque of 4 ± 1 N·m (35 ± 9 lb in).
Illustration 167
18. Mount the governor rear housing on the 1U-7307 Governor Repair Fixture (Tool (A)) with the three legs that are
included. Prepare seal (54) for the governor rear housing. Do not install seal (54) until the gap for the torque cam is
adjusted.
19. Use the following procedure to adjust the gap for the Torque Cam on Type I governors.
Illustration 168
(1) Seal
(A) Governor Repair Fixture
(G) Torque Adjusting Tool and Dial Indicator
(H) Wrench
Illustration 169
(2) Riser lever
(3) Riser lever swivel
(4) Torque cam setscrew
(5) Shoulder for the torque cam lever
(7) Torque cam
(X) Torque cam dimension
a. Install the three legs that are included with Tool (A), as shown. Install the governor rear housing on the legs.
b. Use the 1U-7310 Torque Adjusting Tool (Tool (G)) to adjust the position of the torque cam.
c. Grasp riser lever (2) and rotate the riser lever counterclockwise. Rotate the riser lever until torque cam lever (6)
snaps past shoulder (5) on torque cam (7). Move torque cam lever (6) over shoulder (5) on torque cam (7). Rotate
riser lever (2) clockwise until torque cam lever (6) contacts shoulder (5) on torque cam (7).
d. Use two of the bolts that are furnished in the former 1U-9088 Governor Repair Group to fasten Tool (G) to the
governor housing. The post of Tool (G) should be facing downward in order to make contact with riser lever
swivel (3). Attach a 5S-8086 Contact Point to the tip of the dial indicator. Install the dial indicator into Tool (G)
until the dial indicator bottoms out. The tip of the dial indicator should rest on the edge of riser lever (2).
e. Place the 1U-7311 Wrench (Tool (H)) into torque cam setscrew (4). Use Tool (H) as a lever in order to rotate
torque cam (7) counterclockwise until riser lever swivel (3) contacts the post on Tool (G). Continue rotating torque
cam (7) counterclockwise in order to wind up the torsion spring. Hold Tool (H) in this position and zero the dial
indicator. The large dial makes several sweeps during the procedure. It is important to zero all of the dials in order
to be certain of the total indicator reading at the end of the procedure. Tighten the setscrew on Tool (G) in order to
secure the dial indicator.
f. Use Tool (H) as a lever again and rotate the assembly counterclockwise until torque cam (7) and torque cam
setscrew (4) break apart. Release the pressure on Tool (H) slowly until the setscrew comes in contact again with
torque cam (7). Remove your hand from Tool (H). The reading on the dial indicator will show dimension (X) for
the torque cam. Refer to the TMI in order to get the correct dimension (X).
g. If necessary, adjust the setscrew and repeat Steps 19.e and 19.f until the correct dimension (X) is indicated on
the dial indicator.
h. Install seal (1) on the governor rear housing.
20. Remove the governor rear housing from Tool (A). Install the governor front housing in Tool (A).
Illustration 170
21. Install lower O-ring seal (53) into the fuel transfer pump housing.
Illustration 171
Illustration 172
22. Install piston (52) into sleeve assembly (50).
23. Install sleeve assembly (50) and tappet (51) into the governor front housing.
Illustration 173
24. Install spring (48) and O-ring (49).
Illustration 174


25. Hold cover assembly (47) in position on the governor front housing and install three bolts (46).
Note: Make sure that cover assembly (47) is securely fastened to the governor housing. Fuel may leak around the O-ring
seal if cover assembly (47) is not tight. Make sure that the fuel inlet fitting is tight in cover assembly (47) in order to
ensure that no leaks occur.
Illustration 175
26. Install a new throttle shaft seal (45) if the seal was removed.
Illustration 176
27. Install throttle shaft (37) into the governor front housing.
Illustration 177
28. Install retaining clip (44) onto throttle shaft (37).
Illustration 178
29. Install control lever (40), setscrew (41), spring (42), and spacer (43) onto throttle shaft (37).
Illustration 179
Illustration 180
31. Install spring (38) for the throttle lever onto throttle shaft (37).
Illustration 181
32. Install blade (34) and blade (36) onto shutoff assembly (33). Tighten the bolts that hold blades (34) and (36) to a
torque of 2.0 ± 0.2 N·m (18 ± 2 lb in).
Note: Spring (35) should not have been removed.
Illustration 182
33. Put shutoff assembly (33) into position. Install the two bolts and washers (32) that fasten the shutoff assembly to the
governor housing.
Illustration 183
34. Install flyweight carrier (28) onto riser shaft (30). Install pin (31) into riser shaft (30).
Illustration 184
Note: Ensure that flyweight carrier (28) and riser shaft (30) are seated properly in the gear carrier before the eight new
carrier bolts (29) are tightened.
35. Install flyweight carrier (28) and riser shaft (30) onto the gear carrier. Install eight new carrier bolts (29). Hold
flyweight carrier (28) in order to keep the flyweight carrier from rotating. Tighten eight carrier bolts (29) to a torque of
10 ± 1 N·m (90 ± 9 lb in).
Note: Do not reuse eight carrier bolts (29). Replace the used carrier bolts with new carrier bolts.
Illustration 185
Illustration 186
36. Install flyweight (25) onto flyweight toe (27).
37. Install flyweight pin (26) through the bore in flyweight (25) and flyweight toe (27).
Illustration 187
38. Install flyweights (25) in the original location.
Illustration 188
39. Install four bolts and four washers (24) that hold the flyweights in position. Tighten bolts (24) to a torque of 2.2 ± 0.2
N·m (19 ± 2 lb in).
Illustration 189
40. Install shims (22), two races (21), and bearing (23) onto riser (19). Do not install retaining ring (20) at this time. Use
the procedure that follows to determine the correct number of shims (22) to use on riser (19).
Illustration 190
(I) 1U-7309 Shim Adjustment Tool
(J) 1U-7313 Gauge Block
(K) 1U-7312 Calibration Plate
(X) Ball on the end of the stem
41. Put the 1U-7309 Shim Adjustment Tool (Tool (I)) in position on top of the 1U-7312 Calibration Plate (Tool (K)).
Place the 1U-7313 Gauge Block (Tool (J)) on top of Tool (K) and under Tool (I) in order to zero the dial indicator. Lift
up and rotate the knurled portion of Tool (I) until ball (X) on the end of the stem rests on Tool (J). The above illustration
shows the correct method for setting the dial indicator to zero. Make sure that only the ball touches Tool (J). If the stem
before the ball touches Tool (J) an incorrect setting will result.
Illustration 191
(19) Riser
Illustration 192
(L) 1U-7314 Weight
42. Install Tool (I) on the governor front housing and remove the bushing from the hole in the Tool. Install riser (19) and
put the bushing in position on Tool (I). Install the 1U-7314 Weight (Tool (L)) on top of riser (19) in order to compress
the shims. Lift up on the knurled portion of Tool (I) and use the pointer to place ball (X) in the riser slot. Carefully lower
ball (X) onto the slot on the riser and read the dial indicator. The reading on the dial indicator should be 0.00 ± 0.08 mm
(0.000 ± 0.003 inch). Shims must be added in order to increase the reading on the dial indicator. Shims must be removed
in order to decrease the reading on the dial indicator.
Illustration 193
43. When the correct thickness of shims is determined, remove the riser assembly. Remove Tool (A). Install the correct
number of shims (22) and install retaining ring (20).
Illustration 194
44. Install riser (19) onto the riser shaft and into governor front housing (18).
Illustration 195
45. Put governor rear housing (17) in position on governor front housing (18). Make sure that the fulcrum swivels are
engaged with the control lever and the spool. The riser swivel must be engaged in the riser and the shutoff assembly
must be rotated out of the way.
Note: The swivel in the long arm of the fulcrum lever goes into the spool. The swivel in the short arm of the fulcrum
lever goes into the control lever.
46. Install six bolts (16) that hold the governor rear housing and the governor front housing together. Tighten the bolts to
a torque of 12 ± 3 N·m (9 ± 2 lb ft).
Note: Look through the hole in the rear cover at the spool on the riser. The spool on the riser should move up and down
as the throttle is actuated from low idle to high idle. If the spool on the riser does not move, the front and the governor
rear housings are not assembled correctly.
Illustration 196
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 197
Illustration 198
47. Screw the coils of spring pair (14) onto spring seat assembly (15). Align the springs so that the springs are even with
the spring seat and each other.
Illustration 199
48. Slide spring seat assembly (15) onto the riser shaft with the springs toward the outside.
Note: Rotate the springs on the spring seat so that the inner spring is aligned with the outer spring. Remove the sharp
edges from the flat surface on the inside diameter of the springs. This will ensure that the springs are seated properly on
the spring seat.
Illustration 200
49. Install shims (13) for the governor high idle, if necessary.
Illustration 201
50. Install shims (8) and spacer (11) onto rear spring seat (9).
Illustration 202
51. Install governor spring seat assembly (9) onto the riser shaft.
Illustration 203
52. Remove O-ring seal (7). Lightly lubricate the bore of the governor rear housing with clean engine oil and loosely
install cover (6). Drain the oil from the rear sump cover into a suitable container for storage or disposal.


Illustration 204
53. Put cover assembly (6) in position on the governor. Install three bolts (1) and evenly tighten the bolts.
Illustration 205
55. Install O-ring seal (3) onto cover (5).
Illustration 206
56. Put cover (5) in position on cover assembly (6) and install three bolts (4).
Note: Before performing Step 57, the low idle screw must be backed out completely so that the throttle lever contacts
the governor housing. The low idle adjustment is made during governor calibration.
Illustration 207
(M) 1U-7308 Shim Adjustment Tool
57. Install the 1U-7308 Shim Adjustment Tool (Tool (M)) and put the dial indicator point on the center of the rear cover.
Push down on the rear cover until the cover makes contact with the governor housing. Zero the dial indicator. Slowly
release the pressure on the rear cover. As the cover is pushed out by the force of the spring under the cover, rotate the
cover for approximately 90 degrees. The reading on the dial indicator will determine the amount of preload on the
spring. Add shims or remove shims in order to establish the proper preload on the spring. Refer to the Technical
Marketing Information (TMI) for the governor spring preload dimension according to the governor group number.
Note: The rear cover assembly must move freely.
Note: The preload dimension that is stated in the TMI should only be used for reference. The manufacturer of the
governor is not required to meet the specification. The number of governor spring shims is determined by the governor
test bench calibration. Governor spring shims are added in order to increase the tension on the high idle screw. Governor
spring shims are removed in order to meet the function of low idle lug specification. If you are rebuilding the governor,
the reference for the governor spring preload dimension is a good starting point.
58. Remove Tool (M) and cover assembly (6). Install O-ring seal (7) on cover assembly (6). Put cover assembly (6) in
position and install bolts (1).


Governor (Type II) - Disassemble

SMCS Code: 1264-015
Table 21
Required Tools
A

(1)

(1)


repair.
Note: Early Type II Governors had limited production until 1991. The early Type II Governors may be inspected and
may only be serviced by larger assemblies. When you recondition a Type II Governor, it may be necessary to replace the
governor. If extensive repair work is necessary, a Type II Governor can be replaced with a Type IV Governor.
Illustration 208
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 209
Illustration 210
Illustration 211
Note: The orifice for the dashpot may be drilled directly into the governor rear housing or the orifice may be a fitting
that is staked into the governor rear housing. Ensure that all orifice fittings are staked into the governor housing before
reassembly.


Illustration 212
Illustration 213
8. Remove governor spring seat assembly (9).
Illustration 214
9. Remove spacer (11). Remove shims (8) from governor spring seat (9), if equipped.
Illustration 215
Illustration 216
Illustration 217
Illustration 218
spring pair for wear or damage. Replace the spring pair as a spring group package only. The dashpot spring (if equipped)
Illustration 219
Illustration 220
Illustration 221
Illustration 222
Illustration 223
Illustration 224
18. Remove flyweight (25) from flyweight toe (27). Inspect the flyweight and the flyweight toe for wear or damage. If
the flyweight or the flyweight toe is damaged, use new parts for replacement.
Illustration 225
Illustration 226
20. Remove flyweight carrier (28) and riser shaft (30) from the governor front housing.
Illustration 227
for wear or damage. If the riser shaft is worn or damaged, use a new part for replacement. Inspect pin (31) for wear or
damage. If the pin is worn or damaged, use a new part for replacement.
Illustration 228
22. Remove two bolts (32) and the washers.
23. Remove shutoff assembly (33). Inspect the shutoff assembly for wear or damage. If the shutoff assembly is worn or
Illustration 229
Illustration 230
Illustration 231
Illustration 232
27. Remove spacer (43), spring (42), setscrew (41), and control lever (40) from throttle shaft (37).
Illustration 233
Illustration 234
29. Remove throttle shaft (37) from the governor front housing. Inspect the throttle shaft for wear or damage. If the
throttle shaft is worn or damaged, use a new part for replacement.
Illustration 235


Illustration 236
Illustration 237
Illustration 238
33. Remove sleeve assembly (50) and tappet assembly (51) from the governor front housing.
Illustration 239
34. Remove piston (52) from sleeve assembly (50). Inspect the condition of piston (52) and sleeve assembly (50). If the
piston or the sleeve assembly are worn or damaged, use new parts for replacement.
Illustration 240
Illustration 241
three legs.
for replacement.
Illustration 242
not be obtained.
Illustration 243
(56).
Illustration 244
Illustration 245
replacement.
Illustration 246
for wear or damage.
Illustration 247
44. Remove retaining ring (69) with Tool (C). Remove the shaft of governor output servo (68) by pulling out on the
clevis.
output shaft is removed.
45. Inspect the governor output shaft for wear or for damage. If the governor output shaft is worn or damaged, use a new
Illustration 248
Illustration 249
Illustration 250
Illustration 251
49. Remove fuel ratio control lever assembly (77). Do not remove shaft (78) from the governor front housing.
Illustration 252
Illustration 253


Illustration 254
Illustration 255
drive assembly.


Governor (Type II) - Assemble

SMCS Code: 1264-016
Assembly Procedure
Table 22
Required Tools
A

(1)
D 1U-7310 Torque Adjusting Tool 1
(1)
E 1U-7311 Wrench 1
(1)
F 1U-7309 Shim Adjustment Tool 1
(1)
G 1U-7313 Gauge Block 1
(1)
H 1U-7312 Calibration Plate 1
(1)
I 1U-7314 Weight 1
1U-7308 Shim Adjustment Tool (1) 1
J
repair.
Note: Early Type II Governors had limited production until 1991. The early Type II Governors may be inspected and
may only be serviced by larger assemblies. When you recondition a Type II Governor, it may be necessary to replace the
governor. If extensive repair work is necessary, a Type II Governor can be replaced with a Type IV Governor.
obstructions.
Illustration 256
1. Mount the drive gear end of the governor on Tool (A). Install drive gear (83).


Illustration 257
Illustration 258
Illustration 259
4. Install fuel ratio control lever assembly (77) onto shaft (78).
Illustration 260
Illustration 261
Illustration 262
Illustration 263
Illustration 264
Illustration 265
installed.
9. To install the governor output shaft into the governor rear housing, push the small end of the governor output shaft
through the opening in the governor rear housing. Install control sleeve (64), spring (65) and limit sleeve (66) onto the
governor output shaft.
10. Press on clevis (68) until the governor output shaft is seated in the bore of the governor rear housing. Install retaining
ring (69) with Tool (B).
Illustration 266
Illustration 267
Illustration 268
Illustration 269

Illustration 270
adjusted.
17. Use the following procedure to adjust the gap for the Torque Cam on Type I governors.
Illustration 271
(1) Seal
(D) Torque Adjusting Tool and Dial Indicator
(E) Wrench
Illustration 272
(2) Riser lever
(7) Torque cam
b. Use the 1U-7310 Torque Adjusting Tool (Tool (D)) to adjust the position of the torque cam.
d. Use two of the bolts that are furnished in the former 1U-9088 Governor Repair Group to fasten Tool (D) to the
governor housing. The post of Tool (D) should be facing downward in order to make contact with riser lever
swivel (3). Attach a 5S-8086 Contact Point to the tip of the dial indicator. Install the dial indicator into Tool (D)
e. Place the 1U-7311 Wrench (Tool (E)) into torque cam setscrew (4). Use Tool (H) as a lever in order to rotate
torque cam (7) counterclockwise until riser lever swivel (3) contacts the post on Tool (D). Continue rotating torque
cam (7) counterclockwise in order to wind up the torsion spring. Hold Tool (E) in this position and zero the dial
to be certain of the total indicator reading at the end of the procedure. Tighten the setscrew on Tool (D) in order to
f. Use Tool (E) as a lever again and rotate the assembly counterclockwise until torque cam (7) and torque cam
setscrew (4) break apart. Release the pressure on Tool (E) slowly until the setscrew comes in contact again with
torque cam (7). Remove your hand from Tool (E). The reading on the dial indicator will show dimension (X) for
the torque cam. Refer to the TMI in order to get the correct dimension (X).
the dial indicator.
18. Remove the governor rear housing from Tool (A). Install the governor front housing on Tool (A).
Illustration 273
Illustration 274
Illustration 275
Illustration 276
Illustration 277


Illustration 278
Illustration 279
Illustration 280
Illustration 281
Illustration 282
Illustration 283
Illustration 284
torque of 2.0 ± 0.2 N·m (18 ± 2 lb in).
Illustration 285
governor housing.
Illustration 286
Illustration 287
10 ± 1 N·m (90 ± 9 lb in).
Illustration 288
Illustration 289
Illustration 290
N·m (19 ± 2 lb in).
Illustration 291
Illustration 292
(F) 1U-7309 Shim Adjustment Tool
(G) 1U-7313 Gauge Block
(H) 1U-7312 Calibration Plate
39. Put the 1U-7309 Shim Adjustment Tool (Tool (F)) in position on top of the 1U-7312 Calibration Plate (Tool (H)).
Place the 1U-7313 Gauge Block (Tool (G)) on top of Tool (H) and under Tool (F) in order to zero the dial indicator. Lift
up and rotate the knurled portion of Tool (F) until ball (X) on the end of the stem rests on Tool (G). The above
illustration shows the correct method for setting the dial indicator to zero. Make sure that only the ball touches Tool (G).
If the stem before the ball touches Tool (G) an incorrect setting will result.
Illustration 293
(F) 1U-7309 Shim Adjustment Tool
(19) Riser
Illustration 294
(I) 1U-7314 Weight
40. Install Tool (F) on the governor front housing and remove the bushing from the hole in the Tool. Install riser (19) and
put the bushing in position on Tool (F). Install the 1U-7314 Weight (Tool (I)) on top of riser (19) in order to compress
the shims. Lift up on the knurled portion of Tool (F) and use the pointer to place ball (X) in the riser slot. Carefully lower
Illustration 295
Illustration 296
Illustration 297
Illustration 298
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 299
Illustration 300
Illustration 301
the spring seat.
Illustration 302
Illustration 303
48. Install shims (8) and spacer (11) onto rear spring seat (9).
Illustration 304
49. Install rear spring seat (9) onto the riser shaft.
Illustration 305


Illustration 306
Illustration 307
Illustration 308
Illustration 309
(J) 1U-7308 Shim Adjustment Tool
55. Install the 1U-7308 Shim Adjustment Tool (Tool (J)) and put the dial indicator point on the center of the rear cover.
56. Remove Tool (J) and cover assembly (6). Install O-ring seal (7) on cover assembly (6). Put cover assembly (6) in


Governor (Type III) - Disassemble

SMCS Code: 1264-015
Table 23
Required Tools
A

(1)

(1)


repair.
Note: Refer to Chart B "Parts Replacement Chart" in Guideline For Reusable Parts And Salvage Operations, SEBF8434
for a list of components that need to be replaced when the servo assembly is serviced.
Illustration 310
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 311
Illustration 312
Illustration 313
Note: The orifice for the dashpot may be drilled directly into the governor housing or the orifice may be a fitting that is
staked into the governor housing. Ensure that all orifice fittings are staked into the governor housing before reassembly.


Illustration 314
Illustration 315
8. Remove governor spring seat (9).
Illustration 316
9. Remove spacer (11). Remove shims (8) from governor spring seat (9), if equipped. Inspect governor spring seat (9)
for wear or damage.
Illustration 317
Illustration 318
Illustration 319
Illustration 320
Note: Spring pair (14) can be removed by unscrewing the coils of the springs from spring seat assembly (15). Inspect
spring pair (14) for wear or damage. Replace the spring pair as a spring group package only. The dashpot spring (if
equipped) does not need to be replaced as part of the governor spring package.
Illustration 321
Illustration 322
Illustration 323
Illustration 324
Illustration 325
Illustration 326
Illustration 327
18. Remove flyweight (25) from flyweight toe (27). Inspect the flyweight for wear or damage.
Illustration 328
Illustration 329
20. Remove flyweight carrier (28) and riser shaft (30).
Illustration 330
21. Remove pin (31) from riser shaft (30). Inspect pin (30) for wear or damage. Remove riser shaft (30) from flyweight
carrier (28). Inspect riser shaft (30) for wear or damage. If the riser shaft is worn or damaged, use a new part for
replacement.
Illustration 331
22. Remove two bolts (32).
23. Remove shutoff assembly (33). Inspect the shutoff assembly for wear or damage.
Illustration 332
24. If necessary, remove blade (34) and blade (36). Do not remove spring (35). Inspect the blades for wear or damage.
Illustration 333
Illustration 334
Illustration 335
27. Remove spacer (43), spring (42), setscrew (41), and lever (40) from throttle shaft (37).
Illustration 336
Illustration 337
29. Remove throttle shaft (37) from the governor front housing. Inspect the throttle shaft for wear or damage.
Illustration 338


Illustration 339
Illustration 340
Illustration 341
33. Remove sleeve assembly (50) and tappet (51).
Illustration 342
34. Remove piston (52) from sleeve assembly (50). Inspect piston (52) and sleeve assembly (50) for wear or damage. If
the piston or the sleeve assembly are worn or damaged, use new parts for replacement.
Illustration 343
Illustration 344
three legs.
for replacement.
Illustration 345
not be obtained.
Illustration 346
(56).
Illustration 347
Illustration 348
replacement.
Illustration 349
for wear or damage.
Illustration 350
output servo assembly is removed.
Illustration 351
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
apart.
45. Use the following procedure to disassemble the early style of governor output servo assembly.
Illustration 352
(73) Clevis
Illustration 353
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
(76) Tolerance ring
Illustration 354
(73) Clevis
Illustration 355
(71) Servo piston
(73) Clevis
Illustration 356
Illustration 357
Illustration 358
Illustration 359
52. Remove fuel ratio control lever assembly (84). Do not remove shaft (85) from the governor housing.
Illustration 360
Illustration 361


Illustration 362
Illustration 363
drive assembly.
Mechanical Unit Injectors (MUI)".
Note: For information on cleaning the components in the governor, refer to the Cleaning Guide, SEBF8354, "Equipment
And Chemical Recommendations Reference Manual".


Governor (Type III) - Assemble

SMCS Code: 1264-016
Assembly Procedure
Table 24
Required Tools
A
(1)
(1)

(1)
(1)
H 1U-7311 Wrench 1
(1)
J
(1)
1U-7314 Weight (1) 1
L
(1)
repair.
obstructions.
Illustration 364
drive assembly.
1. Mount the drive gear end of the governor on Tool (A). Install gear assembly (90).


Illustration 365
Illustration 366
Illustration 367
4. Install fuel ratio control lever (84) onto shaft (85).
Illustration 368
Illustration 369
Illustration 370
Illustration 371
Illustration 372
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
(76) Tolerance Ring
Illustration 373
(70) Sleeve
(71) Servo piston
(73) Clevis
Illustration 374
(73) Clevis
Illustration 375
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
Illustration 376
(71) Servo piston
(73) Clevis
on the side.
Illustration 377
Illustration 378
installed.
11. To install governor output servo (68) into the governor rear housing, push the small end of the governor output servo
through the opening in the governor rear housing. Install control sleeve (64), spring (65) and limit sleeve (66) onto the
governor output servo.
12. Press on the clevis of governor output servo (68) until the governor output servo is seated in the bore of the governor
rear housing. Install retaining ring (69) with Tool (E).
Note: Some servo assemblies may have a second retaining ring on the servo valve. Install the second retaining ring
between the control sleeve and the limit sleeve.
Illustration 379
Illustration 380
Illustration 381
Illustration 382

Illustration 383
adjusted.
19. Use the following procedure to adjust the gap for the Torque Cam on Type III governors.
Illustration 384
(1) Seal
(H) Wrench
Illustration 385
(2) Riser lever
(7) Torque cam
the torque cam. Refer to the TMI in order to get the correct Dimension (X).
the dial indicator.
20. Remove the governor rear housing from Tool (A). Install the governor front housing in Tool (A).
Illustration 386
Illustration 387
Illustration 388
Illustration 389
Illustration 390


Illustration 391
Illustration 392
Illustration 393
28. Install retaining clip (44) onto shaft (37).
Illustration 394
Illustration 395
Illustration 396
Illustration 397
torque of 2.0 ± 0.2 N·m (18 ± 2 lb in).
Illustration 398
governor housing.
Illustration 399
Illustration 400
10 ± 1 N·m (90 ± 9 lb in).
Illustration 401
Illustration 402
Illustration 403
Illustration 404
N·m (19 ± 2 lb in).
Illustration 405
Illustration 406
Illustration 407
(19) Riser
Illustration 408
(L) 1U-7314 Weight
put the bushing in position on Tool (I). Install the 1U-7314 Weight (Tool (L)) on top of riser (19) in order to compress
the shims. Lift up on the knurled portion of Tool (I) and use the pointer to place ball (X) in the riser slot. Carefully lower
Illustration 409
Illustration 410
Illustration 411
Illustration 412
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 413
Illustration 414
Illustration 415
the spring seat.
Illustration 416
Illustration 417
50. Install shims (8) and spacer (11) onto governor spring seat (9).
Illustration 418
51. Install governor spring seat (9) onto the riser shaft.
Illustration 419


Illustration 420
Illustration 421
Illustration 422
Illustration 423


Governor (Type IV) - Disassemble

SMCS Code: 1264-015
Table 25
Required Tools
A

(1)

(1)


Mechanical Unit Injectors (MUI)". For information on cleaning the components in the governor, refer to the The
Cleaning Guide, SEBF8354, "Equipment And Chemical Recommendations Reference Manual".
repair.
Illustration 424
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 425
Illustration 426
4. Remove O-ring seal (3) from cover (5). Check the O-ring seal for wear or damage. If the O-ring seal is worn or
Illustration 427


Illustration 428
Illustration 429
8. Remove governor spring seat (9).
Illustration 430
9. Remove spacer (11) and shims (8) from governor spring seat (9), if equipped.
Illustration 431
Illustration 432
Illustration 433
Illustration 434
Note: Spring pair (14) can be removed by unscrewing the coils of the springs from spring seat assembly (15). Replace
the spring pair as a spring group package only. The dashpot spring (if equipped) does not need to be replaced as part of
the governor spring package.
Illustration 435
Illustration 436
Illustration 437
Illustration 438
Illustration 439
Illustration 440
Illustration 441
17. Remove flyweight pin (26). Inspect the pin for wear or damage. If the flyweight pin is worn or damaged, use a new
18. Remove flyweight (25) from flyweight toe (27). Inspect the flyweight toe for wear or damage. If the flyweight toe is
worn or damaged, use new parts for replacement.
Illustration 442
Illustration 443
Illustration 444
for wear or damage. If the riser shaft is worn or damaged, use a new part for replacement.
Illustration 445
23. Remove shutoff assembly (33). Inspect the shutoff assembly for wear or damage.
Illustration 446
Illustration 447
25. Use needle nose pliers to remove retaining ring (37).
Illustration 448
26. Remove spacer (39) and throttle spring (38).
Illustration 449
27. Remove setscrew (42) and control lever (41) from throttle shaft (40).
Illustration 450
28. Use needle nose pliers to remove retaining ring (43). Remove throttle shaft (40) from the governor front housing.
Inspect the throttle shaft for wear or damage.
Illustration 451
29. Inspect throttle shaft seal (44) carefully for wear or damage. If the seal is worn or damaged, use a new part for
replacement.


Illustration 452
30. Remove three bolts (45). Carefully remove the cover from the fuel transfer pump.
Illustration 453
31. Remove spring (46) and O-ring seal (47). Inspect the O-ring seal for wear or damage. If the O-ring seal is worn or
Illustration 454
Illustration 455
33. Remove piston (50) from sleeve assembly (48). Inspect piston (50) and sleeve assembly (48) for wear or damage. If
the piston or the sleeve assembly are worn or damaged, use new parts for replacement.
Illustration 456
34. Remove lower O-ring seal (51) from the fuel transfer pump housing. Inspect the O-ring seal for wear or damage. If
Note: Remove the governor front housing from Tool (A). Install three legs on Tool (A) and mount the governor rear
housing on the three legs.
Illustration 457
35. Remove seal (52) from the governor rear housing. Inspect the seal for wear or damage. If the seal is worn or
Illustration 458
36. Remove stop screw (53) for the bumper spring, if necessary.
Illustration 459
37. Remove bolt (54) and bumper spring (55), if necessary.
Illustration 460
38. Remove two bolts (56) and bearing block assembly (57).
Illustration 461
39. Loosen bolt (60) and use Tool (B) to remove retaining ring (58). Remove riser lever (59) from bearing block
assembly (57).
Illustration 462
Illustration 463
41. Remove torque cam (62), torsion spring (63) and adjuster (64) for the torque cam from pivot shaft (61). Remove the
fulcrum spring from the end of pivot shaft (61). Inspect the condition of the parts on pivot shaft (61). If any of the parts
are worn or damaged, use new parts for replacement.
Illustration 464
42. Push limit sleeve (67) and control sleeve (65) toward each other in order to compress spring (66). Remove retaining
ring (68) when retaining ring (68) becomes exposed.
Illustration 465
43. Remove retaining ring (69) on the governor output servo with Tool (C). Remove the governor output servo by
pulling out on clevis (73).
Note: Limit sleeve (67), spring (66) and control sleeve (65) will come out of the governor housing when the governor
output servo is removed.
Illustration 466
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
apart.
44. Use the following procedure to disassemble the earlier style of governor output servo assembly.
Illustration 467
(73) Clevis
Rotate the governor output servo assembly so spring pin (74) is facing upward. Use Tool (E) to press spring pin
(74) through both parts.
Illustration 468
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
(76) Tolerance ring
Illustration 469
(73) Clevis
Illustration 470
(71) Servo piston
(73) Clevis
d. Slide Tool (F) over the end of servo valve (72). Position the driver so the end with the smaller diameter is
against the shoulder of servo valve (72). Press against the end of the driver until clevis (73) is removed from the
governor output servo.
Illustration 471
Illustration 472
49. Remove washer (79), limit lever assembly (78) and spring (80). Inspect the condition of limit lever (78).
Illustration 473
Illustration 474
Note: Fuel ratio control valve (83) is not serviceable. Contact your Caterpillar Dealer for more replacement information.
Illustration 475
51. Remove O-ring seal (84). Inspect the O-ring seal for wear or damage. If the O-ring seal is worn or damaged, use a
Illustration 476
52. Remove fuel ratio control lever (85).


Governor (Type IV) - Assemble

SMCS Code: 1264-016
Assembly Procedure
Table 26
Required Tools
A
(1)
(1)

(1)
(1)
H 1U-7311 Wrench 1
(1)
J
(1)
1U-7314 Weight (1) 1
L
(1)
repair.
obstructions.
Illustration 477
Note: Inspect all of the governor parts for wear or for damage. If any of the governor parts are worn or damaged, use
new parts for replacement.
1. Install fuel ratio control lever (85) in the governor rear housing.


Illustration 478
Illustration 479
3. Install fuel ratio control valve (83) into the governor rear housing. Install bracket (82) and bolt (81) in order to hold
fuel ratio control valve (83) in position.
Illustration 480
4. Install limit lever assembly (78), spring (80) and washer (79). Ensure that the straight end of spring (80) is resting on
Illustration 481
a. Thoroughly clean all parts of the governor output servo assembly.
Illustration 482
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
(76) Tolerance Ring
Illustration 483
(70) Sleeve
(71) Servo piston
(73) Clevis
Illustration 484
(73) Clevis
a. Thoroughly clean all parts of the governor output servo assembly.
Illustration 485
(70) Sleeve
(71) Servo piston
(72) Servo Valve
(73) Clevis
(74) Spring pin
(75) O-ring seal
Illustration 486
(71) Servo piston
(73) Clevis
on the side.
installed.
Illustration 487
8. Install the governor output servo into the governor rear housing by pushing on clevis (73). Push the small end of the
governor output servo assembly through the opening in the governor rear housing. Press on clevis (73) until the governor
output servo is seated in the bore of the governor rear housing. To install governor output servo (68) into the governor
rear housing, push the small end of the governor output servo through the opening in the governor rear housing.
Illustration 488
9. Use Tool (C) to install retaining ring (69).
Illustration 489
10. Install control sleeve (65), spring (66) and limit sleeve (67) onto the shaft of the governor output servo. Hold clevis
(73) in position and push limit sleeve (67) toward the clevis. Install retaining ring (68) with Tool (E).
Illustration 490
11. Install bumper spring (55), if equipped. Install the washer and bolt (54).
Illustration 491
12. Install stop screw (53) for the bumper spring, if equipped.
Illustration 492
13. Install the spring and the fulcrum lever onto pivot shaft (61). Install torsion spring (63) and torque cam adjuster (64)
onto pivot shaft (61). Install torque cam (62) onto pivot shaft (61).
Illustration 493
Illustration 494
Illustration 495
16. Put bearing block (57) into position in the governor rear housing. Install two bolts (56). Tighten the bolts to a torque
of 4 ± 1 N·m (35 ± 9 lb in).
17. Use the following procedure to adjust the gap for the torque cam on Type IV governors.
Illustration 496
(1) Seal
(H) Wrench
Illustration 497
(2) Riser lever
(7) Torque cam
a. Mount the governor rear housing on Tool (A) with the three legs that are included.
the torque cam. Refer to the TMI in order to get the correct Dimension (X).
the dial indicator.
18. Remove the governor rear housing from Tool (A). Install the governor front housing on Tool (A).
Illustration 498
19. Install seal (52) on the governor rear housing.
Illustration 499
Illustration 500
Illustration 501
22. Install sleeve assembly (48) and tappet (49) into the fuel transfer pump housing.
Illustration 502
23. Install spring (46) and O-ring seal (47) into the fuel transfer pump housing.
Illustration 503


24. Hold the cover in position on the fuel transfer pump housing and install three bolts (45).
Note: Make sure that the cover is securely fastened to the governor housing. Fuel may leak around the O-ring seal if the
cover is not tight. Make sure that the fuel inlet fitting is tight in the cover in order to ensure that no leaks occur.
Illustration 504
Illustration 505
Illustration 506
28. Install control lever (41) and setscrew (42) onto throttle shaft (40).
Illustration 507
29. Install throttle spring (38) and spacer (39) onto throttle shaft (40).
Illustration 508
30. Install retaining ring (37) onto throttle shaft (40). Ensure that the retaining ring is seated properly in the groove on
the end of throttle shaft (40).
Illustration 509
31. Install blade (34) and blade (36) onto the fuel shutoff mechanism. Tighten the bolts that hold blades (34) and (36) to
a torque of 2.0 ± 0.2 N·m (18 ± 2 lb in).
Illustration 510
32. Put shutoff assembly (33) into position. Install two bolts (32) that secure the fuel shutoff mechanism to the governor
housing.
Illustration 511
Illustration 512
34. Install flyweight carrier (28) and riser shaft (30) onto the gear carrier.
Illustration 513
35. Install eight new carrier bolts (29). Hold flyweight carrier (28) in order to keep the flyweight carrier from rotating.
Tighten eight carrier bolts (29) to a torque of 10 ± 1 N·m (90 ± 9 lb in).
Illustration 514
Illustration 515
Illustration 516
Illustration 517
Illustration 518
39. Install the four washers and four bolts (24) that hold the flyweights in position. Tighten bolts (24) to a torque of 2.2 ±
0.2 N·m (19 ± 2 lb in).
Illustration 519
Illustration 520
Illustration 521
(19) Riser
Illustration 522
(L) 1U-7314 Weight
put the bushing in position on Tool (I). Install Tool (L) on top of riser (19) in order to compress the shims. Lift up on the
knurled portion of Tool (I) and use the pointer to place ball (X) in the riser slot. Carefully lower ball (X) onto the slot on
the riser and read the dial indicator. The reading on the dial indicator should be 0.0 ± 0.08 mm (0.0 ±.0031 inch). Shims
must be added in order to increase the reading on the dial indicator. Shims must be removed in order to decrease the
reading on the dial indicator.
Illustration 523
43. When the correct thickness of shims is determined, remove the riser assembly and Tool (A). Install the correct
Illustration 524
Illustration 525
engaged with the control lever and the spool. The riser swivel must be engaged in the riser and the fuel shutoff
mechanism must be rotated out of the way.
Note: The swivel in the long arm of the fulcrum lever goes into the spool and the swivel in the short arm of the fulcrum
Illustration 526
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 527
Illustration 528
Illustration 529
the spring seat.
Illustration 530
Illustration 531
50. Install shims (8) and spacer (11) onto governor spring seat (9).
Illustration 532
Illustration 533
install cover (6). Drain the oil from the rear cover sump into a suitable container for storage or disposal.


Illustration 534
Illustration 535
Illustration 536
Illustration 537


Governor (Type V) - Disassemble

SMCS Code: 1264-015
Table 27
Required Tools
A

(1)

(1)


repair.
Illustration 538
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 539
2. Remove three bolts (4) and cover (5) from the governor.
Illustration 540
3. Remove O-ring seal (3) from cover (5). Inspect the O-ring seal for wear or for damage. If the O-ring seal is worn or
Illustration 541


Illustration 542
6. Remove O-ring seal (7) from cover assembly (6). Inspect the O-ring seal for wear or for damage. If the O-ring seal is
Illustration 543
7. Remove governor spring seat (9) from the riser shaft.
Illustration 544
Illustration 545
Illustration 546
Illustration 547
Illustration 548
springs for wear or for damage. Replace the spring pair as a spring group package only. The dashpot spring (if equipped)
Illustration 549
Illustration 550
Illustration 551
Illustration 552
Illustration 553
Illustration 554
Illustration 555
16. Remove flyweight pin (26). Inspect the flyweight pin for wear or for damage.
17. Remove flyweight (25) from flyweight toe (27). Inspect the flyweight toe for wear or for damage.
Note: Keep all parts of each flyweight together.
Illustration 556
Illustration 557
Illustration 558
20. Remove pin (31) from riser shaft (30). Inspect pin (31) for wear or for damage. Remove riser shaft (30) from
flyweight carrier (28). Inspect riser shaft (30) for wear or for damage. If the riser shaft or the pin are worn or damaged,
use new parts for replacement.
Illustration 559
Note: Two types of shutoff assemblies are used. The first type of fuel shutoff mechanism is similar to the shutoff
assembly that is used on Types I, II, and III governors. The second type has a spring that is preloaded in the opposite
direction. This is the bias spring.
22. Remove fuel shutoff mechanism (33) from the governor housing.
Illustration 560
Illustration 561
Illustration 562
25. Remove spacer (39) from the throttle lever. Remove return spring (38) from the throttle lever.
Illustration 563
26. Remove setscrew (43), control lever (42) and retaining ring (41) from throttle shaft (40).
27. Remove throttle shaft (40) from the governor housing. Inspect the throttle shaft for wear or for damage.
Illustration 564
28. Inspect throttle shaft seal (44) carefully for wear or for damage. If the throttle shaft seal is worn or damaged, use a
Illustration 565


29. Hold cover assembly (46) in position and slowly loosen three bolts (45) in order to release the spring force.
30. Remove bolts (45) and cover (46).
Illustration 566
31. Remove upper O-ring seal (47) and spring (48). Inspect the O-ring for wear or for damage. If the O-ring is worn or
Illustration 567
Illustration 568
33. Remove piston (51) from sleeve assembly (49). Inspect piston (51) and sleeve assembly (49) for wear or for damage.
Illustration 569
34. Remove lower O-ring seal (52) from the fuel transfer pump housing. Inspect the O-ring seal for wear or for damage.
If the O-ring seal is worn or damaged, use a new part for replacement.
Illustration 570
Typical O-ring drive
Note: The drive group on Type V governors is known as the O-ring Drive. The O-ring drive is not serviceable. The drive
group will need to be replaced as a unit if any problems exist.
Note: Inspect the cam for the fuel transfer pump on the governor drive shaft. If the cam surface is worn or damaged, the
drive assembly must be replaced before assembly.
35. Remove the governor front housing from Tool (A). Install three legs on Tool (A) and mount the governor rear
Note: Steps 36 through 38 are for the removal of the torque limiter (if equipped).
Illustration 571
36. Remove cover (53) from the torque limiter.
Illustration 572
37. Remove O-ring seal (54) from the cover for the torque limiter.
Illustration 573
38. Remove jam nut (55) and screw (56) from the torque limiter.
Illustration 574
39. Remove seal (58) from the governor rear housing.
40. Remove two bolts (57) and bearing block (59) from the governor rear housing.
Illustration 575
41. Loosen bolt (62) from the riser lever. Use Tool (B) to remove retaining ring (60).
42. Remove riser lever (61) from bearing block assembly (59).
Illustration 576
Illustration 577
44. Remove spacer (64) from pivot shaft (63).
Illustration 578
45. Note the position of spring (66) and remove fulcrum lever (65). Remove spring (66) from pivot shaft (63).
Note: Do not remove the cam from pivot shaft (63). The cam is not serviceable.
Illustration 579
46. Push sleeve (67) and sleeve (69) toward each other and compress spring (68) in order to expose retaining ring (70).
47. Remove retaining ring (70) from the governor output servo assembly.
Illustration 580
Illustration 581
49. Upon removal of governor output servo (72), limit sleeve (69), spring (68), and control sleeve (67) will come out of
the governor housing.
Illustration 582
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo Valve
(77) Spring pin
(78) O-ring seal
apart.
Illustration 583
(73) Clevis
c. Remove clevis (73), sleeve (74) and servo valve (76). Remove O-ring seal (78). Inspect the O-ring seal for wear
or for damage. If the O-ring seal is worn or damaged, use a new part for replacement.
51. Inspect all parts for wear or for damage. If the parts are worn or damaged, use new parts for replacement.
Illustration 584
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo Valve
(77) Spring pin
(78) O-ring seal
(79) Tolerance ring
Illustration 585
(73) Clevis
Illustration 586
(73) Clevis
(75) Servo piston
Illustration 587
Illustration 588
Bracket (81) after removal from the governor rear housing.
54. Remove two bolts (80) and bracket (81) from the governor rear housing. Inspect the bracket for wear or for damage.
Illustration 589
55. Remove limit lever assembly (82) from the governor rear housing.
Illustration 590


56. Remove three bolts (83). Remove cover (84) from the fuel ratio control.
Illustration 591
57. Remove retainer (85) and diaphragm (86) from cover (84).
Illustration 592
58. Remove washer (87) and spring (88) from cover (84).
Illustration 593
59. Remove fuel ratio control valve (89) from the governor rear housing.
Illustration 594
60. Remove spring (90) and spring seat (91) from fuel ratio control valve (89). Remove the piston and seal (92) from
fuel ratio control valve (89). Remove return spring (93) from fuel ratio control valve (89).
Illustration 595


Note: Spring (96) is compressed in order to achieve a 50 N (11 lb) preload.
61. If necessary, remove retaining ring (94), spring seat (95), and spring (96) from fuel ratio control valve (89).
Note: Do not remove the pin from fuel ratio control valve (89). The fuel ratio control valve and the valve body are
serviced as one unit. Some fuel ratio control valves do not have a pin that joins the valve and the valve body. In this case,
the valve and the valve body are serviced separately. Elimination of the pin in the fuel ratio control valve provides
overfueling for easier starting. Refer to the Systems Operation, "Fuel Ratio Control (Types V, VI, and VII)" topic for
more information on the fuel ratio control.


Governor (Type V) - Assemble

SMCS Code: 1264-016
Assembly Procedure
Table 28
Required Tools
A
(1)
(1)

(1)
G 1U-7309 Shim Adjustment Tool 1
(1)
H 1U-7313 Gauge Block 1
(1)
I 1U-7312 Calibration Plate 1
1U-7314 Weight (1) 1
J
(1)
K 1U-7308 Shim Adjustment Tool 1
repair.
Note: Put clean engine oil on all parts before assembly. Ensure that all of the oil passages in the governor are clean and
free of obstructions.
Illustration 596
1. Install spring (96), spring seat (95), and retaining ring (94) onto fuel ratio control valve (89).
Illustration 597
2. Install return spring (93) onto fuel ratio control valve (89). Install the piston and seal (92) onto fuel ratio control valve
(89). Install spring seat (91) and spring (90) onto fuel ratio control valve (89).
3. Mount the drive end of the governor on the 1U-7307 Governor Repair Fixture (Tool (A)).
Illustration 598
4. Put fuel ratio control valve (89) into position in the governor rear housing.
Illustration 599
5. Install spring (88) and washer (87) into cover (84).
Illustration 600
6. Install diaphragm (85) and retainer (86) into cover (84).
Illustration 601
7. Put cover (84) in position and install three bolts (83).
Illustration 602
8. Install lever (82) onto the shaft for the fuel ratio control valve.
Illustration 603
9. Put bracket (81) in position in the governor rear housing. Install two bolts (80) and tighten the bolts to a torque of 4 ±
1 N·m (35 ± 9 lb in).
Illustration 604
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo valve
(77) Spring pin
(78) O-ring seal
(79) Tolerance ring
Note: Thoroughly clean all parts before assembly.
a. Install servo valve (76) into servo piston (75).
b. Install O-ring seal (78) onto sleeve (74) and slide the sleeve onto servo piston (75).
c. Install a new 109-4587 Tolerance Ring (79) into the large bore in the end of servo piston (75). Position the
tolerance ring so the gap in the ring is aligned with the hole for spring pin (77). Push tolerance ring (79) into the
bore until the tolerance ring bottoms out.
Illustration 605
(73) Clevis
(75) Servo Piston
d. Place Tool (C) in a vertical position. The small round hole should face upward. Put the servo valve in position
on Tool (C). Install servo valve (76) in an upward position.
e. Put clevis (73) in position on servo piston (75). Use Tool (B) to press clevis(73) into servo piston (75) from the
end with tolerance ring (79).
f. Position clevis (73) so that the hole for spring pin (77) is in alignment with the gap in the tolerance ring and the
Illustration 606
(C) 1U-7635 Clevis Driver
(73) Clevis
g. Position Tool (C) on the side so the notch is facing upward. Position the governor output servo so the sleeve is
installed.
Illustration 607
Governor Output Servo (Early Style)
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo valve
(77) Spring pin
(78) O-ring seal
Illustration 608
(73) Clevis
(75) Servo piston
on the side.
e. Insert clevis (73) into the bore of the servo piston.
installed.
Illustration 609
Illustration 610
12. To install governor output servo (72) into the governor rear housing, push the small end of governor output servo
(72) through the opening in the governor rear housing. As the governor output servo is installed , slide sleeve (67),
spring (68), and sleeve (69) onto governor output servo (72).
13. Press on clevis (73) until governor output servo (72) is seated in the bore of the governor rear housing. Use Tool (E)
to install retaining ring (71).
Illustration 611
14. Install control sleeve (67), spring (68) and limit sleeve (69) onto the shaft of the governor output servo. Hold the
clevis in position and push limit sleeve (67) toward the clevis. when spring (68) is compressed, install retaining ring (70)
with Tool (E).
Note: Some governor output servo assemblies may have a second retaining ring on the servo. Install the second retaining
ring between the two sleeves.
Illustration 612
15. Install fulcrum lever (65), spring (66), and spacer (64) onto pivot shaft (63). Install the fulcrum spring onto the end of
pivot shaft (63).
Illustration 613
Illustration 614
17. Install riser lever (61) onto bearing block assembly (59).
18. Install retaining ring (60) on the end of the pivot shaft with Tool (G). Use a feeler gauge to obtain a 0.15 ± 0.05 mm
(0.006 ± 0.002 inch) clearance between bearing block (59) and riser lever (61). When the proper clearance is reached,
tighten bolt (62).
Illustration 615

19. Put bearing block assembly (59) in position in the governor rear housing. Install two bolts (57) and tighten the bolts
to a torque of 4 ± 1 N·m (35 ± 9 lb in).
20. Install seal (58) onto the governor rear housing.
Note: Steps 21 through 23 are for the installation of the torque limiter (if equipped).
Illustration 616
21. Install screw (56) and jam nut (55) for the torque limiter.
Illustration 617
22. Install O-ring seal (54) onto cover (53) for the torque limiter.
Illustration 618
23. Install cover (53) onto the torque limiter.
24. Remove the governor rear housing from Tool (A). Remove the three legs from the governor repair fixture.
25. Install the governor front housing on Tool (A).
Illustration 619
Illustration 620
27. Install piston assembly (51) into sleeve assembly (49).
Illustration 621
Illustration 622
29. Install upper O-ring seal (47) and spring (48) into the fuel transfer pump housing.
Illustration 623


30. Put cover assembly (46) onto the fuel transfer pump and install bolts (45).
Illustration 624
31. Install a new throttle shaft seal (44) if the old throttle shaft seal was removed.
Illustration 625
32. Install throttle shaft (40) into the governor housing.
33. Install retaining ring (41), control lever (42), and setscrew (43).
Illustration 626
34. Install return spring (38) for the throttle lever and install spring spacer (39) on the throttle shaft.
Illustration 627
35. Install retaining ring (37) in the original location. Ensure that the retaining ring is seated properly in the groove in the
end of the lever shaft.
Illustration 628
36. Install blade (34) and blade (36). Tighten the bolts that hold the blades in position to a torque of 2 ± 0.2 N·m (18 ± 2
lb in).
Illustration 629
37. Put fuel shutoff mechanism (33) in position. Install two bolts (32) that secure the fuel shutoff mechanism to the
governor housing.
Illustration 630
38. Install flyweight carrier (28) onto riser shaft (30).
39. Install pin (31) into riser shaft (30), as shown.
Illustration 631
40. Install flyweight carrier (28) and riser shaft (30). Ensure that the pin on riser shaft (30) is seated properly in the
groove of the gear carrier.
Illustration 632
Illustration 633
Illustration 634
Illustration 635
Illustration 636
45. Install four washers and bolts (24). Tighten bolts (24) to a torque of 2.2 ± 0.2 N·m (19 ± 2 lb in).
Illustration 637
Illustration 638
(G) 1U-7309 Shim Adjustment Tool
(H) 1U-7313 Gauge Block
(I) 1U-7312 Calibration Plate
47. Put the 1U-7309 Shim Adjustment Tool (Tool (G)) in position on top of the 1U-7312 Calibration Plate (Tool (I)).
Place the 1U-7313 Gauge Block (Tool (H)) on top of Tool (I) and under Tool (G) in order to zero the dial indicator. Lift
up and rotate the knurled portion of Tool (G) until ball (X) on the end of the stem rests on Tool (H). The above
illustration shows the correct method for setting the dial indicator to zero. Make sure that only the ball touches Tool (H).
If the stem before the ball touches Tool (H) an incorrect setting will result.
Illustration 639
(19) Riser
Illustration 640
(J) 1U-7314 Weight
48. Install Tool (G) on the governor front housing and remove the bushing from the hole in the Tool. Install riser (19)
and put the bushing in position on Tool (G). Install the 1U-7314 Weight (Tool (J)) on top of riser (19) in order to
compress the shims. Lift up on the knurled portion of Tool (G) and use the pointer to place ball (X) in the riser slot.
Carefully lower ball (X) onto the slot on the riser and read the dial indicator. The reading on the dial indicator should be
0.00 ± 0.08 mm (0.000 ± 0.003 inch). Shims must be added in order to increase the reading on the dial indicator. Shims
must be removed in order to decrease the reading on the dial indicator.
Illustration 641
number of shims (23) and retaining ring (20).
Illustration 642
Illustration 643
52. Install six bolts (16) that hold the governor rear housing and the governor front housing together. Tighten bolts (16)
to a torque of 12 ± 3 N·m (9 ± 2 lb ft).
Illustration 644
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 645
Illustration 646
Illustration 647
the spring seat.
Illustration 648
Illustration 649
56. Install shims (8) for the high idle governor (if equipped) and spacer (11) onto governor spring seat (9).
Illustration 650
Illustration 651
install cover (6). Drain the oil from cover (6) into a suitable container for storage or disposal.
Illustration 652
Illustration 653
Illustration 654
Illustration 655
63. Install the 1U-7308 Shim Adjustment Tool (Tool (K)) and put the dial indicator point on the center of the rear cover.
64. Remove Tool (K) and cover assembly (6). Install O-ring seal (7) on cover assembly (6). Put cover assembly (6) in


Governor (Type VI) - Disassemble

SMCS Code: 1264-015
Table 29
Required Tools
A

(1)

(1)


repair.
Illustration 656
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 657
Illustration 658
Illustration 659


Illustration 660
Illustration 661
Illustration 662
Illustration 663
Illustration 664
Illustration 665
Illustration 666
Illustration 667
Illustration 668
Illustration 669
Illustration 670
Illustration 671
Illustration 672
Illustration 673
Illustration 674
Illustration 675
Illustration 676
Illustration 677
Note: Two types of shutoff assemblies are used. The first type of shutoff assembly is similar to the shutoff assembly that
is used on Types I, II, and III governors. The second type has a spring that is preloaded in the opposite direction. This is
the bias spring.
22. Remove fuel shutoff mechanism (33) from the governor housing.
Illustration 678
Illustration 679
Illustration 680
25. Remove spacer (39) from the throttle shaft. Remove return spring (38) from the throttle shaft.
Illustration 681
27. Remove throttle shaft (40) from the governor housing. Inspect throttle shaft (40) for wear or for damage.
Illustration 682
Illustration 683


Illustration 684
Illustration 685
Illustration 686
Illustration 687
Illustration 688
Note: Inspect the cam surface on the governor drive shaft for wear or for damage. If the cam surface is worn or
damaged, a new drive assembly must be installed before assembly.
Illustration 689
Illustration 690
Illustration 691
Illustration 692
Illustration 693
Illustration 694
Illustration 695
Illustration 696
45. Note the position of spring (66) and remove fulcrum lever (65). Remove spring (66) from pivot shaft (63). Inspect
the components of the pivot shaft for wear or for damage.
Illustration 697
46. Push control sleeve (67) and limit sleeve (69) toward each other and compress spring (68) in order to expose
retaining ring (70).
Illustration 698
Illustration 699
49. Upon removal of governor output servo (72), sleeve (69), spring (68), and sleeve (67) will come out of the governor
housing.
Illustration 700
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo Valve
(77) Spring pin
(78) O-ring seal
apart.
Illustration 701
(73) Clevis
Illustration 702
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo Valve
(77) Spring pin
(78) O-ring seal
(79) Tolerance ring
Illustration 703
(73) Clevis
Illustration 704
(73) Clevis
(75) Servo piston
Illustration 705
Illustration 706
54. Remove two bolts (80) and bracket (81) from the governor rear housing. Inspect the bracket for wear or for damage.
Illustration 707
55. Remove lever (82) from the governor rear housing. Inspect the lever for wear or for damage.
Illustration 708


56. Remove three bolts (83) and cover (84) from the fuel ratio control.
Illustration 709
Illustration 710
Illustration 711
Illustration 712
Illustration 713


Note: The following steps are for the disassembly of the Type VI Dual Horsepower Mechanism.
Illustration 714
Typical example of the dual horsepower mechanism on the Type VI governor
(97) Wire retaining clip
(98) Solenoid
(99) Bolt
62. Remove wire retaining clip (97) and remove solenoid (98) from the dual horsepower mechanism.
63. Remove three bolts (99) that hold the Type VI dual horsepower mechanism in position on the governor.
Illustration 715
(100) O-ring seal
(101) Access plug
(102) Seal
(103) Valve cavity
(104) Spring
(105) Piston assembly
(106) O-ring seal
(107) Collar
(108) O-ring seal
(109) Nut
(110) Setscrew
64. Remove the dual horsepower mechanism from the governor.
65. Remove O-ring seals (106) and (108) from the dual horsepower mechanism. Inspect the O-ring seals for wear or for
damage. If the O-ring seals are worn or damaged, use new parts for replacement.
66. Remove access plug (101) and O-ring seal (100).
67. Remove setscrew (110) and nut (109).
68. Use a large screwdriver to loosen piston assembly (105) from collar (107).
69. Remove O-ring seal (102) from piston assembly (105).
70. Remove spring (104) from the housing.
71. Inspect all of the parts for wear or for damage. If any of the parts are worn or damaged, use new parts for
replacement.


Governor (Type VI) - Assemble

SMCS Code: 1264-016
Assembly Procedure
Table 30
Required Tools
A
(1)
(1)

(1)
(1)
(1)
1U-7314 Weight (1) 1
J
(1)
repair.
Illustration 716
(100) O-ring seal
(101) Access plug
(102) Seal
(103) Valve cavity
(104) Spring
(106) O-ring seal
(107) Collar
(108) O-ring seal
(109) Nut
(110) Setscrew
1. Install spring (104) and O-ring seal (102) onto piston assembly (105).
2. Insert piston assembly (105) into the hole for access plug (101). Thread collar (107) onto piston assembly (105) from
the opposite side of the hole for access plug (101). Thread collar (107) onto the piston assembly until the alignment pin
contacts the housing. As the alignment pin makes contact with the housing, rotate the alignment pin until the alignment
pin engages in the alignment slot.
3. Insert a large screwdriver through the hole for access plug (101) and tighten piston assembly (105).
4. Install nut (109) and setscrew (110).
Note: Back out the setscrew for the adjusting procedure. Refer to the Testing and Adjusting, "Adjusting a New or
Rebuilt Governor (Type VI)" topic in this manual for additional information.
5. Install O-ring seals (106) and (108) and put the dual horsepower mechanism in position on the governor.
Illustration 717
(98) Solenoid
(99) Bolt
6. Apply 9S-3263 Thread Lock Compound to three bolts (99) and install the bolts.
7. Install solenoid (98) on the dual horsepower mechanism.
8. Install wire retaining clip (97).
9. Install O-ring seal (100) and access plug (101).
Illustration 718
Illustration 719
11. Install return spring (93) onto fuel ratio control valve (89). Install the piston and seal (92) onto fuel ratio control
valve (89). Install spring seat (91) and spring (90) onto fuel ratio control valve (89).
Illustration 720
Illustration 721
Illustration 722
Illustration 723
Illustration 724
Illustration 725
1 N·m (35 ± 9 lb in).
Illustration 726
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo valve
(77) Spring pin
(78) O-ring seal
(79) Tolerance ring
Illustration 727
(73) Clevis
(75) Servo Piston
Illustration 728
(73) Clevis
Note: Lubricate the bore of the governor rear housing lightly with clean engine oil prior to installing the governor output
servo.
Illustration 729
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo valve
(77) Spring pin
(78) O-ring seal
Illustration 730
(73) Clevis
(75) Servo piston
on the side.
Note: Lubricate the bore of the governor rear housing lightly with clean engine oil prior to installing the governor output
servo.
Illustration 731
Illustration 732
(72) through the opening in the governor rear housing. As the governor output servo is installed , slide control sleeve
(67), spring (68), and limit sleeve (69) onto governor output servo (72).
Illustration 733
23. Push control sleeve (67) and limit sleeve (69) toward the side of the governor housing that holds the clevis in order to
compress spring (68). Install retaining ring (70) with Tool (E) when the spring is compressed.
Illustration 734
pivot shaft (63).
Illustration 735
Illustration 736
tighten bolt (62).
Illustration 737

Illustration 738
Illustration 739
Illustration 740
Illustration 741
Illustration 742
Illustration 743
Illustration 744
Illustration 745


39. Put cover assembly (46) onto the governor housing and install bolts (45).
Illustration 746
Illustration 747
Illustration 748
Illustration 749
Illustration 750
45. Install blade (34) and blade (36). Tighten the bolts that hold the blades in position to a torque of 2 ± 0.2 N·m (18 ± 2
lb in).
Illustration 751
governor housing.
Illustration 752
Illustration 753
Illustration 754
Illustration 755
Illustration 756
Illustration 757
Illustration 758
Illustration 759
Illustration 760
Illustration 761
(19) Riser
Illustration 762
(J) 1U-7314 Weight
Illustration 763
Illustration 764
59. Install riser (19) onto the riser shaft and into front governor front housing (18).
Illustration 765
Illustration 766
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 767
Illustration 768
Illustration 769
the spring seat.
Illustration 770
Illustration 771
Illustration 772
Illustration 773
Illustration 774
Illustration 775
Illustration 776
Illustration 777


Governor (Type VII) - Disassemble

SMCS Code: 1264-015
Table 31
Required Tools
A

(1)

(1)


repair.
Illustration 778
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 779
Illustration 780
Illustration 781


Illustration 782
Illustration 783
Illustration 784
Illustration 785
Illustration 786
Illustration 787
Illustration 788
Illustration 789
Illustration 790
Illustration 791
Illustration 792
Illustration 793
Illustration 794
Illustration 795
Illustration 796
Illustration 797
Illustration 798
Illustration 799
Note: Two types of fuel shutoff mechanisms are used. The first type of fuel shutoff mechanism is similar to the fuel
shutoff mechanism that is used on Types I, II, and III governors. The second type has a spring that is preloaded in the
opposite direction. This is the bias spring.
22. Remove fuel shutoff mechanism (33). Inspect the fuel shutoff mechanism for wear or for damage.
Illustration 800
Illustration 801
Illustration 802
25. Remove spacer (39) from the throttle shaft. Remove return spring (38) from the throttle shaft.
Illustration 803
27. Remove throttle shaft (40) from the governor housing.
Illustration 804
Illustration 805


Illustration 806
Illustration 807
Illustration 808
Illustration 809
Illustration 810
Note: Inspect the cam surface for the fuel transfer pump on the governor drive shaft. If the cam surface is worn or
damaged, a new drive assembly must be installed before assembly.
Illustration 811
Illustration 812
Illustration 813
Illustration 814
Illustration 815
Illustration 816
Illustration 817
Illustration 818
45. Note the position of spring (66) and remove fulcrum lever (65). Remove spring (66) from pivot shaft (63). Inspect
the components of the pivot shaft for wear or for damage.
Illustration 819
46. Push control sleeve (67) and limit sleeve (69) toward each other and compress spring (68) in order to expose
retaining ring (70).
Illustration 820
Illustration 821
49. Upon removal of governor output servo (72), limit sleeve (69), spring (68), and control sleeve (67) will come out of
the governor housing.
Illustration 822
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo Valve
(77) Spring pin
(78) O-ring seal
apart.
Illustration 823
(73) Clevis
Illustration 824
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo Valve
(77) Spring pin
(78) O-ring seal
(79) Tolerance ring
Illustration 825
(73) Clevis
Illustration 826
(73) Clevis
(75) Servo piston
Illustration 827
Illustration 828
54. Remove two bolts (80) and bracket (81) from the governor rear housing. Inspect bracket (81) for wear or for damage.
Illustration 829
55. Remove lever (82) from the governor rear housing.
Illustration 830


56. Remove three bolts (83) and cover (84) from the fuel ratio control.
Illustration 831
Illustration 832
Illustration 833
Illustration 834
Illustration 835


Note: The following steps are for the disassembly of the Type VI Dual Horsepower Mechanism.
Illustration 836
Typical example of the dual horsepower mechanism on the Type VI governor
(98) Solenoid
(99) Bolt
62. Remove wire retaining clip (97) and remove solenoid (98) from the dual horsepower mechanism.
63. Remove three bolts (99) that hold the Type VI dual horsepower mechanism in position on the governor.
Illustration 837
(100) O-ring seal
(101) Access plug
(102) Seal
(103) Valve cavity
(104) Spring
(106) O-ring seal
(107) Collar
(108) O-ring seal
(109) Nut
(110) Setscrew
64. Remove the dual horsepower mechanism from the governor.
65. Remove O-ring seals (106) and (108) from the dual horsepower mechanism. Inspect the O-ring seals for wear or for
damage. If the O-ring seals are worn or damaged, use new parts for replacement.
66. Remove access plug (101) and O-ring seal (100).
67. Remove setscrew (110) and nut (109).
68. Use a large screwdriver to loosen piston assembly (105) from collar (107).
69. Remove O-ring seal (102) from piston assembly (105).
70. Remove spring (104) from the housing.
71. Inspect all of the parts for wear or for damage. If any of the parts are worn or damaged, use new parts for
replacement.


Governor (Type VII) - Assemble

SMCS Code: 1264-016
Assembly Procedure
Table 32
Required Tools
A
(1)
(1)

(1)
(1)
(1)
1U-7314 Weight (1) 1
J
(1)
repair.
Illustration 838
(100) Nut
(101) O-ring seal
(102) O-ring seal
(103) Valve cavity
(104) Spring
(106) Seal
(107) Fitting
(108) O-ring seal
(109) Setscrew
(110) O-ring seal
(111) Nut
(112) Cover
1. Install spring (104) and seal (106) onto piston assembly (105).
2. Insert piston assembly (105) into the access hole. Thread the collar onto piston assembly (105) from the opposite side
of the access hole. Thread the collar onto the piston assembly until the alignment pin contacts the housing. As the
alignment pin makes contact with the housing, rotate the alignment pin until the alignment pin engages in the alignment
slot.
3. Insert a socket through the access hole and tighten piston assembly (105) until the piston assembly bottoms out.
4. Install O-ring seal (108), fitting (107), nut (100) and setscrew (109).
Note: Back out the setscrew for the adjusting procedure. Refer to the Testing and Adjusting, "Adjusting a New or
Rebuilt Governor (Type VI)" topic in this manual for additional information.
5. Install O-ring seals (101) and (102) and put the dual horsepower mechanism in position on the governor.
Illustration 839
(97) Bolt
(98) Solenoid
6. Apply 9S-3263 Thread Lock Compound to three bolts (97) and install the bolts.
7. Install solenoid (98) on the dual horsepower mechanism.
8. Install wire retaining clip (99).
9. Install O-ring seal (110) and cover (112) for the setscrew.
Illustration 840
Illustration 841
11. Install return spring (93) onto fuel ratio control valve (89). Install the piston and seal (92) onto fuel ratio control
valve (89). Install spring seat (91) and spring (90) onto fuel ratio control valve (89).
Illustration 842
Illustration 843
Illustration 844
Illustration 845
Illustration 846
Illustration 847
1 N·m (35 ± 9 lb in).
Illustration 848
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo valve
(77) Spring pin
(78) O-ring seal
(79) Tolerance ring
Illustration 849
(73) Clevis
(75) Servo Piston
Illustration 850
(73) Clevis
installed.
Illustration 851
(73) Clevis
(74) Sleeve
(75) Servo piston
(76) Servo valve
(77) Spring pin
(78) O-ring seal
Illustration 852
(73) Clevis
(75) Servo piston
on the side.
installed.
Illustration 853
Illustration 854
(72) through the opening in the governor rear housing. As the governor output servo is installed , slide control sleeve
(67), spring (68), and limit sleeve (69) onto governor output servo (72).
Illustration 855
compress spring (68). Install retaining ring (70) with Tool (E) when the spring is compressed.
Illustration 856
pivot shaft (63).
Illustration 857
Illustration 858
tighten bolt (62).
Illustration 859

Illustration 860
Illustration 861
Illustration 862
Illustration 863
Illustration 864
36. Install piston assembly (51) into sleeve assembly (49).
Illustration 865
Illustration 866
Illustration 867


39. Put cover assembly (46) in position on the governor housing and install bolts (45).
Illustration 868
Illustration 869
Illustration 870
Illustration 871
Illustration 872
45. Install blade (34) and blade (36). Tighten the bolts that hold the levers in position to a torque of 2 ± 0.2 N·m (18 ± 2
lb in).
Illustration 873
governor housing.
Illustration 874
Illustration 875
Illustration 876
Illustration 877
Illustration 878
Illustration 879
Illustration 880
Illustration 881
Illustration 882
Illustration 883
(19) Riser
Illustration 884
(J) 1U-7314 Weight
Illustration 885
Illustration 886
59. Install riser (19) onto the riser shaft and into front governor front housing (18).
Illustration 887
Illustration 888
Typical Governor
(1) Bolt
(3) O-ring seal
(4) Bolt
(5) Cover
(6) Cover assembly
(7) O-ring seal
(8) Shims
(10) Retaining ring
(11) Spacer
(14) Spring pair
Illustration 889
Illustration 890
Illustration 891
the spring seat.
Illustration 892
Illustration 893
Illustration 894
Illustration 895
Illustration 896
Illustration 897
Illustration 898
Illustration 899


Batteries
Remove & Install Batteries 1401-010
Batteries discharge highly explosive hydrogen gas and can

explode and shower you with sulfuric acid if a spark is created
near the battery. Batteries can also cause burn injuries when a
ring or watch completes a circuit between the positive battery
post and the frame of the machine. To prevent injuries always
remove all rings and watches and wear safety glasses while work
is done on or near the batteries. Use extra caution not to cause
sparks near the battery. Disconnect the ground cable first and
connect it last.
1. Lockout the electrical system of the machine with the key that is located behind the left side engine compartment
door.
2. Remove bolts (1) and washers from cover (2). Remove cover (2) from the battery box.
3. Loosen battery cable bolt (4) that holds the negative battery cable to the battery.
4. Loosen battery cable bolt (6) that holds the positive battery cable to the battery.
5. Remove nuts (3) and washers that secure hold down (5) to the rods. Remove hold down (5) from the rods and the
battery.
6. Use two people, or a lifting sling and a hoist to remove the battery from the battery box. The weight of the battery is
27 Kg (60 lb).
7. Repeat Steps 2 through 6 in order to remove the remaining battery.
NOTE: The following steps are for the installation of the batteries.
8. Use two people, or a lifting sling and a hoist to position the battery to the battery box.
9. Position hold down (5) to the rods and the battery. Install nuts (3) and washers in order to secure hold down (5) to the
rods. Tighten self locking nuts (3) to a torque of 9.8 ± 1 N·m (7.2 ± .7 lb ft).
10. Install the positive battery cable to the battery. Install the negative battery cable to the battery. Tighten battery cable
bolts (4) and (6) to a torque of 7.2 ± 1.4 N·m (65 ± 12.5 lb in). Install the rubber boots over the terminals.
11. Position cover (2) over the battery box. Install bolts (1) and washers in order to secure cover (2) to the battery box.


Batteries & Battery Boxes

Remove & Install Batteries & Battery Boxes 1401 7257-010

connect it last.
1. Lockout the electrical system of the machine with key that is located behind the left side engine compartment door.
battery.
27 Kg (60 lb).
7. Remove bolts (7) and washers and the nuts that hold guard (8) to the support bracket. Lift guard (8) off of the pin.
8. Remove four bolts (9) and the washers that hold support bracket (10). Remove support bracket (10) from machine.
NOTE: The following steps are for the installation of the Batteries & Battery Boxes.
9. Position support bracket (10) to the side of the machine. Install bolts (9) and washers in order to secure support
bracket (10) to the side of the machine.
10. Position guard (8) to support bracket (10). Install bolts (7) and washers and the nuts that hold guard (8) to support
bracket (10).
11. Use two people, or a lifting sling and a hoist to install the battery to the battery box.
12. Position hold down (5) to the rod and the battery. Install nuts (3) and washers that secure hold down (5) to the hold
down rods. Tighten self locking nuts (3) to a torque of 9.8 ± 1 N·m (64 ± 9 lb in).
14. Position cover (2) to the side of the machine. Install bolts (1), the nuts and the washers that hold cover (2) to the side
of the machine.
15. Unlock the electrical system of the machine with the key that is located behind the left side engine compartment
door.


Exhaust Pipe Assembly

Remove & Install Exhaust Pipe Assembly 1061-010
1. Loosen bolt and clamp (2) on exhaust pipe assembly (1).
2. Note the orientation of exhaust pipe assembly (1) for installation purposes. Remove exhaust pipe assembly (1) from
the muffler.
NOTE: The following steps are for the installation of the exhaust pipe assembly.
3. Install exhaust pipe assembly (1) and bolt and clamp (2) to the muffler, to their original orientation.
4. Tighten bolt (2) on the exhaust pipe assembly clamp.


Prescreener Assembly
Remove & Install Prescreener Assembly 1055-010
1. Loosen bolt and clamp (2).
2. Remove prescreener assembly (1) from the air cleaner group.
NOTE: The following steps are for the installation of the prescreener assembly.
3. Install prescreener assembly (1) to the air cleaner group.
4. Tighten bolt and clamp (2). Tighten bolt and clamp (2) to a torque of 25 ± 6 N·m (18 ± 4 lb ft).
NOTE: For further details regarding cleaning and servicing the prescreener assembly, refer to the "Operation &
Maintenance Manual."


Hood
Remove & Install Hood 7251-010
Start By:
a. remove exhaust pipe assembly
b. remove prescreener assembly
1. Remove three bolts (1) and washers from the bracket located under the front of the hood.
2. Remove four bolts (2) and washers from the hood supports on the rear of the fuel tank.
3. Fasten a hoist and nylon lifting straps to the hood hand rails. Remove hood (3) from the machine. The weight of hood
(3) is 45 Kg (100 lb)).
NOTE: The following steps are for the installation of the hood.
4. Fasten a hoist and nylon lifting straps to the hood hand rails. Position hood (3) on the machine.
5. Install bolts (2) and washers to the hood supports on the rear of the fuel tank.
6. Install bolts (1) and washers to the bracket under the front of the hood.
End By:
a. install prescreener assembly
b. install exhaust pipe assembly


Air Cleaner Group

Remove & Install Air Cleaner Group 1051-010
Start By:
a. remove prescreener assembly
1. Unclasp clips (4) holding air cleaner cover (5). Remove air cleaner cover (5).
2. Remove clamp (2) that secures the hose assembly to body assembly precleaner (1).
3. Remove bolt (3) on clamp that secures body assembly precleaner (1) to the air cleaner group.
4. Remove secondary element (7) and the primary element (6) from the air cleaner group.
5. Remove nuts (8) and washers that secure air cleaner housing (9) to the air cleaner elbow.
6. Remove air filter indicator (10).
7. Remove air inlet line (11) on air cleaner elbow (14).
8. Remove two clamps (13) on the air inlet hose to the turbocharger.
9. Remove bolts (12) and air cleaner elbow (14) from the engine.
NOTE: The following steps are for the installation of the air cleaner group.
10. Position air cleaner elbow (14) and install bolts (12) in order to secure air cleaner elbow (14) to the engine.
11. Install the air inlet hose to the turbocharger and secure two clamps (13).
12. Install air inlet line (11) to air cleaner elbow (14).
13. Install air filter indicator (10).
14. Install air cleaner housing (9) and secure with nuts (8) and washers to air cleaner elbow (14).
15. Install primary and secondary elements (6) and (7).
16. Position body assembly precleaner (1) to the air cleaner housing.
17. Secure bolt and clamp (3).
18. Install hose and secure clamp (2) to body assembly precleaner (1).
19. Position air cleaner cover (5) and secure with clips (4).
NOTE: For further details regarding servicing and replacement of the air cleaner element assemblies, refer to the
"Operation & Maintenance Manual."
End By:


Muffler
Remove & Install Muffler 1062-010
Start By:
1. Loosen clamps (2) from hose (1) on prescreener assembly. Slide hose (2) off of muffler (4).
2. Loosen clamp (3) and the pipe assembly from the muffler.
3. Remove bolts (5) and washers from the bracket.
4. Remove the hood. Refer to "Remove & Install Hood" in this manual. Remove the muffler from the engine.
NOTE: The following steps are for the installation of the muffler.
5. Position the muffler on the machine. Install bolts (5) and washers that secure the muffler to the bracket
6. Install the pipe assembly to the muffler. Tighten clamp (3).
7. Slide hose (1) to the muffler. Tighten clamp (2) on hose (1) to the prescreener assembly.
8. Install the hood. Refer to "Remove & Install Hood" in this manual.
End By:
a. install exhaust pipe assembly


Turbocharger
Remove & Install Turbocharger 1052-010
NOTE: Some of the engine compartment components have been removed for better photo illustration.
1. Loosen clamp (1) on the muffler inlet pipe.
2. Loosen two clamps (2) on the air cleaner inlet hose.
3. Loosen clamp (3) and the muffler inlet pipe.
4. Loosen clamp (4) and remove the air cleaner inlet hose.
5. Disconnect oil supply tube assembly (6) from the turbocharger.
6. Disconnect oil drain tube assembly (8) from the turbocharger.
file://C:\SIS\TMP\sis3FB1prt.html 7/23/2008
7. Loosen clamp (7) on the hose to the aftercooler.
8. Remove four locknuts (5), the turbocharger and gasket from the exhaust manifold.
NOTE: The following steps are for the installation of the turbocharger.
9. Check the condition of the gasket used between the turbocharger and the exhaust manifold. If the gasket is damaged,
use a new part for replacement.
10. Apply 5P-3931 Anti-Seize Compound on the threads of the turbocharger mounting studs.
11. Put the gasket and turbocharger in position on the exhaust manifold and the hose on the aftercooler. Install four
locknuts (5) that hold it. Tighten locknuts (5) to a torque of 54 ± 5 N·m (40 ± 4 lb ft).
12. Tighten clamp (7) on the hose on the aftercooler.
13. Check the condition of the gaskets used between the turbocharger and the oil supply and drain tube assemblies. If the
gaskets are damaged, use new parts for replacement.
14. Connect oil drain tube assembly (8) and oil supply tube assembly (6) to the turbocharger.
15. Position the muffler inlet pipe and clamp (3).
16. Position the air cleaner inlet hose and clamp (4).
17. Install clamp (1) on the muffler inlet pipe.
18. Install two clamps (2) on the air cleaner inlet hose.


Alternator
Remove & Install Alternator 1405-010
1. Put identification marks on the wires that are connected to the back side of the alternator for installation purposes.
Disconnect wires (2) from the back side of alternator (3).
2. Remove bolt (1) and the washer that hold the alternator to the V-belt tension adjusting strap.
3. Push the alternator toward the engine to loosen the tension on the three V-belts. Remove the three V-belts from the
alternator drive pulley.
4. Remove mounting bolt (4), the washer and nut. Remove alternator (3) from the alternator mounting bracket.
5. Remove the locknut and washer that hold the drive pulley to the alternator. Using a suitable puller, remove the drive
pulley from the alternator.
NOTE: The following steps are for the installation of the Alternator.
6. Be sure the shaft of the alternator in the pulley mounting area is thoroughly clean. Install the drive pulley on the
alternator shaft. Install the washer and locknut that hold the drive pulley in position. Tighten the locknut to a torque of
102 ± 7 N·m (77 ± 5 lb ft).
7. Put alternator (3) in position on the alternator mounting bracket. Install mounting bolt (4), the washer and nut that hold
it.
8. Install bolt (1) and the washer that hold the alternator to the V-belt tension adjusting strap. Tighten the bolt only hand
tight at this time.
9. Put the three V-belts in position in the alternator drive pulley.
10. Connect wires (2) to the back side of the alternator in their original locations.
a. Tighten the ground wire mounting bolt to a torque of 6.2 ± 0.6 N·m (54.86 ± 5.31 lb in).
b. Tighten the battery wire mounting bolt to a torque of 11.3 ± 2.3 N·m (100.00 ± 20.35 lb in).
11. Adjust the tension of the alternator V-belts. Refer to the "Operation & Maintenance Manual."
a. Tighten the fan V-belts until they deflect 12 mm (1.2 in) for new V-belts, or 16 mm (5/8 in) for old V-belts under the
application of a 13 Kg (25 lb) force half way between the pulleys.
b. A Borroughs Gauge No. BT-33-72-4-15 can also be used to make the fan V-belt adjustment. Make an adjustment to
the V-belt farthest from the engine. The gauge reading for a new V-belt must be 120 ± 5 and for a V-belt with a
minimum of 30 minutes of operation time 90 ± 10.


Fan Spider Assembly

Remove & Install Fan Spider Assembly 1356-010
Start By:
a. remove hood

pressure. Steam can cause personal injury. Drain the coolant
only after the engine has been stopped and the fill cap is cool
enough to touch with your bare hand. Remove the fill cap from
the radiator slowly to relieve pressure. Cooling system
conditioner contains alkali. Avoid contact with the skin and eyes
to avoid personal injury.
1. Release the pressure in the cooling system by slowly loosening the fill cap on the radiator. Drain the coolant from the
cooling system by placing a drain hose through the hole in the back of the bumper and opening the drain valve. Drain the
coolant from the cooling system into a suitable container for storage or disposal. Refer to the "Operation & Maintenance
Manual" for cooling system capacities.
2. Remove two clamps (2) and top radiator hose (1) from the radiator and the fuel tank.
3. Remove six bolts and washers that hold the fan spider assembly to fan drive (4).
4. Remove fan spider assembly (3) from fan drive (4). The weight of fan spider assembly (3) is 14 Kg (30 lb).
NOTE: The following steps are for the installation of the fan spider assembly.
5. Install fan spider assembly (3) to fan drive (4). The weight of fan spider assembly (3) is 14 Kg (30 lb).
6. Install six bolts and washers that hold fan spider assembly (3) to fan drive (4).
7. Position top radiator hose (1) and install two clamps (2) to the radiator and the fuel tank.
8. Fill the cooling system with coolant to the correct level. Refer to the "Operation & Maintenance Manual"for the
cooling system capacities.
End By:
a. install hood


Fan Drive
Remove & Install Fan Drive 1359-010
Start By:
a. remove hood
b. remove fan spider assembly
2. Loosen two bolts (6), one on top and one on the bottom, on the alternator bracket.
3. Pivot the alternator toward the engine, and remove V-belts (3) from the alternator drive pulley.
4. Fasten a hoist and nylon lifting strap to fan drive (4). Remove bolts (5) and washers from the mounting bracket. The
weight of fan drive (4) is 23 Kg (50 lb).
Make sure that the fan spider assembly or the fan drive does not
fall, this could cause damage to the radiator core.
NOTE: The following steps are for the installation of the fan drive.
NOTE: Check the condition of the fan spider assembly for damage or broken fan blades. Check the condition of the hub
area of the fan assembly. If the part is damaged, use a new part for replacement.
5. Attach a nylon lifting sling and a hoist to fan drive (4). Position fan drive (4) to the mounting bracket. The weight of
fan drive (4) is 23 Kg (50 lb).
6. Install bolts (5) and washers to fan drive (4) to the mounting bracket.
7. During the installation of the V-belts, check the condition of all the V-belts. If any of the V-belts are damaged, use
8. Install V-belts (3) on the alternator drive pulley.
9. Adjust the V-belt tension. Refer to the "Operation & Maintenance Manual" for the proper procedure of adjusting (new
or used) V-belt tension.
a. Tighten the V-belts until they deflect 12 mm (1.2 in) for new V-belts, or 16 mm (5/8 in) for old V-belts under the
b. A Borroughs Gauge No. BT-33-72-4-15 can also be used to make the V-belt adjustment. Make an adjustment to the
V-belt farthest from the engine. The gauge reading for a new V-belt must be 120 ± 5 and for a V-belt with a minimum of
30 minutes of operation time 90 ± 10.
10. Position top radiator hose (1) and tighten two clamps (2) and to the radiator and the fuel tank.
End By:
a. install fan spider assembly
b. install hood
Disassemble & Assemble Fan Drive 1359-017
Start By:
a. remove hood
c. remove fan drive
1. Remove three bolts (6) and washers. Access to bolts (6) can be made by rotating the fan pulley.
2. Remove fan pulley assembly (2) from fan support (1).
3. Remove two bolts (4) and thrust plate (5).
4. Remove roller bearing assembly (8) and the bearing retainer from the fan pulley. Remove O-ring seal (7) from the
bearing retainer.
NOTE: The following steps are for the assembly of the fan drive group.
5. Be sure all parts of the fan drive group are thoroughly clean prior to assembly.
6. Check the condition of O-ring seal (7) used in the bearing retainer. Also, check the condition of roller bearing
assembly (8). If the components are damaged, use new parts for replacement.
7. Install roller bearing assembly (8) in the bearing retainer. Be sure the lip-type seal in the roller bearing assembly is
facing toward the bearing retainer.
8. Install O-ring seal (7) in the bearing retainer. Put the bearing retainer and the roller bearing assembly, as a unit, in
position on pulley (2). Be sure the inner race of the roller bearing assembly in seated against the shoulder on the pulley.
9. Install thrust plate (5) and two bolts (4).
10. Put pulley assembly (2) in position in fan support (1). Install three bolts (6) and washers that hold the unit together.
Access to the mounting bolt holes can be made by rotating the fan pulley.
11. Fill the bearing cavity in the fan drive with 30 g (1 oz) of 2S-3230 Bearing Lubricant.
End By:
a. install fan drive
b. install fan spider assembly
c. install hood


V-Belts
Remove & Install V-Belts 1357-010
1. Open the right hand engine access door.
2. Loosen bolts (1) and (3) on the alternator brackets. Move the alternator toward the engine, and remove V-belts (2)
from the alternator drive pulley.
3. Remove V-belts (2) from the fan pulley.
NOTE: The following steps are for the installation of the V-Belts.
5. Install V-belts (2) on the fan pulley.
7. Tighten bolts (1) and (3) on the alternator brackets.
8. Adjust the V-belt tension. Refer to the "Operation & Maintenance Manual" for the proper procedure of adjusting the
(new or used) V-belt tension.



Remove & Install Electric Starting Motor 1453-010
1. Put identification marks on the wires that are connected to the electric starting motor and solenoid for installation
purposes.
2. Remove nut and two wire assemblies (2) from the electric starting motor solenoid.
3. Remove nut and three wire assemblies (3) from the electric starting motor.
3. Fasten a hoist and nylon lifting strap to the electric starting motor. Remove three bolts (1) that secure the electric
starting motor to the engine.
4. Remove electric starting motor and the gasket from the engine. The weight of the electric starting motor is 27 Kg (60
lb).
NOTE: The following steps are to install the electric starting motor.
5. Fasten a hoist and nylon lifting strap to the electric starting motor. Position the electric starting motor and the gasket to
the engine.
6. Install three bolts (1) that secure the electric starting motor to the engine.
7. Install two wire assemblies and nut (2) to the electric starting motor solenoid.
8. Install three wire assemblies and nut (3) to the electric starting motor.


Air Compressor
Remove & Install Air Compressor 1803-010
To prevent possible personal injury, do not disconnect any air

lines from the air compressor until the air pressure in the system
has been released.
1. Release pressure in the air system by opening the two valves on the bottom of the air tank. The air tank is located
behind the rear bumper.

2. Drain the coolant from the engine into a suitable container for storage or disposal. See the Operation & maintenance
manual for the correct draining procedure.
3. Disconnect tube assemblies (2) and (8) from the air compressor.
5. Disconnect two hose assemblies (1) and (5) from the governor.
6. Disconnect hose assembly (7) from the air compressor.
7. Remove the clip and hose assembly (10) at the air compressor.
8. Remove bolt and clip (11) from the breather pipe.
9. Fasten a lifting strap and a hoist to the air compressor.
10. Remove bolt (9) and washer at the rear of the air compressor
11. Remove two bolts (4) and washers that hold the air compressor to the front housing.
12. Remove the air compressor and gasket from the front housing. The weight of the air compressor is 26 Kg (57 lb).
13. Remove the nut and washer that hold the drive gear to the air compressor. Remove the drive gear.
NOTE: The following steps are for the installation of the air compressor.
14. Check the condition of the gasket used between the air compressor and front housing. If the gasket is damaged, use a
15. Put the drive gear in position on the air compressor, and install the washer and nut that hold it. Tighten the nut to a
torque of 160 ± 15 N·m (120 ± 11 lb ft).
16. Put the gasket in position on the air compressor. Fasten a lifting strap and a hoist to the air compressor. Put the
compressor in position in the front housing. Install three bolts (4) and (9) and washers that hold the compressor to the
front housing.
17. Install two bolts (4) and washers that hold the air compressor to the front housing. First, tighten the bolts finger tight;
then tighten the bolts to a torque of 55 ± 10 N·m (41 ± 7 lb ft).
18. Install bolt (9) and washer at the rear of the air compressor. Tighten the bolts to a torque of 55 ± 10 N·m (41 ± 7 lb
ft).
19. Install bolt and clip (11) for the breather pipe.
20. Install the clip and hose assembly (10) at the air compressor.
21. Install hose assembly (7) to the air compressor.
22. Install two hose assemblies (1) and (5) to the governor.
23. Install tube assemblies (3) and (6) to the air compressor.
25. Fill the cooling system. Refer to the "Operation & Maintenance Manual" for the proper procedure to fill the cooling
system.


Air Conditioning Compressor

Remove & Install Air Conditioning Compressor 1802-010
Effective July 1, 1992 regulations prohibit the venting of any

refrigerant into the atmosphere. Refer to Caterpillar publication
SENR3334, SENR5664 and NEDG5065 for the proper
procedure, equipment and tools to reclaim refrigerant from any
Caterpillar machine.
Do not smoke while working on air conditioning. Inhaling Refrigerant R-12 or R-134A through any smoking material,
although not toxic or flammable, can cause violent illness. Also heat must never be applied to a charged system. Refer to
the "Air Conditioning And Heating Service Manual Form No. SENR3334 and SENR5664" for more information on
removal and installation of lines and refrigerant from the system.
1. Remove the refrigerant from the air conditioning system using a refrigerant reclaimer.
2. Put identification marks on two hose assemblies (3) for installation purposes. Disconnect hoses assemblies (3) from
the air conditioning compressor. Plug the fittings in order to keep dirt out of the system.
3. Put identification marks on wire assemblies (4) and (5) for installation purposes. Disconnect wire assemblies (4) and
(5) from the air conditioning compressor.
4. Remove bolt (1), the nut assembly and washer from the adjustment bracket.
5. Remove V-belt (2) from the air conditioning compressor drive pulley.
6. Remove bolt (6) and the nut from the mounting bracket. Remove the air conditioning compressor from the machine.
NOTE: The following steps are for the installation of the air conditioning compressor.
7. Make sure that all components of the air conditioning compressor and mating components are clean prior to installing
the air conditioning compressor. During the installation of the air conditioning compressor, check the condition of all O-
ring seals used in the hose assemblies that were disconnected. If any of the O-ring seals are damaged, use new parts for
replacement.
8. Position the air conditioning compressor to its original location in the machine. Install bolt (6) and the nut in order to
secure the air conditioning compressor to the mounting bracket.
9. Position the air conditioning compressor to the adjustment bracket. Install bolt (1), the nut assembly and washer in
order to secure the air conditioning compressor to the adjustment bracket.
10. Install V-belt (2) to the air conditioning compressor drive pulley. Adjust the V-belt tension. Refer to the "Operation
& Maintenance Manual" for the proper procedure in order to adjust the V-belt tension.
11. Connect wire assemblies (4) and (5) to their original locations on the air conditioning compressor group.
12. Connect two hose assemblies (3) to their original locations on the air conditioning compressor.
13. Fill the air conditioning system with refrigerant to the correct pressure level. Refer to "SENR3334, SENR5664 and
NEDG5065" for the proper filling procedure.


Engine Oil Filler Group

Remove & Install Engine Oil Filler Group 1316-010
1. Remove bolts (2) and washers that hold engine oil filler pipe (1) to the engine.
2. Remove engine oil filler pipe (1) and the gasket from the engine.
NOTE: The following steps are to install the engine oil filler group.
3. Check the condition of the gasket. If it is damaged, use a new part for replacement. Clean the mounting face of the
filler pipe and the mating mounting face on the engine.
4. Position engine oil filler pipe (1) and gasket on the engine.
5. Install bolts (2) and washers in order to hold engine oil filler pipe (1) to the engine.


Engine Oil Filter & Oil Filter Base

Remove & Install Engine Oil Filter & Oil Filter Base 1306 1318-010
1. Using Tool (A), remove engine oil filter (1).
2. Remove five bolts (2) and washers that hold the oil filter base to the engine. Remove the oil filter base and three O-
ring seals.
3. Remove plug (3), valve spring (4) and bypass valve (5) from the oil filter base. Remove the O-ring seal from plug (3).
4. Remove the filter stud from the oil filter base.
NOTE: The following steps are for the installation of the oil filter base and the engine oil filter.
5. Check the condition of the all O-ring seals and gaskets used in the installation of the engine oil filter. If any of the
parts are damaged, use new parts for replacement.
6. Install the O-ring seal on plug (3).
7. Apply clean engine oil on the components of the oil filter bypass valve. Install bypass valve (5), valve spring (4) and
plug (3) in the oil filter base.
8. Put 9S-3263 Thread Lock on the last 7.5 ± 1.5 mm (.30 ± .06 in) of the threads at the base end of the filter stud.
Install the filter stud in the oil filter base. Tighten the filter stud to a torque of 68 ± 7 N·m (50 ± 5 lb ft).
9. Install the three O-ring seals in the oil filter base.
10. Put the oil filter base in position on the engine oil cooler. Install five bolts (2) and washers that hold it.
11. Install a new engine oil filter (1). Refer to "Operation & Maintenance Manual" for details regarding filter installation
and service intervals.
Disassemble & Assemble Oil Filter Base 1306-017
Start By:
a. remove oil filter base
1. Remove bolts (1). Remove cover (2) and gasket (3) from base assembly (9).
2. Remove spring (4) and plunger (5) from base assembly (9).
3. Remove plug (6) from adapter (7).
4. Remove bolts (8). Remove adapter (7) and gasket (10) from base assembly (9).
NOTE: The following steps are for the assembly of the oil filter base and the engine oil filter.
6. Install gasket (13), cover (12), and bolts (11) to base assembly (9).
7. Install adapter (7) and gasket (10) to base assembly (9) with bolts (8).
8. Install plug (6) in adapter (7).
9. Install plunger (5) and spring (4) in base assembly (9).
10. Install gasket (3) and cover (2) with bolts (1).
End By:
a. install oil filter base


Engine Oil Cooler

Remove & Install Engine Oil Cooler 1378-010

1. Remove the coolant from the engine. See the Operation & Maintenance Manual for the correct draining procedure.
NOTE: Some of the engine compartment components have been removed for better photo illustration:
2. Disconnect tube assembly (1) from the engine oil cooler.
4. Remove six bolts (4) and washers that hold the plate to the engine oil cooler. Remove the gasket with the plate.
5. Remove thirteen bolts (3) and washers that hold the engine oil cooler to the cylinder block. Remove the engine oil
cooler base and gasket.
6. Remove plug (2), valve spring (6) and bypass valve (7) from the engine oil cooler base.
7. Remove engine oil cooler (8) and gasket from the cylinder block. Remove the two O-ring seals from the cylinder
block.
NOTE: The following steps are for the installation of the engine oil cooler.
8. Check the condition of the all O-ring seals and gaskets used in the installation of the engine oil cooler. If any of the
9. Put the two O-ring seals in position in the cylinder block. Put the gasket and engine oil cooler (8) in position in the
cylinder block.
11. Apply clean engine oil on the components of the engine oil cooler bypass valve. Install engine oil cooler bypass
valve (7), valve spring (6) and plug (2) in the engine oil cooler base.
12. Put the gasket and engine oil cooler base in position over the engine oil cooler. Install thirteen bolts (3) and washers
that hold the engine oil cooler to the cylinder block.
13. Connect tube assembly (1) to the engine oil cooler.
14. Install six bolts (4) and washers that hold plate to the engine oil cooler.
system.


Transmission Oil Cooler

Remove & Install Transmission Oil Cooler 1375-010
Start By:
a. remove hood
c. remove fan drive
1. Remove bolts (2) and washers and shield (1) from the radiator shroud.
Be cautious of hot oil when draining the oil from the

transmission and when disconnecting any transmission oil lines.
2. Remove two oil lines (3) from the transmission oil cooler. Plug the fittings in order to keep dirt out of the system.
3. Remove mounting bolts (4) and the transmission oil cooler from the radiator shroud.
NOTE: The following steps are for the installation of the transmission oil cooler.
4. Check the condition of the O-ring seals used in the installation of the transmission oil cooler. If any of the parts are
5. Position the transmission oil cooler to the radiator shroud and install bolts (4).
6. Connect two oil lines (3) to the transmission oil cooler.
7. Install shield (1) and bolts (2) and washers to the radiator shroud.
End By:
b. install fan, spider assembly
c. install hood


Fuel Priming Pump

Remove & Install Fuel Priming Pump 1258-010
1. Remove two bolts (2) and the washers that hold fuel priming pump (1) at the water separator filter mounting bracket.
2. Remove fuel priming pump (1) and the gasket.
NOTE: The following steps are for the installation of the fuel priming pump.
3. Check the condition of the gasket used between the fuel priming pump and the mounting bracket. If the gasket is
4. Install the gasket and fuel priming pump (1) to the water separator filter mounting bracket.
5. Position fuel priming pump (1) and install two bolts (2).
6. Purge the air from the fuel system. Refer to the "Operation & Maintenance Manual."


Fuel Filter & Fuel Filter Base

Remove & Install Fuel Filter & Fuel Filter Base 1261 1262-010
Start By:
a. remove engine oil filler group
1. Using Tool (A), remove fuel filter (4).
2. Remove fuel pressure sending unit (3) from the fuel filter base.
3. Mark the position of breather assembly (2) for installation purposes. Remove the bolt that secures breather assembly
(2) to the fuel filter base. Remove breather assembly (2) and the O-ring seal from the fuel filter base.
4. Disconnect tube assembly (6) from the fuel filter base.
5. Disconnect tube assembly and bypass valve (1) from the fuel filter base.
6. Remove four bolts (5) and washers that hold the fuel filter base to the engine. Two bolts are located underneath the
fuel filter base. When removing the bolts the wiring harness and clip for the fuel pressure sending unit will come free.
7. Remove the fuel filter base and the gasket from the engine.
8. Remove fuel pressure bypass valve (2) from the tube assembly.
NOTE: The following steps are for the installation of the fuel filter base and fuel filter.
9. Check the condition of the gasket for the fuel filter base, the O-ring seal for the breather assembly and the O-ring seals
used in the tube assemblies that connect to the fuel filter base. If the gasket and the seals are damaged, use new parts for
replacement.
10. Put the gasket and the fuel filter base in position on the engine.
11. Install four bolts (5) and washers that hold it. Two bolts are located underneath the fuel filter base. Remember to
install the wiring harness and clip for the fuel pressure sending unit.
12. Connect tube assembly (6) to the fuel filter base.
13. Install fuel pressure bypass valve (1) to the tube assembly. Connect the tube assembly and bypass valve (1) to the
fuel filter base.
14. Install the O-ring seal and breather assembly (2) on the fuel filter base. After positioning the breather assembly,
install the bolt and tighten the bolt that holds it to a torque of 7 ± 2 N·m (62 ± 18 lb in).
15. Install fuel filter (4). For information regarding filter installation and service intervals, refer to the "Operation &
End By:
a. install engine oil filler group


Water Separator Group

Remove & Install Water Separator Group 1263-010
1. Shut off the fuel at shut off valve located at the bottom left of the fuel tank.
2. Remove fuel lines (1) and (3).
3. Remove two bolts (2) and washers that hold water separator group (4) to the mounting bracket.
4. Remove filter element assembly (6) from base assembly (5).
5. Remove dust seal (9) from base assembly (5).
6. Remove fitting (8) and two O-ring seals (7) from base assembly (5).
7. Remove elbow (10) and two O-ring seals (11) from base assembly (5).
8. Remove vent plug (13) and O-ring seal (12) from base assembly (5).
9. Separate filter element (14) and bowl kit (17) with O-ring seal (16).
10. Remove ring (15) from filter element (14).
NOTE: The following steps are for installation of the water separator group.
11. Check the condition of the gasket for the water separator, the O-ring seals used in the elbows. If the gasket and the
seals are damaged, use new parts for replacement. For information regarding the filter installation and service intervals,
refer to the "Operation & Maintenance Manual."
12. Install ring (15) on filter element (14).
13. Install O-ring seal (16) to bowl kit (17), and install filter element (14) to bowl kit (17).
14. Install O-ring seal (12) to vent plug (13).
15. Install vent plug (13) to base assembly (5).
16. Install two O-ring seals (11) to elbow (10) and install elbow (10) to base assembly (5).
17. Install two O-ring seals (7) to fitting (8) and install fitting (8) to base assembly (5).
18. Install dust seal (9) to base assembly (5).
19. Install filter element assembly (6) to base assembly (5).
20. Position water separator group (4) and install bolts (2) and washers to the mounting bracket.
21. Install fuel lines (1) and (3) to water separator group (4).
22. Open the shut off valve.


Radiator
Remove & Install Radiator 1353-010
Start By:
a. remove hood
b. remove alternator
c. remove fan drive

2. Remove two hose clamps (2) and top radiator hose (1).
3. Remove two hose clamps (3) and slide bottom hose (4) off the elbow.
4. Remove bolts (5) and air dryer group (6) from the radiator shroud.
5. Remove bolts (7) and transmission oil cooler (8) from the radiator shroud.
6. Remove bolts (10) and two piece shield (9) from the radiator shroud.
7. Remove bolts (11) that hold air conditioner condenser (12) to the radiator shroud. Air conditioner condenser (12) can
be laid back on the transmission housing.
8. Remove bolts (13) and use two people to remove radiator grill (14) from the radiator shroud.
9. Disconnect the taillight wiring harness on radiator grill (14). The weight of radiator grill (14) is 24 Kg (53 lb).
10. Remove bolts (17) and plate (18) from the front of the shroud.
11. Remove the taillight wiring harness and grommet (16) from plate (18).
12. Remove six bolts (15), two bolts on each side are located under the plate assembly on the inside of the radiator
shroud.
13. Secure Tooling (A) to the radiator shroud. Fasten a hoist and lifting nylon straps to Tooling (A) and remove the
radiator shroud from the machine. The weight of the radiator shroud and the radiator group is 114 kg (250 lb).
14. Remove six bolts (19) from the radiator group. Two of the bolts are at the top of the radiator and four are at the
bottom, as shown. The radiator group will slide out of the radiator shroud. The weight of the radiator group is 57 Kg
(125 lb).
NOTE: The following steps are for the installation of the radiator.
NOTE: Check the condition of the radiator prior to installation. Remove any dirt or debris that may restrict the flow of
air through the core. If any of the cooling fins are bent, they should be straightened.
15. Clean any dirt off of the frame and the bottom of the radiator group. Check the condition of the O-ring seals used in
the hose assemblies that were disconnected. If any of the O-ring seals are damaged, use new parts for replacement.
16. Slide the radiator group into the radiator shroud. The weight of the radiator group is 57 Kg (125 lb).
17. Install six bolts (19) to the radiator group. Two of the bolts are at the top of the radiator and four are at the bottom, as
shown.
18. Fasten a hoist and nylon lifting straps to Tool (A) and position the radiator shroud on the frame. The weight of the
radiator shroud is 114 Kg (250 lb).
19. Install six bolts (15), two bolts on each side are located under the plate assembly on the inside of the radiator shroud.
20. Install the taillight wiring harness and grommet (16) to plate (18).
21. Install plate (18) and bolts (17) to the front of the shroud.
22. Connect the taillight wiring harness on the radiator grill. Use two people and position the radiator grill (14) on the
radiator shroud. The weight of radiator grill (14) is 24 Kg (53 lb).
23. Install radiator grill (14) and bolts (13) to the radiator shroud.
24. Install air conditioner condenser (12) and bolts (11) to the radiator shroud.
25. Install two piece shield (9) and bolts (10) to the radiator shroud.
26. Install transmission oil cooler (8) and bolts (7) to the radiator shroud.
27. Install air dryer group (6) and bolts (5) to the radiator shroud.
28. Position bottom hose (4) to the elbow and install two hose clamps (3).
29. Install top radiator hose (1) and two hose clamps (2).
30. Fill the radiator to the proper level with engine coolant. Refer to the "Operation & Maintenance Manual" for the
proper procedures in order to fill the radiator.
End By:
b. install alternator
c. install and hood



Remove & Install Water Temperature Regulator 1355-010

1. Drain the coolant from the engine to a level below the water temperature regulator housing. Drain the coolant into a
suitable container for storage or disposal.
2. Loosen two clamps (1) and slide the coolant outlet hose up the pipe.
3. Remove bolts (3) and outlet pipe (2) from water temperature regulator housing (4).
4. Remove the water temperature regulator and gasket from water temperature regulator housing (4).
NOTE: The following steps are for the installation of the water temperature regulator.
If the water temperature regulator is installed wrong, it will cause

the engine to overheat.
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5. Install the gasket and the water temperature regulator in water temperature regulator housing (4).
6. Install outlet pipe (2) and bolts (3) that hold it to the water temperature regulator housing (4).
7. Position the coolant outlet hose and install two clamps (1) the secure it in place.
8. Fill the cooling system to the correct level. Refer to the "Operation & Maintenance Manual" for the correct filling
procedure.


Water Pump
Remove & Install Water Pump 1361-010
Start By:
a. remove hood
At operating temperature, the engine cooling system is hot and

under pressure. Steam can cause personal injury. Check the
coolant level only after the engine has been stopped and the fill
cap on the radiator is cool enough to touch with your bare hand.
Remove the fill cap slowly to relieve pressure. Cooling system
conditioner contains alkali. Avoid contact with skin and eyes to
prevent personal injury.
2. Loosen bolts (10) on water pump drive (9).
3. Remove V-belt (8) from the pulley drive on water pump (4) and the pulley on water pump drive (9).
4. Loosen two hose clamps (2). Disconnect the hose used between water pump (4) and the water temperature regulator
housing at water pump (4).
5. Loosen two hose clamps (6). Slide the heater hoses off the fittings on water pump (4).
6. Remove coolant water tube (1) from water pump (4).
7. Remove bolt (5) and clip from water pump (4).
8. Loosen clamp (7) and slide the water pump inlet hose from water pump (4).
9. Remove bolts (3) that hold water pump (4) to the front of the engine. Carefully remove water pump (4) and the two O-
NOTE: The following steps are for the installation of the water pump.
10. Check the condition of the two O-ring seals used between water pump (4) and the cylinder block. If the seals are
11. Install the O-ring seals in the cover of water pump (4). Put water pump (4) in position on the front of the engine, and
install bolts (3) that hold it.
12. Connect the short hose used between water pump (4) and the water temperature regulator housing to water pump (4).
Secure the hose with two clamps (2).
13. Connect the water inlet hose from the radiator to the water pump (4). Secure the water inlet hose with clamp (7).
14. Connect the two heater hoses and secure with clamps (6) to water pump (4).
15. Install coolant water tube (1) to water pump (4).
16. Position the clip and install bolt (5) to water pump (4).
17. Install V-belt (8) to water pump drive pulley (9) and the water pump pulley.
19. Adjust the tension of the V-belt. Refer to the "Operation & Maintenance Manual" for the correct adjusting procedure.
NOTE: Fill the cooling system to the correct level. Refer to the "Operation & Maintenance Manual" for the correct
filling procedure.
End By:
a. install hood
Disassemble & Assemble Water Pump 1361-017
Start By:
a. remove water pump
1. Remove two O-ring seals (1) from the rear cover of the water pump. Remove four bolts (2) and the washers. Remove
the rear cover and the gasket.
2. Put the water pump in a press. Use spacer plates to level the water pump as shown.
3. Using a suitable size drive plate from Tool (A) and a press, push the shaft and pulley (3), as a unit, out of impeller (4).
Remove the impeller.
Do not allow the shaft and pulley to fall to the floor as it is being
removed from seal (5) and the water pump housing. Damage to the
shaft and pulley will result.
4. Continue to push the shaft and pulley out of seal (5) and the water pump housing.
5. Using the handle from Tool (B) and a press, remove seal (5) from the water pump housing.
6. Using a press, remove the shaft and bearing assembly from pulley (3).
NOTE: The following steps are for the assembly of the water pump.
7. Using a press, install the shaft and bearing assembly into pulley (3). Install the shaft until it is flush with the end of the
pulley.
8. Press the shaft, bearing assembly and the pulley, as a unit, into the water pump housing. Install the unit until the
distance between the front face of pulley (3) and the machined surface of the water pump housing is 103.8 ± 0.3 mm
(4.09 ± .01 in). Refer to Illustration D22490.
9. Using Tool (C) and a press, install seal (5) in the water pump housing.
10. Using a press, install impeller (4) on the shaft of the water pump. Install the impeller until the distance between the
impeller and the machined surface of the water pump housing is 0.75 ± 0.25 mm (.030 ± .010 in). Refer to Illustration
D22490.
11. Check the condition of the gasket used between the rear cover of the water pump and the water pump housing. If the
gasket is damaged, use a new part for replacement.
12. Put the gasket and the cover in position on the water pump housing. Install four bolts (2) and the washers that hold
the rear cover in position.
13. Check the condition of two O-ring seals (1). If the seals are damaged, use new parts for replacement. Install two O-
ring seals (1) in the rear cover.
End By:
a. install water pump


Water Pump Drive

Remove & Install Water Pump Drive 1384-010
1. Remove four bolts (1) that hold cover (2) to dash the assembly.
2. Remove two bolts (4) and the washers that hold water pump drive (5) to the front housing.
3. Remove water pump drive V-belt (3) from the pulley of water pump drive (5). Remove water pump drive (5).
NOTE: The following steps are for the installation of the water pump drive.
4. Position water pump drive (5). Install two bolts (4) and washers that hold water pump drive (5) to the front housing.
5. Install water pump drive V-belt (3) to the pulley on the water pump drive (5).
6. Adjust the tension of the water pump drive V-belt. Refer to the " Operation & Maintenance Manual" for the correct
adjusting procedure.
7. Position cover (2) to the dash assembly. Install four bolts (1) that hold cover (2) to the dash assembly.
Disassemble & Assemble Water Pump Drive 1384-017
Start By:
a. remove water pump drive
1. Remove bolt (1) and washer (2).
2. Use Tool (A) to remove lock ring (3). Remove pulley assembly (4) from the idler plate assembly.
3. Remove bearing (5) from the pulley.
NOTE: The following steps are for the assembly of the water pump drive.
NOTE: Shaft (6) is part of idler plate assembly (7). The shaft is not serviceable.
4. Check the condition of shaft (6) in idler plate assembly (7). If shaft (6) is worn, replace idler plate assembly (7).
5. Using Tool (B), install bearing (5) in the pulley. Put 2S-3230 Bearing Lubricant on the inner race of bearing (5) and
on the shaft of the idler plate assembly.
6. Install pulley assembly (4) on idler plate assembly (7). Install lock ring (3) with Tool (A) to hold the pulley assembly
to the idler plate assembly.
7. Install washer (2) and bolt (1) in the end of shaft (6).
End By:
a. install water pump drive


Pump Group Drive Shaft

Remove & Install Pump Group Drive Shaft 3108-010
1. Remove bolts (1) and (3) from each side of guards (2). Remove guards (2).
2. Remove bolts (4) that secures pump group drive shaft (5) to the yoke on the hydraulic pump.
3. Remove bolts (6) that holds pump group drive shaft (5) to the yoke on the engine.
4. Remove pump group drive shaft (6).
NOTE: The following steps are for the installation of the pump group drive shaft.
5. Put pump group drive shaft (6) in position between the yoke on the hydraulic pump and the yoke on the engine.
6. Install bolts (4) that hold pump group drive shaft (5) to the yoke on the hydraulic pump. Tighten the bolts to a torque
of 55 ± 7 N·m (40 ± 5 lb ft).
7. Install bolts (6) that hold pump group drive shaft (5) to the yoke on the engine. Tighten the bolts to a torque of 55 ± 7
N·m (40 ± 5 lb ft).
8. Put guards (2) in position over pump group drive shaft (6) and on the frame. Install bolts (1) and (3) that hold guards
(2) to the frame and together.
file://C:\SIS\TMP\sis4CC1prt.html 7/23/2008

Speedometer & Tachometer Sensor

Remove & Install Speedometer & Tachometer Sensor 1907-010
1. Disconnect speed sensor wiring harness (1).
2. Loosen locking nut (3) on speed sensor (2). Remove speed sensor (2) from the flywheel housing.
NOTE: The following Steps are to install the speedometer & tachometer sensor.
3. Install speed sensor (2) to the flywheel housing.
4. Adjust the speed sensor as follows:
a. Adjust the magnet core into the housing until it abuts the tooth of the flywheel gear.
b. Then back the magnet core out 1.2 ± 0.1 turns.
c. Tighten locknut (3) to a torque of 45 ± 7 N·m (33 ± 5 lb ft).
d. The clearance between the flywheel and the magnet core should be between 1.55 and 1.83 mm (.061 and .072 in).
5. Connect speed sensor wiring harness (1).


Engine
Remove Engine 1000-011
Start By:
a. remove hood
b. remove batteries and battery boxes
1. Remove the engine side guards.

Hot oil and components can cause personal injury. Do not allow
hot oil or components to contact the skin. Be sure that the engine
and components are cool enough to touch with your bare hand
prior to performing any service work.
2. Drain the coolant from the cooling system at elbow (3) below the engine into a suitable container for storage or
disposal. Drain the engine oil at drain (1) into a suitable container for storage or disposal.
3. Disconnect hose assembly (2) at the drain.
4. Remove ground wire (4) from the disconnect switch.
5. Remove electrical wire (5) from the disconnect switch.
6. Remove two bolts (6) from the disconnect switch bracket that holds it to the support bracket.
7. Close fuel shut-off valve (7) and remove fuel line (8).
8. Remove fuel tank sending unit wire harness clips (9) from rear of the fuel tank.
9. Remove five wiring harness clips (10). One of the wiring harness clips is located on the bottom right side of the fuel
tank.
10. Remove bolts (11) from the fuel tank and the support bracket. One on each side of the fuel tank.
11. Remove four nuts, and washers (12) from the fuel tank. Two on each side of the fuel tank.
12. Remove hose (13) and hose (14) from the fuel tank.
13. Remove three bolts (15) and the support brackets from each side of the fuel tank.
14. Remove nuts (16) and magnetic switch assembly (17) (start relay) from the fuel tank.
15. Remove bolt (18) (not shown) and clip for the wiring harness from the bottom of the fuel tank.
16. Remove machine screws (19) and circuit breaker (20) from the fuel tank.
17. Remove nuts (21) and magnetic switch assembly (22) (main power relay) from the fuel tank.
18. Fasten a hoist and lifting device to the fuel tank as shown. Remove the bolts and the fuel tank from the frame.
19. Disconnect two wire harnesses (23) at the mounting bracket.
20. Remove ground wires (24) from the electric starting motor.
21. Remove bolts (26) and washers from dash assembly (25). One of the bolts is on the right side of the machine, The
other is on the left side of the machine. Remove dash assembly (25) from the mounting brackets.
22. Remove bolts (27) for the air conditioner compressor. Position the air conditioner compressor to the side.
23. Remove six bolts (28) and cover (29) from the throttle control housing.
24. Loosen nut (33) from the throttle control linkage and slide nut (33) up the cable end.
25. Remove bolt (30) from the throttle control linkage.
26. Remove nut (31) and end (32) from the throttle control linkage.
27. Remove the throttle control linkage from the throttle control housing.
Do not remove air lines until air pressure is to zero. Personal injury could result if the air pressure is not released.
28. Release the pressure in the air system by opening the two valves on the bottom of the air tank. The air tank is located
29. Remove air line (35) from the air compressor.
30. Remove air lines (34) from the air compressor.
31. Remove bolts (36) from each side of guards (37). Remove guards (37).
35. Loosen clamp (44). Remove hose assembly (43) from the tube assembly.
36. Loosen clamps (42) and disconnect heater hoses (41) from the water pump.
37. Attach Tooling (A) and a hoist to the lifting lugs on the engine.
38. Remove bolts (45) and washers from the flange on the transmission.
39. Remove mounting bolts (46) and washers from the front engine mounts.
40. Raise the hoist slightly in order to separate the engine flywheel housing from the transmission. Disengage the splined
shaft on the transmission from the torsion coupler on the engine. Carefully remove the engine from the machine. The
weight of the engine is 1135 Kg (2500 lb).
Install Engine 1000-012
1. Clean all components of the engine and mating components before you install the engine. Check the condition of all
O-ring seals used in the hose assemblies that were disconnected. If any of the O-ring seals are damaged, use new parts
for replacement.
2. Attach Tooling (A) and a hoist to the lifting lugs on the engine. Use Tooling (A) to position the engine to the
transmission. The splined shaft on the transmission must be aligned with the torsion coupling on the engine.
3. Install bolts (45) and washers to the flange in order to secure the engine to the transmission.
4. Install mounting bolts (46) and washers to the front engine mounts.
5. Install heater hoses (41) to the fittings. Tighten clamps (42).
6. Position hose assembly (43) to its original location. Tighten clamp (44).
7. Install pump group drive shaft (39).
8. Install bolts (38) that secures pump group drive shaft (39) to the yoke on the hydraulic pump. Tighten bolts (38).
9. Install bolts (40) that holds pump group drive shaft (39) to the yoke on the engine. Tighten bolts (40).
10. Install two guard halves (37) to the implement pump drive shaft.
11. Install bolts (36) to secure the guard to the mounting and the two halves together. The bolts that hold the guard to the
mounting must be tightened to a torque of 135 ± 20 N·m (100 ± 15 lb ft).
12. Install air line (35) to the air compressor.
13. Install air lines (34) to the air compressor.
14. Slide nut (33) on the cable end.
15. Install end (32) and nut (31) to the throttle control.
16. Install bolt (20) that secures the throttle control.
17. Tighten nut (33) on the throttle control linkage.
18. Position cover (29) and install bolts (28) to the throttle control.
19. Position the air conditioner compressor and install bolts (27).
20. Position dash assembly (25) and bolts (26) to the mounting brackets.
21. Connect two wire harnesses (23) at the mounting bracket.
22. Install ground wires (24) to the electric starting motor.
23. Fasten a hoist and lifting device to the fuel tank as shown. Position the fuel tank to the frame. Install four bolts, nuts,
and washers (12) to the fuel tank. Two on each side of the fuel tank.
24. Install support brackets and bolts (11) to the fuel tank. One on each side of the fuel tank.
25. Install hoses (13) and (14) to fuel tank.
26. Install support bracket and bolts (15).
27. Install bolt (18) (not shown) and clip for the wiring harness to the bottom of the fuel tank.
28. Install magnetic switch assembly (17) (start relay) and nuts (16) to the fuel tank.
29. Install circuit breaker (20) and machine screws (19) that secure it to the fuel tank.
30. Install magnetic switch assembly (22) (main power relay) and nuts (21) that secure it to the fuel tank.
31. Install five wiring harness clips (10). One of the wiring harness clips is located on the bottom right side of the fuel
tank.
32. Install fuel tank sending unit harness wire clips (9) to the rear of the fuel tank.
33. Install fuel line (8) to fuel shut-off valve (7).
34. Position the disconnect switch bracket and install bolts (6) to the support bracket.
35. Install electrical wire (5) to the disconnect switch.
36. Install ground wire (4) to the disconnect switch.
37. Connect hose assembly (2) at the drain.
38. Install the engine side guards.
procedure.
End By:
a. install batteries and battery boxes
b. install hood


Magnetic Screen (Transmission)

SMCS Code: 3067
Part No.: 9W-5134
Illustration 1
(1) Torque for three bolts . . . 55 ± 10 N·m (40 ± 7 lb ft)


Gear Pump (Transmission Charging and Scavenge)

SMCS Code: 3066; 3115
Part No.: 6Y-8764
Illustration 2
Rotation is counterclockwise when the pump is viewed from the drive end. Use SAE 10W at a temperature of 49°C
(120°F) in order to bench test the pump.
Rotate the pump by hand. The pump must rotate freely.
(2) Transmission Charge Pump
Minimum output . . . 94 L/min (24.8 US gpm) Pump speed . . . 1800 rpm Pump pressure . . . 3100 kPa (450 psi)
(4) Transmission Scavenge Pump
Minimum output . . . 128 L/min (33.8 US gpm) Pump speed . . . 1800 rpm Pump pressure . . . 70 kPa (10 psi)
Illustration 3
(A) Depth from the body to bearing (3) and bearing (6) . . . 1.50 ± 0.25 mm (0.059 ± 0.010 inch)
(B) Dimension from the manifold to the adapter . . . 7.0 ± 0.5 mm (0.28 ± 0.02 inch)
(C) Dimension from the cover to bearing (1) and bearing (5) . . . 1.50 ± 0.25 mm (0.059 ± 0.010 inch)
(D) Dimension from the face of the manifold to the end of the dowel . . . 5.0 ± 0.5 mm (0.20 ± 0.02 inch)
Note: Use the same dimension when you place all the dowels in the pump.
(E) Position of the bearing joint . . . 30° +/-15° from the centerline
Note: Use the same position when you place all bearings in the pump.


Oil Filter (Power Train)

SMCS Code: 3004; 3067
Part No.: 125-3286
Illustration 5
Do not use an air wrench in order to tighten the housing assembly.
The pressure difference that causes the bypass valve to open . . . 248 ± 21 kPa (36 ± 3 psi)
(1) Spring for the bypass valve
Test length . . . 25.4 mm (1.00 inch) Test force . . . 111 ± 9 N (24.9 ± 2.0 lb) Free length after test . . . 47.2 mm (1.86
inch) Outside diameter . . . 12.7 mm (0.50 inch)
(2) Lubricate the seal lightly with the lubricant that is being sealed.
(3) Spring for the filter element
Test length . . . 25.4 mm (1.00 inch) Test force . . . 140.6 N to 165.5 N (31.60 lb to 37.21 lb) Free length after test . . .
96.5 mm (3.80 inch) Outside diameter . . . 35.1 mm (1.38 inch)


Clutch Control (Modulation)

SMCS Code: 3162; 3191
Part No.: 8W-5618
S/N: 3YK1-Up
Part No.: 8W-5618
S/N: 4MK1-160
Part No.: 8W-5618
S/N: 5FM1-Up
Part No.: 8W-5618
S/N: 6NM1-Up
Part No.: 8W-5618
S/N: 6TM1-Up
Part No.: 8W-5618
S/N: 7MM1-Up
Part No.: 8W-5618
S/N: 6YN1-Up
Part No.: 8W-5618
S/N: 8WN1-Up
Part No.: 8W-5618
S/N: 9YR1-Up
Illustration 10
(1) Spring
Test length . . . 131.8 mm (5.19 inch) Test force . . . 162 ± 8 N (36.5 ± 1.8 lb) Free length after test . . . 100.0 mm (3.94
(2) Cable assembly
(A) Distance from cab floorplate to the bottom edge of the pedal . . . 95 ± 6 mm (3.7 ± 0.2 inch)
(B) Distance from centerline to centerline of the rod ends . . . 447 ± 3 mm (17.6 ± 0.1 inch)
Illustration 11
View A-A
(3) Shim
Outside diameter . . . 45.0 mm (1.78 inch) Thickness . . . 0.508 mm (0.0200 inch)
Illustration 12
View B-B
(4) Spring
Test length . . . 79.2 mm (3.12 inch) Test force . . . 98 ± 5 N (22 ± 1 lb) Free length after test . . . 111.2 mm (4.38 inch)
Outside diameter . . . 16.0 mm (0.63 inch)
Illustration 13
Cable Assembly
(5) Final installation torque . . . 38 ± 7 N·m (28 ± 5 lb ft)
(6) Final installation torque . . . 8 ± 3 N·m (71 ± 27 lb in)


Solenoid Valve (Transmission Clutch)

SMCS Code: 3174; 5479
Part No.: 127-0574, 136-1678
Illustration 34
Pressure rating
Nominal . . . 2931 kPa (425.1 psi) Minimum . . . 0.0 kPa (0.0 psi) Maximum . . . 3100 kPa (449.6 psi)
Coil resistance at 25° ± 5°C (77.0° ± 9.0°F) . . . 31 +/- 3 ohms
Orifices
Diameter of the inlet . . . 1.52 mm (0.06 inch) Diameter of the outlet . . . 1.78 mm (0.07 inch)


Transmission Control Valve

SMCS Code: 3073
Part No.: 6Y-7821
Illustration 24
(1) Torque for 35 bolts . . . 30 ± 4 N·m (22 ± 3 lb ft)
(2) Torque for pressure switch assembly . . . 35 ± 3 N·m (25 ± 2 lb ft)
(3) Torque for temperature switch assembly . . . 19 ± 3 N·m (14 ± 2 lb ft)
(4) Torque for adapter . . . 14 ± 4 N·m (10 ± 3 lb ft)
(5) Torque for eight nipple assemblies . . . 14 ± 4 N·m (10 ± 3 lb ft)
(6) Spring
Test length . . . 12.70 mm (0.500 inch) Test force . . . 1.7 ± 0.1 N (0.38 ± 0.02 lb) Free length after test . . . 19.0 mm
(0.75 inch) Outside diameter . . . 9.6 m (0.38 inch)
(A) Position for adapter (4) . . . 80 ± 5 degrees


Selector and Pressure Control Valve

SMCS Code: 3083; 5479
Part No.: 178-2555, 6Y-7824
Illustration 27
(1) Torque for five assemblies of the adjuster . . . 75 ± 7 N·m (55 ± 5 lb ft)
(2) Torque for plug . . . 75 ± 7 N·m (55 ± 5 lb ft)
(3) Torque for five nuts . . . 25 ± 4 N·m (18 ± 3 lb ft)
(4) Orifice
Equivalent diameter . . . 0.7 mm (0.03 inch) Color code . . . silver
(5) Torque for plug . . . 10 ± 2 N·m (90 ± 18 lb in)
(6) Torque for four valve groups . . . 50 ± 5 N·m (37 ± 4 lb ft)
(7) Torque for four nuts . . . 20.0 ± 2.5 N·m (175 ± 22 lb in)
(8) Torque for three green plugs . . . 4.5 ± 1.0 N·m (40 ± 9 lb in)
(9) Minimum torque for yellow plug . . . 0.6 N·m (5 lb in)
Illustration 28
Section A-A
(11) Spring
Test length . . . 43.86 mm (1.727 inch) Test force . . . 565.7 ± 28.3 N (127.17 ± 6.36 lb) Free length after test . . . 55.58
mm (2.188 inch) Outside diameter . . . 21 mm (0.8 inch)
(12) Spring
(0.89 inch) Outside diameter . . . 7.62 mm (0.300 inch)
(13) Spring (exterior)
(2.07 inch) Outside diameter . . . 17 mm (0.7 inch)
(14) Spring (interior)
Test length . . . 32.0 mm (1.26 inch) Test force . . . 43.8 ± 2.2 N (9.85 ± 0.49 lb) Free length after test . . . 52.7 mm (2.07
inch) Outside diameter . . . 12 mm (0.5 inch)
Quantity . . . two Color code . . . three light blue stripes Outside diameter . . . 14.732 mm (0.5800 inch)
First Test Test length . . . 79.5 mm (3.13 inch) Test force . . . 78.3 ± 3.9 N (17.60 ± 0.88 lb)
Second Test Test length . . . 63.0 mm (2.48 inch) Test force . . . 237.3 ± 8.7 N (53.35 ± 1.96 lb) Free length after test . . .
87.63 mm (3.450 inch)
(16) Orifice
Equivalent diameter . . . 1.00 mm (0.039 inch) Color code . . . green
Quantity . . . two Color code . . . two orange stripes Test length . . . 63.93 mm (2.517 inch) Test force . . . 43.37 ± 2.17 N
(9.750 ± 0.489 lb) Free length after test . . . 80.442 mm (3.1670 inch) Outside diameter . . . 8.128 mm (0.3200 inch)
(18) Shim
Outside diameter . . . 15.09 ± 0.25 mm (0.594 ± 0.010 inch) Thickness . . . 0.80 mm (0.031 inch) Pressure change of
shim . . . 77.4 kPa (11.23 psi)
(19) Spacer
spacer . . . 38.7 kPa (5.62 psi)
Quantity . . . two Color code . . . three light green stripes Outside diameter . . . 14.732 mm (0.5800 inch)
Second Test Test length . . . 63.0 mm (2.48 inch) Test force . . . 313.8 ± 10.8 N (70.55 ± 2.43 lb) Free length after test . .
. 84.07 mm (3.310 inch)
(21) Spring
Quantity . . . four Test length . . . 20.5 mm (0.80 inch) Test force . . . 27.8 ± 1.4 N (6.25 ± 0.31 lb) Free length after test .
. . 43.20 mm (1.700 inch) Outside diameter . . . 27.40 mm (1.078 inch)
(22) Spring
Quantity . . . four Test length . . . 27.50 mm (1.082 inch) Test force . . . 8.90 ± 0.44 N (2.000 ± 0.100 lb) Free length after
Color code . . . yellow Test length . . . 63.93 mm (2.517 inch) Test force . . . 57.8 ± 2.9 N (12.99 ± 0.65 lb) Free length
after test . . . 80.442 mm (3.1670 inch) Outside diameter . . . 8.128 mm (0.3200 inch)
(24) Orifice
Equivalent diameter . . . 0.90 mm (0.035 inch) Color code . . . brown


Drive Shaft
SMCS Code: 3253
Part No.: 8W-5621
Illustration 37
(1) Torque for eight bolts . . . 160 ± 25 N·m (118 ± 18 lb ft)


Solenoid Valve (Differential Lock)

SMCS Code: 3264; 3272; 5479
Part No.: 9W-0706
S/N: 3YK1-203
Part No.: 9W-0706
S/N: 4MK1-286
Part No.: 9W-0706
S/N: 5FM1-Up
Part No.: 9W-0706
S/N: 6NM1-Up
Part No.: 9W-0706
S/N: 6TM1-Up
Part No.: 9W-0706
S/N: 7MM1-Up
Part No.: 9W-0706
S/N: 6YN1-Up
Part No.: 9W-0706
S/N: 8WN1-Up
Part No.: 9W-0706
S/N: 9YR1-329
Illustration 44
(1) Torque for cartridge . . . 24.5 ± 2.7 N·m (18.00 ± 2.00 lb ft)
(2) Final installation torque . . . 3.0 ± 0.5 N·m (26.55 ± 4.43 lb in)
(3) Coil
Nominal Voltage . . . 24 VDC Resistance at 25° ± 5°C (77° ± 9°F) . . . 33.6 ± 1.0 ohms Duty . . . Continuous


Case and Frame

SMCS Code: 7050; 7051
Part No.: 8W-5879
S/N: 3YK1-Up
Part No.: 112-4745, 8W-5879
S/N: 4MK1-Up
Part No.: 112-4745
S/N: 5FM1-2558
Part No.: 8W-5879
S/N: 5FM2559-Up
Part No.: 112-4745, 8W-5879
S/N: 6NM1-Up
Part No.: 112-4745, 8W-5879
S/N: 6TM1-Up
Part No.: 112-4745, 8W-5879
S/N: 7MM1-Up
Part No.: 8W-5879
S/N: 6YN1-Up
Part No.: 112-4745
S/N: 8WN1-775
Part No.: 8W-5879
S/N: 8WN776-Up
Part No.: 112-4745
S/N: 9YR1-648
Part No.: 8W-5879
S/N: 9YR649-Up
Illustration 57
(1) Torque for studs . . . 65 ± 10 N·m (48 ± 7 lb ft)
(2) Torque for nut . . . 85 ± 15 N·m (63 ± 11 lb ft)
(3) Assemble the gasket on the plug so that the seam is against the case assembly. Plug (3) is positioned in the bottom of
the case housing.
(4) Torque for studs . . . 110 ± 20 N·m (80 ± 15 lb ft)
(A) Exposed length of dowel . . . 16.0 ± 1.5 mm (0.62 ± 0.06 inch)


Final Drive
SMCS Code: 4050
Part No.: 8X-1865
S/N: 3YK1-Up
Part No.: 8W-4980
S/N: 4MK1-Up
Part No.: 8W-4980
S/N: 5FM1-Up
Part No.: 8W-4980
S/N: 6NM1-Up
Part No.: 8W-4980
S/N: 6TM1-Up
Part No.: 8X-1865
S/N: 7MM1-Up
Part No.: 8W-4980
S/N: 6YN1-Up
Part No.: 8X-1865
S/N: 8WN1-Up
Part No.: 8W-4980
S/N: 9YR1-Up
Illustration 51
Assemble the cut that is in the rings within the dimension that is specified of 45 ± 10 degrees. The first diagonal cut is at
position (A) and the second diagonal cut is at position (B).
(1) Torque for 40 nuts . . . 240 ± 40 N·m (175 ± 30 lb ft)
Note: Check the torque with a torque wrench at the following positions:
· Twelve o'clock
· Six o'clock
· Three o'clock
· Nine o'clock
Note: Do not use the four bolts in the corners to pull the final drive housing into initial contact with the tandem.
(4) To achieve 0.025 to 0.100 mm (0.0010 to 0.0039 inch) end play, use the shim pack.
Shim Pack
Four shims . . . 0.20 mm (0.008 inch) Six shims . . . 0.05 mm (0.002 inch)
(5) Ensure that the lip seal is flush with the end of the housing.
(6) Lubricate the sealing lip slightly with the lubricant that is being sealed.
(7) Coat the surfaces of the washer with 6V-4876 Lubricant.
(8) Lightly coat the surface with 6V-4876 Lubricant.
(9) Assemble so that the sprockets on both teeth are aligned with each other.


Tandem and Cover

SMCS Code: 4062; 4064
Part No.: 8X-1866
S/N: 3YK1-Up
Part No.: 8W-9293
S/N: 4MK1-Up
Part No.: 8W-9293
S/N: 5FM1-Up
Part No.: 8W-9293
S/N: 6NM1-Up
Part No.: 8W-9293
S/N: 6TM1-Up
Part No.: 8X-1866
S/N: 7MM1-Up
Part No.: 8W-9293
S/N: 6YN1-Up
Part No.: 8X-1866
S/N: 8WN1-Up
Part No.: 8W-9293
S/N: 9YR1-Up
Illustration 52
(2) Breather


Bevel Gear and Pinion

SMCS Code: 3254; 3256
Part No.: 115-0631
S/N: 5FM1-Up
Part No.: 115-0631
S/N: 6TM1-Up
Part No.: 115-0631
S/N: 7MM1-Up
Part No.: 115-0631
S/N: 8WN1-Up
Illustration 46
(1) Lubricate seals with a thin covering of the lubricant that is being sealed. Apply 5P-3413 Pipe Sealant (50 mL Tube)
to the surface of the bore. Install the lip seal.
(2) Lubricate the seal with a thin covering of the lubricant that is being sealed.
(3) Coat the outer diameter of the sleeve with 4C-4032 Bearing Mount Compound. Press the sleeve into carrier
assembly.
(4) Assembled backlash . . . 0.250 + 0.100 - 0.075 mm (0.0098 + 0.0039 - 0.0030 inch)
(6) Shim Pack
Thickness of five shims . . . 0.20 mm (0.008 inch) Thickness of one shim . . . 0.81 mm (0.032 inch) Thickness of four
shims . . . 0.05 mm (0.002 inch)
Illustration 47
Differential and Bevel Gear
(3) Sleeve
(5) Bolts
(6) Shim pack
(7) Carrier
(8) Adjustment nut
(9) Differential housing
(10) Lock for adjustment nut
(11) Nut
(12) Bearing cone
(13) Pinion housing
(14) Bearing cone
(15) Cap
(16) Bevel gear
(17) Bevel pinion
(18) Lock for nut
(19) Washer
(20) Bearing cup
(21) Bearing cup
(22) Cap
(23) Dowel pin
(24) Adjustment nut
Preload Adjustment for Pinion

1. Install bearing cups (20) and (21) in pinion housing (13). Bearing cups (20) and (21) must be against the shoulders in
pinion housing (13).
2. Install bearing cone (14) next to the pinion teeth on bevel pinion (17). Bearing cone (14) must be against the shoulder
on bevel pinion (17).
3. Lubricate the bearing and install bevel pinion (17) in pinion housing (13). Lubricate bearing cone (12) and install
bearing cone (12).
4. Position the assembly in a soft jawed vise. Tighten the vise against the teeth on bevel pinion (17). Install washer (19)
and nut (11). While you are turning pinion housing (13), tighten nut (11). Tighten nut (11) until the specified torque that
is needed to turn bevel pinion (17) is reached.
New bearings . . . 0.9 ± 1.1 N·m (7.97 ± 9.74 lb in)
Used bearings . . . 0.45 ± 0.55 N·m (3.983 ± 4.868 lb in)
Check bevel pinion (17) in order to ensure that there is zero end play.
5. If the bearing preload exceeds the specified torque, loosen nut (11) by 1/8 of a turn. Reseat bearing cone (12).
Repeat Step 4.
6. When the torque that is needed to turn bevel pinion (17) is correct, lock the nut (11). Lock the nut (11) by bending one
of the tabs on lock (18) into the closest slot in nut (11). If necessary, tighten nut (11) slightly in order to align a slot in the
nut with a tab on lock (18).
Note: The nut may be reused if the nut is not damaged during disassembly.
Differential Backlash and Bearing Adjustment

Note: The following procedure controls backlash and bearing preload. This procedure gives the same results for used
bearings and for new bearings.
1. Fasten pinion housing (13) to carrier (7). If the original gears, the carrier assembly and the housing are used again, use
the original thickness of shim pack (6). If any of these parts are replaced, install a shim pack thickness of 1.73 mm
(0.068 inch).
Note: When you adjust the tooth contact pattern, make sure that there is a change in the thickness of shim pack (6).
2. Tighten eight bolts (5) to a torque of 135 ± 15 N·m (100 ± 11 lb ft).
3. When pinion housing (13) is fastened to carrier (7), position bevel pinion (17) in a downward vertical position.
4. Lubricate bearings and install bearing cups on the differential bearings in order to protect the bearings.
5. With a lifting device, lower the differential into carrier (7). Bevel gear (16) should be oriented next to dowel pin (23).
Check sleeve (3) for proper seating.
6. Install caps (15) and (22) and adjustment nuts (8) and (24). Adjustment nuts (8) and (24) must turn freely.
7. Tighten the four cap bolts to a torque of 100 N·m (75 lb ft).
8. Tighten adjustment nuts (8) and (24) until there is a small amount of backlash and zero preload on differential
bearings.
9. Reposition the assembly so that bevel pinion (17) is in the horizontal position. The centerline of the axle must be
vertical and the bevel gear must be facing upward. Measure the torque that is required to rotate bevel pinion (17). Record
this measurement.
10. While you turn the bevel gear, tighten adjustment nut (24) until the pinion backlash is zero.
11. Loosen adjustment nut (24) to the nearest lock position.
12. While you turn the bevel gear, tighten adjustment nut (8) until the torque that is required to rotate bevel pinion (17)
increases 20% over the torque reading in Step 9.
13. Without moving the bevel gear, loosen adjustment nut (8). Hand tighten adjustment nut (8).
14. Attach a magnetic base for a dial indicator at location (7A). Place the dial indicator on the differential housing at
location (9).
15. While you turn the bevel gear, tighten adjustment nut (24) by three notches. The reading on the dial indicator should
be 0.30 ± 0.05 mm (0.012 ± 0.002 inch).
Note: If the reading on the dial indicator is too low, tighten adjustment nut (24) by one additional notch. Repeat until the
reading on the dial indicator is correct. This will preload the bearings.
16. Measure the rolling torque at bevel pinion (17). The correct rolling torque is shown below.
Note: If the rolling torque is not correct, repeat Steps 7 through 16.
17. Torque the four cap bolts to 370 ± 50 N·m (273 ± 37 lb ft).
18. Measure the backlash between the bevel gear (16) and bevel pinion (17). The backlash must be 0.25 + 0.10 - 0.07
mm (0.010 + 0.004 - 0.003 inch).
19. If there is too much backlash, loosen adjustment nut (8) and tighten adjustment nut (24) to the same amount.
20. If there is not enough backlash, loosen adjustment nut (24) and tighten adjustment nut (8) to the same amount.
Note: The differential preload will be kept only if one adjustment nut is loosened and the other adjustment nut is
tightened to the same amount.
21. Install the locks (10) for the adjustment nuts.
Checking the Pinion and Ring Gear Tooth Contact
Illustration 48
Illustration B
After the backlash and preload adjustments have been made, the tooth contact between bevel pinion (17) and bevel gear
(16) must be checked. Do the following procedure.
1. Put a small amount of paint pigment and oil on the teeth of bevel gear (16).
2. Turn bevel pinion (17) in both directions.
3. The correct area of tooth contact is located equally on both sides. The area starts near the inside end of the teeth of
bevel gear (16). See Illustration (B) for an example of the correct area of tooth contact.
Illustration 49
Illustration C
If the marks that are made on the teeth of bevel gear (16) look like the marks in Illustration (C), do the following
procedures.
1. Add some of shim pack (6).
2. Loosen the four cap bolts to the torque that is indicated in Step 7.
3. Repeat Steps 17 through 21.
Illustration 50
Illustration D
If the marks that are made on the teeth of bevel gear (16) look like the marks in Illustration (D), do the following
procedures.
1. Remove some of shim pack (6).
Note: Always make sure that the backlash adjustment is correct before an adjustment is made to the area of tooth
contact. Several adjustments to the backlash and tooth contact may be necessary to get the correct adjustments.
After adjustments are made, remove the paint from the gears. Install the locks and bolts on caps (15) and (22).


Clutch Control (Modulation)

SMCS Code: 3162; 3191
Part No.: 129-8215
S/N: 3YK1-Up
Part No.: 129-8215
S/N: 4MK161-Up
Part No.: 129-8215
S/N: 5FM1-Up
Part No.: 129-8215
S/N: 6NM1-Up
Part No.: 129-8215
S/N: 6TM1-Up
Part No.: 129-8215
S/N: 7MM1-Up
Part No.: 129-8215
S/N: 6YN1-Up
Part No.: 129-8215
S/N: 8WN1-Up
Part No.: 129-8215
S/N: 9YR1-Up
Illustration 14
Illustration 15
View A-A
(1) Spring
Test length . . . 160 mm (6.3 inch) Test force . . . 245 ± 15 N (55 ± 3 lb) Free length after test . . . 140 mm (5.5 inch)
(2) Cable assembly
(3) Shim
(A) Distance from cab floorplate to the bottom edge of the pedal . . . 95 ± 6 mm (3.7 ± 0.2 inch)
(B) Distance from centerline to centerline of the rod ends . . . 447 ± 3 mm (17.6 ± 0.1 inch)
Illustration 16
Cable Assembly


Wheel Group
SMCS Code: 4201; 4208
Part No.: 123-5265
Illustration 54
Typical example
Illustration 55
Typical example
(1) Torque for large nut . . . 21 ± 1 N·m (189 ± 9 lb in)
Note: Tighten the large nut first.
Torque for small nut . . . 9 ± 1 N·m (80 ± 9 lb in)



SMCS Code: 3073
Part No.: 145-9531
Illustration 22
(1) Torque for adapter . . . 14 ± 4 N·m (10 ± 3 lb ft)
(2) Torque for pressure switch . . . 24 ± 3 N·m (18 ± 2 lb ft)
(5) Torque for eight nipple assemblies . . . 14 ± 4 N·m (10 ± 3 lb ft)
(A) Position for adapter (1) . . . 80 ± 5 degrees
Illustration 23
View A-A
(6) Spring
(0.75 inch) Outside diameter . . . 9.6 m (0.38 inch)


Selector and Pressure Control Valve

SMCS Code: 3083; 5479
Part No.: 178-2554
Illustration 29
(1) Torque for adapters . . . 75 ± 7 N·m (55.3 ± 5.2 lb ft)
(2) Torque for plug . . . 10 ± 2 N·m (90 ± 18 lb in)
(3) Torque for four assemblies of the adjuster . . . 75 ± 7 N·m (55 ± 5 lb ft)
(4) Torque for valves . . . 50 ± 5 N·m (37 ± 4 lb ft)
(5) Torque for four nuts . . . 25 ± 4 N·m (18 ± 3 lb ft)
(6) Torque for four nuts . . . 20.0 ± 2.5 N·m (175 ± 22 lb in)
(7) Minimum torque for yellow plug . . . 0.6 N·m (5 lb in)
(8) Torque for green plugs . . . 4.5 ± 1.0 N·m (40 ± 9 lb in)
Illustration 30
Section View
(11) Torque for coupler . . . 4.5 ± 1.0 N·m (39.83 ± 8.85 lb in)
(12) Spring
Test length . . . 13.0 mm (0.51 inch) Test force . . . 32.9 ± 2.6 N (7.40 ± 0.58 lb) Free length after test . . . 50.5 mm (1.99
(13) Spring
Color code . . . pink Test length . . . 69.0 mm (2.72 inch) Test force . . . 34.5 ± 1.7 N (7.76 ± 0.38 lb) Free length after
Color code . . . pink Test length . . . 62.5 mm (2.46 inch) Test force . . . 61.56 ± 3.08 N (14.000 ± 0.692 lb) Free length
after test . . . 69.46 mm (2.735 inch) Outside diameter . . . 22.00 mm (0.866 inch)
(15) Spacer
Thickness . . . 0.25 mm (0.0010 inch) Use spacers (15) in order to achieve the following force for the plunger. . . . 6.1 ±
0.6 N (1.37 ± 0.13 lb)
Quantity . . . three Color code . . . three yellow stripes Free length after test . . . 87.76 mm (3.455 inch) Outside diameter .
. . 14.732 mm (0.5800 inch)
Second Test Test length . . . 63.0 mm (2.48 inch) Test force . . . 282.1 ± 10.3 N (63.419 ± 2.316 lb)
Quantity . . . three Color code . . . two orange stripes Test length . . . 63.93 mm (2.517 inch) Test force . . . 43.37 ± 2.17
N (9.750 ± 0.489 lb) Free length after test . . . 80.442 mm (3.1670 inch) Outside diameter . . . 8.128 mm (0.3200 inch)
(18) Orifice
Equivalent diameter . . . 1.00 mm (0.039 inch) Color code . . . green
(19) Spacer
spacer . . . 44.2 kPa (6.41 psi)
(20) Shim
shim . . . 88.4 kPa (12.83 psi)
(21) Orifice
Equivalent diameter . . . 0.7 mm (0.03 inch) Color code . . . silver
Color code . . . yellow stripe Test length . . . 63.93 mm (2.517 inch) Test force . . . 57.8 ± 2.9 N (12.99 ± 0.652 lb) Free
length after test . . . 80.442 mm (3.1670 inch) Outside diameter . . . 8.128 mm (0.3200 inch)
Color code . . . three light green stripes Free length after test . . . 84.07 mm (3.310 inch) Outside diameter . . . 14.732 mm
(0.5800 inch)
Second Test Test length . . . 63.0 mm (2.48 inch) Test force . . . 313.8 ± 10.8 N (70.55 ± 2.43 lb)
(24) Spring
Quantity . . . four Test length . . . 27.50 mm (1.082 inch) Test force . . . 8.90 ± 0.44 N (2.00 ± 0.10 lb) Free length after
(25) Spring
Quantity . . . four Test length . . . 20.5 mm (0.80 inch) Test force . . . 27.8 ± 1.4 N (6.25 ± 0.31 lb) Free length after test .
. . 43.20 mm (1.700 inch) Outside diameter . . . 27.40 mm (1.078 inch)
(A) Compressed length for plunger assembly . . . 94.50 ± 0.25 mm (3.720 ± 0.010 inch)


Solenoid Valve (Differential Lock)

SMCS Code: 3264; 3272; 5479
Part No.: 144-6294, 154-3064
S/N: 3YK204-Up
Part No.: 144-6294, 154-3064
S/N: 4MK287-Up
Part No.: 144-6294, 154-3064
S/N: 5FM1-Up
Part No.: 144-6294, 154-3064
S/N: 6NM1-Up
Part No.: 144-6294, 154-3064
S/N: 6TM1-Up
Part No.: 144-6294, 154-3064
S/N: 7MM1-Up
Part No.: 144-6294, 154-3064
S/N: 6YN1-Up
Part No.: 144-6294, 154-3064
S/N: 8WN1-Up
Part No.: 144-6294, 154-3064
S/N: 9YR330-Up
Illustration 45
The solenoid valve is normally open.
(1) Coil
Nominal voltage . . . 24 VDC Duty . . . Continuous Resistance at 25° ± 5°C (77° ± 9°F) . . . 32.6 ± 1.6 Ohms
(2) Torque for cartridge . . . 24.5 ± 2.7 N·m (18.07 ± 1.99 lb ft)
Note: Position the lead wire of the solenoid valve at a minimum of 15 degrees lower than horizontal. This will reduce
the entry of moisture into the solenoid valve.
(3) Torque for nut . . . 9.0 ± 0.5 N·m (80.00 ± 9.00 lb in)


Solenoid Valve (Transmission Clutch)

SMCS Code: 3174; 5479
Part No.: 186-1525
Illustration 33
The solenoid valve is normally open.
(1) Torque for the nut . . . 20 ± 3 N·m (15 ± 2 lb ft)
(2) Coil
Nominal Voltage . . . 24 VDC Resistance at 25° ± 5°C (77° ± 9°F) . . . 31 ± 3 ohms Duty . . . Continuous
Note: Position the lead wire of the solenoid valve at a minimum of 15 degrees lower than horizontal. This will reduce
the entry of moisture into the solenoid valve.


Speed Sensor (Transmission Output)

SMCS Code: 3175
Part No.: 104-6387, 183-8597
Illustration 35
Resistance . . . 1075 ohms


Drive Chain
SMCS Code: 4063
Part No.: 8X-1854
S/N: 3YK1-Up
Part No.: 2G-0585
S/N: 4MK1-Up
Part No.: 2G-0585
S/N: 5FM1-Up
Part No.: 2G-0585
S/N: 6NM1-Up
Part No.: 2G-0585
S/N: 6TM1-Up
Part No.: 8X-1854
S/N: 7MM1-Up
Part No.: 2G-0585
S/N: 6YN1-Up
Part No.: 8X-1854
S/N: 8WN1-Up
Part No.: 2G-0585
S/N: 9YR1-Up
Illustration 53
(1) Insert the connecting links so the cotter pins are toward the opposite chain.
Note: The links should not be in adjacent tooth spaces on the sprocket when the links pass on the center sprocket, or
interference may result.


Window Washer
SMCS Code: 7306
Part No.: 8X-9675
Illustration 60
(1) Torque for three screws . . . 6 ± 1 N·m (53 ± 9 lb in)
(2) Torque for two nozzles . . . 6.5 ± 0.5 N·m (58.00 ± 4.00 lb in)
Tie hoses (3) to the wiring harness close to the clips.


Temperature Sensor (Transmission Oil)

SMCS Code: 301T
Part No.: 3E-8700
Illustration 36
(1) Torque for final installation . . . 20 ± 3 N·m (15 ± 2 lb ft)


Governor Control
SMCS Code: 1265; 1276
Part No.: 8W-4743
Illustration 6
(1) Distance from centerline to centerline of the rod ends . . . 585.0 ± 3.0 mm (23.03 ± 0.12 inch)
(6) Cable assembly
(A) The dimension from the cab floorplate to the bottom edge of the pedal . . . 95.0 ± 6.0 mm (3.74 ± 0.24 inch)
Illustration 7
Cable Assembly
Illustration 8
View B-B
(9) Torque for bolt . . . 25 ± 6 N·m (18 ± 4 lb ft)
(10) As required, use two disc springs in order to minimize the end play of the shaft.
Illustration 9
Section A-A
You must install the seal properly. The outer metal surface of the seal must be flush with the inner surface of the
housing. Center shaft assembly (11) in the opening prior to tightening plate assembly (12).


Pressure Switch (Transmission Modulation)

SMCS Code: 3139; 3162; 3191
Part No.: 173-7252
S/N: 3YK1-Up
Part No.: 173-7252
S/N: 4MK1-Up
Part No.: 172-7252
S/N: 5FM1-Up
Part No.: 173-7252
S/N: 6NM1-Up
Part No.: 173-7252
S/N: 6TM1-Up
Part No.: 173-7252
S/N: 7MM1-Up
Part No.: 173-7252
S/N: 6YN1-Up
Part No.: 173-7252
S/N: 8WN1-Up
Part No.: 173-7252
S/N: 9YR1-Up
Illustration 31
The switch is normally open below the deactuation pressure.
Maximum actuation pressure . . . 75 kPa (11 psi)
Minimum deactuation pressure . . . 35 kPa (5 psi)


Solenoid Valve (Centershift Lock)

SMCS Code: 5220; 5479
Part No.: 152-8351
Illustration 56
(1) Coil
Nominal Voltage . . . 24 VDC Duty . . . Continuous Resistance at 25° ± 5°C (77° ± 9°F) . . . 32.6 ± 1.6 Ohms
(2) Final torque . . . 115 ± 7 N·m (85 ± 5 lb ft)
(3) Torque for nut . . . 9.0 ± 0.5 N·m (80.00 ± 4.00 lb in)


Window Wipers
SMCS Code: 7305
Part No.: 8X-2810, 8X-2815
Illustration 59
(1) Washer
Note: Use washers (1), as required.
(2) Torque for three screws . . . 6 ± 1 N·m (53 ± 9 lb in)
(3) Torque for two nuts . . . 19 ± 3 N·m (14 ± 2 lb ft)


Transmission Case
SMCS Code: 3064
Part No.: 144-2205, 9W-5128
Illustration 17
(1) Lubricate the seal lightly with lubricant that is being sealed.
(2) Apply 8C-8422 Sealant (Anaerobic) to the joint between the surfaces.
Note: Surfaces must be free from oil and free from grease.
(3) Coat the seal bore surface with 7M-7260 Liquid Gasket (Eight Ounce Can ). Allow the gasket material to dry. Do not
apply 7M-7260 Liquid Gasket (Eight Ounce Can) to the lip seal case. Lubricate the sealing lip lightly with the lubricant
that is being sealed.
(4) Torque for sensor . . . 25 ± 5 N·m (18 ± 4 lb ft)
Note: Assemble plug (5) without sealant.
Dimension (A) is the dimension from the surface to the top of plug (5) after plug (5) has been tightened.
Dimension (A) . . . 1.5 mm (0.06 inch)


Air Conditioner
SMCS Code: 7320
Part No.: 8C-9788
Illustration 61
As needed, use 8T-9014 Silicone Sealant in order to create a seal that is water tight.
(1) Torque for two clamps . . . 4.5 ± 0.5 N·m (40 ± 4 lb in)
Insert the capillary tube into evaporator (2) to a depth of 165 ± 10 mm (6.5 ± 0.4 inch).
(4) Torque for one nut . . . 4.5 ± 0.5 N·m (40 ± 4 lb in)
(5) Torque the nut until the nut is snug. The resistor must be able to rotate after you tighten the nut.
(6) Torque for three nuts . . . 25 ± 4 N·m (19 ± 3 lb ft)
(7) Torque for six screws . . . 6 ± 1 N·m (53 ± 9 lb in)
(8) Torque for two nuts . . . 6 ± 1 N·m (53 ± 9 lb in)
(9) Torque for two bolts . . . 6 ± 1 N·m (53 ± 9 lb in)
(10) Torque for eight screws . . . 0.9 ± 0.1 N·m (8 ± 1 lb in)
(11) Torque for two screws . . . 1.4 ± 0.2 N·m (12 ± 2 lb in)
(12) Torque for two knobs . . . 1.7 ± .25 N·m (15 ± 2 lb in)
(13) Torque for one nut . . . 5.2 ± 0.2 N·m (46 ± 2 lb in)
(14) Torque for shaft . . . 2.75 ± 0.25 N·m (24 ± 2 lb in)
(15) Torque for hose assembly . . . 40 ± 4 N·m (30 ± 3 lb ft)
(16) Torque for hose assembly . . . 27 ± 4 N·m (20 ± 3 lb ft)
(17) Torque for four screws . . . 1.2 ± 0.2 N·m (11 ± 2 lb in)
(18) Torque for four hose clamps . . . 4.5 ± 0.5 N·m (40 ± 4 lb in)



SMCS Code: 3256; 3258
Part No.: 8W-5575
Illustration 38
(1) Lubricate seals with a thin covering of the lubricant that is being sealed. Apply 5P-3413 Pipe Sealant (50 mL Tube)
to the surface of the bore. Install the lip seal.
(3) Coat the outer diameter of the sleeve with 7M-7456 Compound. Press the sleeve into carrier assembly.
(4) Assembled backlash . . . 0.250 + 0.100 - 0.075 mm (0.0098 + 0.0039 - 0.0030 inch)
(6) Shim Pack
Thickness of five shims . . . 0.20 mm (0.008 inch) Thickness of one shim . . . 0.81 mm (0.032 inch) Thickness of four
shims . . . 0.05 mm (0.002 inch)
Illustration 39
(3) Sleeve
(5) Bolts
(6) Shim pack
(7) Carrier
(8) Adjustment nut
(10) Lock for adjustment nut
(11) Nut
(12) Bearing cone
(13) Pinion housing
(14) Bearing cone
(15) Cap
(16) Bevel gear
(17) Bevel pinion
(18) Lock for nut
(19) Washer
(20) Bearing cup
(21) Bearing cup
(22) Cap
(23) Dowel pin
(24) Adjustment nut
Preload Adjustment for Pinion

1. Install bearing cups (20) and (21) in pinion housing (13). Bearing cups (20) and (21) must be against the shoulders in
pinion housing (13).
2. Install bearing cone (14) next to the pinion teeth on bevel pinion (17). Bearing cone (14) must be against the shoulder
on bevel pinion (17).
3. Lubricate the bearing and install bevel pinion (17) in pinion housing (13). Lubricate bearing cone (12) and install
bearing cone (12).
4. Position the assembly in a soft jawed vise. Tighten the vise against the teeth on bevel pinion (17). Install washer (19)
and nut (11). While you are turning pinion housing (13), tighten nut (11). Tighten nut (11) until the specified torque that
is needed to turn bevel pinion (17) is reached.
Check bevel pinion (17) in order to ensure that there is zero end play.
5. If the bearing preload exceeds the specified torque, loosen nut (11) by 1/8 of a turn. Reseat bearing cone (12).
Repeat Step 4.
6. When the torque that is needed to turn bevel pinion (17) is correct, lock the nut (11). Lock the nut (11) by bending one
of the tabs on lock (18) into the closest slot in nut (11). If necessary, tighten nut (11) slightly in order to align a slot in the
nut with a tab on lock (18).
Note: The nut may be reused if the nut is not damaged during disassembly.
Differential Backlash and Bearing Adjustment

Note: The following procedure controls backlash and bearing preload. This procedure gives the same results for used
bearings and for new bearings.
1. Fasten pinion housing (13) to carrier (7). If the original gears, the carrier assembly and the housing are used again, use
the original thickness of shim pack (6). If any of these parts are replaced, install a shim pack thickness of 1.73 mm
(0.068 inch).
Note: When you adjust the tooth contact pattern, make sure that there is a change in the thickness of shim pack (6).
2. Tighten eight bolts (5) to a torque of 135 ± 15 N·m (100 ± 11 lb ft).
3. When pinion housing (13) is fastened to carrier (7), position bevel pinion (17) in a downward vertical position.
4. Lubricate bearings and install bearing cups on the differential bearings in order to protect the bearings.
5. With a lifting device, lower the differential into carrier (7). Bevel gear (16) should be oriented next to dowel pin (23).
Check sleeve (3) for proper seating.
6. Install caps (15) and (22) and adjustment nuts (8) and (24). Adjustment nuts (8) and (24) must turn freely.
7. Tighten the four cap bolts to a torque of 100 N·m (75 lb ft).
8. Tighten adjustment nuts (8) and (24) until there is a small amount of backlash and zero preload on differential
bearings.
9. Reposition the assembly so that bevel pinion (17) is in the horizontal position. The centerline of the axle must be
vertical and the bevel gear must be facing upward. Measure the torque that is required to rotate bevel pinion (17). Record
this measurement.
10. While you turn the bevel gear, tighten adjustment nut (24) until the pinion backlash is zero.
11. Loosen adjustment nut (24) to the nearest lock position.
12. While you turn the bevel gear, tighten adjustment nut (8) until the torque that is required to rotate bevel pinion (17)
increases 20% over the torque reading in Step 9.
13. Without moving the bevel gear, loosen adjustment nut (8). Hand tighten adjustment nut (8).
14. Attach a magnetic base for a dial indicator at location (7A). Place the dial indicator on the differential housing at
location (9).
15. While you turn the bevel gear, tighten adjustment nut (24) by three notches. The reading on the dial indicator should
be 0.30 ± 0.05 mm (0.012 ± 0.002 inch).
Note: If the reading on the dial indicator is too low, tighten adjustment nut (24) by one additional notch. Repeat until the
reading on the dial indicator is correct. This will preload the bearings.
16. Measure the rolling torque at bevel pinion (17). The correct rolling torque is shown below.
Note: If the rolling torque is not correct, repeat Steps 7 through 16.
17. Torque the four cap bolts to 370 ± 50 N·m (273 ± 37 lb ft).
18. Measure the backlash between the bevel gear (16) and bevel pinion (17). The backlash must be 0.25 + 0.10 - 0.07
mm (0.010 + 0.004 - 0.003 inch).
19. If there is too much backlash, loosen adjustment nut (8) and tighten adjustment nut (24) to the same amount.
20. If there is not enough backlash, loosen adjustment nut (24) and tighten adjustment nut (8) to the same amount.
Note: The differential preload will be kept only if one adjustment nut is loosened and the other adjustment nut is
tightened to the same amount.
21. Install the locks (10) for the adjustment nuts.
Checking the Pinion and Ring Gear Tooth Contact
Illustration 40
Illustration B
After the backlash and preload adjustments have been made, the tooth contact between bevel pinion (17) and bevel gear
(16) must be checked. Do the following procedure.
1. Put a small amount of paint pigment and oil on the teeth of bevel gear (16).
2. Turn bevel pinion (17) in both directions.
3. The correct area of tooth contact is located equally on both sides. The area starts near the inside end of the teeth of
bevel gear (16). See Illustration (B) for an example of the correct area of tooth contact.
Illustration 41
Illustration C
If the marks that are made on the teeth of bevel gear (16) look like the marks in Illustration (C), do the following
procedures.
1. Add some of shim pack (6).
Illustration 42
Illustration D
If the marks that are made on the teeth of bevel gear (16) look like the marks in Illustration (D), do the following
procedures.
1. Remove some of shim pack (6).
Note: Always make sure that the backlash adjustment is correct before an adjustment is made to the area of tooth
contact. Several adjustments to the backlash and tooth contact may be necessary to get the correct adjustments.
After adjustments are made, remove the paint from the gears. Install the locks and bolts on caps (15) and (22).


Transmission Oil Lines

SMCS Code: 3154
Part No.: 8W-6215
Illustration 4
(1) Length of hose . . . 500 ± 10 mm (19.7 ± 0.4 inch)
(2) Apply 7M-7456 Bearing Mount Compound (50 mL Tube) to the threads of four bolts.
(3) Torque for two clamps . . . 11 ± 1 N·m (8 ± 1 lb ft)


Transmission
SMCS Code: 3030; 3155
Part No.: 144-2232
S/N: 3YK334-Up
Part No.: 144-2234
S/N: 4MK528-531
Part No.: 144-2234
S/N: 4MK545-Up
Part No.: 144-2234
S/N: 5FM1400-Up
Part No.: 144-2234
S/N: 6NM1-Up
Part No.: 144-2234
S/N: 6TM396-Up
Part No.: 144-2232
S/N: 7MM1-Up
Part No.: 144-2234
S/N: 6YN1-Up
Part No.: 144-2232
S/N: 8WN528-Up
Part No.: 144-2234
S/N: 9YR364-Up
Illustration 21
Note: For all the seals, lightly lubricate the seal and the bore with the lubricant that is being sealed.
Install pin (2) in carrier (1) with 6.5 mm (0.26 inch) maximum protruding out of the carrier.
(3) Clutch Pack
Running clearance . . . 3.11 ± 0.35 mm (0.122 ± 0.014 inch)
Friction Disc Quantity . . . two Thickness on one new friction disc . . . 4.00 ± 0.08 mm (0.159 ± 0.003 inch) Minimum
allowable thickness for reusability . . . 3.67 mm (0.145 inch) Placement of discs . . . Install one disc on each end of the
clutch pack so that the grooved pattern faces toward the center of the clutch pack.
Friction Disc Quantity . . . five Thickness of one new friction disc . . . 4.00 ± 0.08 mm (0.159 ± 0.003 inch) Minimum
allowable thickness for reusability . . . 3.33 mm (0.131 inch)
Plate Quantity . . . six Thickness of one new clutch plate . . . 3.00 ± 0.08 mm (0.118 ± 0.003 inch)
(4) Input Shaft Group
Note: Assemble plug (5) without sealant.
(6) Torque for six screws . . . 12 ± 3 N·m (9 ± 2 lb ft)
Note: Apply 4C-4030 Thread Lock Compound to the threads of screws (6).
(7) Clutch Pack
Friction Disc Quantity . . . one Thickness of one new friction disc . . . 3.00 ± 0.08 mm (0.118 ± 0.003 inch) Minimum
allowable thickness for reusability . . . 2.67 mm (0.105 inch) Placement of disc . . . Assemble the disc so that the steel
face of the disc is in contact with the hub face.
Friction Disc Quantity . . . six Thickness of one new friction disc . . . 4.00 ± 0.08 mm (0.158 ± 0.003 inch) Minimum
Plate Quantity . . . six Thickness of one new clutch plate . . . 3.00 ± 0.08 mm (0.118 ± 0.003 inch)
(9) Transmission Clutch (Forward)
(10) Spring
Test length . . . 41.03 mm (1.615 inch) Test force . . . 459.6 ± 36.8 N (103.27 ± 8.27 lb) Free length after test . . . 150.6
mm (5.93 inch) Outside diameter . . . 106.0 mm (4.17 inch)
(11) Spring
Test length . . . 38.2 mm (1.50 inch) Test force . . . 2090 ± 222 N (470 ± 50 lb) Free length after test . . . 50.0 mm (1.97
inch) Outside diameter . . . 106.01 ± 0.66 mm (4.174 ± 0.026 inch)
(12) Transmission Clutch (Reverse and Second)
(13) Clutch Pack
Plate Quantity . . . five Thickness of one new clutch plate . . . 3.00 ± 0.08 mm (0.118 ± 0.003 inch)
Friction Disc Quantity . . . six Thickness of one new friction disc . . . 4.00 ± 0.08 mm (0.158 ± 0.003 inch) Minimum
(14) Clutch pack
Friction disc Quantity . . . four Thickness of one new friction disc . . . 4.00 ± 0.08 mm (0.158 ± 0.003 inch) Minimum
Plate Quantity . . . three Thickness of one new clutch plate . . . 3.00 ± 0.08 mm (0.118 ± 0.003 inch)
(15) Transmission Clutch (First Gear and Third Gear)
(16) Clutch Pack
Friction Disc Quantity . . . seven Thickness of one new friction disc . . . 4.32 ± 0.10 mm (0.170 ± 0.004 inch) Minimum
Plate Quantity . . . eight Thickness of one new clutch plate . . . 2.79 ± 0.08 mm (0.110 ± 0.003 inch)
(18) Transmission Clutch (High Gear and Low Gear)
(19) Spring
Test length . . . 26.9 mm (1.06 inch) Test force . . . 74 ± 6 N (16.7 ± 1.3 lb) Free length after test . . . 44.0 mm (1.73 inch)
(22) Clutch Pack for the Parking Brake
Friction Disc Quantity . . . five Thickness of one new friction disc . . . 4.95 + 0.08 - 0.13 mm (0.195 + 0.003 - 0.005
inch) Minimum allowable thickness for reusability . . . 4.37 mm (0.172 inch)
Plate Quantity . . . six Thickness of one new plate . . . 3.18 ± 0.13 mm (0.125 ± 0.005 inch)
(A) Depth of the sleeve bearing below the face of the gear . . . 0.5 ± 0.5 mm (0.02 ± 0.02 inch)
Inside diameter of bearing after assembly . . . 69.925 ± 0.039 mm (2.7529 ± 0.0015 inch)


Pressure Switch (Transmission Modulation)

SMCS Code: 3139; 3162; 3191
Part No.: 111-7088
Illustration 32
The switch is normally open below the deactuation pressure.
Maximum actuation pressure . . . 75 kPa (11 psi)
Minimum deactuation pressure . . . 50 kPa (7 psi)



SMCS Code: 3256; 3258; 3264; 3270
Illustration 20
Typical Example of a Differential and Bevel Gear
(1) Housing for the pinion shaft
(3) Adjustment nuts (gear)
(4) Left side gear
(5) Clutch plates and discs
(6) Pinions (spider pinions)
(7) Bearings
(8) Thrust washers
(9) Spider shaft
(10) Bevel gear
(11) Right side gear
(12) Bevel gear and differential housing
(13) Shims
(14) Adjustment nut (pinion)
(15) Bevel pinion shaft
The differential is used to transfer power from the transmission output shaft to the final drives. The final drives then
transfer power to the wheels. The differential allows the rear wheels to turn at different rates of speed. When the machine
is turned, the differential allows the inside wheels to turn at a slower rate of speed than the outside wheels. The
differential can be unlocked or locked by the operator. The differential lock control is located in the cab on the steering
console in the cab.
The output flange of the transmission turns bevel pinion shaft (15). Bevel pinion shaft (15) turns bevel gear (10), which
is fastened to differential housing (2). The differential has spider shaft (9) for the pinions. The differential has two side
gears: left side gear (4) and right side gear (11). The connections between the four pinions (6) and the two side gears are
at right angles through a gear mesh. Left side gear (4) and right side gear (11) are connected to the shafts by splines
which are connected to the final drives.
When the machine is moving straight in a forward direction and the differential is in the UNLOCK position, the same
amount of traction is applied to the wheels on each side. The same amount of torque that is sent to each shaft for the final
drive stops pinion (6) so the pinions cannot turn on spider shaft (9). This gives the same effect as if both tandem drives
are being driven by the same shaft. When the machine is turned, different forces are applied to the opposite sides of the
differential. This action will turn pinions (6). The rotation of pinions (6) allow the inside wheels to rotate at a slower rate
of speed than the outside wheels. This moves the machine through the turn under full power.
Illustration 21
View of the Steering Column Inside the Cab
(16) Differential lock control switch
The differential can be locked by moving differential control switch (16) to the LOCKED position. This switch is
located on the steering console in the cab of the machine. Moving switch (16) to the LOCKED position pressurizes the
oil that is behind the piston. Locking the discs together forces the shaft to each final drive to turn together with the same
speed. Moving switch (16) to the UNLOCK position releases the oil pressure behind the piston. This will allow the two
output shafts to turn at different speeds.
The housing for the differential runs on tapered roller bearings. Pinions (6) turn on bronze bushings. Pinions (6), left side
gear (4), and right side gear (11) turn against the thrust washers. The thrust washers take the end thrust against the
differential housing.
The differential gets lubrication from oil that is thrown about inside the bevel gear housing. A flat surface on each shaft
of spider shaft (9) allows lubrication to flow to pinions (6) and to the thrust washers.
Differential Lock Valve
Illustration 22
(17) Inlet opening
(18) Opening to the reservoir
(19) Opening to the clutch
Differential lock control switch (16) controls a solenoid activated hydraulic valve that is located on the differential
carrier. When switch (16) is in the LOCK position, no current flows to the solenoid coil and the solenoid will not be
energized. The valve is held open by spring force. The oil from the transmission relief valve flows through a hose to inlet
opening (17). The internal passages of the solenoid valve act as an orifice.
Oil flows into inlet opening (17) and exits through opening (19) to the differential lock clutch. The oil flows into the
differential through the differential cage assembly. Then, the oil flows to the cavity in the differential housing. The oil
pushes the piston against clutch plates and discs (5) which causes left side gear (4) to turn with bevel gear (10). Pistons
(6) do not turn on the spider shaft (9). Pistons (6) turn with left side gear (4) and right side gear (11).
If the traction under the tandem wheels is different, the speed of the wheels will be equal.
When switch (16) is in the UNLOCKED position, current flows to the solenoid coil and the solenoid will be energized.
The energized solenoid shifts the valve spool. The oil in the differential flows through opening (19) and flows into the
oil reservoir. When traction varies under each wheel tandem, pinions (6), left side gear (4), and right side gear (11) can
turn freely.
The differential lock control switch (16) can be engaged in any speed.


Final Drive and Tandem Drive

SMCS Code: 4050; 4062; 4064
Illustration 23
Typical Example of a Final Drive
(1) Sun gear and shaft
(2) Carrier
(3) Ring gear
(4) O-ring seal
(5) Final drive housing
(6) Lip type seal
(7) Washer
(8) Wear ring
(9) Tapered roller bearing
(10) Sprocket
(11) Output shaft
(12) Tandem pivoting housing
(13) Shaft retainer
(14) Planet gear
(15) Planet shaft
(16) Tandem housing
The final drive is a planetary gear system that increases the torque to the wheels. The final drive also transfers torque to
the wheels. Each wheel is driven by a chain (17) that connects final drive sprocket (10) on each wheel spindle (18). The
final drive also provides the pivot point for each tandem wheel.
The differential drives the sun gear and shaft (1). Planet gear (14) is driven by the sun gear. Planet gear (14) rotates on
the inside of ring gear (3). Planet gear (14) drives carrier (2). Carrier (2) is splined to output shaft (11).
Illustration 24
Typical Example of Tandem Housing
(16) Tandem housing
(17) Chain
(18) Wheel spindle
(19) Spindle housing
(20) Wheel sprocket
Two sprockets (10) are splined onto each output shaft (11) of the final drive. These sprockets (10) are in the center of the
tandem drive between the wheels. Chain (17) that is between the center and wheel sprockets (20) drives each wheel on
the tandem drive. Wheel spindle (18) is splined to wheel sprocket (20). Wheel sprocket (20) turns wheel spindle (18).
Tandem housing (16) is connected with bolts to the pivot housing (12). Pivot housing (12) allows the wheels to oscillate
tandem housing (16). Two wear rings (8), washers (7) and two seals are between final drive housing (5) and pivot
housing (12).
Wheel spindle housings (19) also contain the components for the service brakes. The brake components are lubricated
and cooled by the oil in the tandem housing. This oil is circulated by the movement of the wheels. The plug at the
bottom of the brake housing can be used for checking the wear to brake components.


General Information
SMCS Code: 3000; 3100; 4000
Your machine is equipped with a countershaft transmission. These transmissions have eight forward speeds and six
reverse speeds. These speeds are electronically controlled by the electronic control module (ECM).
The transmission is located on the left rear side of the motor grader. The transmission is mounted as a single unit onto
the engine flywheel housing. The engine is mounted to the frame.
Illustration 1
(1) Transmission
(2) Drive shaft
(3) Differential and bevel gear
(4) Engine
(5) Final drive
(6) Chains
(7) Wheels
The power from engine (4) is transmitted directly to transmission (1). When the transmission modulator control is
released, power is transferred to drive shaft (2). Drive shaft (2) transmits power from the transmission output shaft to the
differential and bevel gear (3). Differential and bevel gear (3) transfers power to final drives (5). Final drives (5) transfer
power to chains (6). Chains (6) drive wheels (7).



SMCS Code: 3073
Illustration 4
(1) Transmission control valve
(2) Transmission wiring harness
Transmission control valve (1) provides the proper flows and the proper pressures in order to engage the desired
transmission clutches. The transmission control valve is located on the left side of the transmission case. The
transmission control valve is constructed of two cast aluminum valve bodies, three cast aluminum manifolds, three steel
plates, several aluminum spools, and miscellaneous steel parts.
Illustration 5
(3) Main relief valve
(4) Priority reducing valve
(5) Manual modulation valve
(6) Solenoid valves
(7) Modulating reducing valves
The transmission control valve consists of the following components: one main relief valve (3), one priority reducing
valve (4), one manual modulation valve (5), wiring harness (2), eight solenoid valves (6) and eight modulating reducing
valves (7)
Manifold Ports for the Transmission Control Valve
Illustration 6
(22) Passage for clutch 2
(23) Lubrication
(24) Elevated drain
(25) Passage from the hydraulic pump
(26) Passage to the oil cooler
(27) Drain
(29) Clutch 7 at station (H)
(30) Clutch 5 at station (G)
(31) Clutch 6 at station (F)
(35) Pilot pressure
Main Relief Valve
Illustration 7
(2) Passage to transmission oil cooler
(3) Slug
(4) Orifice
(5) Spool
(6) Spring
(7) Adjustment screw and locknut
The main relief valve is located in the top front quadrant of the inside valve body.
Main relief valve (1) provides a restriction in the flow that sets the outlet pressure of the transmission pump. The oil that
bypasses the main relief valve flows to transmission oil cooler line (2).
The main relief valve (1) has a slug (3) that is connected to the outlet flow by orifice (4) that is contained in spool (5).
Slug (3) creates a reaction chamber. Oil in the reaction chamber acts against a spring in order to set the pressure. Spring
(6) has an external adjustment screw and a locknut (7) that varies valve pressure setting by 282 kPa (41 psi) per turn.
Priority Reducing Valve
Illustration 8
(1) Priority reducing valve
(2) Passage
(4) Slug
(5) Orifice
(6) Spool
(7) Springs
The priority reducing valve is located at the top rear quadrant of the inside valve body.
The priority reducing valve (1) reduces the supply pressure through passage (2) to the selector valves and solenoids. The
priority reducing valve also provides priority to the selector valves and to the solenoids that are over the fill for the
transmission clutch or over the modulation for the transmission clutch.
The priority reducing valve (1) receives oil in parallel to main relief valve (3). Slug (4) provides a reaction chamber that
is connected to the pump supply flow from the solenoid in passage (2) by orifice (5). The oil is contained in spool (6)
and balances against the force of springs (7) in order to set the pressure.
Note: There is a plug that is located in the bottom of the manifold that is for the transmission control valve. Remove the
plug and install a suitable pressure gauge in order to measure the pump supply flow from the solenoid and the priority of
the reducing pressure.
Manual Modulation Valve (Inching Valve)
Illustration 9
(1) Manual modulation valve
(2) Connection for Push-Pull cable
(3) Plunger
(4) Stop
(5) Piston
(6) Spool
(7) Springs
(8) Slug
(9) Adapter
(10) Port for temperature sensor
The manual modulation valve is located in the uppermost portion of the outermost valve body.
Manual modulation valve (1) is connected to the pedal with a push pull cable (2). The manual modulation valve
disengages or the manual modulation valve reduces the power that is transmitted to the drive wheels. This is
accomplished by reducing the supply pressure to the directional modulating reducing valves.
The modulation valve (1) consists of plunger (3), stop (4), piston (5), spool (6), springs (7), and slug (8). In order to have
full pressure at the direction clutches, the transmission modulator control (pedal) must not be activated. When the engine
is turned to the OFF position, the plunger has a total travel of 18.0 mm (0.71 inch). When the engine is running, the
plunger has a total travel of 16.0 mm (0.63 inch).
Illustration 10
Location of the transmission modulator control (pedal)
Depressing the pedal reduces the supply pressure to the modulating reducing valve for the direction clutch. The pedal is
located in the cab. Fully depressing the pedal reduces supply pressure to 0 kPa (0 psi).
Slowly releasing the pedal allows supply pressure to gradually increase following pedal movement to approximately 755
kPa (110 psi). Once the pressure reaches 755 kPa (110 psi), the pressure automatically modulates to a minimum of 2085
kPa (302 psi) after approximately 0.2 seconds.
A temperature sensor (10) is mounted into an adapter (9) in the manual modulation valve. Temperature sensor (10)
monitors the oil temperature of the drive train.
Modulation Reducing Valve
Illustration 11
(1) Selector spool
(2) Load piston
(3) Reducing spool
(4) Slug
(5) Modulation orifice
(6) Decay orifice
(7) Springs
(8) Solenoid
There are eight modulation reducing valves. Four of the modulation reducing valves are located in each valve body.
These four provide individual pressure control for the clutch. The modulation reducing valve consists of selector spool
(1), load piston (2), reducing spool (3), slug (4), modulation orifice (5), decay orifice (6) and springs (7). Each valve
provides a unique pressure for each transmission clutch through different combinations of the springs and the orifices.
To pressurize a transmission clutch, solenoid (8) is energized with a 24 volt signal from the electronic control module
(ECM). The ECM is activated by the transmission shift lever. This causes selector spool (1) to move toward the center of
the valve. This causes load piston (2) and reducing spool (3) to move away from the center of the valve. This will allow
oil from the main relief valve to pass across the reducing valve in order to fill the clutch.
When the clutch is full of oil, the oil flows through modulation orifice (5) that is contained in reducing spool (3). This
moves load piston (2) toward the selector spool (1), compressing the modulation spring (7) and causing the transmission
clutch pressure to gradually rise.
In order to disengage the transmission clutch, the solenoid is de-energized. This allows selector spool (1) to move away
from the center of the valve. The selector spool connects the load piston cavity in order to drain through decay orifice (6)
that is contained in the valve body. This will gradually reduce the clutch pressure.
Solenoid Valves
Illustration 12
(1) Solenoid valve
(2) Selector spool
Solenoid valves (1) connect pressurized oil from the priority reducing valve to the corresponding selector spool (2). As
shown, the solenoid valves are 24 volt ON/OFF poppet type valves. These poppet type valves are activated.
Table 1
Gear Solenoids Clutches
8-F (B), (D), (G) (1), (8), (5)

7-F (B), (D), (E) (1), (8), (4)
6-F (C), (D), (E) (2), (8), (4)
5-F (B), (D), (F) (1), (8), (6)
4-F (B), (G), (H) (1), (5), (7)
3-F (C), (G), (H) (2), (5), (7)
2-F (C), (E), (H) (2), (4), (7)
1-F (B), (F), (H) (1), (6), (7)
N (D), (G) (8), (5)
P (D), (G) (8), (5)
1-R (A), (F), (H) (3), (6), (7)
2-R (A), (E), (H) (3), (4), (7)
3-R (A), (G), (H) (3), (5), (7)
4-R (A), (D), (F) (3), (8), (6)
5-R (A), (D), (E) (3), (8), (4)
6-R (A), (D), (G) (3), (8), (5)
Speed Range Selector Spools
Illustration 13
(1) Speed range selector spool
(2) Solenoid
(3) Solenoid
The speed range selector spools that are located in the front lower quadrant of the inner valve bodies and the outer valve
bodies are part of clutch station (D) and clutch station (H). These speed range selector spools are shown in Illustration 5.
The speed range selector spools have a total travel of 6.0 mm (.24 inch) travel.
Speed range selector spools (1) trigger the beginning of modulation. Speed range selector spools (1) also trigger the
beginning of the decrease of the clutch pressure. The speed range selector spool also prevents the application of two
speed range gears at a time. Energizing solenoid (2) causes speed range selector spool (1) to move toward the center of
the valve. This blocks the flow of oil to disengaged solenoid (3). Also, this drains the supply port of disengaged solenoid
(3).
Direction Selector Spools
Illustration 14
(1) Direction selector spool
(2) Solenoid
(3) Solenoid
(4) Solenoid
The direction selector spools are located in the front center region of the outer valve body. The direction selector spools
are part of clutch stations (A), (B), and (C). The clutch stations are shown in Illustration 5. The direction selector spools
have a total travel of 6.0 mm (0.24 inch).
Direction selector spools (1) trigger the beginning of the modulation or the beginning of the decrease in clutch pressure.
The direction selector spools also prevent the application of two direction clutches at a time. Energizing solenoid (2)
causes direction selector spool (1) to move toward the center of the valve. This blocks the flow of oil to disengaged
solenoid (3) and (4). Also, this drains the supply port of disengaged solenoid (3) and (4).
Speed Selector Spools
Illustration 15
(1) Speed selector spool
(2) Solenoid
(3) Solenoid
(4) Solenoid
The speed selector spools that are located in the front center region of the inner valve body are part of clutch stations (E),
(F), and (G). These speed selector spools are shown in Illustration 5. The selector spools have a total travel of 6.0 mm
(0.24 inch).
Speed selector spools (1) trigger the beginning of modulation or the beginning of the decrease in clutch pressure. The
speed clutch selector spools also prevent the application of two speed clutches at a time. Energizing solenoid (2) causes
speed selector spool (1) to move toward the center of the valve. This blocks the flow of oil to disengaged solenoids (3)
and (4). Also, this drains the supply port of disengaged solenoids (3) and (4).


Transmission
SMCS Code: 3030
Components
Illustration 16
The End View of the Transmission for the Shaft Location
(3) Input shaft. (10) Forward shaft. (17) Second/Reverse shaft. (24) Third/First shaft. (31) High/Low shaft.
Illustration 17
(1) Cover. (2) Gear. (3) Input shaft. (4) Gear. (5) Gear. (6) No. 1 clutch. (7) Gear. (8) Gear. (9) No. 2 clutch. (10)
Forward shaft. (11) Gear. (12) No. 4 clutch. (13) Gear. (14) Gear. (15) Gear. (16) No. 3 clutch. (17) Second/Reverse
shaft. (18) Gear. (19) No. 5 clutch. (20) Gear. (21) Gear. (22) Gear. (23) No. 6 clutch. (24) Third/First shaft. (25) Gear.
(26) Gear. (27) No. 7 clutch. (28) Gear. (29) Hub. (30) No. 8 clutch. (31) High/Low shaft. (32) Output yoke. (33) Drain.
(34) Transmission case. (35) Parking brake.
First Forward Gear with Engaged Clutches (No. 1, No. 6 and No. 7)
Illustration 18
(3) Input shaft. (4) Gear. (5) Gear. (6) No. 1 clutch. (7) Gear. (10) Forward shaft. (13) Gear. (14) Gear. (17)
Second/Reverse shaft. (20) Gear. (21) Gear. (23) No. 6 clutch. (24) Third/First shaft. (26) Gear. (27) No. 7 clutch. (31)
High/Low shaft. (32) Output yoke.
When forward clutch No. 1 (6) is engaged, power is transmitted from gear (4) on input shaft (3) to gear (5) on forward
shaft (10). Gear (5) transfers power to forward shaft (10). Gear (7) on the forward shaft (10) drives gear (14) on the
second/reverse shaft (17). Second/reverse shaft (17) tranfers power to gear (13). Gear (13) drives gear (21) on the
third/first shaft (24).
When clutch No. 6 (23) is engaged, power transfers from gear (21) to third/first shaft (24). Gear (20) on third/first shaft
(24) transfers power to gear (26) on high/low shaft (31).
When the low gear for clutch No. 7 (27) is engaged, the power is transferred from gear (26) to high/low shaft (31) and to
output yoke (32).
Second Forward Gear with Engaged Clutches (No. 2, No. 4 and No. 7)
When clutch No. 2 (9) is engaged, the power is transmitted from gear (2) on input shaft (3) to gear (8) on forward shaft
(10). Gear (8) transfers power to forward shaft (10). Gear (7) on forward shaft (10) drives gear (14) on second/reverse
shaft (17).
When the second gear for clutch No. 4 (12) is engaged, power is transferred from second/reverse shaft (17) to gear (11).
Gear (11) drives gear (25) on third/first shaft (24). Gear (20) on third/first shaft (24) transfers power to gear (26) on
high/low shaft (31).
When the low gear for clutch No. 7 (27) is engaged, power is transferred from gear (26) to high/low shaft (31) and to
output yoke (32).
Third Forward Gear with Engaged Clutches (No. 2, No. 5 and No. 7)
shaft (10). Gear (8) transfers power to forward shaft (10). Gear (7) on forward shaft (10) drives gear (14) on
second/reverse shaft (17). Gear (14) on second/reverse shaft (17) drives gear (18) on third/first shaft (24).
When the third gear for clutch No. 5 (19) is engaged, power is transferred from gear (18) to third/first shaft (24). Gear
(20) on third/first shaft (24) transfers power to gear (26) on high/low shaft (31).
output yoke (32).
Fourth Forward Gear with Engaged Clutches (No. 1, No. 5, and No. 7)
second/reverse shaft (17). The gear (14) on second/reverse shaft (17) drives gear (18) on third/first shaft (24).
When the third gear for clutch No. 5 (19) is engaged, power is transferred from gear (18) to third/first shaft (24). Gear
(20) on third/first shaft (24) transfers power to gear (26) on high/low shaft (31).
output yoke (32).
Fifth Forward Gear with Engaged Clutches (No. 1, No. 6, and No. 8)
When first gear clutch No. 6 (23) is engaged, power is transferred from gear (21) to third/first shaft (24). Gear (22) on
third/first shaft (24) transfers power to gear (28) on high/low shaft (31).
When the high gear for clutch No. 8 (30) is engaged, power is transferred from gear (28) to high/low shaft (31) and to
output yoke (32).
Sixth Forward Gear with Engaged Clutches (No. 2, No. 4, and No. 8)
shaft (10). Gear (8) transfers power to forward shaft (10). Gear (7) on forward (10) drives gear (14) on second/reverse
shaft (17).
output yoke (32).
Seventh Forward Gear with Engaged Clutches (No. 1, No. 4, and No. 8)
second/reverse shaft (17).
output yoke (32).
Eighth Forward Gear with Engaged Clutches (No. 1, No. 5, and No. 8)
shaft (10). Gear (5) transfers power to forward shaft (10). Gear (7) on the forward shaft (10) drives gear (14) on
third/first shaft (24) transfers power to gear (28) on the high/low shaft (31).
output yoke (32).
First Reverse Gear with Engaged Clutches (No. 3, No. 6, and No. 7)
Illustration 19
(2) Gear. (3) Input shaft. (13) Gear. (15) Gear. (16) No. 3 clutch. (17) Second/Reverse shaft. (20) Gear. (21) Gear. (23)
No. 6 clutch. (24) Third/First shaft. (26) Gear. (27) No. 7 clutch. (31) High/Low shaft. (32) Output yoke.
When reverse clutch No. 3 (16) is engaged, power is transmitted from gear (2) on input shaft (3) to gear (15) on
second/reverse shaft (17). Gear (15) transfers power to second/reverse shaft (17). Gear (13) on the second/reverse shaft
(17) drives gear (21) on third/first shaft (24).
output yoke (32).
Second Reverse Gear with Engaged Clutches (No. 3, No. 4, and No. 7)
second/reverse shaft (17). Gear (15) transfers power to the second/reverse shaft (17).
output yoke (32).
Third Reverse Gear with Engaged Clutches (No. 3, No. 5, and No. 7)
second/reverse shaft (17). Gear (15) transfers power to second/reverse shaft (17). Gear (14) on second/reverse (17)
drives gear (18) on third/first shaft (24).
output yoke (32).
Fourth Reverse Gear with Engaged Clutches (No. 3, No. 6, and No. 8)
second/reverse shaft (17). Gear (15) transfers power to second/reverse shaft (17). Gear (13) on second/reverse shaft (17)
When the high/low gear for clutch No. 8 (30) engaged, power is transferred from gear (28) to high/low shaft (31) and to
output yoke (32).
Fifth Reverse Gear with Engaged Clutches (No. 3, No. 4, and No. 8)
second/reverse shaft (17). Gear (15) transfers power to second/reverse shaft (17).
output yoke (32).
Sixth Reverse Gear with Engaged Clutches (No. 3, No. 5, and No. 8)
second/reverse shaft (17). Gear (15) transfers power to second/reverse shaft (17). Gear (14) on second/reverse shaft (17)
output yoke (32).


Power Train Hydraulic System

SMCS Code: 3000; 3100; 4000
Illustration 2
Transmission Hydraulic System Schematic in the FIRST SPEED FORWARD Position
(1) Transmission lubrication.
(2) Transmission oil cooler.
(3) Cooler bypass.
(4) Manual modulation inching valve.
(5) Transmission pressure switches.
(6) Main relief valve.
(7) Priority reducing valve.
(8) Differential lock clutch and differential lock valve.
(9) Transmission lubrication relief valve.
(10) Transmission filter.
(11) Transmission oil pump.
(12) Transmission scavenge pump.
(13) Transmission charging pump.
(14) Transmission shift pattern (first speed forward).
(15) Solenoid valve (clutch three).
(16) Solenoid valve (clutch one).
(17) Solenoid valve (clutch two).
(18) Solenoid valve (clutch eight).
(19) Solenoid valve (clutch four).
(20) Solenoid valve (clutch six).
(21) Solenoid valve (clutch five).
(22) Solenoid valve (clutch seven).
(23) Centershift lock solenoid.
(24) Centershift lock group.
(25) Transmission screen and magnetic filter.
(26) Transmission scavenge screen and magnetic filter.
(27) Transmission drain relief valve.
(28) Transmission sump.
(29) Differential sump.
(30) Power train oil temperature sensor.
(A) Modulation reducing valve (clutch three).
(B) Modulation reducing valve (clutch one).
(C) Modulation reducing valve (clutch two).
(D) Modulation reducing valve (clutch eight).
(E) Modulation reducing valve (clutch four).
(F) Modulation reducing valve (clutch six).
(G) Modulation reducing valve (clutch five).
(H) Modulation reducing valve (clutch seven).
(AA) Pump pressure.
(BB) Clutch pressure.
(CC) Priority reducing valve or pilot pressure.
(FF) Lubrication pressure.
(HH) Blocked oil.
(LL) Tank or case drain.
Note: The 143H and the 163H All Wheel Drive Motor Graders use hydraulic oil supplied from the all wheel drive
charge pump to operate the centershift lock cylinder.
Illustration 3
Electronic Monitoring System Operator Panel (EMS)
(31) Transmission cold oil indicator..
When the engine is started, the oil from transmission oil pump (11) supplies oil to the power train oil system of the
motor grader. If the hydraulic oil in the transmission is equal to 0.0° C (32° F) or lower than 0.0° C (32° F), temperature
sensor (30) will send a signal to the EMS in the operator's compartment. Transmission cold oil indicator (31) will
illuminate. Before engaging the transmission, allow the oil to warm up until the transmission cold oil indicator turns off.
Unexpected movement may occur with cold drive train oil. This
movement could result in injury or death. Warm up the machine
before shifting out of the PARK position. See the Operation and
Maintenance Manual for the proper operation in cold weather.
Transmission oil pump (11) rotates at the same speed as the input shaft. Transmission oil pump (11) is driven by a three
gear transfer train from the input shaft, with the reverse gear acting as an idler gear.
Transmission oil pump (11) contains transmission scavenge pump (12) and transmission charging pump (13).
Transmission scavenge pump (12) transfers oil from transmission sump (28) to differential sump (29). Transmission
charging pump (13) transfers oil from differential sump (29) to transmission filter (10).
When you view transmission oil pump (11) from the front of the engine, the transmission pump rotates clockwise. The
transmission pump supplies oil at a rate of 105 L/min (27.9 US gpm) at 2000 RPM.
The bottom of the transmission case provides lube oil to transmission sump (28). Oil flows to differential sump (29) by
flowing through transmission scavenge screen and magnetic filter (26). Then, the oil flows to the transmission scavenge
pump (12) section of the transmission oil pump (11). A breather line connects the transmission and the differential in
order to equalize the air pressure in the two compartments. A breather that is located on the oil filler tube provides the
capability for ambient breathing. The oil filler tube extends to the differential case.
Oil is supplied to transmission scavenge pump (12) through a tube and from a hose from the differential housing. The oil
passes through a transmission screen and magnetic filter (25), that is contained within a housing that is located within
transmission oil pump (11).
Pressurized oil from transmission charging pump (13) flows to transmission filter (10) through cored passages in
transmission oil pump (11). After the oil flows through transmission filter (10) the pressurized oil flows through a hose
to a fitting on the side of the transmission case.
If the transmission control valve has a pressure setting of 2760 kPa (400 psi) at 750 engine RPM, the pressurized oil will
flow through a cored passage in the transmission case to main relief valve (6) and to priority reducing valve (7). This
directs oil to the selector valves and to the solenoids. This oil then returns to transmission sump (28).
Excess oil from the main relief valve (6) flows through a cored passage in the transmission case and to a fitting on the
side of the case. The oil then flows through a hose to the transmission oil cooler (2). There are two different types of
transmission oil coolers on these machines. The 120H and the 135H are equipped with an air cooled transmission cooler
that is mounted next to the machines radiator. All other models covered in this manual use a transmission oil cooler that
cools using engine coolant and is mounted next to the engine.
The cooled oil is used for the transmission lubrication. The cooled oil flows through another hose to a fitting on the side
of the transmission case. Then, the oil flows through a cored passage in the transmission case. Next, the oil flows to a
passage in the bottom half of the control manifold of the transmission.
Lubrication oil flows from the manifold through drilled holes in the transmission case to each shaft end. Then, the oil
flows into the shaft in order to provide lubrication to the bearings and to the clutch packs. The oil then returns to
transmission sump (28).
The transmission cooler bypass (3) is located in the transmission case underneath the transmission control valve. The
cooler bypass (3) relieves the transmission lube when the differential between the cooler inlet pressure and lube inlet
pressure is greater than 520 kPa (75 psi).
Also, there is a poppet type valve for transmission lubrication relief valve (9) that is located in the transmission case
underneath the transmission control valve. This relief valve vents lube flow to transmission sump when the lube inlet
pressure is greater than 520 kPa (75 psi).


Centershift Lock
SMCS Code: 5221
S/N: 9EJ510-Up
S/N: BDJ1-Up
S/N: 2ZK2392-Up
S/N: 3YK267-Up
S/N: 4MK404-Up
S/N: 2FM400-Up
S/N: 3GM80-Up
S/N: 4XM1396-Up
S/N: 5FM800-Up
S/N: 5HM1150-Up
S/N: 6TM366-Up
S/N: 7MM249-Up
S/N: 8JM280-Up
S/N: 9JM350-Up
S/N: 2AN104-Up
S/N: 6YN1-Up
S/N: 8MN500-Up
S/N: 8WN350-Up
S/N: 9TN400-Up
S/N: 9ZN205-Up
S/N: 2WR642-Up
S/N: 4ER500-Up
S/N: 9YR330-Up
S/N: 2GS360-Up
S/N: 2HS380-Up
S/N: 3AS450-Up
Illustration 25
View of Centershift Lock from the Right Side of the Machine
(1) Cab floor. (2) Solenoid valve. (3) Centershift indicator. (4) Centershift lock cylinder. (5) Arm assembly..
The location of centershift lock cylinder (4) is on the rear of the link bar. When the lock pin is not engaged with arm
assembly (5), the arm assembly (5) and the circle can be moved in order to place the blade in the correct position for the
job.
Illustration 26
(6) Centershift lock switch.
Illustration 27
(3) Location of centershift indicator.
Centershift lock switch (6) is located on the console to the right of the operator's seat. The position the centershift lock
switch (6) is in controls the solenoid valve (2). Solenoid valve (2) is used to engage or disengage centershift lock
cylinder (4). When centershift lock switch (6) is moved to the DISENGAGED position, solenoid valve (2) redirects the
power train oil from the differential sump in order to disengage the centershift lock pin. When the centershift lock pin is
disengaged, the disengaged centershift lock indicator on the indicator panel will light up.
When centershift lock switch (6) is moved to the ENGAGED position, solenoid valve (2) allows the power train oil from
the differential sump to engage the centershift lock pin. The machine is normally operated with the centershift lock pin in
the LOCK position. Since the centershift lock pin cannot be seen by the operator, centershift indicator (3) shows the
operator when the centershift lock pin is in alignment with the correct hole in arm assembly (5). Centershift indicator (3)
is located on the rear of the link bar.
The power train oil flows from the differential sump to centershift lock cylinder (4). In the LOCK position, the power
train oil flows through centershift lock cylinder (4). This holds the centershift lock pin in the LOCK position.
Personal injury could result from the sudden movement of the

blade when the centershift lockpin is released.
Before releasing the centershift lockpin be sure that all

personnel are clear of the blade area, the circle and blade are
centered under the machine and the blade has been lowered to
the ground.
In order to move arm assembly (5) and the circle to another location, push the latch tab forward and move centershift
lock switch (6) to the DISENGAGE position. This will send a signal to solenoid valve (2). The centershift lock pin will
pull out of arm assembly (5). The centershift cylinder and the lift cylinders are then operated in order to move arm
assembly (5) and the circle to the desired location.
When the centershift lock pin is at the correct hole in arm assembly (5), centershift lock switch (6) is moved to the
ENGAGED position. When centershift lock switch (6) is moved to the ENGAGED position, solenoid valve (2) redirects
the power train oil from the differential sump in order to push the centershift lock pin into arm assembly (5).
When centershift lock switch (6) is moved to the ENGAGED position, the pressurized power train oil will hold the
centershift lock pin in position in arm assembly (5).
Note: If the centershift lock indicator does not turn off, slightly move arm assembly (5) in order to align the hole with
the centershift lock pin.
When the engine start switch is in the OFF position, solenoid valve (2) is not energized. Therefore, the centershift lock
pin can only retract if the engine start switch is in the ON position.


Power Train
SMCS Code: 3030
Set Up Procedures
When testing and adjusting the transmission and power train,

move the machine to an area clear of obstructions, with safe
exhaust ventilation for the exhausts. Sudden movement of the
machine or release of oil under pressure can cause injury to
persons on or near the machine. To prevent possible injury, do
the procedure that follows before testing and adjusting the
transmission and power train.
1. Move the machine to a smooth horizontal location. Move away from operating machines and move away from
personnel. Lower all implements to the ground.
2. Install the lock bolt for the wheel lean in the front axle. Install the articulation lock pin. Place the transmission shift
lever in the PARKING BRAKE position. Stop the engine.
3. Place blocks in front of the wheels and behind the wheels.
4. Permit only one operator on the machine. Keep all other personnel away from the machine. All personnel should be in
the view of the operator.
Troubleshooting
When you define a power train problem, perform the following procedures. When you are defining an air system and/or
a brake problem, perform the following procedures. First, perform "Visual Checks". When the Visual Checks are
complete and the problem is not fully understood, perform "Performance Checks". After Visual Checks and Operation
Checks are complete and the problem is not fully understood, perform "Instrument Tests". These procedures will help
identify system problems.
Note: The electronic control module (ECM) for the transmission has been moved. The ECM was under the operator's
seat. The ECM is under the operator's compartment on the right side of the machine.
Visual Checks
Check 1
Illustration 31
Transmission Direction and Speed Control Lever
1. Before you perform the visual checks, turn off the engine and apply the parking brakes.
2. Check the level of the differential oil sump. Check the oil for air or for water. Problems in the transmission can be
caused by low oil level or air in the oil. If necessary, add oil to the differential. For the recommended oil grade and
viscosity, refer to the appropriate Operation and Maintenance Manual for your machine.
3. Air bubbles may be caused by a loose fitting or a damaged fitting. This will allow air to enter the suction side of the
system and this will allow the oil to leak from the transmission. Air may also be the result of gears that agitate the oil in
the sump. This is caused by a transmission oil level that is too high.
4. On machines that use engine coolant to cool the transmission oil, coolant in the oil can be caused by a leaking
transmission oil cooler. Water may enter the system, if the filler cap or the dipstick is not properly installed.
Check 2
Inspect all oil lines, hoses and connections for damage or leaks. Look for oil on the ground under the machine.
Note: If oil can leak from a fitting or a connection, air can enter the fitting or the connection. Air in the system can be as
harmful as insufficient oil in the system.
Check 3
Remove the suction screen and clean the suction screen. Inspect the oil in the screen for foreign material. Remove the
transmission oil filter and inspect the transmission oil filter for foreign material.
Note: The oil filter bypass valve is located on the inlet side of the transmission filter. Whenever the pressure difference
between the inlet and the outlet of the transmission filter is greater than 248 ± 21 kPa (36 ± 3 psi), oil will bypass the
transmission filter. Any oil that does not pass through the filter element will flow into the hydraulic control circuit. This
dirty oil may cause restrictions in the valve orifices or sticking valves etc.
If any of the foreign materials are found during the visual check, all components of the transmission hydraulic system
must be cleaned. DO NOT use any damaged parts. Damaged parts must be removed and replaced with new parts.
Check 4
The drive shafts and universal joints must be free to rotate except when cold oil causes a resistance. The transmission
must be in neutral, the wheels off the ground and the parking brake disengaged before performing this test. If the shafts
are not free to rotate, disconnect the shafts. Then, check the transmission for rotation.
Performance Check
Problem
The motor grader will not start or stop, and the transmission will not shift into any gear from the NEUTRAL position.
Note: When you troubleshoot electrical problems or electronic problems, use the most recent electrical schematic for
your machine.
Note: Shift quickly from the NEUTRAL position to the desired gear. Always return the transmission to the NEUTRAL
position between gear selections.
1. Attempt to operate the machine in all gears forward and reverse. Shift the machine from the NEUTRAL position to
the FIRST GEAR FORWARD position. Note the response of the machine and shift the machine back to the NEUTRAL
position.
2. Shift the transmission from the NEUTRAL position to the SECOND GEAR FORWARD position. Note the response
of the machine. Shift the machine back to the NEUTRAL position. Proceed in the same manner until all gears have been
checked.
3. Check the 10 amp transmission control fuse that is located in the fuse panel at the base of the steering console. If
necessary, replace the fuse. Otherwise, proceed to Step 4.
Illustration 32
Transmission Electronic Control Module (ECM)
(1) ECM. (2) 40 pin connector - J2. (3) 40 pin connector - J1.
4. The Electronic Control Module (1) is located under the right side of the cab. Disconnect connector - J1 (3). Contacts
1, 6 and 40 are common to each other and the contacts are used to provide battery voltage to the ECM. Contacts 2 and 5
are common to each other and the contacts are used for machine ground. Measure the voltage between the power
contacts 1, 6 and 40 to ground in order to check for power to the ECM.
5. If the voltage that is measured in Step 4 is above 20 Volts DC, the ECM is inoperative. If the voltage that is measured
is less than 20 Volts DC, the batteries are undercharged. If no voltage was measured in Step 4, proceed to Step 6.
6. Check contacts 1, 6 and 40 of connector - J1 (3) in order to determine if the connections are grounded. If any of these
contacts are grounded, check the machine harness for a shorted wire. If a fault is found, repair the harness or replace the
harness. If none of these contacts are grounded, check the 126-PK wires in the machine harness for an open circuit. If a
fault is found, repair the harness.
Problem
The motor grader has lost a single gear.
1. Start the engine. Operate the machine in order to determine the inoperable gear.
2. Stop the machine. Engage the parking brake and turn the key start switch to the OFF position.
3. Check the pressure of the suspect clutch. Refer to "Check Transmission Clutch Pressure" in this manual for the correct
pressure and for the testing procedure. If the clutch pressure is equal to or greater than the minimum clutch pressure that
is given, inspect the suspect clutch. If the clutch pressure is less than the minimum pressure, proceed to Step 4.
4. Disconnect connectors J1 (3) and connector J2 (2) from the Electronic Control Module (ECM). Measure the resistance
between the contact that is associated with the clutch solenoid of the suspect gear and one of the following
contacts:contact 7 of J1 and contact 3 of J2
Note: Refer to the following example. The clutch for the FIRST GEAR FORWARD position does not engage. The
clutch for the FIRST GEAR REVERSE position engages. Measure the resistance from contact 10 of J1 (3) to either of
the following contacts:contact 7 of J1 and contact 3 of J2
5. If the resistance that is measured in Step 4 was in the range of 20 to 50 ohms, the solenoid valve is functioning
properly. This solenoid valve is controlling the pressure to the suspect clutch. Proceed to Step 6.
6. If the resistance that is measured in Step 4 is less than 20 ohms, the wiring harness that connects to the solenoid has a
short circuit or the solenoid has a short circuit. If the resistance that is measured in Step 4 is greater than 50 ohms, the
wiring harness has an open circuit or the solenoid has an open circuit.
7. If the solenoid valve that controls the suspect clutch appears to function but the clutch pressure is below the minimum
pressure, check the supply pressure at high idle with the transmission in the inoperable gear. Refer to "Check
Transmission Supply Pressure" in this manual.
8. If the supply pressure is 3240 kPa (470 psi), inspect the solenoid valve. If the supply pressure is below 3240 kPa (470
psi), inspect the rotating shaft seals and the piston seals. The rotating seals can be checked without removing the
transmission. Checking the piston seals will require removing the transmission.
Problem
Loss of a single gear selection in both the forward gear and the reverse gear
1. Start the engine. Operate the machine in order to locate the inoperative gear.
2. Stop the machine. Engage the parking brake and turn the engine start switch to the OFF position.
3. Disconnect connector J1 (3). Check the wiring harness that is located between the ECM and the transmission direction
and speed control. The transmission direction and speed control should be in the position of the lost gear. Using contact
2 or contact 5 (these contacts are common to each other) of the J1 (3) connector check the continuity between these
contacts and the contact associated with the lost gear.
4. For example, if the first gear forward and reverse is inoperative, check the continuity between contact 30 of connector
J1 (3) and either contact 2 (or 5) of connector J1 (3). If the continuity exists, proceed to Step 5.
5. Step 4 tested a portion of the machine harness and a portion of the transmission direction and speed control. The test
determined that the transmission direction and speed control is inoperable. Shift the transmission direction and speed
control into a forward gear. Check the continuity between contact 39 of connector J1 (3) and contact 2 (or 5) of
connector J1 (3). If continuity exists, the ECM is not functioning. If continuity does not exist, the transmission direction
and speed control is not functioning.
6. Either the machine harness has failed or the transmission direction and speed control has failed in Step 4. Remove the
24 contact connector from the transmission direction and speed control. Using either contact 2 (or 5) of connector J1 (3)
measure the continuity at the contact point on the transmission direction and speed control connector between contact 2
(or 5) and the contact that is associated with the inoperative gear.
7. For example, if the first gear forward is not operable, check the continuity between contact 3 of the 24 contact
connector and contact 2 (or 5) of connector J1 (3). If continuity exists, the transmission direction and speed control is
functioning and the machine harness has failed. If continuity does not exist, the transmission direction and speed control
has failed and the machine harness is functioning.
Problem
Transmission slippage under load.
1. Start the engine. Operate the machine in order to determine the gear that is slipping.
2. Stop the machine and engage the parking brake. Turn the engine start switch to the OFF position.
3. Check the transmission oil level. If the oil level is too high or too low, adjust the oil to the proper level.
4. If the transmission continues to slip, check the transmission supply pressure. Refer to "Check Transmission Supply
Pressure" in this manual. If the supply pressure is at least 3240 kPa (470 psi) in the PARK position and at high idle,
proceed to Step 5. If the supply pressure is low, proceed to Step 8.
5. The directional clutches are clutch No. 1, clutch No. 2 and clutch No. 3. Directional clutch No. 1 is controlled by
solenoid (B). Directional clutch No. 2 is controlled by solenoid (C). Directional clutch No. 3 is controlled by solenoid
(A). Measure the directional clutch pressure that is associated with the slipping gear. Refer to the "Check Transmission
Clutch Pressure" in this manual.
6. For example, if the first gear forward is slipping, clutch No. 1 (solenoid (B)) is the associated directional clutch. Install
the pressure port. Start the engine and operate the engine at high idle. Operate the machine in the slipping gear.
7. Depress the transmission modulator pedal and stop the machine. Slowly release transmission modulator pedal. If the
directional clutch pressure reaches a minimum pressure of 2080 kPa (302 psi), inspect the directional clutch. If the
directional clutch pressure does not reach a minimum of 2085 kPa (302 psi), adjust the transmission modulator pedal
linkage.
8. From Step 4, the transmission control valve is suspect. Inspect the main relief valve for damage. If necessary, repair
the main relief valve. If the main relief valve is functioning correctly, proceed to Step 9.
9. From Step 6, excessive slippage indicates leakage from the rotating seals or the transmission clutch pistons. If
necessary, inspect or repair these items.
Problem
Motor grader creeps with transmission modulator pedal fully depressed.
1. Start the engine. Operate the engine in order to determine the gears that allow the machine to inch when the
transmission modulator pedal is fully depressed.
2. Stop the machine and engage the parking brake. Turn the engine start switch to the OFF position.
3. Check the adjustment of inching pedal linkage. Refer to "Manual Modulation Pedal Check and Adjust" in this manual
for correct adjustment procedure.
4. While the transmission modulator pedal is depressed, measure the directional clutch that is associated with the inching
gear. Refer to "Check Transmission Clutch Pressure" in this manual.
Illustration 33
5. The directional clutches are Clutches No. 1, No. 2 and No. 3. Directional clutch No. 1 is controlled by solenoid (B).
Directional clutch No. 2 is controlled by solenoid (C). Directional clutch No. 3 is controlled by solenoid (A).
6. For example, if first speed forward is inching, clutch No. 1 (solenoid (B)) is the associated directional clutch. Install
the pressure gauge in the associated pressure port. Start the engine. Operate the engine at high idle and in the suspect
gear.
7. Depress the transmission modulator pedal and stop the machine. If the directional clutch pressure exceeds 30 kPa (4
psi), repeat Step 3. If the directional clutch pressure is less than 30 kPa (4 psi), inspect the transmission for warped clutch
plates.
Problem
First gear out of neutral only working gear.
1. Start the engine. Operate the machine in order to determine which gears are operable.
2. Stop the machine. Engage the parking brake. Turn the engine start switch to the OFF position.
3. Use a jumper wire in order to bypass the manual modulation pressure switch (same as inching pedal pressure switch).
This will determine if the pressure switch is working. The manual modulation pressure switch is located on the
transmission control valve.
4. Disconnect the 2 contact connector at the pressure switch. This connector will be located close to the pressure switch.
Place a jumper wire between contact 1 and contact 2 of the receptacle on the machine wiring harness. Proceed to Step 5.
5. Start the machine and attempt to operate the machine in all gears. If the machine has more than one gear out of neutral
then the manual modulation pressure switch has failed. If the first gear out of neutral is the only gear available, proceed
to Step 6.
6. The wiring harness between the manual modulation pressure switch (inching pressure switch) and the transmission
Electronic Control Module (ECM) is suspect. Disconnect connector J1 (3) and connector J2 (2) at the ECM. Check the
continuity of the machine harness between contact 11 of the J2 connector (2) and contact 2 (or 5) of connector J1 (3).
7. If the continuity is obtained when the jumper is in place, the ECM has failed. If continuity is not obtained, the wiring
harness between the transmission ECM and the manual modulation pressure switch (inch pedal pressure switch) has
failed.
Problem
Transmission output speed (TOS) signal incorrect or not working.
2. The transmission output speed sensor (TOS) is located at the rear of the transmission. Locate the 2 contact TOS
connector at the sensor. Disconnect the sensor from the machines wiring harness. Measure the resistance between
contact 4 (M917-PK) and contact 1 (M918-GN) of the machine harness. The resistance should measure between 1000
and 2000 ohms. If the resistance is between 1000 and 2000 ohms continue to Step 3. If the resistance is not in this range
go to Step 4.
3. At the transmission ECM disconnect the J2 connector (2). Measure the resistance between contact 29 of the J2
connector (2) (M917-PK) and contact 23 of the J2 connector (2) (M918-GN). The resistance should be between 1000
and 2000 ohms. If the resistance is with in the correct range proceed to the next step. If the resistance is not in the correct
range, the harness between the transmission ECM and speed sensor is faulty. Repair or replace the harness.
4. At the TOS 2 contact connecter, check the resistance of the TOS by measuring the resistance between contact 1
(M918-GN) and contact 2 (M917-PK). The TOS should have a resistance between 1000 and 2000 ohms. If the resistance
is not with in this range replace the TOS. If the resistance is with in the correct range continue to Step 5.
5. Check the TOS signal on ECAP or ET with the motor grader in FIRST gear position and the engine at high idle. If the
signal is 250 RPM or greater the ECM is suspect. If the signal is not 250 RPM or higher the TOS has failed.
Problem
Parking brake does not function properly.
1. Start the engine. Operated the machine in order to determine how the parking brake is functioning.
3. The parking brake solenoid valve is located under the right side of the cab.
4. Start the engine. Use a screw driver tip and lightly touch the end of the parking brake solenoid valve in order to
determine the presents of a electromagnetic force. If the screw driver is drawn to the solenoid, the solenoid is
functioning.
5. To further test the solenoid, turn the engine key start switch from stop to run and back to stop. The parking brake
solenoid valve will click each time the key position changes. If the solenoid is functioning proceed to Step 6. If the
solenoid is not functioning, proceed to Step 10
6. Check the mechanical parking brake valve in the transmission direction and speed control for proper adjustment. Start
the engine. Allow the brake pressure to increase to the normal operating pressure of at least 800 kPa (115 psi). Depress
the service brake. Shift the transmission direction and speed lever to the NEUTRAL position. Engage the parking brake.
When the parking brake is engaged, the operator should briefly hear air venting.
7. When the transmission direction and speed control is placed in the PARKING BRAKE position and the parking brake
vents, the mechanical parking brake valve is properly adjusted. Proceed to Step 8, if the parking brake does not vent.
Adjust the mechanical parking brake valve.
8. Stop the engine. Place blocks in front and behind the wheels. Install a 1000 kPa (145 psi) pressure gauge in the
parking brake air line where the line enters the transmission.
9. Start the engine. Depress the service brake pedal. Move the transmission direction and speed control from the
PARKING BRAKE position to the NEUTRAL position and back to the PARKING BRAKE position. When the
transmission direction and speed control is not in the PARK position, the brake pressure should be 800 to 930 kPa (115
to 135 psi). If the brake pressure is 0 kPa (0 psi), inspect the brakes. When the transmission direction and speed control
is in the PARK position, brake pressure should relieve to 0 kPa (0 psi). If the brake pressure does not relieve to 0 kPa (0
psi), inspect the air lines.
10. From Step 5, the parking brake valve is suspect. When the engine key start switch is in the RUN position and the
engine is OFF, the parking brake solenoid will be energized.
11. Disconnect the 2 contact connector at the parking brake solenoid. At the machine harness measure the voltage across
contact 1 (126-PK) and contact 2 (200-BK). If battery voltage is measured at this point the solenoid has failed. If no
voltage or reduced voltage is measured at this point proceed to Step 12.
12. Measure the voltage at the parking brake solenoid valve between contact 1 (126-PK) and the frame. If the battery
voltage is present, repair wire 200-BK. If the battery voltage is not present repair wire 126-PK.
Problem
Backup alarm does not sound.
1. Stop the engine. Engage the parking brake. Turn the engine key start switch to the OFF position. Disconnect the J1
connector (3) and the J2 connector (2) from the ECM located under the right side of the cab. On the machine harness,
check for continuity between contact 2 of the J1 connector (3) and contact 37 of the J2 connector (2). If continuity exists,
the wiring to the backup alarm and the alarm is operational. Proceed to Step 2.
2. With the transmission direction and speed control is in a reverse gear, check the continuity between contact 2 of the J1
connector (3) and contact 31 of the J1 connector (3). If continuity exists, the transmission ECM has failed. If continuity
does not exist, connect the J1 and J2 connectors to the correct position at the transmission ECM and proceed to Step 3.
3. Disconnect the 24 contact connector at the transmission direction and speed control. With the transmission direction
and speed control in the REVERSE position, check the continuity between contact 2 and contact 12 of the 24 contact
connector. If continuity is obtained, repair the wiring harness between the controller and the transmission direction and
speed control. If continuity is not obtained, replace the transmission direction and speed control.
4. In Step 2, the wiring harness between the transmission ECM and the backup alarm is suspect. Disconnect the 6 contact
connector from the back alarm. This connector will be located at the left rear of the machine. While the transmission
direction and speed control is in the REVERSE position, measure the voltage between contact 5 (321-BR) and contact 6
(200-BK) of the machine wiring connector. If system voltage is present, the backup alarm has failed. If voltage is not
present, the harness has failed. Proceed to Step 5.
5. While the transmission direction and speed control is in the REVERSE position, measure the voltage between contact
5 (321-BR) and the frame. If the 24 VDC exists, repair the 200-BK. If voltage does not exist, repair wire 321-BR.
Instrument Tests
Table 2
Tools Needed
Qty Part No. Description
1 1U-5481 Pressure Gauge Group
1 1U-5482 Pressure Adapter Group
Check Transmission Supply Pressure
Illustration 34
(1) Transmission supply pressure tap. (2) Transmission pump.
Note: To record the pressures, use the sheet that is labeled Transmission Pressure Check Record located at the end of the
Testing and Adjusting section.
1. Stop the machine. Engage the parking brake and turn off the engine.
2. The transmission oil pressure tap is located on the transmission pump.
3. Install a 6000 kPa (870 psi) pressure gauge in transmission supply pressure tap (1).
4. Start the engine. Set the hand throttle at the HIGH IDLE position. Turn the differential lock to the ON position. The
transmission supply pressure should be a minimum of 3000 kPa (435 psi) when the transmission oil is at an operating
temperature of 51° C (123° F).
Check Transmission Clutch Pressure
Note: To record the pressures, use the sheet labeled Transmission Pressure Check Record that is located at the end of the
Illustration 35
(1) Guard. (2) Transmission control valve.
2. Remove guard (1) from transmission control valve (2). This will provide access to the control.
Illustration 36
Pressure Tap Test Port
(3) Caps.
3. Put blocks in front of and behind the wheels of the machine. Remove the differential drive shaft.
4. Remove caps (3) and install 6000 kPa (870 psi) pressure gauges on pressure tap (D) and pressure tap (G).
5. Operate the engine at low idle either in the PARK position or NEUTRAL position. Record the gauge pressures.
Pressure tap (D) is clutch No. 8 and pressrue tap (G) is clutch No. 5. Remove the gauges and replace caps (3).
6. Remove caps (3) and install 6000 kPa (870 psi) pressure gauges on the pressure tap (B), pressure tap (F) and pressure
tap (H).
7. Operate the engine at low idle in the FIRST/FORWARD position. Record the gauge pressures. Pressure tap (B) is
clutch No. 1, pressure tap (F) is clutch No. 6 and pressure tap (H) is clutch No. 7. Remove the gauges and replace caps
(3).
8. Remove caps (3) and install 6000 kPa (870 psi) pressure gauges on pressure tap (C) and pressure tap (E).
9. Operate the engine at low idle in the SECOND/FORWARD position. Record the gauge pressure. Pressure tap (C) is
clutch No. 2 and pressure tap (E) is clutch No. 4. Remove the gauges and replace caps (3).
10. Remove cap (3) and install a 6000 kPa (870 psi) pressure gauge on the pressure tap (A).
11. Operate the engine at low idle in the FIRST/REVERSE position. Record the gauge pressure. Pressure tap (A) is
clutch No. 3. Remove the gauges and replace cap (3).
12. Refer to Table 3 for the correct pressures. If an adjustment is needed, refer to the "Initial Pressure Adjustment
Procedure" in this manual.
Table 3
Test Port Clutch Minimum Pressure Maximum Pressure

A 3 2145 kPa (311 psi) 2365 kPa (343 psi)
B 1 2080 kPa (302 psi) 2275 kPa (330 psi)
C 2 2255 kPa (327 psi) 2445 kPa (355 psi)
D 8 2570 kPa (373 psi) 2765 kPa (401 psi)
E 4 1855 kPa (269 psi) 2075 kPa (301 psi)
F 6 2580 kPa (374 psi) 2760 kPa (400 psi)
G 5 2710 kPa (393 psi) 2875 kPa (417 psi)
H 7 1455 kPa (211 psi) 1620 kPa (235 psi)
13. Stop the engine. Install the differential drive shaft and engage the parking brake. Replace all the covers and the
guards.
Initial Pressure Adjustment Procedure
Table 4
Tools Needed
Qty Part No. Description
1 139-7050 Cover Plate
1. Stop the machine. Engage the parking brake. Turn the engine OFF.
Illustration 37
(1) Guard. (2) Transmission control valve.
2. Remove guard (1) from transmission control valve (2), in order to provide access to the control.
3. Put blocks in front of the wheels and behind the wheels of the machine. Remove the differential drive shaft.
Illustration 38
(3) Wiring harness. (4) Bolts. (5) Cover. (6) Caps. (12) Bolt.
4. Remove the fourteen mounting bolts (4) used to retain cover (5). The top three bolts can not be removed without
removing the entire valve. These bolts should just be loosened. Remove bolt (12) from the transmission control valve.
5. Slide the 139-7050 Cover Plate under cover (5). The U-shaped slots should be facing upward so that the bolt holes
line up with the holes in the plate.
6. Tighten the mounting bolts (4) and bolt (12) to a torque of 30 ± 4 N·m (22 ± 3 lb ft).
7. Remove caps (6). Install a 1000 kPa (145) pressure gauge on taps (D) and (G).
8. Operate the engine at high idle in either PARK or NEUTRAL. Record the pressures from the gauges. Pressure tap (D)
is clutch No. 8 and pressure tap (G) is clutch No. 5. Remove the gauges and replace the caps (6).
9. Remove caps (6) and install a 1000 kPa (145 psi) pressure gauge on pressure tap (B), pressure tap (F) and pressure tap
(H).
10. Operate the engine at high idle in the FIRST/FORWARD position. Record the gauge pressures. Pressure tap (B) is
clutch No. 1, pressure tap (F) is clutch No. 6 and pressure tap (H) is clutch No. 7. Remove the gauges and replace caps
(6).
11. Remove caps (6) and install a 1000 kPa (145 psi) pressure gauge on pressure tap (C) and pressure tap (E).
12. Operate the engine at high idle in the SECOND/FORWARD position. Record the gauge pressures. Pressure tap (C)
is clutch No. 2 and pressure tap (E) is clutch No. 4. Remove the gauges and replace caps (6).
13. Remove caps (6) and install a 1000 kPa (145 psi) pressure gauge on pressure tap (A).
14. Operate the engine at high idle in the FIRST/REVERSE position. Record the gauge pressures. Pressure tap (A) is
clutch No. 3. Remove the gauges and replace caps (6).
Illustration 39
Pressure Tap Test Ports (A-H)
(12) Bolt.
Illustration 40
(7) 4M-1751 Spacer and 5J-1036 Shim. (8) Adjuster assembly. (9) Solenoid manifold. (10) Locknut. (11) Adjustment
screw.
15. Refer to Table 5 for the correct pressures. If an adjustment is needed, follow Step 16 and Step 17.
Table 5
Initial Pressures
(1)
Pressure Tap Clutch Pressure
A-3 380 ± 20 kPa (55 ± 3 psi)
B-1 375 ± 20 kPa (54 ± 3 psi)

C-2 405 ± 20 kPa (59 ± 3 psi)
D-8 335 ± 20 kPa (49 ± 3 psi)
E-4 380 ± 20 kPa (55 ± 3 psi)
F-6 360 ± 20 kPa (52 ± 3 psi)
G-5 385 ± 20 kPa (56 ± 3 psi)
H-7 320 ± 20 kPa (46 ± 3 psi)
(1) All pressures are taken at 2000 RPM and 51° C (123° F) average.
16. If the pressures does not agree with Table 5, adjust the pressures using the following procedure:
a. Loosen locknut (10) on adjuster assembly (8).
b. While monitoring the pressure, adjust by turning adjustment screw (11). To lower the pressure, turn the
adjustment screw clockwise. The total adjustment screw range is approximately 132 kPa (19 psi).
c. Tighten locknut (10) to 25 ± 4 N·m (18 ± 3 lb ft). For all clutches except clutch (D) and clutch (G), shift the
transmission to the NEUTRAL position for a minimum of 15 seconds. Then shift the transmission back to the gear
specified in Steps 7 through Steps 15. For clutch (D) and clutch (G), shift the transmission to the
FIRST/FORWARD for a minimum of 15 seconds and then shift the transmission back to NEUTRAL. Confirm
that the pressures agree with Table 5.
d. If the pressure cannot be adjusted to within the acceptable limits with adjustment screw (11), stop the engine
and remove solenoid manifold (9) in order to access the selector spool. Remove the selector spool and add or
remove shims and spacers as required.
5J-1036 Shim
Outside diameter . . . 15.09 ± 0.25 mm (.594 ± .010 inch) Thickness . . . 0.80 mm (.031 inch)
4M-1751 Spacer
Outside diameter . . . 15.09 ± 0.25 mm (.594 ± .010 inch) Thickness . . . 0.4 mm (.02 inch)
e. Install the solenoid manifold and adjust the initial pressure according to procedure given in Steps 16 16.a
through 16 16.c.
Table 6
Pressure Tap Clutch Change in Pressure for One 5J-1036 Change in Pressure for One 4M-1751
Shim Spacer
A-3 88 kPa (12.8 psi) 44 kPa (6.4 psi)

B-1 88 kPa (12.8 psi) 44 kPa (6.4 psi)
C-2 94 kPa (13.6 psi) 47 kPa (6.8 psi)
D-8 111 kPa (16 psi) 55 kPa (8.0 psi)
E-4 77 kPa (11.2 psi) 39 kPa (5.6 psi)
F-6 111 kPa (16 psi) 55 kPa (8.0 psi)
G-5 116 kPa (16.9 psi) 58 kPa (8.4 psi)
H-7 61 kPa (8.8 psi) 30 kPa (4.4 psi)
17. Continue the procedure until all the stations (pressure taps) are checked and adjusted.
18. Stop the engine. Remove the 139-7050 Cover Plate.
19. Use new 9P-9150 Washers (where possible) and install the transmission control valve on the transmission. Tighten
bolts (4) to 30 ± 4 N·m (22 ± 3 lb ft).
20. To verify the clutch pressures, follow Steps 4 through 12 in "Check Transmission Clutch Pressure".
21. Install the guards and the differential drive shaft.
Note: This procedure should be followed whenever a transmission control valve is repaired by replacing any of the
springs or spools contained within the individual clutch stations.
Note: If the transmission clutch pressure (steady state) is out of range, the most likely cause of the failure will be a failed
modulation spring, debris in control valve or a seal failure within the transmission.
Check the Transmission Lubrication Pressure
Note: To record the pressures, use the sheet labeled "Transmission Pressure Check Record" located at the end of the
1. Operate the machine until the transmission oil is at operating temperatue of 51° C (123° F)
2. Stop the machine on a hard level surface. Engage the parking brake. Turn the engine off.
Illustration 41
(1) Plug.
3. Remove plug (1) from the transmission case. Install a nipple and a 1000 kPa (145 psi) pressure gauge into the pressure
port. Remove the differential drive shaft.
Note: Turn the differential lock to the ON position.
4. Start the engine. Operate the machine in the NEUTRAL position at low idle. The gauge pressure should read 80 ± 30
kPa (12 ± 4 psi).
5. Operate the machine in the NEUTRAL position at high idle. The pressure on the gauge should be a minimum of 340
kPa (50 psi).
6. Operate the machine in the FIRST/FORWARD position at low idle. The gauge pressure should be a minimum of 7
kPa (1 psi).
7. Operate the machine in the FIRST/FORWARD position at high idle. The gauge pressure should read 241 ± 27 kPa (35
± 4 psi).
8. Operate the machine in the SECOND/FORWARD position at low idle. The gauge pressure should read 7 kPa (1 psi).
9. Operate the machine in the SECOND/FORWARD position at high idle. The gauge pressure should read 241 ± 27 kPa
(35 ± 4 psi).
10. Operate the machine in the FIRST/REVERSE position at low idle. The gauge pressure should read 7 kPa (1 psi).
11. Operate the machine in the FIRST/REVERSE position at high idle. The gauge pressure should read 241 ± 27 kPa (35
± 4 psi).
Note: Turn the differential lock to the OFF position.
12. Repeat Steps 4 through Step 11 with the differential lock in the OFF position.
13. Stop the machine. Turn the engine off and install the differential drive shaft. Remove the pressure gauge and install
plug (1).
Differential Lock Valve Pressure Check
1. Operate the machine until the transmission oil is at operating temperature of 51° C (123° F).
Illustration 42
Differential Lock Valve.
(1) Plug.
3. Remove plug (1). Install a nipple and a 6000 kPa (870 psi) pressure gauge.
4. Remove the differential drive shaft. Operate the machine in the FIRST/FORWARD position at high idle. Engage the
differential lock valve. The gauge should read 2620 kPa (380 psi) minimum.
5. Stop the machine. Turn the engine off and install the differential drive shaft. Remove the pressure gauge and install
plug (1).
Manual Modulation Pedal Check and Adjust
Note: Make sure that there are no kinks or binds in the modulation pedal cable (11).
1. Modulation pedal cable (1) should be clasped to modulation valve spool.
Illustration 43
2. Loosen the 9S-1354 Nut (2) and the 9S-1354 Nut (3) on the 144-5323 Cable (1). The cable end is located in the 8D-
9973 Housing (4).
3. Adjust the nut (2) in order to show a minimum of two threads of the inching cable (1). Tighten the inside nut (3).
4. Loosen the 6V-8187 Nut (5) that is located on the end of the inching cable (1).
5. Screw the 5P-7704 Rod End (6) to the end of the cable. Adjust the 5P-7704 Rod End (6) until the rod end is
approximately 4.8 mm (0.19 inch) from the end of the cable.
6. Tighten the 6V-8187 Nut (5).
Illustration 44
7. Adjust the pedal stop position until there is no pressure at station (2) on the transmission valve. The pedal stop
position can be adjusted in one of the following two ways.
a. Procedure (A).
· Position the machine on stands.

· Screw the pedal stop bolt (7) to the bottom of the adjustment.
· Slowly depress the inching pedal until the tires start rotating.
· Unscrew the pedal stop bolt (7) so there is a 9.53 mm (0.375 inch) gap between the pedal and the pedal stop bolt.
b. Procedure (B).
· Connect a pressure gauge on the pressure test port (B) of the valve assembly for the transmission.
· Place the machine into "1st Forward".
· Slowly depress the inching pedal until the pressure drops to zero and maintain the pedal position.
8. If the modulation does not work properly, check the modulation valve pressure at the transmission control valve.
a. Put blocks in front of and behind the wheels of the machine. Remove the differential drive shaft.
Illustration 45
(8) Transmission control valve. (12) Transmission control valve cover.
b. Remove transmission control valve cover (12) from the transmission control valve (8).
Illustration 46
(8) Transmission control valve. (B) Test port.
c. Remove the cover on test port (B). Connect an 8T-0855 Pressure Gauge to the test port.
d. Start the engine and operate at 1/2 throttle.
e. Place the transmission direction and speed control lever in FIRST/FORWARD. The transmission should start to
turn.
f. Depress the transmission modulator control pedal all the way down against the pedal stop (7). The transmission
drive should stop within 13 seconds.
g. Let the transmission modulation control pedal fully out. The transmission should be turning. The pressure at test
port (B) should read 2120 kPa (308 psi) minimum.
Note: For a double check, use an ECAP service tool. Following the above procedure, the transmission modulation
control pedal status should go off when the transmission modulation control pedal hits the pedal stop.
9. If the pressure is correct in Step 8, the modulation is working correctly. If the pressure is not correct in Step 8, follow
Step 10.
10. Disconnect the modulation pedal cable (1) from modulation valve spool.
a. Operate the machine in the FIRST/FORWARD position at 1/2 throttle.
b. Manually pull the modulation valve spool outward. The pressure gauge should read 0.0 kPa (0 psi).
c. Push the spool into the valve body. The spool should move freely, but firm because of the spring resistance, and
modulation (transmission drive starts to turn) should occur in the range of 0 kPa (.0 psi) to 760 kPa (110 psi).
Pressure should automatically rise to 2120 kPa (308 psi) minimum.
d. If the spool does not move freely, the spool may need to be cleaned.
11. If the spool moves freely and modulation occurs in Step 10 the cable may have drag and needs to be replaced.
Transmission Pressure Check
Note: This sheet shows the pressures for the Transmission Pressure Checks.
Table 7
Transmission Supply Pressures/Differential Lock ON

NEUTRAL position at low idle NEUTRAL position at high idle
2690 kPa (390 psi) minimum 3000 kPa (435 psi) minimum
Table 8
Transmission Clutch Pressure with Differential Lock OFF

Station NEUTRAL FIRST/FORWARD SECOND/FORWARD FIRST/REVERSE
Position at Position at LOW Idle Position at LOW Idle Position at LOW Idle
LOW Idle
(A) 0.0 kPa (.00 psi) 0.0 kPa (.00 psi) 0.0 kPa (.00 psi) 2255 ± 110 kPa (327 ±
16 psi)
(B) 0.0 kPa (.00 psi) 2180 ± 95 kPa (316 ± 14 0.0 kPa (.00 psi) 0.0 kPa (.00 psi)
psi)
(C) 0.0 kPa (.00 psi) 0.0 kPa (.00 psi) 2350 ± 95 kPa (341 ± 14 psi) 0.0 kPa (.00 psi)
(D) 2670 ± 95 kPa 0.0 kPa (.00 psi) 0.0 kPa (.00 psi) 0.0 kPa (.00 psi)
(387 ± 14 psi)
(E) 0.0 kPa (.00 psi) 0.0 kPa (.00 psi) 1965 ± 110 kPa (285 ± 16 0.0 kPa (.00 psi)
psi)
(F) 0.0 kPa (.00 psi) 2670 ± 90 kPa (387 ± 13 0.0 kPa (.00 psi) 2670 ± 90 kPa (390 ± 13
psi) psi)
(G) 2690 ± 85 kPa 0.0 kPa (.00 psi) 0.0 kPa (.00 psi) 0.0 kPa (.00 psi)
(390 ± 12 psi)
(H) 0.0 kPa (.00 psi) 1540 ± 85 kPa (223 ± 12 1540 ± 85 kPa (223 ± 12 psi) 1540 ± 85 kPa (223 ± 12
psi) psi)
Transmission Lubrication Pressure with Differential Lock OFF

NEUTRAL FIRST/FORWARD SECOND/FORWARD FIRST/REVERSE
Position Position Position Position
LOW 80 ± 30 kPa (12 ± 7 kPa (1 psi) minimum 7 kPa (1 psi) minimum 7 kPa (1 psi) minimum
Idle 4 psi)
HIGH 340 kPa (50 psi) 241 ± 27 kPa (35 ± 4 psi) 241 ± 27 kPa (35 ± 4 psi) 241 ± 27 kPa (35 ± 4 psi)
Idle
Transmission Lubrication Pressure with Differential Lock ON

LOW 80 ± 30 kPa (12 ± 7 kPa (1 psi) minimum 7 kPa (1 psi) minimum 7 kPa (1 psi) minimum
Idle 4 psi)
HIGH 340 kPa (50 psi) 241 ± 27 kPa (35 ± 4 psi) 241 ± 27 kPa (35 ± 4 psi) 241 ± 27 kPa (35 ± 4 psi)
Idle
Transmission Pressure Check Record
Note: This sheet may be reproduced in order to record transmission pressures for testing and adjusting purposes.
REFERENCE: For detailed procedures, make reference to:
· "Check Transmission Supply Pressure".

· "Check Transmission Clutch Pressures".
· "Check Transmission Lubrication Pressure".
Table 9
Transmission Supply Pressures/Differential Lock ON

Table 10
Transmission Clutch Pressure with Differential Lock OFF

Station NEUTRAL FIRST/FORWARD SECOND/FORWARD FIRST/REVERSE
Position at Position at LOW Idle Position at LOW Idle Position at LOW Idle
LOW Idle
(A)
(B)
(C)
(D)
(E)
(F)
(G)
(H)
Transmission Lubrication Pressure with Differential Lock OFF

LOW
Idle
HIGH
Idle
Transmission Lubrication Pressure with Differential Lock ON
LOW
Idle
HIGH
Idle


General Troubleshooting Information

SMCS Code: 3030-035
S/N: 9EJ510-Up
S/N: BDJ1-Up
S/N: 2ZK2392-Up
S/N: 3YK267-Up
S/N: 4MK404-Up
S/N: 5AK156-Up
S/N: 1AL408-Up
S/N: 2FM400-Up
S/N: 3GM80-Up
S/N: 4XM1396-Up
S/N: 5FM800-Up
S/N: 5HM1150-Up
S/N: 6TM366-Up
S/N: 7MM249-Up
S/N: 8JM280-Up
S/N: 9JM350-Up
S/N: 2AN104-Up
S/N: 6YN1-Up
S/N: 8MN500-Up
S/N: 8WN350-Up
S/N: 9TN400-Up
S/N: 9ZN250-Up
S/N: 2WR642-Up
S/N: 4ER500-Up
S/N: 9YR330-Up
S/N: 2GS360-Up
S/N: 2HS380-Up
S/N: 3AS450-Up
Visual inspections are the first steps in order to troubleshoot a problem. When the visual inspections are complete and
the problem is not fully understood, perform operational checks. After visual inspections and operational checks are
complete and the problem is not fully understood, perform test procedures. These procedures will help identify system
problems. These procedures are located in the Testing and Adjusting module for your machine.
For the locations of your individual system components, refer to the Systems Operation module for your machine.
For more information on the electrical system, refer to the Electrical Schematic for your machine.
For more information on the hydraulic system, refer to the Hydraulic Schematic for your machine.


Transmission Clutch Running Clearance - Check

SMCS Code: 3155-535
S/N: 9EJ510-Up
S/N: BDJ1-Up
S/N: 2ZK2392-Up
S/N: 3YK267-Up
S/N: 4MK404-Up
S/N: 5AK156-Up
S/N: 1AL408-Up
S/N: 2FM400-Up
S/N: 3GM80-Up
S/N: 4XM1396-Up
S/N: 5FM800-Up
S/N: 5HM1150-Up
S/N: 6TM366-Up
S/N: 7MM349-Up
S/N: 8JM280-Up
S/N: 9JM350-Up
S/N: 2AN104-Up
S/N: 6YN1-Up
S/N: 8MN500-Up
S/N: 8WN350-Up
S/N: 9TN400-Up
S/N: 9ZN205-Up
S/N: 2WR642-Up
S/N: 4ER500-Up
S/N: 9YR330-Up
S/N: 2GS360-Up
S/N: 2HS380-Up
S/N: 3AS450-Up
Table 29
Required Tools
8T-5096 Dial Indicator Gp 1
Use this procedure in order to check for proper clutch assembly. Refer to Specifications, "Transmission" for running
clearances for the clutch packs.
Illustration 55
Typical example
(1) Bearing
(2) Disc
(3) Gear assembly
(4) Washer
(5) Gear assembly
(6) Disc
(7) Rotor
(8) Bearing
(9) Carrier
1. Remove the following components from the clutch group:
· Bearing (1)
· Disc (2)
· Gear assembly (3)
· Washer (4)
· Gear assembly (5)
· Disc (6)
· Rotor (7)
· Bearing (8)
· Carrier (9)
Note: Do not use a puller to remove rotor (7) from the clutch assembly.
Illustration 56
Typical example
(10) Hub assembly
(11) Ring
(12) Clutch pack
(13) Piston
(14) Passage
2. Position the assembled clutch group with the shaft in the vertical position. Position the hub assembly of the clutch that
is being measured so that the hub assembly faces upward.
3. Make sure that piston (13) moves freely.
4. Position the tip of a dial indicator on the flat of piston (13) at location (B). Zero the indicator.
Note: Ensure that the tip of the indicator is parallel with the centerline of the shaft assembly.
Personal injury can result from applying air pressure without

the lock ring securely in place. Make sure the lock ring (11) is
securely in place before applying air pressure to the clutch pack.
5. To check the running clearance for the clutch packs, apply approximately 140 kPa (20 psi) air pressure to passage (14)
for clutch pack (12).
6. Piston (13) and clutch pack (12) should move up. Determine the amount of piston movement from the reading on the
dial indicator. This is the running clearance for the clutch pack.
Repeat Step 1 through Step 6 in order to determine the running clearances for the remaining clutch packs.


Machine Preparation for Troubleshooting

SMCS Code: 3030-035-MCH

2. Install the wheel lean pin in the front axle. Install the articulation lock pin. Place the transmission shift lever in the
PARKING BRAKE position. Stop the engine.
3. Place blocks in front of the wheels and behind the wheels.
4. Permit only one operator on the machine. Keep all other personnel away from the machine. All personnel should be in
the view of the operator.


Pump Efficiency - Test (Gear Pumps Only)

SMCS Code: 3115-032-TB; 3115-032-ON
Hot oil and components can cause personal injury.
Do not allow hot oil or components to contact skin.


This test is designed to tell if a pump is operating within the design parameters.
For any pump test, the pump flow at 690 kPa (100 psi) will be larger than the pump flow at 6900 kPa (1000 psi) if the
pump is operating at the same rpm. The pump flow is measured in L/min (US gpm).
The difference between the pump flow of two operating pressures at the same rpm is the flow loss.
Test on the Machine

Install a hydraulic flow tester on the machine. Record the pump flow at 1000 rpm and 690 kPa (100 psi). Record the
pump flow at 1000 rpm and 6900 kPa (1000 psi). In order to calculate the flow loss, use the formula in Table 11. Run the
engine at full load rpm and record the pump flow at 690 kPa (100 psi). Use these values in the following formula.
Table 11
Method for determining flow loss

Pump flow at 1000 rpm and 690 kPa (100 psi)
- Pump flow at 1000 rpm and 6900 kPa (1000 psi)
= Flow loss (L/min or US gpm)
Table 12
Method for determining percent of flow loss on the machine

Flow loss (L/min or US gpm)
× 100 = Percent of flow loss
Pump flow at full load rpm and 690 kPa (100 psi)
If the percent of flow loss is greater than 10%, the pump performance is inadequate.
Test on the Bench

Record the pump flow at 1000 rpm and 690 kPa (100 psi). Record the pump flow at 1000 rpm and 6900 kPa (1000 psi).
In order to calculate the flow loss, use the formula in Table 13. Run the test bench at 2000 rpm and record the pump flow
at 690 kPa (100 psi). Use these values in the following formula.
Table 13

Table 14
Method for determining percent of flow loss on the bench



Transmission Lubrication Oil Pressure - Test

SMCS Code: 3080-032-PX


performance of inspection, maintenance, testing, adjusting, and
repair of the machine. Be prepared to collect the fluid with suitable
Before you begin the test, refer to Systems Operation, Testing and Adjusting, "Machine Preparation for
Troubleshooting".
Table 18
Required Tools
1U-5481 Pressure Gauge Group 1
1U-5482 Pressure Adapter Group 1
Table 19
Transmission Lubrication Pressure (Minimum)

Neutral First Gear Forward
LOW Idle 28 kPa (4 psi) 7 kPa (1 psi)
HIGH Idle 345 kPa (50 psi) 207 kPa (30 psi)
Table 20
Transmission Lubrication Pressure

Differential Lock in the ON Position
LOW Idle
HIGH Idle
Transmission Lubrication Pressure
Differential Lock in the OFF Position
LOW Idle
HIGH Idle
1. Operate the machine until the transmission oil is at operating temperature of 51 °C (124 °F).
Illustration 48
Rear of the machine
(1) Fitting (quick disconnect)
3. Remove the plug from the transmission case. Install 6V-3965 Fitting (Quick Disconnect) (1) into the port. Attach the
8T-0846 Pressure Gauge (0 to 1,000 kPa (0 to 145 psi)) to fitting (1). Remove the drive shaft.
4. Start the engine. Turn the differential lock to the ON position. Operate the machine in the NEUTRAL position at low
idle. The pressure on the gauge should be a minimum of 28 kPa (4 psi). Record the gauge reading in Table 20.
5. Operate the machine in the NEUTRAL position at high idle. The pressure on the gauge should be a minimum of 340
kPa (50 psi). Record the gauge reading in Table 20.
6. Operate the machine in FIRST GEAR FORWARD at low idle. The gauge pressure should be a minimum of 7 kPa (1
psi). Record the gauge reading in Table 20.
7. Operate the machine in FIRST GEAR FORWARD at high idle. The gauge pressure should be a minimum 207 kPa (30
psi). Record the gauge reading in Table 20.
8. Repeat Step 4 through Step 7 with the differential lock in the OFF position. Transmission lube pressures that vary
with the differential lock in the ON position indicate leakage in the differential lock system.
9. Stop the machine. Turn the engine off and install the differential drive shaft. Remove the test equipment.


Differential Lock Pressure - Check

SMCS Code: 3272-535-PX


Troubleshooting".
Table 34
Required Tools
8T-0856 Pressure Gauge 0 to 6,000 kPa (0 to 870 psi) 1
1. Operate the machine until the transmission oil is at operating temperature of 51 °C (124 °F).
Illustration 62
View of the differential lock valve
(1) Test port
3. Remove the dust cap. Attach 8T-0856 Pressure Gauge (0 to 6,000 kPa (0 to 870 psi)) to test port (1).
4. Remove the differential drive shaft. Operate the machine in first gear forward at high idle. Engage the differential lock
valve. The gauge should read a minimum of 2620 kPa (380 psi).
5. Stop the machine. Turn the engine off and install the differential drive shaft. Remove the test equipment.


Differential and Bevel Gear - Adjust

SMCS Code: 3254-025-ZP; 3256-025; 3258-025; 3270-025

Troubleshooting".
Table 30
Required Tools
Table 31
Specifications for Adjustments

Rolling torque of the Rolling torque of Preload for the
Model
differential and bevel gear pinion shaft with new carrier bearings Assembled backlash
with new bearings ( 1 ) bearings ( 1 )
120H
0.3 ± 0.05 mm 0.25 + 0.10 - 0.07 mm
1.7 ± 0.3 N·m (15.05 ± 2.66 lb 0.9 ± 0.2 N·m (8.00 ±
(0.012 ± 0.002 (0.010 + 0.004 - 0.003
135H in) 2.00 lb in)
inch) inch)
140H
0.46 ± 0.05 mm 0.25 + 0.10 - 0.07 mm

2.2 ± 0.4 N·m (19.47 ± 3.54 lb 0.9 ± 0.2 N·m (8.00 ±
160H (0.018 ± 0.002 (0.010 + 0.004 - 0.003
in) 2.00 lb in)
inch) inch)
(1) When bearings are reused, the rolling torque must be one half of the torque specification.
Illustration 57
Typical example
1. Before the bevel gear group is installed in the carrier, tighten nut (5) on pinion shaft (2). Check the torque that is
needed in order to turn the pinion shaft. Refer to Table 31 for the proper rolling torque for the pinion shaft.
2. Tighten nut (5) or loosen nut (5) on pinion shaft (2) until the torque that is needed to turn the pinion shaft is achieved.
3. Install the bevel gear group in the carrier. Install the caps for the carrier bearings.
4. Install the adjusting nuts. Tighten the cap bolts for the carrier bearings to 100 N·m (74 lb ft).
5. Put the carrier in a position so that the centerline for the axle is vertical and bevel gear (3) is on the bottom.
6. Rotate bevel gear (3). Turn in adjusting nut (6) until you achieve backlash of 0 mm (0 inch). Back out nut (6) to the
nearest lock position.
7. Advance adjusting nut (1) in order to remove any end play. Rotate gear (3) and tighten nut (1) until a heavy drag is
felt. Release the tension from the adjusting nut. Finger tighten the nut in order to remove end play from the assembly.
8. Make an adjustment to nut (6) in order to adjust the backlash. Refer to Table 31 for the backlash value. Adjust nut (1)
in order to remove any end play.
9. Tighten nut (1) in order to preload the bearings. Use a dial indicator to ensure that the bearing cone moves. Refer to
Table 31 for the preload.
10. After the backlash and preload have been adjusted, check the torque that is needed in order to turn the pinion shaft.
Refer to Table 31 for the proper rolling torque for the pinion shaft.
11. The contact pattern between the pinion shaft and bevel gear must be checked. Apply marking compound to three
teeth that are adjacent to the bevel gear.
12. Rotate the pinion shaft for several revolutions in one direction. Rotate the pinion shaft for several revolutions in the
opposite direction. Turn the pinion shaft in one direction until the teeth that are marked can be viewed.
Illustration 58
13. The correct area of tooth contact starts near the inside end of the teeth of the bevel gear. The maximum correct area
of tooth contact is half the length of the teeth. See Illustration 58 for an example of the correct area of tooth contact.
Illustration 59
14. If the tooth contact looks like the contact pattern in Illustration 59, proceed to Step 16.
Illustration 60
15. If the tooth contact looks like the contact pattern in Illustration 60, proceed to Step 18.
16. Remove some of the shims from the pinion housing. Recheck the backlash between the bevel gear and the pinion.
Refer to Table 31 for the backlash values.
Note: Make sure that the backlash adjustment is correct before an adjustment is made to the area of tooth contact.
Several adjustments to the backlash and tooth contact may be necessary to get the correct adjustments. Always
remember that a change to gear clearance (backlash) will also change the gear contact. A change in gear contact will also
change gear clearance (backlash).
17. Repeat Step 11 through Step 16 until the correct pattern is achieved.
18. Add some shims to the pinion housing. Recheck the backlash between the bevel gear and the pinion. Refer to Table
31 for the backlash values.
Note: Make sure that the backlash adjustment is correct before an adjustment is made to the area of tooth contact.
Several adjustments to the backlash and tooth contact may be necessary to get the correct adjustments. Always
remember that a change to gear clearance (backlash) will also change the gear contact. A change in gear contact will also
change gear clearance (backlash).
19. Repeat Step 11 through Step 19 until the correct pattern is achieved.
20. After adjustments are made, remove the marking compound from the gears.
21. Install one bolt and lock in each of two adjusting nuts. Then tighten both bolts and bend the locks.
Backlash Check with an Assembled Power Train

Troubleshooting".
Table 32
Required Tools
127-8072 Backlash Gauge 1
Table 33
Specifications for Adjustments

Model Assembled backlash
120H
135H
0.25 + 0.10 - 0.07 mm (0.010 + 0.004 - 0.003 inch)
140H
160H
Illustration 61
Typical example
1. Remove the drive shaft.
2. Remove yoke (1). Remove housing (2).
3. Attach 127-8072 Backlash Gauge to the splines on pinion shaft (3).
4. Attach the dial indicator to the carrier.
5. Take three evenly spaced indicator readings at position B on the 127-8072 Backlash Gauge or take three indicator
readings at position 2B on the 127-8072 Backlash Gauge.
Note: If you take the readings at point (2B) divide each reading by two.
6. Refer to Table 33 for the backlash values.


Power Train Troubleshooting

SMCS Code: 3030-035
Problem
The transmission will not shift into any gear from the NEUTRAL position.
Probable Causes
· Low battery voltage

· Wiring harness connections
· Transmission control (lever)
· Electrical problem with the transmission modulator control
· Main relief valve
· Transmission oil pump
· Rotating seal leakage in the transmission
For information on the electronic control system, refer to the Power Train Electronic control System Systems Operation,
Testing and Adjusting.
Problem
The transmission has lost a single gear.
Probable Causes
· The wiring harness for the transmission control

· Electronic control module

Problem
The motor grader has lost multiple forward/reverse gear selections..
Probable Causes
· Wiring harness
· Solenoids
· Stations in the transmission control valve
· Internal transmission problem
Problem
The transmission slips.
Probable Causes
· Low oil pressure

· Valve for the centershift lock
· Differential lock valve

· Low clutch pressure
· Solenoid
· Driver in the electronic control module
· Damage to the transmission control valve
· Contamination in the transmission control valve
· Rotating shaft seal
· Rotating shaft O-ring
· Worn clutch
· Mechanical problem
· The calibration of the transmission modulator control
· Proportional solenoid valves
· Clutch piston seal
Problem
The motor grader creeps when the transmission modulator control is fully depressed.
Probable Causes
· Calibration for the transmission modulator control

· Proportional solenoid valves
· Wiring harness for the proportional solenoid valves
· Contamination in the proportional solenoid valve
· Driver in the electronic control module
· Internal clutch drag
Problem
When the transmission shifts a hesitation occurs.
Probable Causes
· Low initial pressures on speed clutches

· Low initial pressures on the clutches (range)
· Contamination in the transmission control valve
· Oil temperature sensor
· Modulation orifice
· Proportional solenoid valve
· Calibration of the proportional solenoid valve
· Drivers in the electronic control module

· Speed sensors
· Internal seal leakage on the transmission
· Internal pump leakage
· Valve for the centershift lock
· Differential lock valve
· The oil viscosity has been changed and the transmission control valve has not been recalibrated.
Problem
The transmission shifts are harsh.
Probable Causes
· Transmission speed sensor

· Wiring harness for the transmission speed sensor
· Oil temperature sensor
· Proportional solenoid valve
· Calibration of the proportional solenoid valve
· Broken spring in the transmission control valve

· A spool in the transmission control valve sticks.
· The piston on a clutch sticks.
· The oil viscosity has been changed and the transmission control valve has not been recalibrated.
Problem
The transmission shifts are sluggish.
Probable Causes
· Slow clutch disengagement

· The calibration of the transmission modulator control
· The calibration of the proportional solenoid valve
· The parking brake drags.
Problem
The transmission shifts at the wrong point when the autoshift control is in the ON position.
Probable Causes
· Transmission input speed sensor

· Transmission output speed sensor
· The electronic control module has the wrong transmission configuration code.
Problem
The transmission does not shift into all the gears when the autoshift is in the ON position.
Probable Causes

· Transmission control
· Transmission control is positioned below the programmed lowest gear.
Problem
The transmission shifts into the wrong gear when the autoshift is in the ON position.
Probable Causes



Transmission Charging Pump Pressure - Test

SMCS Code: 3115-081


Troubleshooting".
Table 15
Required Tools
1U-5481 Pressure Gauge Group 1
8T-0856 Pressure Gauge 0 to 6,000 kPa (0 to 870 psi) 1
1. Operate the machine until the transmission oil is at an operating temperature of 51 °C (124 °F).
Illustration 47
Left Rear of the Machine
(1) Test port
(2) Transmission pump
3. Attach 8T-0856 Pressure Gauge (0 to 6,000 kPa (0 to 870 psi)) to pressure tap (1) on transmission pump (2).
4. Start the engine. Set the throttle control to high idle. Turn the differential lock to the ON position. Refer to Table 16
for the correct transmission oil pressure. Record the gauge reading in Table 17.
Table 16
Transmission Oil Pressure (minimum)

2690 kPa (390 psi) 3240 kPa (470 psi)
Table 17
Transmission Oil Pressure

5. Operate the engine at low idle and repeat Step 1 through Step 4.


Transmission Pressures - Test

SMCS Code: 3030-081-PX; 3073-081-PX; 3074-081-PX

Personal injury can result from spring force released when

removing cap screws.
Internal spring force will be released when cylinder assembly

cap screws are removed causing injury.
Always restrain cover as cap screws are loosened.
Follow the established procedure in the Service Manual to

service these parts.


Illustration 49
(1) Guard
2. Remove guard (1) from transmission control valve (2). This will provide access to the control.
Illustration 50
Pressure Tap Port
(3) Caps
4. Remove caps (3) and install 6000 kPa (870 psi) pressure gauges on pressure tap (D) and pressure tap (G).
5. Operate the engine at low idle either in the PARK position or NEUTRAL position. Record the gauge pressures.
Pressure tap (D) is clutch 8 and pressure tap (G) is clutch 5. Remove the pressure gauges and replace caps (3).
6. Remove caps (3) and install 6000 kPa (870 psi) pressure gauges on the pressure tap (B), pressure tap (F) and pressure
tap (H).
7. Operate the engine at low idle in FIRST GEAR FORWARD. Record the gauge pressures. Pressure tap (B) is clutch 1.
Pressure tap (F) is clutch 6 and pressure tap (H) is clutch 7. Remove the pressure gauges and replace caps (3).
8. Remove caps (3) and install 6000 kPa (870 psi) pressure gauges on pressure tap (C) and pressure tap (E).
9. Operate the engine at low idle in SECOND GEAR FORWARD. Record the gauge pressure. Pressure tap (C) is clutch
2 and pressure tap (E) is clutch 4. Remove the pressure gauges and replace caps (3).
10. Remove cap (3) and install a 6000 kPa (870 psi) pressure gauge on the pressure tap (A).
11. Operate the engine at low idle in the FIRST GEAR REVERSE position. Record the gauge pressure. Pressure tap (A)
is clutch 3. Remove the pressure gauges and replace cap (3).
12. Refer to Table 21 for the correct pressures. If an adjustment is needed, refer to Systems Operation, Testing and
Adjusting, "Initial Pressures - Test and Adjust".
Table 21
(1) (1)
Test port Minimum Pressure Maximum Pressure
A-3 2145 kPa (311 psi) 2365 kPa (343 psi)
B-1 2080 kPa (302 psi) 2275 kPa (330 psi)
C-2 2255 kPa (327 psi) 2445 kPa (355 psi)
D-8 2570 kPa (373 psi) 2765 kPa (401 psi)
E-4 1855 kPa (269 psi) 2075 kPa (301 psi)
F-6 2580 kPa (374 psi) 2760 kPa (400 psi)
G-5 2710 kPa (393 psi) 2875 kPa (417 psi)
H-7 1455 kPa (211 psi) 1620 kPa (235 psi)
(1) All pressures are taken at low idle and at 51° C (123° F).
Table 22
Test port Minimum Pressure Maximum Pressure

A-3
B-1
C-2
D-8
E-4
F-6
G-5
H-7
13. Stop the engine. Install the differential drive shaft and engage the parking brake. Replace all the covers and the
guards.


Initial Pressures - Test and Adjust

SMCS Code: 3030-025-PX; 3030-081-PX
Table 25
Tools Needed
Qty Part Number Description
1 139-7050 Cover Plate
1 1U-5482 Pressure Adapter Group
1 1U-5481 Pressure Gauge Group
1 8T-0856 Pressure Gauge 0 to 6,000 kPa (0 to 870 psi)
Table 26
Initial Pressures
(1)
Test Port Pressure
A-3 380 ± 20 kPa (55 ± 3 psi)
B-1 375 ± 20 kPa (54 ± 3 psi)
C-2 405 ± 20 kPa (59 ± 3 psi)
D-8 335 ± 20 kPa (49 ± 3 psi)
E-4 380 ± 20 kPa (55 ± 3 psi)
F-6 360 ± 20 kPa (52 ± 3 psi)
G-5 385 ± 20 kPa (56 ± 3 psi)
H-7 320 ± 20 kPa (46 ± 3 psi)
(1) All pressures are taken at 2000 RPM and 51° C (123° F).
Table 27
Initial Pressures
Test Port Pressure
A-3
B-1
C-2
D-8
E-4
F-6
G-5
H-7
Table 28
Test Port Change in pressure for one 5J-1036 Shim Change in pressure for one 4M-1751 Spacer
A-3 88 kPa (12.8 psi) 44 kPa (6.4 psi)
B-1 88 kPa (12.8 psi) 44 kPa (6.4 psi)
C-2 94 kPa (13.6 psi) 47 kPa (6.8 psi)
D-8 111 kPa (16 psi) 55 kPa (8.0 psi)
E-4 77 kPa (11.2 psi) 39 kPa (5.6 psi)
F-6 111 kPa (16 psi) 55 kPa (8.0 psi)
G-5 116 kPa (16.9 psi) 58 kPa (8.4 psi)
H-7 61 kPa (8.8 psi) 30 kPa (4.4 psi)
1. Stop the machine. Engage the parking brake. Stop the engine.
Illustration 51
(1) Guard
2. Remove guard (1) from transmission control valve (2) in order to provide access to the control.
Illustration 52
(3) Wiring harness
(4) Bolts
(5) Cover
(6) Caps
(12) Bolt
4. Remove fourteen mounting bolts (4) that are used to retain cover (5). The top three bolts can not be removed without
removing the entire valve. These bolts should just be loosened. Remove bolt (12) from the transmission control valve.
5. Slide the 139-7050 Cover Plate under cover (5). The U-shaped slots should be facing upward so that the bolt holes
line up with the holes in the plate.
6. Tighten bolts (4) and bolt (12). Refer to Specifications, "Transmission Control Valve" for the correct torque.
Illustration 53
(7) 4M-1751 Spacer and 5J-1036 Shim
(8) Adjuster assembly
(9) Manifold
(10) Locknut
(11) Adjustment screw
7. Remove caps (6). Install the 8T-0856 Pressure Gauges (0 to 6,000 kPa (0 to 870 psi)) on taps (D) and (G).
8. Operate the engine at high idle in NEUTRAL. Record the pressures. Pressure tap (D) is clutch 8 and pressure tap (G)
is clutch 5. Remove the pressure gauges and replace the caps (6).
9. Remove caps (6) and install the 8T-0856 Pressure Gauges (0 to 6,000 kPa (0 to 870 psi)) on pressure tap (B), pressure
tap (F) and pressure tap (H).
10. Operate the engine at high idle in the FIRST GEAR FORWARD position. Record the gauge pressures. Pressure tap
(B) is clutch 1. Pressure tap (F) is clutch 6 and pressure tap (H) is clutch 7. Remove the pressure gauges and replace caps
(6).
11. Remove caps (6) and install the 8T-0856 Pressure Gauges (0 to 6,000 kPa (0 to 870 psi)) on pressure tap (C) and
pressure tap (E).
12. Operate the engine at high idle in the SECOND GEAR FORWARD position. Record the gauge pressures. Pressure
tap (C) is clutch 2 and pressure tap (E) is clutch 4. Remove the pressure gauges and replace caps (6).
13. Remove caps (6) and install a 8T-0856 Pressure Gauge (0 to 6,000 kPa (0 to 870 psi)) pressure gauge on pressure tap
(A).
14. Operate the engine at high idle in the FIRST GEAR REVERSE position. Record the gauge pressures. Pressure tap
(A) is clutch 3. Remove the pressure gauges and replace caps (6).
Illustration 54
Pressure Tap Ports
(12) Bolt
15. Refer to Table 26 for the correct pressures. If an adjustment is needed, follow Step 16 and Step 17.
16. If the pressures do not agree with the pressures that are listed in Table 26, use the following procedure to adjust the
pressures.
a. Loosen locknut (10) on adjuster assembly (8).
b. While you monitor the pressure, adjust the pressure by turning adjustment screw (11). To lower the pressure,
turn the adjustment screw clockwise. One turn of the adjustment screw will change the pressure approximately
132 kPa (19 psi).
c. Tighten locknut (10). Refer to Specifications, "Selector and Pressure Control Valve" for the correct torque. For
all clutches except clutch (D) and clutch (G), shift the transmission to the NEUTRAL position for a minimum of
15 seconds. Then, shift the transmission back to the gear that is specified in Step 7 through Step 15. For clutch (D)
and clutch (G), shift the transmission to the FIRST GEAR FORWARD for a minimum of 15 seconds and then
shift the transmission back to NEUTRAL. Make sure that the pressures agree with the pressures that are listed in
Table 26.
d. If the pressure cannot be adjusted to the acceptable limits with adjustment screw (11), stop the engine and
remove manifold (9). This will allow you to access the selector spool. Remove the selector spool. Add shims and
spacers or remove shims and spacers, as required.
e. Install the manifold. Adjust the initial pressure according to the procedure that is listed in Steps 16.a through
16.c.
18. Stop the engine. Remove the 139-7050 Cover Plate.
19. Use new 9P-9150 Washers and install the transmission control valve on the transmission. Tighten bolts (4). Refer to
Specifications, "Transmission Control Valve" for the correct torque.
20. To verify the clutch pressures, refer to System Operation, Testing and Adjusting, "Transmission Pressures - Test".
21. Install the guards and the differential drive shaft.
Note: This procedure should be followed whenever a transmission control valve is repaired by replacing any of the
springs or any of the spools that are contained within the individual clutch stations.
Note: If the transmission clutch pressure is out of range, the most likely cause of the failure will be a failed modulation
spring, debris in the control valve or a seal failure within the transmission.


Final Drive Bearings - Adjust



Before you begin the adjustment procedure, refer to Systems Operation, Testing and Adjusting, "Machine Preparation
for Troubleshooting".
Table 35
Required Tools
5P-4204 Wrench 1
9U-5015 Torque Wrench Gp 3/4 Inch Drive 1
Table 36
Bearing Preload for the Final Drive

Final Drive Group Part Number for Nut Adjustment Torque Final Torque
8W-4980
2G-6396 170 N·m (125 lb ft) 102 N·m (75 lb ft)
8X-1865
8W-4368
8D-3540 204 N·m (150 lb ft) 136 N·m (100 lb ft)
8W-4100
1. Park the machine on a level surface.
2. Support the machine so that the rear wheels are off the ground. The machine must be in a stable position in order to be
able to turn the rear tires.
Illustration 65
View of the left rear of the machine
(1) Tandem cover
3. Drain the oil from the tandem housing into a suitable container. Remove the tandem cover (1).
Note: Do not reuse drained fluids. Discard drained fluids according to local regulations.
Illustration 66
View of the left rear of the machine
(2) Lock
(3) Bolt
(4) Nut
4. Remove bolt (3). Remove lock (2).
5. Attach the wrench for your machine to the appropriate torque wrench.
6. Turn the tires while you tighten nut (4). Tighten the nut to the adjustment torque that is specified in Table 36.
7. In order to seat the sprockets, hit the hub of the sprocket with a large punch and hammer.
8. Repeat Steps 6 and 7 until nut (4) does not turn at the adjustment torque.
9. Loosen nut (4) by one locking position.
10. Tighten nut (4) to the final torque that is specified in Table 36.
11. If nut (4) is in a locking position, install lock (2) and install bolt (3).
12. If nut (4) is not in a locking position, tighten nut (4) to the next locking position. With the nut in the locking position,
install lock (2), and install bolt (3).
13. Install tandem cover (1). Fill the tandem housing with oil to the correct level.
14. Repeat Step 2 through Step 13 for the other final drive.


Clutch Control (Modulation) - Test

SMCS Code: 3162-081; 3191-081
Note: Adjustment of the inching pedal may be necessary after replacement of any of the following items: mechanism for
the inching pedal, inching cable and transmission control valve for the inching pedal.
Illustration 63
1. Loosen the 9S-1354 Nut (2) and the 9S-1354 Nut (3) on the 144-5323 Cable (1). The cable end is located in the 8D-
9973 Housing (4).
2. Adjust the nut (2) in order to show a minimum of two threads of the inching cable (1). Tighten the inside nut (3).
3. Loosen the 6V-8187 Nut (5) that is located on the end of the inching cable (1).
4. Screw the 5P-7704 Rod End (6) to the end of the cable. Adjust the 5P-7704 Rod End (6) until the rod end is
approximately 4.8 mm (0.19 inch) from the end of the cable.
5. Tighten the 6V-8187 Nut (5).
Illustration 64
6. Adjust the pedal stop position until there is no pressure at pressure test port (B) on the transmission valve. The pedal
stop position can be adjusted in one of the following two ways.
a. Procedure (A).
· Position the machine on stands.

· Slowly depress the inching pedal until the tires start rotating.
b. Procedure (B).
· Connect a pressure gauge on the pressure test port (B) of the valve assembly for the transmission.
· Place the machine into FIRST GEAR FORWARD.
· Slowly depress the inching pedal until the pressure drops to zero and maintain the pedal position.

Conventional Duo-Cone Seals

Conventional Duo-Cone Seals, Assembly & Installation 7561-016 -012
NOTE: Special care and cleanliness are essential for correct disassembly and assembly of the transmission, differential
and other gear components. Failure to follow these procedures may result in early hour wear and failure. Thoroughly
clean the exterior of the transmission and differential prior to any disassembly. Any exterior dirt which would enter the
transmission or differential could cause damage and failure of the unit. Disassemble and assemble the unit in as clean an
area as possible. It is essential to replace all parts which have become defective along with O-rings and seals. All
machined parts showing signs of scratches or other wear must be replaced. The cavities of the housing, especially the
corners, must be carefully cleaned and rinsed. If the disassembly and assembly is a result of a serious breakdown, it is
essential that all portions of the unit be cleaned and flushed to eliminate any broken parts or metal particles. Carefully
lubricate all parts during reassembly. Cover all faces of housings and covers, which must be oil-tight towards the
outside, with the proper sealing compound, gasket or O-ring. Prior to operation, ensure that the unit has been filled with
the proper lubricant. Consult the Operation & Maintenance Manual for the proper levels.
Introduction
This instruction gives the procedure for installing Conventional Duo-Cone Seals.
It is most important that correct assembly and installation procedures are followed when Duo-Cone Seals are used. Many
of the Duo-Cone Seal failures are the direct result of one or more mistakes made during assembly or installation of the
seal components.
(1) Seal
(2) Rubber Toric Ring
(3) Housing Retaining Lip
(4) Housing Ramp
(5) Seal Ring Housing
(6) Seal Ring Face
(7) Seal Ring Ramp
(8) Seal Ring Retaining Lip
(9) Installation Tool
1. Remove any oil film, dust or other foreign matter from rubber toric rings (2) and from ramps (4) and (7) and lips (3)
and (8) of both seal rings (1) and housings (5). Use Trichloroethane and clean cloth or paper towels for wiping.
Never permit oil to get on the toric rings or ramps before both seal
rings are put together in their final assembled position (Step 10).
Avoid prolonged skin contact with Trichloroethane. Avoid

breathing the vapors in enclosed areas without adequate
ventilation and do not smoke. Do not use near open flame or
welding operations or other heated surfaces exceeding 482° C
(900° F).
2. Put toric ring (2) on seal ring (1), at the bottom of seal ring ramp (7) and against retaining lip (8).
Make sure that toric ring (2) is straight on seal ring (1) and is not
twisted. Be careful when you work on the rubber toric ring. Nicks,
cuts and scratches can cause leaks.
3. Put installation Tool (9) onto seal ring (1) with toric ring (2). Lower the rings in a container with Trichloroethane until
all surfaces of toric ring (2) are wet.
Do not use Stanisol or any other liquid that leaves an oil film or
does not evaporate quickly.
4. With all surfaces of toric ring (2) wet, use installation Tool (9) to position seal ring (1) and toric ring (2) squarely
against housing (5) as shown. Use sudden and even pressure to pop (push) toric ring (2) under retaining lip (3) of
housing (5).
5. Check assembled height (A) in at least four places, 90 degrees apart. The difference in height around the ring must
not be more than 1 mm (.04").
6. If small adjustments are necessary, do not push directly on seal ring (1); use installation Tool (9).
7. Toric ring (2) can twist if it is not wet all around during installation or if there are burrs or fins on retaining lip (3) of
housing (5).
Misalignment, twists and bulges of the toric ring will cause Duo-
Cone Seal failures. If correct installation is not obvious, remove seal
from housing and repeat steps 3 through 6.
IMPORTANT: Toric rings (2) must never slip on the ramps of either seal rings (1) or seal ring housings (5). To prevent
slippage, wait a minimum of two minutes to let the Trichloroethane evaporate before further assembly. Once correctly in
place, the toric ring must roll on the ramps only.
8. Wipe seal faces (6) of seal rings (1) clean. Use a lint free cloth or paper towel. No particles of any kind are permissible
on the sealing surfaces. Even a small piece from a paper towel can hold the seal faces apart and cause leakage.
9. Put a thin film of clean oil on the seal faces. Use an applicator, a disposable tissue or a clean finger to distribute the oil
evenly. Be careful not to get any oil on the rubber toric rings.
10. Make sure both housings (5) are in correct alignment and are concentric. Move the parts slowly and carefully toward
each other.
Do not slam seals together. High impact can scratch or break the
seal components.
11. Once in place, fasten all parts tightly.


Rear Tires & Rims

Remove & Install Rear Tires & Rims -RE 4202-010
1. Raise the machine and install Tooling (A) under the main frame, as shown.
2. Attach lifting slings and a hoist to the tire and rim, as shown.
3. Remove ten bolts (1) and their washers from the rim.
4. Remove the tire and the rim from the wheel spindle. The weight of the tire and rim is 182 kg (400 lb).
NOTE: The following steps are for the installation of the rear tires and rims.
5. Attach lifting slings and a hoist to the tire and rim.
6. Position the tire and rim to the wheel spindle.
7. Install ten bolts (1) and their washers in the rim. Ten bolts (1) must be tightened to a torque of 700 ± 90 N·m (515 ±
66 lb ft).
8. Remove the lifting slings. Raise the machine in order to remove Tooling (A). Lower the machine to the floor.


Drive Chains
Remove Drive Chains 3261-011
Start By:
a. remove tires and rims
1. Drain the oil from the tandem housing in a suitable container for storage or disposal. Each tandem housing on a 120H
holds 49 L (52 qt) of oil. Each tandem housing on a 135H holds 61 L (65 qt) of oil.
2. Remove bolts (1), the washers and cover (2) from the top of the tandem housing.
3. Remove bolts (3), the washer and cover (4) from each side of the tandem housing.
4. Turn the wheel spindle until the master link of the chain is at the openings.
5. Remove cotter pins (5) from the master link.
6. Install Tooling (A) on the master link as shown.
7. Remove master link bar (6).
8. Remove the master link and Tooling (A).
9. Turn the wheel spindle counterclockwise while pulling drive chain (7) out of the tandem housing. The weight of the
drive chain (7) is 23 kg (50 lb).
10. Perform Steps 1 through 9 for the removal of other drive chains.
Install Drive Chains 3261-012
1. Position drive chain (7) on the drive sprocket and the wheel spindle sprocket with the ends of drive chain (7) at the
openings.
2. Install Tooling (B) on drive chain (7). Put the master link in position in the ends of the drive chain.
NOTE: Install the master link so the end where the cotter pins are installed is toward the other drive chain. Make sure
the master links of the two drive chains are not side by side on the same tooth of the drive sprockets or they can hit each
other. A bar can be used to keep the wheel spindle from turning.
3. Install Tooling (A) on drive chain (7).
4. Remove Tooling (B).
5. Install link bar (6) on the master link. Remove Tooling (A).
6. Install cotter pins (5) in the master link.
7. Put cover (2) and the gasket in position on the tandem housing. Install bolts and washers (1) that hold cover (2).
8. Put covers (4) and the gaskets in position on each side of the tandem housing. Install bolts and washers (3) that hold
covers (4).
9. Perform Steps 1 through 8 for the installation of the drive chains in the other tandem.
10. Fill the tandem housings with oil to the proper level. Refer to the "Operations & Maintenance Manual" for the
procedure, proper lubricant and filling levels.
End By:
a. install rear tires and rims


Brake & Wheel Spindle Housings

Remove Brake & Wheel Spindle Housings 4002-011
Start By:
a. remove drive chains
1. Remove two bolts (2), the washers and guard (1) from brake and wheel spindle housing (3).
Do not disconnect any air line to the machine until the air
pressure in the air tank is to zero. Release the air pressure in the
air tank by opening the bleed valves. The bleed valves are on the
air tank underneath the rear bumper. Close the bleed valves.
2. Disconnect air line (4) from brake and wheel spindle housing (3). Disconnect the other end of the air line from the
block on the tandem housing.
3. Attach Tool (A), a lifting chain and a hoist to brake and wheel spindle housing (3).
4. Remove bolts (5) and the washers from brake and wheel spindle housing (3).
5. Remove brake and wheel spindle housing (3) from the tandem housing. The weight of brake and wheel spindle
housing (3) is 159 kg (350 lb).
6. Repeat Steps 1 through 5 in order to remove the remaining brake and wheel spindle housing.
Install Brake & Wheel Spindle Housings 4002-012
1. Attach Tool (A), a lifting chain and hoist to brake and wheel spindle housing (3).
2. Position brake and wheel spindle housing (3) on the tandem housing.
3. Install bolts (5) and the washers that hold brake and wheel spindle housing (3) to the tandem housing.
4. Remove the hoist, chain and Tooling (A) from the tandem housing.
5. Install air line (4) on brake and wheel spindle housing (3) and the block on the tandem housing.
6. Position guard (1) on brake and wheel spindle housing (3). Install two bolts (2) and the washers that hold guard (1) to
brake and wheel spindle housing (3).
End By:
a. install drive chains
Disassemble Brake & Wheel Spindle Housings 4002-015
Start By:
a. remove brake and wheel spindle housings.
1. Remove wire (3) from bolts (1). Remove bolts (1). Remove the retainer (2) and shims that are under retainer (2).
2. Remove sprocket (4). The weight of sprocket is 16 kg (36 lb).
3. Remove bearing cone (5) from the spindle and cover (6). Remove O-ring seal (7) from cover (6).
4. Remove the bolts and plate (8) that hold cover (6) to the housing.
5. Install two 5/8 in - 11 NC Forged Eyebolts in cover (6). Fasten a hoist to the eyebolts and remove cover (6). The
weight of cover (6) is 23 kg (50 lb). Remove bearing cup (10) from cover (6).
6. Remove O-ring seal (9) from cover (6).
7. Remove hub (11) from the wheel spindle.
8. Remove ten discs (12) and nine disc assemblies from the housings.
9. Use Tool (A) in order to put springs (15) in compression.
10. Remove rings (14) from the studs with pliers. Carefully release the compression from springs (15).
11. Remove Tool (A). Remove washers (13) and springs (15) from the studs.
12. Install two 5/8 in - 11 NC Forged Eyebolts (16) in housing (17). Fasten a hoist to the eyebolts.
13. Remove housing (17) from the wheel spindle. The weight of housing (17) is 45 kg (100 lb).
14. Remove Duo-Cone seals (18) from the wheel spindle and housing (17).
15. Install Tooling (B) and blocks on housing (17) as shown.
16. Use Tooling (B) in order to remove piston (19) from housing (17).
17. Remove O-ring seals (20) and (21) from piston (19). Remove the bearing cup from housing (17).
18. Use Tooling (C) in order to remove bearing cone (23) from wheel spindle (22).
19. Perform Steps 1 through 18 for the other brake and wheel spindle housings.
Assemble Brake & Wheel Spindle Housings 4002-016
1. Lower the temperature of bearing cup (24) and install it in housing (17).
2. Make sure the Duo-Cone seals for wheel spindle housing (17) and the wheel spindle are clean and dry. Make sure all
metal surfaces that the seals make contact with are clean and dry. Use Tool (A) in order to install Duo-Cone seal (18) in
wheel spindle housing (17).
3. Use Tool (A) in order to install Duo-Cone seal (18) on wheel spindle (22). Put a small amount of clean oil on the
metal surfaces of the seals that make contact with each other.
4. Heat bearing cone (23), to a maximum temperature of 135° C (275° F). Install bearing cone (23) on the shaft of wheel
spindle (22).
5. Install small O-ring seal (21) on, piston (19). Install large O-ring seal (20) on piston (19). Install piston (19) in housing
(17).
6. Install two 5/8 in - 11 NC Forged Eyebolts in housing (17). Fasten a hoist to the eyebolts.
7. Put housing (17) in position on wheel spindle (22). Be careful not to damage the Duo-Cone seals. Remove the hoist
and the eyebolts.
8. Put springs (15) in position on the studs.
9. Put washers (13) in position on the springs.
10. Put springs (15) in compression with Tooling (B).
11. Install rings (14) on the studs with pliers.
12. Slowly release the pressure on the springs.
13. Remove Tooling (B).
14. Install hub (11) on the wheel spindle.
15. Put clean SAE 30 Weight Oil on the discs and on the disc assembly.
16. Put discs (12) and disc assemblies (24) in position in wheel spindle housing (17), starting with a disc. There are ten
discs and nine disc assemblies. Make sure there is a disc assembly between each disc.
17. Install O-ring seal (9) in cover (6).
18. Lower the temperature of bearing cup (10) and install it in cover (6).
19. Install O-ring seal (7) on cover (6). Put clean oil on the two O-ring seals.
20. Install two 5/8 in - 11 NC Forged Eyebolts in cover (6). Fasten a hoist to the eyebolts.
21. Put cover (6) in position on wheel spindle housing (17). Remove the hoist and the eyebolts.
22. Install the bolts and plate (8) that hold cover (6) to the housing.
23. Install bearing cone (5) on the wheel spindle and in cover (6).
24. Put sprocket (4) in position on the splines of the wheel spindle.
NOTE: The sprocket for the front brake and wheel spindle housing must be installed with the teeth next to the cover.
The sprocket for the rear brake and wheel spindle housing must be installed with the teeth away from the cover.
25. Put retainer (2) in position on the wheel spindle without shims (25). Install bolts (1). Tighten the bolts to a torque of
47 N·m (35 lb ft) while rotating the housing relative to the spindle. Without furter rotation, remove the bolts and the
retainer. Measure the distance between the end of the sprocket and the wheel spindle. Install the retainer and shims (25)
that are the same thickness as the distance measured minus 0.25 to 0.38 mm (.010 to .015 in). If additional shims are
required, use 9D-7047 shims. Install bolts (1) that hold retainer (2) on the wheel spindle. Tighten the bolts to a torque of
130 ± 7 N·m (95 ± 5 lb ft). Install the wire on bolts (1).
End By:
a. install brake and wheel spindle housings


Differential Drive Shaft

Remove & Install Differential Drive Shaft 3251-010
1. Remove bolts (1), the washers, bolts (2) and the washers from two guards (3). Remove two guards (3) from the front
of the transmission.
2. Remove four bolts (4), the nuts, four bolts (5) and the washers from universal joint group (6). Remove universal joint
group (6) from between the differential and the transmission.
3. Remove yoke (7) from the differential.
4. Remove bolt (8) that holds yoke (9) to the transmission. Remove yoke (9) and its O-ring seal from the transmission.
NOTE: The following steps are for the installation of the differential drive shaft.
5. Position yoke (9) and its O-ring seal in the transmission. Install bolt (8) that holds yoke (9) to the transmission.
Tighten bolt (8) to a torque of 120 ± 20 N·m (90 ± 15 lb ft).
6. Position universal joint group (6) to yokes (7) and (9).
7. Install bolts (4), the nuts, four bolts (5) and the washers in universal joint group (6). Tighten bolts (4) and (5) to a
torque of 160 ± 25 N·m (120 ± 18 lb ft).
8. Position two guards (3) to the front of the transmission. Install bolts and washers (1) that hold two guards (3) together.
Install bolts and washers (2) that hold guards to the front of the transmission.


Parking Brake
Remove Parking Brake 4267-011

transmission and when disconnection and transmission oil lines
Hot oil can cause burns. Stay clear of any oil that may spill
during disconnected of transmission oil lines or draining of oil.
1. Drain the transmission oil in a suitable container for storage or disposal. The capacity of the power train system on the
120H and 135H Motor Graders is 47 Liters (50 qt).
2. Remove bolts (1), the washers, bolts (2) and the washers from two guards (3). Remove two guard (3) from the front of
the transmission.
3. Remove four bolts (4), the nuts, four bolts (5) and the washers from universal joint group (6). Remove universal joint
group (6) from the shaft.
Do not disconnect any air line from the machine until all the air
pressure in the air tank is to zero. Release air pressure from the
air tank by loosening the bleed valves. The bleed valves are
underneath the rear bumper on the sides of the air tank.
4. Release the air pressure from the air tank.
5. Disconnect air line (8) from the parking brake housing.
6. Remove bolt (9) and the washer that hold yoke (10) to the transmission shaft.
7. Remove yoke (10) and its O-ring seal from the transmission shaft.
8. Remove yoke (7) from the differential.
9. Remove all but two of bolts (11) from parking brake housing (12). Leave one bolt at the top and bolt at the bottom of
parking brake housing (12).
10. Attach Tooling (A) to parking brake housing (12).
11. Remove remaining bolts (11) from parking brake housing (12). Remove parking brake housing (12) from the
transmission.
12. Remove plug (13) and O-ring seal (14) from parking brake housing (12).
13. Remove plug (15) and O-ring seal (16) from parking brake housing (12).
14. Remove six bolts (19) and the washers from piston (17). Remove piston (17) from parking brake housing (12).
15. Remove O-ring seal (18) from parking brake housing (12).
16. Remove plug (20) from piston (17).
17. Turn piston (17) over 180 degrees. Separate piston (21) from piston (17).
18. Remove O-ring seal (22) from piston (21).
19. Remove twenty springs (23) and twenty springs (24) from parking brake housing (12).
21. Remove lip seal (26) from parking brake housing (12).
24. Remove six clutch plates (29) and five friction discs (30) from the transmission.
25. Remove six reaction dowels (31) from the transmission.
26. Remove clutch hub (32) from the transmission.
Install Parking Brake 4267-012
NOTE: During the installation of the parking brake, check the condition of all of the O-ring seals used in the assembly.
If any of these seals are damaged, use new parts for replacement.
1. Install clutch hub (32) to the transmission.
2. Install six reaction dowels (31) in the transmission.
3. Starting with a clutch plate, install six clutch plates (29) and five friction disc (30) in the transmission.
4. Install lip seal (26) to the parking brake housing (12). The sealing lip must face toward the transmission side of the
parking brake housing. Lubricate the lip of the lip seal with clean transmission oil.
5. Install O-ring seal (27) in parking brake housing (12). Lightly lubricate O-ring seal (27) with clean transmission oil.
6. Install O-ring seal (28) in parking brake housing (12).
7. Install O-ring seal (25) to parking brake housing (12). Lightly lubricate O-ring seal (25) with clean transmission oil.
8. Install twenty springs (23) and twenty springs (24) in parking brake housing (12).
9. Install O-ring seal (22) to piston (21). Lightly lubricate O-ring seal (22) with clean transmission oil.
10. Install piston (21) in piston (17).
11. Install plug (20) in piston (17).
12. Install piston (17) in parking brake housing (12). Install six bolts (19) and the washers that hold piston (17) to
parking brake housing (12).
13. Install O-ring seal (18) in parking brake housing (12).
14. Install O-ring seal (16) on plug (15). Install plug (15) in parking brake housing (12).
15. Install O-ring seal (14) on plug (13). Install plug (13) in parking brake housing (12).
16. Install Tooling (A) to parking brake housing (12).
17. Position parking brake housing (12) to the transmission.
18. Install bolts (11) that hold parking brake housing (12) to the transmission.
19. Remove Tooling (A) from parking brake housing (12).
20. Install yoke (10) with its O-ring seal to the transmission shaft.
21. Install bolt (9) and the washer that hold yoke (10) to the transmission shaft. Tighten bolt (9) to a torque of 120 ± 20
N·m (90 ± 15 lb ft).
22. Install yoke (7) to the differential.
23. Position universal joint group (6) to the drive shaft. Install bolts (4), the nuts, bolts (5) and the washers that hold
universal joint group (6) the drive shaft. Tighten bolts (4) and (5) to a torque of 160 ± 25 N·m (120 ± 18 lb ft).
24. Connect air line (8) to its fitting on parking brake housing (12).
25. Position two guards (3) to the front of parking brake housing (12). Install bolts and washer (1) that hold two guards
(3) together. Install bolts and washers (2) that hold the guards to the front of parking brake housing (12).
26. Fill the transmission with oil to the proper level. Refer to the "Operations and Maintenance Manual" for the proper
procedure of filling the transmission.


Tandem Drive Housings

Remove & Install Tandem Drive Housings 4064-010
Start By:
a. remove drive chains
Do not disconnect any air line from the machine until all the air
pressure in the air tank is to zero. Release air pressure from the
air tank by loosening the bleed valves. The bleed valves are
underneath the rear bumper on the sides of the air tank.
1. Disconnect air line (1) from the junction block.
2. Attach chains and a hoist to tandem drive housing (2). Install Tooling (A) on the brake and wheel spindle housing and
to the hoist.
Back Side Of Tandem Drive Housing
3. Remove bolts and washers (3) that hold tandem drive housing (2) to final drive (4).
4. Remove tandem drive housing (2). The weight of tandem drive housing (2) is 594 kg (1310 lb).
NOTE: The following steps are for the installation of the tandem drive housings.
5. Attach chains and a hoist to tandem drive housing (2). Install Tooling (A) on the brake and wheel spindle housing and
to the hoist. Position the tandem drive housing to the final drive.
6. Apply 4C-5593 Thread Lubricant on bolts (3) and both faces of the washers. Install bolts and washers (3) to final
drive (4) and tandem drive housing (2). Tighten the bolts to a torque of 300 ± 15 N·m (220 ± 11 lb ft).
7. Connect air line (1) to the block on tandem drive housing (2).
End By:
a. install drive chains


Drive Sprockets
Remove Drive Sprockets 4072-011
Start By:
a. remove tandem housings
1. Remove bolt (1) and the clamp from spanner nut (2).
2. Use Tool (A) in order to remove spanner nut (2) from the drive sprocket shaft.
3. Remove sprockets (3) and (4) from the drive sprocket shaft. The weight of each sprocket is 15 kg (33 lb).
Install Drive Sprockets 4072-012
1. Position sprocket (3) on the drive sprocket shaft with the hub of the sprocket facing away from the final drives.
2. Position sprocket (4) on the drive sprocket shaft with the hub of the sprocket facing toward the hub of sprocket (3).
3. Install spanner nut (2) that holds sprockets (4) and (3) on the drive sprocket shaft.
4. Use Tool (A) in order to tighten spanner nut (2) to the proper torque. The procedure is as follows:
a. Rotate the shaft and rap the sprockets while tightening nut (2) in order to preload the bearings. Tighten nut (2) to a
torque of 12 ± 1 N·m (100 ± 10 lb in).
b. Back the nut off one locking position and rap sprockets. This is done to assure that the bearings are fully seated.
c. Tighten nut (2) to a final rolling torque of 4 ± 1 N·m (35 ± 10 lb in) above seal drag.
5. Install bolt (1) and the clamp on spanner nut (2).
End By:
a. install tandem housings


Final Drives
Remove & Install Final Drives 4050-010
Start By:
a. remove tandem drive housings
1. Install O.T.C. 1790 Transmission Jack (1) as shown. Secure the jack to final drive (2).
NOTE: It may be necessary to use forcing screws to loosen final drive (2) from the bevel gear case.
2. Remove nuts and washers (3) from the final drive flange.
3. Remove final drive (2) from the bevel gear case. Remove the O-ring seal from the back side of the final drive flange.
NOTE: The following steps are for installation of the final drives.
4. Check the condition of the O-ring seal that is used behind the back side of the final drive flange. If the seal is
5. Install the O-ring seal in the back side of the final drive flange.
6. Install final drive (2) on O.T.C. 1790 Transmission Jack (1). Position final drive (2) to the bevel gear case.
7. Lubricate the faces of the washers and the threads of the nuts with 4C-5593 Thread Lubricant. Install nuts and
washers (3) to the final drive flange. Tighten the nuts to a torque of 300 ± 15 N·m (220 ± 11 lb ft).
End by:
a. install tandem drive housings
Disassemble Final Drives 4050-015
Start By:
a. remove final drives
1. Remove sun gear shaft (1) from tandem housing assembly (2).
2. Remove planet carrier assembly (3) from tandem housing assembly (2).
3. Remove six bolts (5), the washers and three retainers (6) from the planet carrier assembly (3).
4. Remove three shafts (4) in order to remove three gear assemblies (7) from the planet carrier assembly (3). Not the
location of the components of the gear assemblies for assembly purposes.
5. Each gear assembly (7) consists of two washers (8), two bearings (9), gear (10) and shaft (4).
6. Remove retaining ring (11) and washer (12) from planet carrier assembly (3).
7. Remove eight bolts and washers (13) and four plates (14) in order to remove ring gear (15).
8. Remove ring gear (15) from tandem housing assembly (2).
9. Remove bolt (18), the washer and lock (16) that hold spanner nut (17) to the drive shaft. Note that the spline
lubrication holes (X) in both sprockets are in alignment.
10. Remove spanner nut (17) from the drive shaft.
11. Remove two sprockets (19) from drive shaft (20). The weight of each sprocket is 15 kg (33 lb).
12. Remove drive shaft (20) and two bearing cones from tandem housing assembly (2). One bearing cone will come out
with shaft (20). The remaining bearing cone has to be removed from the other end of tandem housing assembly (2). This
will be done during Step 23.
13. Remove bearing cone (21) from the drive shaft (20).
14. Remove 16 bolts and washers (22), retainer (23) and the shim pack (not shown) from tandem housing assembly (2).
15. Install Tooling (A) and a hoist to tandem housing assembly (25).
16. Remove thrust washer (24) from tandem housing assembly (25).
17. Remove the housing from tandem housing assembly (25).
18. Remove lip seal (26) from tandem housing assembly (25).
19. Remove two wear rings (27) from housing (29).
20. Remove thrust washer (28) from housing (29).
21. Remove bearing cup (30) from housing (29).
22. Remove lip seal (31) from housing (29).
23. Remove inner bearing cup (32) from housing (29).
Assemble Final Drives 4050-016
NOTE: It is imperative that all power train parts be clean and free of rust before and during assembly. Parts suspected of
poor quality should be verified for conformance before using.
NOTE: Do not use preheating of bearing cones or precooling of bearing cups when you assemble the final drive unit in
a shop. Use a suitable power press to install the cones on shafts and cups in the housing bores.
NOTE: Preheating or precooling of bearing cones or cups may be used to aid assembly where a power press is not
available. Limit the heating of the cones to 135° C (275° F) for no more than one hour. It is important to reseat the cone
or the cup with a suitable driver after the bearing and adjacent parts have reached a uniform temperature.
Tandem Housing Assembly
1. Lower the temperature of bearing cup (32) and install it in housing (29). Check for full seating of the cup with a
0.0005 mm (.0002 in) Feeler Gage.
2. Place housing (29) in vertical position with the flange down. Install lip seal (31) in housing (29). The lip of the seal
must face outward. Lubricate the sealing lip with the lubricant being sealed.
3. Lower the temperature of bearing cup (30) and install it in housing (29). Check for full seating of the cup with a
0.0005 mm (.0002 in) Feeler Gage.
4. Coat the surfaces of thrust washer (28) with 6V-4876 Lubricant and install it on housing (29).
5. Coat the inner and outer surfaces of two wear rings (27) with 6V-4876 Lubricant and install them on housing (29).
The diagonal cuts in the wear rings must be located 90 degrees apart. Refer to the illustration D34768 for an example of
the locating positions.
6. Install lip seal (26) in tandem housing assembly (25). The seal must be installed flush with the end of the tandem
housing assembly (25). The sealing lip must face outward.
7. Install Tooling (A) and a hoist to tandem housing assembly (25). Carefully install tandem housing assembly (25) on
the final drive assembly. Make sure wear rings (27) remain in the 90 degree location to each other.
8. Coat surfaces of thrust washer (24) with 6V-4876 Lubricant and install it in tandem housing assembly (25).
NOTE: For rebuild of the oscillation joint, start with the same shim pack that was removed from the original assembly.
9. Install the shim pack and retainer (23) with the bolt holes aligned. Install 16 bolts and washers (22). Tighten the bolts
to a torque of 270 ± 15 N·m (200 ± 11 lb ft). Use a dial indicator to check if the housing end play is within 0.0 to 0.060
mm (0.0 to .0025 in). Adjust the shim pack thickness and repeat the procedure if the end play is not within specification.
10. Preheat and install bearing cone (21) on shaft (20). Check for full seating of the cone with a 0.0005 mm (.0002 in)
Feeler Gage. With the shaft in a vertical position, set the tandem housing assembly down on bearing cone (21).
11. Start the second bearing cone on the top of shaft (20). Do not preheat this bearing cone. It can be seated in position
by using the sprocket during step 12. Make sure that the bearing cone is seated in the cup.
12. Place the first sprocket on shaft (20). The large diameter must face downward.
13. Place the second sprocket on shaft (20). The hub must face downward and the large diameter must face upward.
Make sure that spline lubrication holes (X) are in alignment.
14. Install the spanner nut and adjust the bearing preload.
a. Install spanner nut (17) to the drive shaft.
b. Rap the sprockets with a hammer while you rotate the shaft. Continue to turn the shaft. Tighten nut (17) in order to
achieve a rolling torque of 7.9 ± 1.1 N·m (70 ± 10 lb in).
c. Back nut (17) by one lockring position. Rap the sprockets in order to ensure that the bearings are seated properly.
d. Check the final rolling torque. The final rolling torque should be 2.3 ± 1.1 N·m (20 ± 10 lb in). As required, adjust nut
(17) in order to achieve the correct final rolling torque.
NOTE: The rolling torque in the T&A, "Final Drive Preload-Check" includes more components. The rolling torque is
substantially higher. Do not confuse the two values for rolling torque.
15. Install bolt and washer (18) and lock (16) that hold spanner nut (17) to the drive shaft. Tighten bolt (18) to a torque
of 50 ± 10 N·m (37 ± 7 lb ft).
16. Place tandem housing assembly (25) in a vertical position, Place the sprockets on wooden blocks. Position ring gear
(15) to tandem housing assembly (25).
17. Install eight bolts and washers (13) and four plates (14) in order to hold ring gear (15) to tandem housing assembly
(25). Tighten bolts (13) to a torque of 50 ± 10 N·m (37 ± 7 lb in).
18. Install washer (12) and retainer (11) in planet carrier assembly (3).
19. Install three shafts (4) and three gear assemblies (7) in planet carrier assembly (3).
20. Install six bolts and washers (5) and three retainers (6) to planet carrier assembly (3) in order to hold shafts (4) and
gear assemblies (7) in planet carrier assembly (3). Tighten bolts (5) to a torque of 50 ± 10 N·m (37 ± 7 lb in).
21. Install planet carrier assembly (3) in tandem housing assembly (2).
22. Install sun gear shaft (1) in tandem housing assembly (2).
End By:
a. install final drives


Transmission Speed Sensor

Remove & Install Transmission Speed Sensor 3175-010
1. Remove two bolts and washers (1) and clip (2) from the rear of the transmission housing. Remove cover (3) from the
transmission housing.
2. Disconnect wire assembly (4) from transmission speed sensor (5).
3. Remove nut (6) that holds transmission speed sensor (5) to the transmission housing. Remove transmission speed
sensor (5) from the transmission housing.
NOTE: The following steps are for the installation of the transmission speed sensor.
4. Install transmission speed sensor (5) to the transmission housing. It is recommended to maintain an air gap of 0.89
mm (.035 in) between the gear and transmission speed sensor (5). Tighten nut (6) to a torque of 25 ± 5 N·m (18 ± 4 lb
ft).
5. Connect wire assembly (4) to transmission speed sensor (5).
6. Position cover (3) to the transmission housing. Position clip (2) to the transmission housing. Install two bolts and
washers (1) that hold cover (3) to the transmission housing. Tighten bolts (1) to a torque of 55 ± 10 N·m (40 ± 7 lb ft).


Transmission Oil Filter

Remove & Install Transmission Oil Filter 3179-010
1. Remove plug (1) and its seal. Allow the oil to drain in a suitable container for storage or disposal. Use a wrench on the
hex fitting of transmission oil filter housing (2) in order to remove transmission oil filter housing (2) from the
transmission oil filter base.
2. Remove transmission oil filter element (3) from the transmission oil filter housing (2). Remove O-ring seal (4) from
transmission oil filter housing (2).
NOTE: The following steps are for the installation of the transmission oil filter.
3. Clean the transmission oil filter housing and mating transmission oil filter base before you install the transmission oil
filter and transmission oil filter housing. Check the condition of all O-ring seals used in the transmission oil filter
housing. If any of the seals are damaged, use new parts for replacement.
4. Install O-ring seal (4) in transmission oil filter housing (2). Lightly lubricate the O-ring seals with clean transmission
oil.
5. Install a new transmission oil filter element (3) in transmission oil filter housing (2). Install transmission oil filter
housing (2) and transmission oil filter (3) in the transmission oil filter base. Use the amount of torque that is required to
ensure that the shoulder of the transmission oil filter housing (2) makes contact with the bottom of the transmission oil
filter base. Do not use an air wrench to tighten transmission oil filter housing (2).
6. Install the O-ring seal on plug (1). Lightly lubricate the O-ring seal with the clean transmission oil. Install the plug in
transmission oil filter housing (2).

Transmission Oil Filter Base

Remove & Install Transmission Oil Filter Base 3164-010
Start By:
a. remove transmission oil filter
1. Disconnect the fittings on hose assembly (1) from transmission oil filter base (2).
2. Remove eight bolts and washers (5) and four flange halves (4) in order to disconnect two hose assemblies (3). Put the
hose fittings in order to prevent the loss of oil, and to keep dirt out of the oil system.
3. Remove two bolts and washer (6) from transmission oil filter base (2). Remove transmission oil filter base (2) from
the mounting brackets.
NOTE: The following steps are for the installation of the transmission oil filter base.
4. Clean transmission oil filter base (2) before you install it to the machine. Check the condition of all O-ring seals used
in the fittings of the hoses that were disconnected from transmission oil filter base (2). If any of the seals are damaged,
5. Position transmission oil filter base (2) to the mounting bracket. Install two bolts and washers (6) in order to secure
transmission oil filter base (2) to the mounting bracket.
6. Position two hoses (3) to transmission oil filter base (2). Install four flange halves (4), eight bolts and washers (5).
7. Connect the fittings of hose assembly (1) to the transmission oil filter base.
End By:
a. install transmission oil filter
Disassemble & Assemble Transmission Oil Filter Base 3164-017
Start By:
a. remove transmission oil filter base
1. Remove plug (4) from the transmission oil filter base.
2. Remove O-ring seal (3) from plug (4).
3. Remove spool (2) and spring (1) from the transmission oil filter base.
NOTE: The following steps are for the assembly of the transmission oil filter base.
4. Clean all of the components of the transmission oil filter base before you assemble the transmission oil filter base.
Check the condition of O-ring seal (3) used in the transmission oil filter base. If it is damaged, use a new part for
replacement.
5. Install O-ring seal (3) on plug (4).
6. Install spring (1), spool (2) and plug (4) in the transmission oil filter base.
End By:
a. install transmission oil filter base


Transmission Magnetic Screen Filter Group

Remove & Install Transmission Magnetic Screen Filter Group 5068-010
Transmission Facing Front Of Machine
1. Remove three boots (1) from cover (2). Remove cover (2), O-ring seal (3), magnet (4) and screen (5) from the
transmission.
NOTE: Do not allow the end of hose (8) to be placed below the midpoint of the differential housing. This will prevent
the loss of transmission oil from this hose.
2. Loosen clamp (7) from hose (8). Remove the hose from cover (6).
3. Remove three bolts (9) from cover (6). Remove cover (6), O-ring seal (1), screen (12) and magnet (13) from
transmission magnetic screen filter base (10).
NOTE: The following steps are for the installation of the transmission magnetic screen filter group.
4. Thoroughly clean all of the components, the screens, the magnets and the mating components of the magnetic screen
filter group, before you install them. During installation of the magnetic screen filter group, check the condition of all O-
ring seals used in the covers that were removed.
6. Install magnet (13) and screen (12) in transmission magnetic screen filter base (10).
7. Position cover (6) to the magnetic screen filter base. Install three bolts (9) in order to secure the cover to the
transmission magnetic screen filter base. Tighten the bolts to a torque of 28 ± 7 N·m (21 ± 5 lb ft).
8. Install hose (8) on cover (6). Tighten hose clamp (7) to its original location.
10. Install screen (5) and magnet (4) in the transmission.
11. Position cover (2) to the transmission. Install three bolts (1) to secure the cover the cover to the transmission.


Transmission Magnetic Screen Filter Base

Remove & Install Transmission Magnetic Screen Filter Base 5068-010
Start By:
a. remove transmission magnetic screen filter group
1. Remove three bolts (2) and remove transmission magnetic screen filter base (1) from the transmission pump.
2. Remove O-ring seal (3) from transmission magnetic screen filter base (1).
NOTE: The following steps are for the installation of the transmission magnetic screen filter base.
3. Clean transmission magnetic screen filter base (1) and mating components before you install the transmission
magnetic screen filter base (1). Check the condition O-ring seal (3) that is used in the transmission magnetic screen filter
base (1). If the O-ring seal is damaged, use new parts for replacement.
4. Install O-ring seal (3) in transmission magnetic screen filter base (1).
5. Position transmission magnetic screen filter base (1) to the transmission.
6. Install three bolts (2) in order to secure transmission magnetic screen filter base (1) to the transmission. Tighten the
bolts to a torque of 55 ± 10 N·m (40 ± 10 lb ft).
End By:
a. install transmission magnetic screen filter group


Transmission Oil Pump

Remove & Install Transmission Oil Pump 3135-010
1. Loosen clamp (8) and slide hose (9) from magnetic screen group (4). Keep hose (9) in an upright position as to avoid
spillage of any oil from the hose.
2. Remove bolts (5) from magnetic screen group (4). Remove magnetic screen group (4).
3. Remove bolts and flanges (3) and hose (2) from transmission oil pump (10).
4. Remove bolts and flanges (6) and hose (7) from transmission oil pump (10)
5. Remove three bolts (1) from transmission oil pump (10).
6. Slide transmission oil pump (10) out of the transmission.
NOTE: The following steps are for the installation of the transmission oil pump.
7. Slide transmission oil pump (10) in the transmission.
8. Install three bolts (1) to transmission oil pump (10).
9. Install bolts (6), the flanges and hose (7) to transmission oil pump (10).
10. Install bolts (3), the flanges and hose (2) to transmission oil pump (10).
11. Install bolts (5) to magnetic screen group (4). Install magnetic screen group (4) to the transmission oil pump.
12. Slide hose (9) on magnetic screen group (4).
13. Position clamp (8) on hose (9), and tighten the clamp.
Disassemble Transmission Oil Pump 3135-015
Start By:
a. remove transmission oil pump
1. Remove three bolts (1) from the transmission magnetic screen filter group.
2. Remove transmission magnetic screen filter group (2) and its seal from transmission oil pump (3).
3. Remove two bolts and washers (4).
4. Turn transmission oil pump (3) over.
5. Remove two O-ring seals (5) from transmission oil pump (3).
6. Remove four bolts (6), eight rubber coated washers and four steel washers from transmission oil pump (3).
7. Remove manifold (7) and its seal from transmission oil pump (3).
8. Remove body assembly (8) and its seal from transmission oil pump (3). Note that this assembly includes shafts and
gears.
9. Identify two shafts and gears for assembly purposes. Remove two gears (11) from shafts (10) and (12).
10. Remove woodruff key (9) from shaft (12).
11. Turn the body assembly around 180 degrees. Remove shafts (10) and (12) from body assembly (8).
12. Identify two gears (13) as to their location on shafts (10) and (12) for assembly purposes. Remove two gears (13)
from shafts (10) and (12).
13. Remove two woodruff keys (not shown) from the shafts and underneath gears (13).
14. Remove two bearings (14) from body assembly (8).
15. Remove body assembly (15) and its seal from cover (17).
16. Remove two bearings (16) from cover (17).
Assemble Transmission Oil Pump 3135-016
1. Make sure that all of components of the transmission oil pump are clean prior to assembly. During assembly of the
transmission oil pump, check the condition of all the seals used in the assembly. If any of the seals are damaged or worn,
2. Lower the temperature of two bearings (16). Install bearings (16) in cover (17). Note the position of the bearing joints.
They have to be installed with the bearing joints 30 ± 15 degrees from the centerline, as shown. The bearings must be
installed until they are 1.50 ± 0.25 mm (0.59 ± 0.10 in) below face (Z), as shown.
3. Install body assembly (15) and its seal to cover (17).
4. Lower the temperature of two bearings (14). Install the bearings in body (8). Note the position of the bearing joints.
They have to be installed with the bearing joints 30 ± 15 degrees from the centerline, as shown. The bearings must be
installed until they are 1.50 ± 0.25 mm (.059 ± .010 in) below face (Y), as shown.
5. Install two woodruff keys (not shown) in shafts (10) and (12) and underneath gears (13).
6. Install two gears (13) to their original location on shafts (10) and (12).
7. Install shafts (10) and (12) in their original locations in body assembly (8).
8. Turn the body assembly around 180 degrees. Install woodruff key (9) on shaft (12).
9. Install two gears (11) on shafts (10) and (12)
10. Install body assembly (8) and its seal on transmission oil pump (3).
NOTE: Assemble one of the eight rubber coated washers on each side of a ground steel washer and on bolts (6).
11. Install manifold (7) and its seal to transmission oil pump (3).
12. Install four bolts (6), eight rubber coated washers and four steel washers in transmission oil pump (3).
13. Install two O-ring seals (5) in transmission oil pump (3).
14. Turn transmission oil pump (3) over. Install two bolts and washer (4).
15. Position magnetic screen (2) and its seal to transmission oil pump (3). Install three bolts (1) in magnetic screen (2).
16. Lubricate transmission oil pump (3) with hydraulic oil before running. Make sure that transmission oil pump (3)
rotates freely by hand.
End By:
a. install transmission oil pump



Remove Transmission Oil Cooler 1375-011
Start By:
a. remove left side battery and battery box*
*For more information on the removal of the battery and battery boxes refer to "3116 Engine Supplement from 120 H
and 135H Motor Graders".
At operation temperature, the engine coolant is hot and under

pressure. Steam can cause personal injury. Check the coolant
level only after the engine has been stopped and the fill cap is
cool enough to touch with your bare hand. Remove the fill cap
from the radiator slowly to relieve pressure. Cooling system
to prevent personal injury.
NOTE: Release the pressure in the cooling system by slowly loosening the filler cap on the radiator. Drain the coolant
from the radiator and oil from the hydraulic oil cooler in suitable containers for storage or disposal. The capacity of the
radiator on the 120H and 135H Motor Graders is 40 Liters (42 qt).
1. Remove plug (1) from the coolant pipe and drain the remaining coolant from the system in a suitable container for
storage or disposal. Install plug (1) in the coolant pipe.
2. Loosen four bolts (2) that hold manifold (3) to the engine oil cooler.
3. Remove two bolts (4) that hold manifold (3) to the side of the engine.
4. Remove eight bolts (6) and the four clamping caps that hold two hose assemblies (8) to transmission oil cooler (7).
Move two hose assemblies (8) and the O-ring seals away from the transmission cooler (7).
5. Remove four bolts and washers (5) that hold the top of transmission oil cooler (7) to manifold (3).
6. Remove four bolts and washers (9) that hold the bottom transmission oil cooler (7) to pipe (10). Notice hat sling (11)
is held by one of the bolts.
7. Remove transmission oil cooler (7) and the two gaskets from the engine.
8. Clean the tube of the transmission oil cooler (7) with a 3.96 mm (.156 in) Diameter Rod.
Install Transmission Oil Cooler 1375-012
1. Check the condition of the gaskets used on transmission oil cooler (7). If the gaskets are damaged, use new parts for
replacement. Check the condition of the O-ring seals used in the hose assemblies that were disconnected. If any of the
seals are damaged, use new parts for replacement.
2. Position transmission oil cooler (7) and the two gaskets to the engine, between pipe (10) and manifold (3). Make sure
that the oil fittings face toward hoses (8).
3. Install sling (11) to its original location. Install four bolts (9) and washers that hold the bottom of transmission oil
cooler (7) to pipe (10).
4. Install four bolts (5) and washers that hold the top of transmission oil cooler (7) to manifold (3).
5. Install two bolts (4) that hold manifold (3) to the side of the engine.
6. Position two hose assemblies (8) and the O-ring seals to transmission oil cooler (7).
7. Install eight bolts (6) and the four clamping caps that hold two hose assemblies (8) to transmission oil cooler (7).
8. Tighten four bolts (2) that hold manifold (3) to the engine oil cooler.
9. Fill the coolant system. Refer to the "Operation & Maintenance Manual" for the proper procedure to fill the coolant
system.
End By:
a. install left side battery and battery box
*For information on the installation of the battery and battery boxes refer to "3116 Engine Supplement for 120H and
135H Motor Graders".


Transmission Hydraulic Control Valve

Remove & Install Transmission Hydraulic Control Valve 3417-010
Start By:
a. remove transmission
1. Remove three bolts (1), the washers and plate assembly (2) from the transmission and the transmission hydraulic
control valve.
2. Disconnect connectors (5) that are on wire harness (3).
3. Remove four bolts (4) and (6) that hold wire harness (3) to the transmission hydraulic control valve. Remove wire
harness (3) from the transmission hydraulic control valve.
4. Use two people or a lifting sling and a hoist in order to remove transmission hydraulic control valve (10) from the
transmission.
5. Remove five bolts (7), the washers, 14 bolts (8), the washers, 14 bolts (9) and the washers from transmission hydraulic
control valve (10). Make a note of the locations of the three washers on each of the bolts for assembly purposes. Make a
note of the location of the bolts, by length, for assembly purposes. Note that switch assembly (11) will be present only on
an all wheel drive machine.
6. Remove transmission hydraulic control valve (10) from the transmission. The weight of transmission hydraulic
control valve (10) is 27.2 kg (60 lb).
NOTE: The following steps are for the installation of the transmission hydraulic control valve. The transmission
hydraulic control valve and mating components of the transmission must be clean prior of the installation.
7. Use two people or a lifting sling and a hoist in order to position the transmission hydraulic control valve to the
transmission.
8. All of the washers on bolts (7), (8) and (9) should be replaced in order to attain proper torque on the bolts. There are
33 1T-0738 Washers and 66 9P-9150 Washers used in the assembly. Install five bolts and washers (7) 14 bolts and
washers (8) 14 bolts and washers (9) to hold transmission hydraulic control valve (10) to the transmission. Tighten bolts
(7), (8) and (9) to a torque of 30 ± 4 N·m (22 ± 3 lb ft).
9. Position wire harness (3) on transmission hydraulic control valve (10).
10. Install bolts (4) and (6) that hold wire harness (3) to the transmission hydraulic control valve.
11. Reconnect connectors (5) that are on wire harness (3).
12. Position plate assembly (2) on the transmission and the transmission hydraulic control valve. Install three bolts and
washers (1) to hold plate assembly (2) on the transmission and the transmission hydraulic control valve.
13. Refer to "Test and Adjust Module" for instructions on setting initial pressure.
End By:
a. install transmission
Disassemble Transmission Hydraulic Control Valve 3417-015
Start By:
a. remove transmission hydraulic control valve
1. Remove two socket head bolts (1) from the transmission hydraulic control valve.
2. Remove cover plate (2) from the transmission hydraulic control valve.
3. Remove valve bank (3) from the main transmission hydraulic control valve body.
4. Remove two dowels (4) from valve bank (3). Remove O-ring seals (5) and (6) from valve bank (3). Note the location
of the O-ring seals for installation purposes.
5. Remove plug (7) from valve bank (3).
6. Remove O-ring seal (8) from plug (7).
7. Remove slug (9) and spool (10) from valve bank (3).
8. Remove adapter (11) with its O-ring seals from valve bank (3).
9. Remove plunger (12), O-ring seal (14) and coupler (13) as a unit, from valve bank (3).
10. Remove coupler (13) and O-ring seal (14) from plunger assembly (12).
11. Use Tool (A) in order to remove retaining ring (15) from plunger assembly (12).
12. Remove outer spring (16), retainer (17), eight spacers (18), inner spring (19) and piston (20) from plunger assembly
(12).
13. Use Tool (A) in order to remove retainer (21) from plunger assembly (12). Remove stop (22) and spring (23) from
plunger assembly (12).
14. Remove four locknuts (24) and four coil assemblies (25) from valve bank (3).
15. Remove four cartridge assemblies (26) and their O-ring seals from manifold (28). Remove the O-ring seals from four
cartridge assemblies (26).
16. Remove five socket head bolts (27) and the washers from manifold (28). Remove manifold (28) from valve bank (3).
17. Remove nine O-ring seals (29) from manifold (28).
18. Remove four piston selectors (30), four shims (31), four outer springs (32) and four inner springs (33) from valve
bank (3). Note the location of each valve, shim and spring for assembly purposes.
NOTE: Switch (37A) will be present only on an all wheel drive machine.
19. Remove four adjuster assemblies (34), for load pistons (41A), four spools (41B), four orifices with O-ring seals
(41C), four orifices (41D), four inner springs (41E), four slugs (41F) and four outer springs (41G) from valve bank (3).
20. Remove eight caps (39) from eight nipple assemblies (40). Remove eight nipple assemblies (40) and their O-ring
seals from valve bank (3).
21. Remove the O-ring seals from eight nipple assemblies (40).
NOTE: Switch (37A) will be present only on an all wheel drive machine.
22. Remove switches (37A), (37B), the adapter and its bonded seal from valve bank (3). Note the position of the adapter
for assembly proposes.
23. Remove wire assembly connectors, bolt and bracket (38) from valve bank (3).
24. Remove two plugs (35), their O-ring seals, plug (36) and its O-ring seal from valve assembly (3). Remove the O-ring
seals from components (35) and (36). Remove adjuster assembly (34) from valve assembly (3).
25. Remove nut (44), washer (43) and adjusting screw (42) from adjuster assembly (34). Remove the O-ring seals from
components (34) and (42).
26. Remove plate (45) and valve bank (46) from the valve base.
27. Remove two valves (47), O-ring seal (48) and O-ring seal (49) from valve bank (46). Note the location of the O-ring
seals for installation purposes.
28. Remove four locknuts (50) and four coil assemblies (50A) from manifold (51A).
29. Remove four cartridge assemblies (51B) and their O-ring seals from manifold (51A).ERmove the O-ring seals from
cartridge assemblies (51B).
30. Remove five socket head bolts (51) from manifold (51A). Remove manifold (51) from the valve bank (46).
31. Remove nine O-ring seals (51C) from manifold (51A).
32. Remove adjuster assembly (52) from valve bank (46).
33. Remove nut (52C), washer (52B) and adjusting screw (52A) from adjuster assembly (52). Remove the O-ring seals
from components (52) and (52A).
34. Remove slug (53), spool assembly (54), spring (55) and stop (56) from valve bank (46).
35. Use Tool (B) in order to remove retaining ring (60) from spool assembly (54). Remove retainer (59), spring (58) and
ball (57) from spool assembly (54).
36. Remove plug (61) with its O-ring seal from valve bank (46). Remove inner spring (62), outer spring (63), spool (64)
and slug (65) from the valve bank (46). Remove the O-ring seal from plug (61).
37. Rotate the valve assembly by 180 degrees. Remove four piston selectors (66), four shims (69), four outer springs
(68) and three inner springs (67) from valve bank (46). There is only one spring under piston selector (66) on the far
right of the valve assembly. Note the location of each valve, shim and spring for assembly purposes.
38. Rotate the valve assembly by 180 degrees. Remove four adjusters (73) with their O-ring seals from valve bank (46).
39. Remove nut (73C), washer (73B) and adjusting screw (73A) from adjuster assemblies (73). Remove the O-ring seals
from components (73) and (73A).
40. Remove three plugs (70), orifice (71) and plug (72) from valve bank (46).
41. Remove the O-ring seals from three plugs (70), orifice (71) and plug (72).
42. Remove four load pistons (73D), four spools (73E), four orifices with O-ring seals (73F), four orifices (73G), four
inner springs (73H), four slugs (73I) and outer springs (73J) from valve bank (46).
43. Remove the O-ring seals from four orifices (73F).
44. Remove plate (74) from manifold (75).
45. Remove O-ring seal (76) and O-ring seal (78) from manifold (75). Remove screen (79) and two dowels (77) from
manifold (75).
46. Use Tool (B) in order to remove retaining ring (80) from manifold (75). Remove retainer (82), spring (81) and
poppet (83) from manifold (75).
Assemble Transmission Hydraulic Control Valve 3417-016
1. Make sure that all components of the transmission hydraulic control valve are clean prior to assembly. During
assembly of the transmission hydraulic control valve, check the condition of all O-ring seals that were removed from the
transmission hydraulic control valve. If any of the seals are damaged, use new parts for replacement.
2. Install poppet (83), spring (81), and retainer (82) in manifold (75).
3. Use Tool (B) in order to install retaining ring (80) in manifold (75).
4. Install two dowels (77) and screen (79) in manifold (72).
5. Install O-ring seals (76) and (78) in manifold (75).
6. Install plate (74) on manifold (75).
7. Install four load pistons (73D), four spools (73E), four orifices with O-ring seals (73F), four orifices (73G), four inner
springs (73H), four slugs (73I) and four outer springs (73J) in valve bank (46).
8. Install the O-ring seals on components (73) and (73A).
9. Install adjusting screw (73A), washer (73B) and nut (73C) on adjuster assembly (73).
10. Install four adjuster assemblies (73) in valve bank (46).
11. Refer to the "Transmission & Transmission Hydraulic Control Valve, Testing and Adjusting Module 3417-036" for
the procedure of setting adjuster assemblies (73).
12. Install the O-ring seals on three plugs (70), orifice (71) and plug (72).
13. Install three plugs (70), orifice (71), plug (72) and their O-ring seals in valve bank (46).
14. Install three inner springs (67), four outer springs (68), four shims (69) and four piston selectors (66) to their original
locations in valve bank (46). There is only one spring under piston selector (66) on the far right side of the valve
assembly.
15. Install inner spring (62), outer spring (63), spool (64) and slug (65) in valve bank (46).
16. Install the O-ring seal on plug (61). Install plug (61) in valve bank (46). Tighten plug (61) to a torque of 75 ± 7 N·m
(55 ± 5 lb ft).
17. Install ball (57), spring (58), retainer (59) and retaining ring (60) to spool (54). Use Tool (B) to install retaining ring
(60).
18. Install slug (53), spool (54), spring (55) and stop (56) in valve bank (46).
19. Install the O-ring seals on components (52) and (52A). Install nut (52C), washer (52B) and adjusting screw (52A) in
adjuster assembly (52).
20. Install adjuster assembly (52) in valve bank (46). Tighten adjuster assembly (52) to a torque of 75 ± 7 N·m (55 ± 5 lb
ft). Refer to the "Transmission & Transmission Hydraulic Control Valve, Testing and Adjusting Module 3417-036" for
the procedure of setting adjuster assemblies (52).
21. Install nine O-ring seals (51C) to their original locations in manifold (51A).
22. Position manifold (51A) to valve bank (46). Install five socket head bolts (51) and their washers that secure manifold
(51A) to valve bank (46).
23. Install cartridge assemblies (51B) in manifold (51A). Tighten the cartridges to a torque of 50 ± 5 N·m (37 ± 4 lb ft).
24. Install four coil assemblies (50) and locknuts (50A) to cartridge assemblies (51B). Tighten the locknuts to a torque of
21 ± 3 N·m (16 ± 2 lb ft).
25. Install two dowels (47) in valve bank (46). Install O-ring seals (48) and (49) in valve bank (46).
26. Install valve bank (46) and plate (45) on manifold (72).
27. Install the O-ring seals to components (34) and (42).
28. Install nut (44), washer (43) and adjusting screw (42) to adjuster assembly (34).


Transmission
Remove Transmission 3400-011
Start By:
a. remove radiator*
*For information on the removal of the radiator, refer to the "3116 Engine Supplement for 120H and 135H Motor
Graders."
b. remove batteries and battery boxes*
*For information on the removal of the batteries and battery boxes, refer to the "3116 Engine Supplement for 120H and
135H Motor Graders."
c. Remove fuel tank **
**For information on the removal of the fuel tank, refer to "SENR8544 Machine Systems for 120H and 135H Motor
Graders."
d. remove differential drive shaft

transmission and when disconnecting and transmission oil lines.
1. Drain the transmission fluid in a suitable container for storage or disposal. The capacity of the power train system is
47 Liters (50 qt).
It is imperative that any oil ports on the transmission be covered

when any hydraulic lines or components are remove from the
transmission. This will prevent any damage to the transmission by
preventing dirt from entering the hydraulic system of the
transmission controls.
2. Disconnect three wire terminals (2) from alternator (3).
3. Loosen bolts (4) that hold the alternator. Loosen V-belts (1).
4. Remove bolt (6) and the washer from the hose clip.
5. Attach lifting slings, or chains and a hoist to the fan and alternator assembly. Remove four mounting bolts (5) and the
washers that hold the fan assembly to the machine frame. Remove the fan assembly from the machine. The weight of the
fan assembly is 100 kg (220 lb).
Do not disconnect any air line from the machine until the air
pressure in the air tank is zero. Release air pressure from the air
tank by loosening the bleed valves. The valves are underneath
the rear bumper on the sides of the air tank.
6. Relieve air pressure from air tank (7).
7. Put identification marks on four hoses (8) for installation purposes. Disconnect for hoses (8) from air tank (7).
8. Remove four bolts (9), the washers and shims from mounting plates (10). Remove air tank (7) from the machine
frame. The weight of air tank (7) is 17 kg (37 lb).
View From Above And Right Side Of Transmission
9. Remove four bolts and washers (11) and flange (12) in order to disconnect filter hose assembly (13). Plug the fittings
to prevent the loss of oil, and to keep dirt of the hydraulic system.
View From Above And Left Side Of Transmission
10. Remove four bolts and washers (15) and flange (14) in order to disconnect two hose assemblies (16). Plug the fittings
to prevent the loss of oil, and to keep dirt out of the hydraulic system.
11. Disconnect two wire harness terminals (17) from the transmission control valve.
12. Remove bolt (22) and the clip from transmission hose assembly (18).
13. Disconnect the fittings of hose assembly (20) from filter base (19). Plug the fittings to prevent the loss of oil, and to
keep dirt out of the hydraulic system.
14. Remove two bolts (21) and washers that hold filter base (19) to the machine frame. Move filter base (19) out of the
way.
15. Put identification marks on two hose assemblies (23) for installation purposes. Disconnect the fittings of the hoses
from the transmission. Plug the fittings to prevent the loss of oil, and to keep dirt out of the hydraulic system.
16. Disconnect shift control cable (24) from the transmission hydraulic control valve.
17. Remove four bolts (26), the washers and the flange in order to disconnect hose assembly (25) from the transmission.
Plug the fittings to prevent the loss of oil, and to keep dirt out of the hydraulic system.
18. Disconnect the fittings on hose assembly (27) from the transmission.
19. Loosen clamp (29) and disconnect hose assembly (28) from hose connector (30).
20. Loosen clamp (32) and disconnect hose (31) from the differential.
21. Install Tooling (A) to both sides of flywheel housing (33). Adjust both screws (34) in order to contact the machine
frame. This tooling will support the engine after the rear motor mounts are removed.
22. Install Tooling (B) and a hoist to the transmission.
23. Remove twelve bolts (35) from the transmission flange.
24. Remove two bolts and washers (36) and mounting flange assemblies (37) from the machine frame and motor mounts.
Note the location of flange assembly (37) components for installation purposes.
NOTE: The transmission must be moved straight back approximately 50.8 mm (2.00 in) in order to clear the torsion
coupling with the splined shaft. The transmission can be lifted after the clearance is attained.
25. Carefully remove the transmission from the machine frame and the flywheel housing. Check for clearance of wire
harnesses and hose assemblies when you remove the transmission. The weight of the transmission is 817 kg (1800 lb).
26. Remove the fan drive pulley from the transmission.
Install Transmission 3400-012
1. Clean the mounting faces of the transmission and the flywheel housing. Check the condition of all O-ring seal used in
the fittings of the hose assemblies that were disconnected. If any of the seals are damaged, use new parts for
replacement. Check the condition of mounting flange assemblies (33). If the rubber components are misshapen, non-
pliable or cracked, use new parts for replacement
2. Install the fan drive pulley to the transmission. Install Tooling (B) and a hoist to the transmission. Check the clearance
if wire harnesses and hose assemblies when you install the transmission. Carefully position the transmission to the
machine frame and the flywheel housing.
3. Install twelve bolts (35) and the washers to the transmission flange.
4. Install mounting flange assemblies (37), two bolts and washers (36) to the machine frame and motor mounts.
Remember to install the rubber components in their original locations.
5. Loosen screws (34) and remove both halves of Tooling (A) from the flywheel housing.
6. Install hose connector (30) if it was removed. Hose connector (30) must be tightened to a torque of 470 ± 10 N·m (345
± 7 lb ft).
7. Install hose assembly (28) to connector (30) and tighten clamp (29).
8. Install hose assembly (27) to the transmission.
9. Install hose assembly (31) to the differential and tighten clamp (32).
10. Install four bolts (26), the washers and the flange in order to connect hose assembly (25) to the transmission.
11. Install shift control cable (24) to the transmission control valve.
12. Install two hose assemblies (23) to the transmission.
13. Position filter base (19) to the machine frame. Install two bolts (21) and the washers that hold filter base (19) to the
machine frame.
14. Connect the fittings of hose assembly (20) to filter base (19).
15. Install bolt (22) to secure clip on transmission hose assembly (18) to the transmission.
16. Connect two wire harness terminals (17) to the transmission control valve.
17. Install four bolts and washers (15) and flange (14) to install two hose assemblies (16) to the transmission.
18. Install four bolts and washers (11) and flange (12) in order to install filter hose assembly (13) to the transmission.
19. Position air tank (7) to its original location between the machine frames. Install four bolts (9), the washers and
original shims in two mounting plates (10) in order to secure the tank to the frame.
20. Install four hose assemblies (8) to their original locations on air tank (7).
21. Attach lifting slings, or chains and a hoist to the fan and alternator assembly. Position the fan and alternator assembly
to the machine. Install four mounting bolts and washers (5) that hold the fan and alternator assembly to the machine
frame.
22. Install bolt (6) and the washer to hold the hose and the clip to the fan assembly mount.
23. Install the V-belts to the fan and alternator assembly pulleys.
24. Adjust the belt tension and tighten bolts (4). Refer to the "Operation & Maintenance Manual" for the proper
procedure of adjusting belt tension.
25. Connect three wire terminals (2) to alternator (3).
End By:
a. install differential drive
b. install batteries and battery boxes*
*For information on the installation of the batteries and battery boxes, refer to the "3116 Engine Supplement for 120H
and 135H Motor Graders."
c. install radiator*
*For information on the removal of the radiator, refer to the "3116 Engine Supplement for 120H and 135H Motor
Graders."
d. install fuel tank**
**For information on the installation of the fuel tank, refer to "SENR8544 Machine Systems for 120H and 135H Motor
Graders."
Disassemble Transmission 3400-015
Start By:
a. remove transmission hydraulic control valve.
b. remove parking brake
c. remove transmission speed sensor
d. remove transmission oil pump
e. remove transmission magnetic filter screen base.
1. Place transmission level on floor as shown.
2. Remove twelve bolts (1). Remove four covers (2) and their O-ring seals from the transmission case.
3. Remove 43 bolts (3) from the transmission case flange.
4. Identify the location of seal carrier (4) in the transmission case for assembly purposes. Remove two bolts (5) from seal
carrier (4). Install an 8mm Eyebolt in seal carrier (4). Remove seal carrier (4) and its O-ring seals from the transmission
case bore.
5. Repeat Step (4) on the three remaining seal carriers.
6. Remove three seal rings (6) from seal carrier (4).
7. Remove three, or four O-ring seals (7) from seal carrier (4). Remove locating pin (8) from seal carrier (4).
8. Repeat Steps (6) and (7) for the remaining three seal carriers.
9. Install two 10 x 1.5 mm Forcing Bolts (9) in the transmission case flange. Tighten them evenly to separate the
transmission cases.
10. Install Tool (G), attach lifting chains and a hoist to the transmission case, as shown. Slowly raise the upper portion of
the transmission case from the lower portion of the transmission case. Be careful not to bind the transmission case during
separation.
11. Remove three bolts (10) from tube (11). Remove tube (11) from the transmission case.
12. Remove the O-ring seal from the elbow end of tube assembly (11).
NOTE: First/Third shaft assembly (12) and High/Low shaft assembly (13) must be removed together.
13. Install Tool (A) on First/Third shaft assembly (12) and High/Low shaft assembly (13). Use one 8 x 1.25 x 75 mm
Bolt and one 8 x 1.25 x 50 mm Bolt, in order to hold Tool (A) on First/Third shaft assembly (12) and High/Low shaft
assembly (13) as shown. First/Third shaft assembly (12) and High/Low shaft assembly (13) must be removed together.
14. Attach a suitable lifting device to Tool (A). Carefully remove First/Third shaft assembly (12) and High/Low shaft
assembly (13) from the transmission case. The weight of the two shaft assemblies is 177 kg (390 lb).
15. Place First/Third shaft assembly (12) and High/Low shaft assembly (13) on Tooling (I) or on blocks and remove
Tool (A). Carefully separate First/Third shaft assembly (12) and High/Low shaft assembly (13). The weight of each shaft
assembly is 88.530 kg (195 lb)
NOTE: Place High/Low shaft assembly (13) in a modified work bench or on blocks. Modify a substantial workbench by
cutting a 116 ± 2 mm (4.6 ± .08 in) clearance hole in the top of the bench.
Do not attach Tooling (E) to rotor (15). The rotor is cast iron, and
will be broken if pressure is applied to it with the puller. Attach the
tooling to gear assembly (16).
16. With High/Low shaft assembly (13) on the modified work bench or on blocks, use Tooling (E) in order to remove
bearing (14), rotor (15) and gear assembly (16) from shaft assembly (13). Bearing (14) and rotor (15) are press fit on
High/Low shaft assembly (13).
17. Remove bearing (14), rotor (15), thrust disc (15A) and gear assembly (16), as a unit, from High/Low shaft assembly
(13). Attach the tooling to gear assembly (16), not rotor (15).
18. Remove thrust disc and washer (17) from High/Low shaft assembly (13).
19. Install Tool (B) on High/Low shaft assembly (13) and clutch assembly (18). Use an 8 mm Threaded Rod that is
approximately 508 mm (20 in) long. Tighten an 8 mm Nut on the threaded rod in order to compress clutch assembly
(18). Remove two half rings (19) and two lock rings (20) from the shaft groove.
20. Carefully loosen the nut on Tool (B) in order to relieve pressure from clutch assembly (18). Remove Tool (B) from
High/Low shaft assembly (13) and clutch assembly (18). As you remove clutch assembly (18) from the High/Low shaft
assembly (13), identify the positions of the five clutch plates, six friction disc and the hub assembly for assembly
purposes.
21. Remove wave spring (21) from High/Low shaft assembly (13).
22. Remove piston (22) from High/Low shaft assembly (13).
23. Remove two lip seals (23) from piston (22).
24. Turn High/Low shaft assembly (13) over in order to work on the other end. Place High/Low shaft (13) in the
modified work bench, or on blocks. The weight of the High/Low shaft assembly (13) is 49.9 kg (110 lb). Place
High/Low shaft assembly (13) on the modified work bench or on blocks.
25. Install Tooling (F) and Tooling (H) on High/Low shaft assembly (13) and bearing (24). Remove bearing (24) from
High/Low shaft assembly (13). Remove two thrust disc (25) and gear assembly (26) from High/Low shaft assembly (13).
26. Remove thrust disc and washer (27) from High/Low shaft assembly (13).
NOTE: If the 9U-7479 Tube, Tool (B), is the old style tool it will have to be modified. If it is the new style tool, it will
work without modification. Tool (B) may have to be modified so the hole in the top of the tube will have clearance for a
12 mm Threaded Rod.
27. Install Tool (B) on High/Low shaft assembly (13) and clutch assembly (28). Use a 12 mm Threaded Rod that is
approximately 508 mm (20 in) long. Tighten a 12 mm Nut on the threaded rod in order to compress clutch assembly
High/Low shaft assembly (13) and clutch assembly (28). As you remove clutch assembly (28) from the High/Low shaft
assembly (13), identify the positions of the seven clutch plates, eight friction disc and the hub assembly for assembly
purposes.
NOTE: If the 9U-7479 Tube, Tool (B), is the old style tool it will have to be modified. If it is the new style tool, it will
work without modification. Tool (B) may have to be modified so the hole in the top of the tube will have clearance for a
12 mm Threaded Rod.
29. Install Tool (B) on High/Low shaft assembly (13) and balance piston (31). Use a 12 mm Threaded Rod that is
approximately 508 mm (20 in) long. Tighten a 12 mm Nut on the threaded rod in order to compress balance piston (31).
30. Use Tool (C) in order to remove retaining ring (32) from High/Low shaft assembly (13).
31. Carefully loosen the nut on Tool (B) in order to relieve pressure from the balance piston (31). Remove Tool (B) from
High/Low shaft assembly (13) and balance piston (31).
32. Remove balance piston (31) and lip seal (33) from High/Low shaft assembly (13).
33. Remove fifteen springs (34) from piston (35).
34. Remove piston (35) and two lip seals (not shown), from High/Low shaft assembly (13).
First/Third Shaft assembly (12)
36. Place First/Third shaft assembly (12) on the modified work bench or on blocks. Use Tooling (E) in order to remove
bearing (37), thrust disc (not shown) and gear (38) from First/Third shaft assembly (12).
37. Remove thrust disc (39) and gear assembly (40) from First/Third shaft assembly (12).
38. Remove thrust disc (41) and washer (42) from First/Third shaft assembly (12).
39. Install Tool (B) on First/Third shaft assembly (12) and clutch assembly (43). Use an 8 mm Threaded Rod that is
approximately 508 mm (20 in) long. Tighten a 8 mm Nut on the threaded rod in order to compress clutch assembly (43).
Remove two half rings (44) and two lock rings (45) from the shaft groove.
First/Third shaft assembly (12) and clutch assembly (43). As you remove clutch assembly (43) from First/Third shaft
assembly (12), identify the positions of the five clutch plates, six friction disc and the hub assembly for assembly
purposes.
41. Remove wave spring (46) from First/Third shaft assembly (12).
42. Remove piston (47) from First/Third shaft assembly (12).
44. Turn First/Third shaft assembly (12) over in order to work on the other end. Place First/Third shaft assembly (12) in
the modified work bench, or on blocks. The weight of First/Third shaft assembly (12) is 54.5 kg (120 lb). Place
First/Third shaft assembly (12) on the modified work bench or on blocks.
45. Use Tool (E) in order to remove bearing (49), thrust disc (not show), gear (50) and thrust disc (not shown).
46. Remove gear assembly (51), the thrust disc and washer (not shown) from First/Third shaft assembly (12).
47. Install Tool (B) on First/Third shaft assembly (12) and clutch assembly (52). Use an 8 mm Threaded Rod that is
approximately 508 mm (20 in) long. Tighten a 8 mm Nut on the threaded rod in order to compress clutch assembly (52).
Remove two half rings (53) and two lock rings (54) from the shaft groove.
48. Carefully loosen the nut on Tool (B) to relieve pressure from clutch assembly (52). Remove Tool (B) from
First/Third shaft assembly (12) and clutch assembly (52). As you remove clutch assembly (52) from First/Third shaft
assembly (12), identify the positions of the three clutch plates, four friction disc and the hub assembly for assembly
purposes.
49. Remove wave spring (55) from First/Third shaft assembly (12).
50. Remove piston (56) from First/Third shaft assembly (12).
Input Shaft Assembly (58)
52. Use Tooling (E) in order to remove bearing (59) and gear (60) from Input shaft assembly (58). This is necessary at
this time in order to remove the remaining two shaft assemblies.
53. Install an 8 mm Eyebolt and remove Reverse/Second shaft assembly (61) from the transmission case. The weight of
Reverse/Second shaft assembly (61) is 63.6 kg (140 lb).
54. Place Reverse/Second shaft assembly (61) on the modified work bench, or on blocks.
55. Use Tooling (E) in order to remove bearing (62), spacer (63) and gear (64) from Reverse/Second shaft assembly
(61).
56. Remove spacer (65) and thrust disc (not shown) from Reverse/Second shaft assembly (61).
57. Remove gear assembly (66), thrust disc and washer (not shown) from Reverse/Second shaft assembly (61).
58. Install Tool (B) on Reverse/Second shaft assembly (61) and clutch assembly (67). Use an 8 mm Threaded Rod that
is approximately 508 mm (20 in) long. Tighten an 8 mm Nut on the threaded rod in order to compress clutch assembly
59. Carefully loosen the nut on Tool (B) to relieve pressure from clutch assembly (67). Remove Tool (B) from
Reverse/Second shaft assembly (61) and clutch assembly (67). As you remove clutch assembly (67) from
Reverse/Second shaft assembly (61), identify the positions of the three clutch plates, four friction disc and the hub
assembly for assembly purposes.
60. Remove wave spring (70) from Reverse/Second shaft assembly (61).
61. Remove piston (71) from Reverse/Second shaft assembly (61).
62. Remove two lip seals (72) from piston (71)
63. Turn Reverse/Second shaft assembly (61) over in order to work on the other end. Weight of Reverse/Second shaft
assembly (61) is 41 kg (90 lb).
64. Place Reverse/Second shaft assembly (61) on the modified work bench, or on blocks.
65. Install Tooling (D) and (F) on gear assembly (74) and Reverse/Second shaft assembly (61).
66. Remove bearing (73), the thrust race (not shown), two thrust disc (not shown) and gear assembly (74) from
Reverse/Second shaft assembly (61).
67. Remove needle bearing (75) from Reverse/Second shaft assembly (61).
68. Remove thrust disc and washer (76) from Reverse/Second shaft assembly (61).
69. Use a second person in order to compress clutch assembly (77).
70. Remove two half rings (78) from the shaft groove. Release the pressure from clutch assembly (77), slowly, until the
spring underneath clutch assembly (77) is extended and relaxed.
71. Remove hub assembly (79) from Reverse/Second shaft assembly (61).
72. Remove spring (81) from Reverse/Second shaft assembly (61).
73. When removing the clutch plates and friction disc, identify their locations for installation purposes. Remove six
clutch plates and seven friction disc (80) from Reverse/Second shaft assembly (61).
74. Remove valve assembly (82) from Reverse/Second shaft assembly (61).
75. Remove piston (83) from Reverse/Second shaft assembly (61).
77. Install an 8 mm Eyebolt in Forward shaft assembly (85). Remove Forward shaft assembly (85) from the
transmission case. The weight of Forward shaft assembly (85) is 63.6 kg (140 lb).
78. Place Forward shaft assembly (85) on the modified work bench, or on blocks. Install Tooling (D) and Tooling (F) to
Forward shaft assembly (85) and gear assembly (87).
79. Remove bearing (86), two thrust disc, (not shown), and gear assembly (87) from Forward shaft assembly (85).
80. Remove needle bearing (88) from Forward shaft assembly (85).
81. Remove thrust disc and washer (89) from Forward shaft assembly (85).


Differential & Bevel Gear

Remove Differential & Bevel Gear 3258-011
Start By:
a. remove transmission
b. remove final drives
1. Remove two sun gear shafts (1) from the differential.
2. Disconnect wire connector (4).
3. Remove two bolts (2) and their washers from differential lock valve (6). Remove differential lock valve (6) from the
differential.
4. Remove two bolts and clips (7) from the differential. Remove hose (8) from the differential.
5. Remove drive shaft yoke (5) from the differential.
6. Disconnect hose assembly (3) from the differential.
Tooling Option 1
7. Remove two nuts and washers (11) from the differential flange. Install Tooling (A), as shown. Use three 5/8 in - 18
Bolts (9) in order to secure Tooling (A) to the differential.
8. Remove ten nuts and washers (10) from the differential flange.
9. Remove differential and bevel gear (12) from the case and frame. The weight of differential and bevel gear (12) is 204
kg (450 lb).
Tooling Option 2
NOTE: The tool in the photo is a proto-type. The new design tool will look different, but it will work in the same
manner.
10. Install Tool (B) over the pinion shaft, as shown.
11. Remove ten nuts and washers (11) from the differential flange.
12. Remove differential and bevel gear (12) from the case and frame. The weight of differential and bevel gear is 204 kg
(450 lb).
Install Differential & Bevel Gear 3258-012
1. Make sure that all components of differential and bevel gear (12), and the components of the case and frame are clean
prior to installing differential and bevel gear (12). During the installation check the condition of all O-ring seals used any
hose assemblies that were disconnected. If any of the seals are damaged, use new parts for replacement.
2. Use Tool (B) in order to position differential and bevel gear (12) to their original location in the case and frame. Install
ten nuts and washers (10) in the differential flange. Tool (A) can also be used to complete this step. See Step 3.
3. Use Tool (A) in order to position differential and bevel gear (12) to their original location in the case and frame.
Install ten nuts and washers (10) in the differential flange. Remove Tooling (A) from the differential. Install two nuts and
washers (11) to the differential flange.
4. Connect hose assembly (3) to the differential.
5. Install drive shaft yoke (5) to the differential
6. Position hose (8) to the differential. Install two bolts and clips (7) to the differential.
7. Position differential lock valve (6) to the differential. Install two bolts and washers (2) in differential lock valve (6).
8. Connect wire connector (4).
9. Install two sun gear (1) in the differential.
End By:
a. install final drives
b. install transmission
Disassemble Differential & Bevel Gear 3258-015
Start By:
a. remove differential and bevel gear
1. Attach a lifting sling and a hoist to differential group (4). Remove four bolts and washers (2) from carrier assembly
caps (1).
2. Remove carrier assembly caps (1) and locks (5) from carrier assembly (3). Note that the locknut and the bearing cup
on the ring gear side will stay in carrier assembly (3) when carrier assembly cap (1) is removed. Remove this locknut and
bearing cup.
3. Remove differential group (4) from carrier assembly (3).
4. Remove cage assembly (6) from differential group (4).
5. Remove two seals (8) from cage assembly (6).
6. Remove retaining ring (9) from cage assembly (6).
7. Remove nut (10) from cage assembly (6).
8. Remove bearing cup (7) from cage assembly (6).
9. Remove 12 bolts and washers (11) from housing assembly (12).
10. Install two 1/2 in - 13 Forcing Screws (14) and tighten evenly in order to loosen housing assembly (12).
11. Remove housing assembly (12) from differential group (4).
12. Remove bearing cone (13) from differential group (4).
13. Remove bronze washer (15) from differential group (4).
14. Remove piston (16) with the two seals from differential group (4).
15. Remove inner seal (17) and outer seal (18) from piston (16).
16. Remove gear (19) and clutch assembly (20) from differential group (4).
17. Remove eight plates (21) and seven friction disc (22) from gear (19).
18. Remove disc (23) from gear (19).
19. Remove nine bolts (24) and the washers from housing (25).
20. Install two 1/2 in - 13 Eyebolts (26) in gear (27). Attach chains and a hoist to eyebolts (26). Remove housing (25)
and gear (27) from housing (28). The weight of housing (25) and gear (27) is 52 kg (115 lb).
21. Remove 24 bolts (29) and the washers that hold gear (27) to housing (25). Remove gear (27) from housing (25). The
weight of gear (27) is 41 kg (90 lb).
22. Remove bearing cone (30) from housing (25).
23. Remove bronze washer (31) and gear (32) from spider assembly (33).
24. Remove spider assembly (33) from housing (34).
25. Remove three spacers (35) and three gears (36) from spider assembly (33).
26. Remove three bearings (37) from three gears (36).
27. Note the location of the hydraulic fitting on retainer (39) for assembly purposes. Remove six bolts and washers (38)
from retainer (39). Remove retainer (39) and the gasket from housing (40).
28. Remove lip seal (41) from retainer (39). Note the direction that the sealing lip is facing, for assembly purposes.
29. Remove six bolts and the washers (42) from housing (40).
30. Install two 1/2 in - 13 Forcing Screws (43) in housing (40). Use forcing screws (43) to loosen housing (40) from
carrier (45).
31. Remove housing (40), the shim pack and pinion assembly (44) from carrier (45).
32. Bend the tab on nut lock washer (46) in order to release nut (45).
33. Remove bearing locknut (45), nut lock washer (46) and washer (47) from pinion assembly (44).
34. Press pinion assembly (44) from housing (40).
35. Remove bearing cone (48) from pinion assembly (44).
36. Remove bearing cone (49) from pinion assembly (44).
37. Remove two bearing cups (50) from housing (40).
Assemble Differential & Bevel Gear 3258-016
NOTE: It is imperative that all power train parts be clean and free of rust before and during assembly. Parts suspected of
poor quality should be verified for conformance before using.
NOTE: Do not use preheating of bearing cones or precooling of bearing cups when you assemble the differential and
bevel gear unit in a shop. Use a suitable power press to install the cones on shafts and cups in housing bores.
NOTE: Preheating or precooling of bearing cones or cups may be used to aid assembly where a power press is not
available. Limit the heating of the cones to 135° C (275° F) for no more than one hour. It is important to reseat the cone
or the cup with a suitable driver after the bearing cone or cup and adjacent parts have reached a uniform temperature.
1. During assembly check the condition of all seals and gaskets used in the differential and bevel gear. If any of the seals
or gaskets are damaged, use new parts for replacement.
2. Lower the temperature of two bearing cups (50). Install two bearing cups (50) inn housing (40). Use a 0.05 mm (.002
in) Feeler Gage in order to check for full seating of the cup face against the housing shoulder.
3. Install bearing cone (49) on pinion shaft (44). Use a 0.05 mm (.002 in) Feeler Gage in order to check for full seating
of the cone face against the shaft shoulder. Lubricate the bearing with 6V-4876 Lubricant.
Installing Heated Bearing
4. Install housing (40) on pinion assembly (44).
5. Lubricate bearing cup (50) or bearing cone (48) with 6V-4876 Lubricant. Install bearing cone (48) on pinion
assembly (44). Install bearing cone (48) with end play remaining in bearings (48) and (49).
6. Install washer (47), nut lock washer (46) and bearing locknut (45) on pinion assembly (44). Secure pinion assembly
(44) and tighten bearing locknut (45). Rotate housing (40) as you tighten bearing locknut (45). It may be necessary to
strike pinion shaft (44) and housing (40) in order to make sure the bearing moves on pinion shaft (44).
7. Tighten bearing locknut (45) to a rolling torque of 0.7 to 1.1 N·m (6.2 to 9.7 lb in) Do not exceed the specified
torque. Secure bearing locknut (45) by bending the tab on nut lock washer (46) in the closest retaining key slot in bearing
locknut (45). Check the assembly to ensure zero end play.
NOTE: Use only 80% of the full shim pack at this time.
8. Position housing (40), 80% of the shim pack and pinion assembly (44) to carrier (45). Install six bolts and washers
(42) secure housing (40) to carrier (45). Tighten bolts (42) to a torque of 135 ± 15 N·m (99 ± 11 lb in).
9. Install lip seal (41) in retainer (39). The sealing lip must face inward. Lubricate the sealing lip with SAE 30 Weight
Oil.
10. Position retainer (39) and the gasket on housing (40). Face the hydraulic fitting that is on retainer (39) to its original
location. Install six bolts (38) to secure retainer (39) to housing (40).
11. Install bearing (37) in gear (36). The bearing (37) should be flush with the face on the back of gear (36). Repeat this
step on two remaining gears.
12. Lubricate the shafts of spider (33) with 6V-4876 Lubricant. Install three spacers (35) and three gears (36) on spider
assembly (33).
13. Install spider assembly (33) in housing (34).
14. Install bronze washer (31) and gear (32) on spider assembly (33). Note that the slots located on washer (31) must
align with the dowel pins in housing (25). Housing (25) will be installed on the assembly during step (16).
15. Position housing (25) on gear (27). The weight of gear (27) is 41 kg (90 lb).
16. Install 24 bolts (29) and the washers that holds gear (27) to housing (25). Tighten bolts (29) to a torque of 270 ± 25
N·m (200 ± 18 lb in).
17. Install bearing cone (30) on housing (25). Use a 0.05 mm (.002 in) Feeler Gage in order to check for full seating of
the cone face to the housing shaft shoulder.
18. Install two 1/2 in - 13 Eyebolts (26) in gear (27). Attach chains and a hoist to eyebolts (26). Position housing (25)
and gear (27) on housing (28). The weight of housing (25) and gear (27) is 52 kg (115 lb). Make sure that the dowel pins
on the bottom of housing (25) and gear (27) align with the slots in washer (30). Refer to Step 14.
19. Remove eyebolts (26) from the assembly. Install nine bolts (24) and the washers in order to secure the gear and
housing assembly to housing (28).
20. Install disc (23) on gear (19).
21. Install eight disc (21) and seven friction disc (22) on gear (19), beginning with disc (21). Lubricate both sides of
friction disc (22) with a SAE 30 Weight Oil
22. Turn differential group (4) over by 180 degrees. Install gear (19) and clutch assembly (20) in differential group (4).
23. Install inner seal (17) and outer seal (18) on piston (16). Lubricate seals (17) and (18) and the bore of piston (16)
with clean SAE 30 Weight Oil.
24. Install piston (16) in differential group (4).
Housing (12) Showing Dowel Pins in Alignment with Slots in Washer
25. Install bronze washer (15) in differential group (4). Note that the slots in washer (15) must align with the dowel pins
on housing assembly (12) during assembly Step 24.
26. Install housing assembly (12) on differential group (4). Make sure that dowel pins align with the slots in bronze
washer (15).
27. Install 12 bolts and washers (11) in order to secure housing assembly (12) to differential group (4). Tighten the bolts
to a torque of 135 ± 15 N·m (99 ± 11 lb ft). Turn the unit over and tighten bolts (24) to a torque of 135 ± 15 N·m (99 ±
11 lb ft).
28. Install bearing cone (13) on housing assembly (12). Use a 0.05 mm (.002 in) Feeler Gage in order to check for full
seating of the cone face to the housing shaft shoulder.
29. Install two seals (8) on cage assembly (6).
30. Install retaining ring (9) on cage assembly (6).
31. Install bearing cup (7) in cage assembly (6).
32. Install nut (10) in cage assembly (6). Leave nut (10) loose for later backlash adjustments. Make sure that nut (10)
turns freely and is not cross threaded.
33. Lubricate cage assembly (6) with 6V-4876 Lubricant. Install cage assembly (6) on the bearing cone and in
differential group (4).
34. Attach a lifting sling and a hoist to differential group (4). Lubricate bearing cone (30) with 6V-4876 Lubricant.
Install the bearing cup that was removed from the ring gear side of carrier assembly cap (1) on bearing cone (30).
35. Position differential group (4) to carrier assembly (3). Position caps (1) to the assembly. Install four bolts (2) and the
washers in order to secure caps (1) to carrier assembly (3). Tighten bolts (2) to a torque of 100 N·m (75 lb ft). Make sure
that you do not bind the differential in the carrier assembly caps.
36. Install the locknut in the assembly cap on the bevel gear side of the assembly. Make sure that the adjusting nut turns
freely and is not cross threaded.
37. Use an 8T-5096 Dial Indicator Group for adjusting the backlash. Tighten adjusting nut (51) while you rotate bevel
gear (27). Advance adjusting nut (51) to a zero backlash position. Back adjusting nut (51) off to the nearest lock
position. The maximum back off movement is one lug on the adjusting nut (51).
38. Advance adjusting nut (52) to take up end play. Apply torque pressure to adjusting nut (52) to assure that the bearing
cones and the bearing caps are seated. Release the tension from adjusting nut (52). Finger tighten adjusting nut (52) to
remove end play from the assembly.
39. Adjust adjusting nut (51) to give backlash of the bevel gear and the pinion of 0.25 ± 0.05 mm (.010 ± .002 in). While
you keep adjusting nut (52) adjusted to take up end play.
40. Tighten adjusting nut (52) to preload the bearings. Use a dial indicator to ensure that the bearing cone moves 0.3
± .05 mm (.012 ± .002 in). After adjusting nut (52), check the rolling torque of the installed pinion to assure that it is
written 1.4 - 2.0 N·m (12 - 18 lb ft).
NOTE: The specified rolling torque is for new pinion bearings. Used bearings should have a rolling torque of 0.7 - 1.0
N·m (6 - 9 lb ft).
41. After the gear clearance (backlash) and bearing preload adjustments have been made, check the tooth contact setting
between the bevel gear and pinion as follows:
a. Put a small amount of marking compound (Prussian blue) on the bevel gear teeth. Turn the pinion in both directions,
and check the marks made on the bevel gear teeth.
Correct Tooth Contact Setting
b. With no load, the correct tooth contact setting will be as shown. The correct area of tooth contact is located equally on
both sides and starts near the toe of the gear and goes 30% to 50% up the length of the tooth. With this setting, when a
load is put on the gear, the load will be over the correct area of the teeth.
Short Toe Contact Setting
c. If the pinion shaft is too far away from the bevel gear, short toe contact will be the result as shown. The teeth of the
pinion will be in contact with the toe ends of the convex faces (part that makes a curve toward the outside), and the top
edge of the heel end of the concave faces (part that makes a curve toward the inside). To correct this, remove shims from
behind the inner pinion bearing. After this is done, check the gear clearance (backlash) and tooth contact again.
Short Heel Contact Setting
d. If the pinion shaft is too near to the center of the bevel gear, short heel contact will be the result as shown. The teeth of
the pinion will be in contact with the toe ends of the concave faces (part that makes a curve toward the inside), and the
heel ends of the convex faces (part that makes a curve toward the outside). To correct this, add shims behind the inner
pinion bearing race. After this is done, check the gear clearance (backlash) and tooth contact again.
NOTE: Several adjustments of both pinion and bevel gear may be needed before correct tooth contact and gear
clearance (backlash) is made. Always remember that a change to gear clearance (backlash) will also change the tooth
contact. Therefore, be sure gear clearance (backlash) is in correct adjustment before tooth contact is checked.
e. After gear clearance (backlash) and tooth contact are correct, remove the extra marking compound (Prussian blue)
from the bevel gear and pinion.
42. Tighten the bevel gear main cap bolts (2) to a final torque of 375 ± 30 N·m (276 ± 22 lb ft).
43. Perform a final measurement of the backlash to ensure that it is within specifications established in Step 39.


Differential Lock Control Valve

Remove Differential Lock Control Valve 3272-011
1. Disconnect wire assembly (1) and hose assembly (3) from differential lock control valve (4).
2. Remove two bolts (2) and the washers that hold differential lock control valve (4) to the differential. Remove
differential lock control valve (4) from the mounting plate.
3. Remove two O-ring seals (5) from the differential lock control valve (4).
4. Remove hose assembly (6) from mounting plate (9).
5. Remove two bolts (8) and the washers that hold plate (9) to the differential. Remove plate (9) from tube (10) and the
differential.
6. Remove O-ring seal (7) from tube (10).
Install Differential Lock Control Valve 3272-012
1. Clean the mounting face of the lock control valve and the mating mounting plate. Check the condition of all the O-
ring seals used in the lock control valve. If any of the seals are damaged, use new parts for replacement.
2. Install O-ring seal (7) to tube (10).
3. Install plate (9) on tube (10) and position plate (9) to the differential. Install two bolts (8) and the washers that hold
plate (9) to the differential.
4. Install hose assembly (6) in mounting plate (9).
5. Install two O-ring seals (5) in valve (4).
6. Position differential lock control valve (4) to the mounting plate. Install two bolts (2) and the washers that hold
differential lock control valve (4) to the differential.
7. Connect wire assembly (1) and hose assembly (3) to differential lock control valve (4).


Transmission & Transmission Hydraulic Control Valve, Testing and Adjusting

Checking Transmission Supply Pressure 3417-036
Instrument tests
(1) Transmission supply pressure tap.
(2) Transmission Pump
1. Stop the machine, engage the parking brake, turn off the machine.
2. The transmission oil pressure tap is located on the transmission pump.
3. Install a 6000 kPa (870 psi) pressure gauge on the pressure tap (1).
4. Start the engine, set the hand throttle at high idle. The transmission supply pressure should be a minimum of 3300 kPa
(479 psi) when the transmission oil is at an operating temperature of 50° C (122° F).
Check Transmission Clutch Pressures
1. Stop the machine, engage the parking brake and turn the engine OFF.
(1) Guard
(2) Transmission Control Valve
2. Remove the guard (1) from the transmission control valve (2), to provide access to the control.
Pressure Tap Test Ports
(3) Caps.
4. Remove caps (3) and install 6000 kPa (870 psi) pressure gauges on the pressure taps (D) and (G).
5. Operate the engine at high idle either in PARK or NEUTRAL. Record the gauge pressures. Pressure tap (D) is clutch
number 8 and pressure tap (G) is clutch number 5. Remove the gauges and replace the caps (3).
6. Remove caps (3) and install 6000 kpa (870 psi) pressure gauges on the pressure taps (B), (F) and (H).
7. Operate the engine at high idle in FIRST/FORWARD. Record the gauge pressures. Pressure tap (B) is clutch number
1, pressure tap (F) is clutch number 6 and pressure tap (H) is clutch number 7. Remove the gauges and replace the caps
(3).
8. Remove caps (3) and install 6000 kpa (870 psi) pressure gauges on the pressure taps (C) and (E).
9. Operate the engine at high idle in SECOND/FORWARD. Record the gauge pressures. Pressure tap (C) is clutch
number 2 and pressure tap (E) is clutch number 4. Remove the gauges and replace the caps (3).
10. Remove cap (3) and install 6000 kPa (870 psi) pressure gauge on pressure tap (A).
11. Operate the engine at high idle in FIRST/REVERSE. Record the gauge pressure. Pressure tap (A) is clutch number 3.
Remove the gauge and replace the cap (3).
12. Refer to the chart shown for the correct pressures. If an adjustment is needed, refer to "Initial Pressure Adjustment
Procedure".
Note All pressures are taken at 2000 rpm and 51° C (123° F) average.
13. Stop the engine, install the differential drive shaft and engage the parking brake. Replace all covers and guard.
Initial Pressure Adjustment Procedure
1. Stop the machine, engage the parking brake and turn the engine OFF.
(1) Guard
2. Remove the guard (1) from the transmission control valve (2), to provide access to the control.
(3) Wiring harnesses.
(4) Bolts.
(5) Cover.
(6) Caps.
4. Disconnect the manual modulation cable and wiring harnesses (3) from the transmission control valve.
5. Remove 33 mounting bolts (4). Remove the transmission control valve.
6. Place the transmission control valve on a clean surface. Remove cover (5). Install the 4C-8254 Test Cover and tighten
the bolts to 30 ± 4 N·m (22 ± 3 lb ft).
7. Install the transmission control valve on the transmission and tighten the mounting bolts to 30 ± 4 N·m (22 ± 3 lb in).
8. Connect the wiring harnesses (3) and the manual modulation cable.
9. Remove caps (6) and install 1000 kPa (145 psi) pressure gauges on the pressure taps (D) and (G).
10. Operate the engine at high idle either in PARK or NEUTRAL. Record the gauge pressures. Pressure tap (D) is clutch
number 8 and pressure tap (G) is clutch number 5. Remove the gauges and replace caps (3).
11. Remove caps (6) and install 1000 kpa (145 psi) pressure gauges on the pressure taps (B), (F) and (H).
12. Operate the engine at high idle in FIRST/FORWARD. Record the gauge pressures. Pressure tap (B) is clutch number
1, pressure tap (F) is clutch number 6 and pressure tap (H) is clutch number 7. Remove the gauges and replace the caps
(3).
13. Remove caps (3) and install 1000 kpa (145 psi) pressure gauges on the pressure taps (C) and (E).
14. Operate the engine at high idle in SECOND/FORWARD. Record the gauge pressures. Pressure tap (C) is clutch
number 2 and pressure tap (E) is clutch number 4. Remove the gauges and replace the caps (3).
15. Remove cap (3) and install 1000 kPa (145 psi) pressure gauge on pressure tap (A).
16. Operate the engine at high idle in FIRST/REVERSE. Record the gauge pressure. Pressure tap (A) is clutch number 3.
Remove the gauge and replace the cap (3).
17. Refer to the chart shown for the correct pressures. If an adjustment is needed, follow Steps 18 and 19.
Pressure Tap Test Ports
Note All pressures are taken at 2000 rpm and 51° C (123° F) average.
18. If the pressure does not agree with the chart, adjust the pressure using the following procedure.
(7) 4M-1751 Spacer and 5J-1036 Shim.
(8) Adjuster assembly.
(9) Locknut.
(10) Adjustment screw.
a. Loosen the locknut (9) on the adjuster assembly (8).
b. While monitoring the pressure, adjust by turning adjustment screw (10). To lower the pressure, turn the adjustment
screw clockwise. Total adjustment screw range is approximately 132 kPa (19 psi).
c. Tighten the locknut (9) to 25 ± 4 N·m (18 ± 3 lb ft). Shift the transmission to NEUTRAL for a minimum of 15
seconds and then shift the transmission back to the gear specified in Steps 9 through 17. Confirm that the pressure agrees
with the "Initial Pressures" chart.
d. If the pressure cannot be adjusted to within the acceptable limits with the adjusting screw (10), stop the engine and
remove the solenoid manifold to access the selector spool. Remove the selector spool and add or remove shims and
spacers as required.
5J-1036 Shim:
Outside diameter - 15.09 ± 0.25 mm (.594 ± .010 in)
Thickness - 0.80 mm (.031 in)
4M-1751 Spacer:
Outside diameter - 15.09 ± 0.25 mm (.594 ± .010 in)
Thickness - 0.4 mm (.02 in)
e. Install the solenoid manifold and adjust the initial pressure according to Steps a thru c in Step 18.
20. Stop the engine, remove the transmission valve and install the original 8E-9474 Cover.
21. Use new 9P-9150 Washers and install the control group on the transmission. Tighten the mounting bolts (4) to 30 ± 4
N·m (22 ± 3 lb ft).
22. Attachment the wiring harnesses (3) and the manual modulation cable.
23. To verify the clutch pressures, follow Steps 4 through 12 in "Check Transmission Clutch Pressure".
24. Install guards and differential drive shaft.
NOTE: This procedure should be followed whenever a transmission control valve is repaired by replacing any of the
springs contained within the individual clutch stations.
NOTE: If the transmission clutch pressure (steady state) is out of range, the most likely cause of the failure will be a
failed modulation spring, debris in control valve or a seal failure within the transmission.
Check Transmission Lubrication Pressure
2. Stop the machine on a hard level surface. Engage the parking brake. Turn the engine OFF.
3. Remove plug (1) from the transmission case. Install a nipple and a 1000 kPa (145 psi) pressure gauge into the pressure
port.
4. Start the engine and operate the engine at low idle. The gauge pressure should read 80 ± 30 kPa (12 ± 4 psi).
5. Operate the engine at high idle. The pressure on the gauge should be a minimum of 340 kPa (50 psi).
6. Remove the differential drive shaft. Operate the machine in FIRST/FORWARD at LOW idle. The gauge pressure
should be a minimum of 7 kPA (1psi).
7. Operate the machine in FIRST/FORWARD at HIGH idle. The gauge pressure should read 241 ± 27 kPa (35 ± 4 psi).
8. Operate the machine in NEUTRAL at HIGH idle. The gauge pressure should read 558 ± 55 kPa (80 ± 8 psi).
9. Stop the machine, turn the engine OFF and install the differential drive shaft. Remove the pressure gauge and install
plug (1).
Differential Lock Valve Pressure Check
2. Stop the machine on a hard level surface. Engage the parking brake. Turn the engine OFF.
(1) Plug
3. Remove plug (1) and install a nipple and a 6000 kPa (870 psi) pressure gauge.
4. Remove the differential drive shaft. Operate the machine in FIRST/FORWARD at HIGH idle and engage the
differential lock. The gauge should read 2620 kPA (380 psi) minimum.
5. Stop the machine. Turn the engine OFF and install the differential drive shaft. Remove the pressure gauge and install
plug (1).
Manual Modulation Pedal Check
(1) Transmission.
(2) Modulation Pedal.
(3) Pedal Stop.
(4) Locknut.
(5) Locknut.
(6) Modulation Pedal Box.
(7) Rod.
(8) Transmission control valve.
(9) Modulation valve spool.
(10) Locknut.
(11) Modulation pedal cable
(A) 447 ± 3 mm (17.6 ± .1 in).
NOTE: Make sure there are no kinks or binds in the modulation pedal cable (11).
1. Modulation pedal cable (11) should be clasped to the modulation spool (9).
2. There should be three threads showing after the locknut (5) is tightened at the modulation pedal box (6).
3. Distance (A) should be 447 ± 3 mm (17.6 ± .1 in). Distance (A) is centerline to centerline of rod ends of rod (7).
4. Loosen the locknut (4) on the pedal stop (3) and turn the stop all the way in.
6. Start the engine. Press the modulation pedal (2) all the way down. Move the transmission control lever to
FIRST/FORWARD position and operate at half throttle. Slowly release the modulation pedal until the transmission drive
starts to turn.
7. Hold the pedal (2) at that position.
8. Turn the pedal stop (3) out until it touches the modulation pedal (2). The pedal stop should be turned out
approximately 9.52 mm (.375 in). Tighten locknut valve.
9. If the modulation does not work properly, check the modulation valve pressure at the transmission control valve.
(12) Transmission control valve cover
a. Remove cover (12) from the transmission control valve (8).
(B) Test Port
b. Remove the cover on test port (B). Connect an 8T-0855 Pressure Gauge to the test port.
c. Press the modulation pedal (2) all the way down against the pedal stop (3). Move the transmission control lever to
FIRST/FORWARD position and operate at half throttle.
d. Let the modulation pedal (2) fully out. The transmission should be turning should be turning. The pressure at test port
(B) should read 2122 kPa (308 psi) minimum. Slowly press the pedal down, (watching the gauge), and when the pressure
reaches 0 kPa (.0 psi), adjust the pedal stop (3) to touch the pedal. Tighten the locknut (4).
For a double check, use an ECAP service tool. Following the above procedure, the modulation (inching) pedal status
should go to OFF when the pedal hits the stop.
10. If the pressure is correct in Step 9, the modulation is working correctly. If the pressure is not correct in Step 9, follow
Step 11.
11. Disconnect the modulation pedal cable (11) from the modulation valve spool (9).
a. Operate the machine in FIRST/FORWARD at half throttle.
b. Manually pull the modulation valve spool (9) out. The pressure gauge should read 0.0 kPa (0 psi).
c. Push the spool into the valve body. The spool should move freely, but firm because of spring resistance, and
modulation (transmission drive starts to turn) should occur in the range of 0.0 kPa (0 psi) to 834 kPa (121 psi).
d. If the spool does not move freely, the spool may need to be cleaned.
12. If the spool moves freely and the modulation occurs in Step 11, the cable may have drag and needs to be replaced.


Introduction
Transmission Electronic Control System
The transmission Electronic Control Module (ECM) shifts the machine transmission based on transmission output speed
(TOS), Transmission control lever position and transmission modulation (inching pedal) pressure switch position.
The transmission ECM processes information from the input components. Depending on the speed and direction
requested, the ECM then directs theignal to the specific combination of solenoids for that speed and direction.
If a fault occurs, the ECM directs a signal to the Electronic Monitoring System (EMS) group to alert the operator of a
problem. The technician has two methods of diagnosing problems with the transmission electrical system: the Electronic
Control Analyzer Programmer (ECAP) via the service tool connector or the diagnostic connector and flash codes.
There is a unique transmission configuration code that must be programmed into the ECM with an ECAP, Electronic
Technician (ET) or the transmission control lever. If a replacement is made to the ECM, the new ECM must be
programmed with this code. Without this code the machine will not operate. See "Using the 8T-8697 Electronic Control
Analyzer Programmer" section in the "Testing And Adjusting" portion of this module.
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NOTE: The transmission solenoids are identified with letters (A through H) in this publication. The solenoids may also
be identified with numbers (1 through 8). Solenoid 1 is Solenoid A, Solenoid 2 is Solenoid B, etc.
Definitions And Acronyms
CAT Data Link

A digital data communication link which is used to provide sharing of information between electronic controls and
service tools on Caterpillar machines.
CID - Component Identifier

A three-digit number that is displayed to the technician on the ECAP service tool diagnostic display during
servicing. The number indicates the system component in question.
Countershaft Transmission
The transmission used on most "H" series motor graders and is shifted by means of electrohydraulic valves which
provide clutch control oil.
ECAP - Electronic Control Analyzer Programmer

The service tool used by the technician to gain access to the system status and diagnostic information stored in the
transmission ECM.
ECM - Electronic Control Module

The control is located under the cab. It processes the input information which then directs the proper electrical
signals to the appropriate output devices for speeds, directions, and diagnostics.
EMS - Electronic Monitoring System

This is a dash-mounted device which alerts the operator to various machine status conditions.
ET - Electronic Technician
This is a personal computer version of the diagnostic software that is used in ECAP.
FMI - Failure Mode Identifier

A two-digit "F" code that is displayed on the ECAP service tool diagnostic display during servicing. The number
indicates the failure mode of the related component.
Jumper
A jumper is a piece of wire used to make an electrical connection during troubleshooting.
Scroll
Scrolling is the process of showing all available sets of diagnostic information, one set at a time. A set of
diagnostic information is shown briefly and then the display automatically advances to the next set.
TOS - Transmission Output Speed

A transmission signal generated by a magnetic pickup on the transmission output shaft.
VHP - Dual Horsepower Solenoid
Transmission Solenoid Locations
Solenoid Locations (Viewed From The Front Of The Machine)
(1) Solenoid A. (2) Solenoid B. (3) Solenoid C. (4) Solenoid D. (5) Solenoid E. (6) Solenoid F. (7) Solenoid G. (8)
Solenoid H.
(1) Transmission ECM.
Electronic Control Module (ECM)
Electronic Control Module (ECM
(1) Connector J1. (2) Connector J2.
The ECM makes decisions based on input and memory information, then the corresponding response is made through
the outputs. The inputs and outputs of the ECM are joined to the machine harness by two 40 contact connectors.
Inputs
Numerous inputs inform the ECM of the status of the machine conditions. Two types of inputs exist; switch type and
sensor type. Switches provide an open, grounded, or +battery signal to the switch inputs of the ECM. Sensors provide a
constantly changing signal to the sensor inputs of the ECM. The inputs are listed on the Contact Description Chart.
Outputs
The ECM responds to decisions by sending electrical signals through the various outputs. The outputs either create an
action or provide information. The outputs are listed on the Contact Description Chart.
CAT Data Link Operation
The CAT Data Link provides status information to other machine systems including All Wheel Drive Control and the
ECAP service tool. The following parameters are available:
· Transmission Gear
· Shift Lever Position
· Transmission RPM (TOS)

· Battery Voltage
· Backup Alarm Status
· Transmission Modulator Supply Pressure Status
· Dual Horsepower Status
· System Diagnostic Codes
· Abusive Conditions
· Coasting In Neutral
· In Park With Machine Moving
Transmission ECM Connector Pin Assignments
Transmission Gear Solenoids
Transmission Diagnostic Code Conversion


Electrical Inputs
Battery Voltage
This is a two wire input which provides 24 DCV nominal to drive the electronic circuits within the ECM and all of the
external solenoids.
Start Switch Input
This is a single wire input that provides a battery voltage signal when the key start switch is in the Start position.
Transmission Shift Lever
This is a 13 wire input which provides the shift lever position to the ECM. Combinations of the 13 inputs being
grounded correspond to the different shift lever positions.
Manual Modulation Supply Pressure Clutch Switch
This is a normally open switch and is located on the outermost valve body and monitors the supply pressure to the
directional clutches and solenoids (Clutch 3 is Solenoid A, Clutch 1 is Solenoid B and Clutch 2 is Solenoid C). When the
manual modulation pedal is depressed, the manual modulation valve inside the transmission control valve disengages or
reduces the power transmitted to the drive wheels by reducing the supply or pilot pressure to the three directional
modulating reducing valves. The pressure switch will close at 75 kPa (11 psi) and open at 50 kPa (7 psi). It provides the
ECM with the status of the manual modulation pressure.
Transmission Output Speed (TOS) Sensor Input
This is a single wire frequency input which receives a signal from a magnetic pickup speed sensor on the transmission
output.
Diagnostic Connector
This is a 3 wire input which provides a 3 bit code the ECM uses to determine which diagnostic mode to be in.

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Electrical Outputs
Transmission Solenoids
These solenoids are powered by 24 DCV from the ECM and are engaged when the ECM determines the correct time to
be ON.
Backup Alarm
When the transmission shift lever is moved to a Reverse speed, the ECM provides power for the backup alarm.
Dual Horsepower Solenoid (VHP)
When the transmission shift lever is moved to Fourth through Eighth Forward or Third though Sixth Reverse, the ECM
provides power for the dual horsepower solenoid.
NOTE: If the machine is a 143H or 163H All Wheel Drive, the ECM will provide power to the dual horsepower
solenoid any time the all wheel drive switch is moved to the Manual or Automatic position.
Diagnostic Output To EMS (Pin J2-28 On ECM)
The transmission ECM is connected to the EMS Panel Lamp Position 5 which is called the EMS Action Light. If there is
a problem in the transmission ECM system, the ECM disconnects the ground and the lamp illuminates.
Neutral Output To EMS (Pin J2-40 On ECM)
The transmission ECM is connected to Pin 9 (Neutral) at the EMS control. Pin 9 has a function called Program Code 1
and is used to control the category of Alert Indicator 7 which is the Parking Brake indicator. Depending on the condition,
the Parking Brake can be either a Category I or a Category III.
Service Tool Connector
This is a 2 wire digital data communication link that allows two way communication of the ECAP, ET or service tool
with the transmission ECM.
Transmission Indicator Lamp
This is used in conjunction with the diagnostic connector to visually flash light code sequences when diagnosing
transmission electrical system faults.
Buffered Transmission Output Speed (TOS)
This is the output from the transmission output speed sender after it goes through the ECM to the speedometer.


Modes Of Operation
Power-up
Upon power-up, Solenoids D and G are energized and all other solenoids are de-energized. Normal operation is
established once the shift lever has been moved to the Neutral or Park position.
Start
The transmission Neutral Start Module (NSM) has a neutral start feature. The operator controlled key switch is an input
to the NSM with the start relay being powered by an output from the NSM. This allows the NSM to inhibit starting the
machine if certain conditions are not met. The shift lever must be in Neutral or Park before the NSM will allow the start
relay to be energized.
Upshift
When the shift handle is moved from the current gear position to a higher gear position, the ECM will shift the
transmission immediately. If an upshift is attempted with the transmission modulator pedal depressed, no action by the
ECM is taken until the transmission modulator pedal is released.
Downshift
When the shift handle is moved from the current gear position to a lower gear position, the ECM will shift the
transmission immediately. If a downshift is attempted with the transmission modulator pedal depressed, no action is
taken until the transmission modulator pedal is released. After it is released, the ECM will determine the proper gear.
If an overspeed condition occurs, the transmission is shifted to the lowest gear possible using special shift points. Unit
sequential downshifts result in the desired gear. If the TOS has not lowered below an overspeed condition, the ECM will
upshift to the appropriate gear.
Shift Out of Neutral
When the shift handle is moved from Neutral into a position which matches the direction the machine is moving, the
ECM will first check the TOS and determine if the requested gear can be obtained without overspeeding the
transmission. If no overspeed condition will occur, then the shift is made.
If a shift out of Neutral to the requested gear will cause an overspeed condition, the ECM will shift to the lowest gear
possible.
When a shift out of Neutral is attempted with the transmission modulator pedal depressed, one of two things will happen:
· If the TOS is below First gear high idle, the shift is made immediately.
· If the TOS is above First gear high idle, No Shift will be made until the TOS drops below First gear high idle or the
transmission modulator pedal is released.
Shift Into Neutral
When the shift handle is moved from a gear position to Neutral, the ECM will shift the transmission to Neutral
immediately. The status of the transmission modulator pedal or the TOS value does not matter.
Directional Shift
A directional shift is when the shift handle is moved from one gear position to another gear position of the opposite
direction or where a shift out of Neutral is requested with the machine moving in the opposite direction requested.
If the shift is requested with the TOS lower than Third gear high idle, the shift will be made immediately. If the shift is
requested with the TOS higher than Third gear high idle, the following steps will be taken:
1. The ECM will attempt to downshift the transmission to the lowest gear possible gear. If the TOS is lowered below the
Third gear high idle, the directional shift is made.
2. If the machine has not slowed to Third gear high idle, special shift points are used to downshift the transmission until
the TOS is below Third gear high idle.
When a directional shift is requested with the transmission modulator pedal depressed, the following occurs:
1. If the TOS is at First gear low idle, the shift is made immediately.
2. If the transmission modulator pedal is released when TOS is below Third gear high idle, the shift will be made
immediately.
Overspeed
The ECM will automatically upshift above the shift lever position whenever the transmission reaches the preset
overspeed upshift rpm. There is No Limit to the number of upshifts allowed. If the ECM has already automatically
upshifted because of an engine overspeed condition, the ECM will automatically downshift whenever the engine rpms
are lowered and then match the shift lever position.
Diagnostic/Protection Mode
The transmission ECM will take special actions based on the present gear position and the type of fault detected. The
EMS transmission electrical fault indicator lamp will turn ON and remain on until the fault is removed.
Service Mode
The Service Mode is enabled by uncoupling the diagnostic connector from the machine harness. This feature allows the
technician to diagnose problems with the system using flash codes. This can be used when an ECAP is not available.
Clutch Phasing
The transmission solenoids are disengaged and engaged with special timing to control the transmission clutch pressures
during shifts. Clutch phasing extends the life of the transmission clutches and makes for smoother shifts.
Low Battery Voltage
When battery voltage drops below a certain level, the ECM will turn OFF all transmission solenoids except Solenoids D
and G. If Solenoids D or G are already ON, they will be held on.
Warning And Control Action Light
This warning system alerts the operator about operating the machine prior to the transmission oil being warmed up. After
machine startup, a temperature switch located at the transmission control valve determines that the oil is below 0°C
(32.0°F) and a warning light in the center gage cluster alerts the operator to this condition.
The warning light is on if the oil is 0°C (32.0°F) or below, the light will also come on if there is an open circuit. If the
lamp in the gage panel is burned out, a level two alarm will come on.


Failure Modes
Solenoid Faults
The detection of a system fault which prevents proper solenoid engagement for the selected gear will result in the ECM
causing the transmission to go to Neutral by using solenoids D and G (preferred), solenoid D, solenoid G, or all
solenoids OFF (least preferred).
Keys For Charts 1 And 2
Chart 1
Open - Solenoid either Open or Shorted to Ground (solenoid OFF)
NEU - Solenoid D & G Neutral
GNE - Solenoid G Neutral
DNE - Solenoid D Neutral
Chart 2
Sht+B - Solenoid Short to +Battery (solenoid ON)
NEU - Solenoid D & G Neutral
NCN - No Clutch Neutral
Shift Lever Switch Open Faults
The loss of a shift lever switch contact when leaving Neutral, First Forward, First Reverse, Second Forward, or Second
Reverse will result in the machine remaining in Neutral. Loss of a shift lever switch contact when in Third Forward or
higher or Third Reverse or higher will result in remaining in the present gear. Whenever a shift lever switch contact is
lost and either the Redundant Neutral or Neutral switches is lost, the transmission will be neutralized.
Shift Lever Switch Short Active Faults
Two active speed switches will result in the transmission remaining in the present gear until a valid speed signal is
detected or Neutral is requested. If the forward or reverse switches are active, then the transmission will be neutralized
until a valid direction signal is determined.
Loss Of Or Erratic Transmission Output Speed (TOS) Signal
Loss of or erratic TOS will only result in the EMS Action Lamp and Action Alarm being turned ON to alert the operator
that further operation of the machine could cause damage. The overspeed feature will NOT function.


Set Up Procedures
Sudden movement of the machine or release of oil under

pressure can cause injury to persons on or near the machine. To
prevent possible injury, do the procedure that follows before
testing and adjusting the transmission and power train.
1. Move the machine to a smooth horizontal location. Move away from working machines and personnel.
2. Lower all implements to the ground.
3. Put the transmission control lever in the Parking Brake ON position. Stop the engine.
4. Put blocks in front of and behind the wheels.
5. Permit only one operator on the machine. Keep all other personnel either away from the machine or in view of the
operator.
6. Make sure all hydraulic pressure is released before any fitting, hose or components is loosened, tightened, removed, or
adjusted.
Always make visual checks first. Check the operation of the machine and then check with instruments.


Introduction
(1) Electronic Control Module.
Motor Graders with the countershaft transmission include an onboard electronic controller referred to as an Electronic
Control Module (ECM).
The ECM should improve the ability of the mechanic to determine when and where a failure has occurred. Two methods
of testing and troubleshooting the transmission system from the ECM are provided.
The first (and the recommended) method of checking system status and diagnostics is with the use of the 8T-8697
Electronic Control Analyzer Programmer (ECAP) or an ET. Both the ECAP and the ET can also be used to program the
transmission ECM. With the use of a diagnostic tool, a variety of useful information is readily available. Current
operating information can be obtained such as: transmission output speed, gear lever position, battery voltage, etc. Also,
from the diagnostics screen, transmission diagnostic codes are available to help identify the source of any electrical
failure.
Transmission diagnostics can also be obtained from the transmission ECM without the use of ECAP or ET. This method
will provide the same diagnostic codes available from ECAP and ET. This method will not provide current display status
capability available from ECAP or ET.
Using Caterpillar Electronic Technician (ET) To Determine Service Codes
ET Connections
(1) Datalink service connector - at fuse panel.
(2) 7X-1570 Cable.
(3) 7X-1700 Communication Adapter (with NEXG4523 Communication Adapter Software installed).
(4) 7X-1688 Cable.
(5) IBM compatible personal computer with Caterpillar Electronic Technician software installed (see note below).
NOTE: Caterpillar Electronic Technician is a software program that runs on an IBM compatible personal computer. To
use Caterpillar Electronic Technician (ET), order ET Single Use Program License software, JERD2124; the information
and requirements sheet, JEHP1026; the RS232 connection cable, 7X-1688 and the Data Subscription, JERD2142. The
requirements and information sheet lists the hardware required and the features of ET.
The service tool ET is not needed to determine or clear service codes, but it makes the tasks easier and faster. ET can
also display service code history information. These features make ET a useful troubleshooting tool.
ET connects to the datalink service connector which is round and has 9 contacts. The data link service connector is
located next to the key start switch. For more information, see the Electrical System Schematic in the machine Service
Manual.
To use the ET service tool, choose the MACHINE FUNCTIONS option from the main menu. The next menu is a list of
the Electronic Control Modules (ECM) installed on the machine. Choose the menu item "Steer/Brake/Transmission".
After determining the service codes with CAT ET, see the topic Troubleshooting Detected Faults that correspond to the
service codes.


Using The 8T-8697 Electronic Control Analyzer Programmer (ECAP)
NOTE: The preceding chart has changed from the former issue.
The ECAP can be used to: program the transmission ECM, check current machine operating status, check abusive events
and check diagnostics codes from the transmission ECM.
Prior to connecting the ECAP into the service port on the motor grader, the service equipment must be properly
configured. The following steps will configure the ECAP.
1. Install the NEXG4523 Service Program Module (computer chip) into the 7X-1700 Communication Adapter as shown
on pages two and three of SEHS9264, Using The 7X-1700 Communication Adapter Group.
2. Install the NEXG4521 Machine Functions Service Program Module (two computer chips) into the 8T-8697 Electronic
Control Analyzer Programmer (ECAP) as shown in SEHS9343, Using The ECAP NEXG4521 Machine Functions
Service Program Module.
3. Connect 7X-1420 Cable between ECAP and 7X-1700 Communication Adapter as shown in SESH9343, Using The
ECAP NEXG4521 Machine Functions Service Program Module.
NOTE: Newer ECAP units with a Caterpillar part number ending in -A (i.e.. 8T8697-A) will use 7X-1851 Cable instead
of 7X-1420 Cable.
4. Install 7X-1570 Cable to 7X-1700 Communications Adapter as shown on page five of SESH9343, Using The ECAP
NEXG4521 Machine Functions Service Program Module.
At this point ECAP is ready to be connected to the motor grader.
NOTE: ECAP receives operating power from the Electronic Control Module (ECM) through the 9-pin CAT Data Link
Connector.
The following procedure can be used to program the transmission ECM as well as obtain operating status and
diagnostics.
(1) Service port. (Remove the cap.)
1. Connect the 7X-1570 Cable to the service port (1) which is the 9-pin, gray plastic, Deutsch© connector located on the
front of the seat on the drivers right hand side.
2. Either start the engine or turn the Start/Stop Key Switch to the Run position.
3. At this point the first ECAP screen will appear entitled "Electronic Control Programmer Analyzer". Select "Machine
Functions" and press Return in order to direct ECAP to the next screen entitled "Machine ECM Selection" screen.
Electronic Control Analyzer Programmer Screen
4. From the "Machine ECM Selection" screen select "Transmission Control" and press Return to obtain the
"Transmission Functions" screen. At this point the ECAP has been directed to communicate with the transmission ECM.
See SEHS9343, Using The ECAP NEXG4521 Machine Functions Service Program Module, for further instructions
regarding Steps 3 and 4 of this procedure.
Machine ECM Selection Screen
5. Select either Item 1 to read or change parameters, Item 2 for Current Status of the transmission or Item 3 for
transmission Diagnostics and press Return.
Transmission Functions Screen
Read/Change Parameters Screen
6. If Item 1 was selected in Step 5, then the "Read/Change Parameters" screen will be displayed. From this screen two
choices are available:
Item 1 for reading or changing parameters.
Item 2 for printing parameters.
Read/Change Parameters Screen
7. If Item 1 was selected in Step 6, then another "Read/Change Parameters" screen will be displayed. From this screen
two parameters can be programmed. "The Vehicle ID" is the first option. This input field is provided strictly for
customer use and does not have any other function.
The "Transmission Configuration Code" is the second option. This is a critical parameter without which the machine will
NOT operate (see Chart 4). The "Total Tattletale" field is not programmable. This field indicates how many times any of
the parameters in the list have been changed.
Print All Parameters Screen
8. If Item 2 was selected in Step 6, the "Print All Parameters" screen will be displayed. The transmission parameters will
print to the local printer if connected.
Display Status - Screen 1
Display Status - Screen 2
9. If Item 2 was selected in Step 5, then Status Screen # 1 will appear. The other status screen can be obtained by using
the up and down arrows or by selecting a screen number and pressing Return. From the status screens all of the status
items listed can be observed while the machine is operating.
· Gear Lever - This is a 13 wire input which provides the shift lever position to the ECM. This shows the position of the
shift lever. Positions are Neutral, First Forward through Eighth Forward, First Reverse through Sixth Reverse and Park.
· Modulator Supply Pressure - This shows the value of the modulation supply pressure switch as read by the control.
On: The directional clutches have pressure.
Off: The directional clutches so not have pressure.
· Ignition Switch - This is a single wire input that provides a battery voltage signal when turned in the Start position.
Run: Key is in the normal run position.
Start: Key is in the crank position (only active when the operator is trying to start the machine).
· Transmission Output Speed - This is a single wire frequency input which receives a signal from a magnetic pickup
speed sensor on the transmission output. It shows revolutions per minute on the output shaft of the transmission.
· Gear - This shows the actual gear that the transmission ECM is engaging. Most of the time it will be the same as
selected with the gear lever.
· Dual Horsepower Mode - This shows the state of the dual horsepower solenoid (also referred to as VHP). It is engaged
in Fourth through Eighth Forward and Fourth through Sixth Reverse or when the all wheel drive system is engaged. This
status is only meaningful on motor graders that are equipped with the dual horsepower solenoid.
Normal: Solenoid is Off.
High: Solenoid is On.
· Transmission Lamp - This is used in conjunction with the diagnostic connector to visually flash light code sequences
when diagnosing transmission electrical system faults. On: Transmission lamp is illuminated. Off: Transmission lamp is
not illuminated.
· Backup Alarm - When the transmission shift lever is Moved to a Reverse speed, the ECM provides power for the
backup alarm.
On: The backup alarm is On.
Off: The backup alarm is Off.
· Battery Volt - This is a two wire input which provides 24 DCV nominal to drive the electronic circuits within the ECM
and all of the external solenoids. It indicates the voltage the control measures between Pins J1-1 and J1-2 at the
transmission ECM connector.
Display Diagnostics Screen
Display Diagnostics Screen
10. If Item 3 was selected in Step 5, then "Display Diagnostics" screen will appear. Select either Item 1 for Display/Clear
Diagnostics or Item 2 for Display/Clear Events and press Return.
11. If Item 1 was selected, then another screen which is also entitled "Display Diagnostics" will be displayed. Any of the
diagnostic codes can be listed in this screen depending on the operating condition of the machine.
From this screen the user can find:
· The number and type of faults which have occurred

· When the particular fault first occurred
· When the fault last occurred
· Whether the fault is currently active
Faults which are not currently active may be cleared. Chart 3 provides a complete list of the Transmission Diagnostic
Codes. To clear faults, follow the steps listed:
a. Use the arrow up or down to highlight the fault to be cleared.
b. Press Return.
c. You will be asked to confirm that you really want to clear this fault. Answer Yes or No.
Active faults may not be cleared until the problem causing the fault has been corrected.
Display Events Screen
12. If Item 2 was selected in Step 10, then a screen which is entitled "Display Events" will be displayed. Either of the
two events listed below could be displayed here:
· Coasting in Neutral warning - When the transmission control lever is in neutral with the transmission modulator pedal
released with a ground speed greater than 23 km/h (14 mph).
· Machine driven with parking brake on - When the transmission control lever is in Park with a ground speed greater
than 3 km/h (1.8 mph).
From this screen the user can find:
· The number and type of events which have occurred

· When the particular event first occurred
· When the event last occurred
To clear events, follow the steps listed:
a. Use the arrow up or down to highlight the event to be cleared.
b. Press Return.
c. You will be asked to confirm that you really want to clear this event. Answer Yes or No.
13. To remove the ECAP from use, disconnect 7X-1570 Cable from the service port.


Obtaining Transmission DiagnosticsFrom The Transmission ECM Without

The Use Of An ECAP
From the transmission ECM the diagnostic codes can be obtained and cleared (if not active) without the use of the
ECAP. The following process will entail disconnecting a transmission wiring harness and jumpering specific wires in
order to prompt the transmission ECM to display coded messages to the transmission indicator lamp (1) on the EMS
panel.
(1) Transmission indicator lamp.
While using this procedure to retrieve transmission diagnostics

from the transmission ECM, the machine must be parked with
parking brake Applied.
This process is not as easy to use as the ECAP nor is the capability as complete. This capability has been provided for
the user who does not have ready access to an ECAP.
Follow the steps to obtain transmission diagnostics from the ECM.
NOTE: The preceding chart has changed from the former issue.
(2) Diagnostic plug. (3) ECM.
1. The transmission ECM (3) and the diagnostic plug are under the right side of the cab.
2. Locate the transmission indicator lamp (1) located in front of the steering wheel.
3. Place the Start/Stop Key Switch in the Run position with engine off. When the machine Start/Stop Key Switch is
turned to the ON position, the machine will display the Transmission Configuration Code as part of normal operation.
For example, when the Start/Stop Key of a 140H is turned to ON, a "41" code will be displayed on the EMS
transmission indicator lamp (1). The lamp will flash four times in rapid succession followed with a one second pause
followed by one additional flash.
4. To enter the Diagnostic Mode of the transmission ECM, uncouple the diagnostic plug (2). At this point the ECM
automatically defaults to the Active Diagnostic Mode. In the Active Diagnostic Mode the ECM will flash out the first
Active Fault in memory followed by a three second pause and then repeating the original fault. The original fault will
continue to be repeated until the diagnostic plug (2) is reconnected.
5. To enter the Active Diagnostic Scroll Mode, jumper sockets 1 and 2 of the diagnostic receptacle of the diagnostic plug
(2). The control will display all diagnostics that are presently active on the system. A three second pause separates the
codes as they are displayed. Removing the jumper while the control is displaying a diagnostic code will cause the control
to repeatedly display that code. Replacing the jumper resumes scrolling.
6. To enter the Logged Diagnostic Scroll Mode, jumper sockets 1 and 3 of the diagnostic receptacle. The ECM will now
display any faults which have occurred which are not presently active. A Diagnostic Code of "12" indicates there are no
Logged Faults present. Removing the jumper wire while the control is displaying a Diagnostic Code will cause the
control to repeatedly display that code. Replacing the 1 to 3 jumper resumes scrolling.
7. This mode is used to clear Logged Diagnostics from memory. To erase a code, put the control in the Logged
Diagnostic Scroll Mode until the desired code is displayed and then remove the jumper. The ECM will continue to
display the desired code. Jumper receptacle socket 1 to 4. The transmission indicator lamp (1) will turn off indicating the
code has been erased. The lamp will remain off until either the Logged Diagnostic Scroll Mode or the Active Diagnostic
Scroll Mode is re-entered. The above process can be repeated until there are no codes stored in memory. An active
diagnostic code cannot be erased from memory.
8. Reconnect diagnostic plug (2) to the receptacle when servicing is complete. Transmission indicator lamp (1) will stop
flashing.
Programming The Transmission ECM Transmission Configuration Code Without An ECAP
(1) Transmission indicator lamp.
(2) Diagnostic plug. (3) ECM.
1. The transmission ECM (3) and the diagnostic plug are under the right side of the cab.
2. Locate the transmission indicator lamp (1) located in front of the steering wheel.
3. Place the Start/Stop Key Switch in the Run position with engine off.
4. Uncouple the diagnostic plug (2).
5. Determine the right transmission configuration code from Chart 4 for the model of motor grader the control is
installed on. (For illustration purposes, assume that the model is a 140H. Therefore the transmission configuration code
would be "41".
6. Jumper Sockets 1,2 and 3 on the diagnostic receptacle. Place the transmission control lever in the Forward gear which
corresponds to the first digit of the desired transmission configuration code. For this example, place the transmission
control lever in Fourth Forward. Wait until the transmission indicator lamp (1) flashes out this digit. Place the
transmission control lever in the neutral position. Remove jumpers completely out of the diagnostic receptacle. The first
digit is programmed.
7. Jumper Sockets 1, 2 and 4 on the diagnostic receptacle. Place the transmission control lever in the Forward gear which
corresponds to the second digit of the desired transmission configuration code. For this example, place the transmission
control lever in First Forward. Wait until the transmission indicator lamp (1) flashes out this digit. Place the transmission
control lever in the neutral position. Remove jumpers completely out of the diagnostic receptacle. The second digit is
programmed.
8. Replace the diagnostic receptacle. Turn the Start/Stop Key Switch to the OFF position.
9. Turn the Start/Stop Key Switch to the ON position. Watch the transmission indicator lamp (1). Make sure that it
flashes out the desired transmission configuration code. In our example, you should see a "41" flash code displayed on
power up.


Troubleshooting
Troubleshooting Without An ECAP Or ECM Diagnostics
Operate the machine in each direction and in all speeds. Note the noises that are not normal and find their source. If the
operation is not correct, refer to the following problems and procedures.
The following procedure has been designed without the benefit of using diagnostics from the transmission ECM.
However, using an ECAP in combination with this troubleshooting guide should improve the efficiency in resolving the
problem.
Problem:
Motor Grader Will Not Key Start/Stop
Corrective Procedure:
1. Check the transmission control fuse (10 amp) located in fuse panel at the base of the steering console. Replace if
necessary.
2. Remove the transmission ECM from under the cab and disconnect the 40-pin Deutch© connectors. Measure voltage
between Pins J1-1 and J1-2.
3. If the voltage measured in Step 2 is above 20 DCV, the transmission ECM is inoperative. If some voltage is measured
and the voltage is less the 20 DCV, the batteries are undercharged. If no voltage was measured in Step 2, proceed to Step
4.
4. Check Pin J1-1 of the 40 pin Deutch© connector to determine the voltage between the pin and frame. If Pin J1-1 has
voltage, repair 202 Black ground wire in machine harness. If Pin J1-1 does not have voltage, repair 126 Pink wire in
machine harness.
Problem:
"First Gear Out Of Neutral" Only Working Gear
Corrective Procedure:
1. Start engine and operate the machine in order to determine which gears are operable.
2. Stop the machine, engage the parking brake and turn off the engine.
3. Jumper the manual modulation pressure switch in order to determine if this pressure switch is working. The manual
modulation pressure switch is located on the Hydraulic Clutch Modulation Control (HCM). Disconnect the 2 pin
connector and jumper Pins 1 and 2 of the receptacle.
4. Start the machine and attempt to operate the machine in all gears. If the machine has more than one gear out of neutral
then the manual modulation pressure switch has failed. If the first gear out of neutral is still the only gear available,
proceed to Step 5.
5. From Step 4, the wiring harness between the manual modulation pressure switch and the transmission ECM is suspect.
Remove the transmission ECM from under the cab and disconnect both 40 pin Deutch© connectors. Check continuity
between Pins J1-2 and J2-11 of the machine harness. If continuity is obtained while the jumper is in place, the
transmission ECM has failed. If continuity is not obtained, the wiring harness between the transmission ECM and the
manual modulation pressure switch has failed.
Troubleshooting Faults Detected By The ECM
NOTE: P is used as an abbreviation for Pin. Example: P3 is Pin 3.
NOTE: When Harness with a letter (example: Harness F) is used, the Harness F can be identified on the electrical
schematic.
NOTE: The transmission ECM is seldom the cause of a problem. If the "Troubleshooting With An ECAP" guide directs
you to replace the ECM, then double check your steps to be sure that no mistake was made before replacing the ECM.
Detected Faults
Troubleshooting Detected Faults
Use the following charts to troubleshoot the faults identified in Chart 5.
Flash Codes: 21-28, CID-FMI: 641-648 F05, Transmission Solenoid Open Circuit
Flash Codes: 31-38, CID-FMI: 641-648 F06, Transmission Solenoid Short To Ground
Flash Codes: 41-48, CID-FMI: 641-648 F03, Transmission Solenoid Short To Battery
Flash Code: 52, CID-FMI: 637 F06, Backup Alarm Short To Ground
Flash Code: 58, CID-FMI: 688 F06, VHP Solenoid Short To Ground
Flash Code: 59, CID-FMI: 688 F03, VHP Solenoid Short To Battery
Flash Code: 61, CID-FMI: 668 F02, Shift Lever Input Invalid
Flash Code: 62, CID-FMI: 668 F03, Shift Lever Open Circuit/Short To +Battery
Flash Code: 65, CID-FMI: 701 F02, Transmission Output Speed Signal Incorrect
Flash Code: 68, CID-FMI: 168 F01, System (+Battery) Voltage Below Normal
Flash Code: 71, CID-FMI: 520 F02, Invalid Transmission Configuration Code; Flash Code: 72, CID-FMI: 268
F02, Check Programmable Parameters
Flash Code: 73, CID-FMI: 764 F05, Transmission Indicator Lamp Open Circuit
Flash Code: 74, CID-FMI: 764 F06, Transmission Indicator Lamp Short To Ground
Flash Code: 75, CID-FMI: 764 F03, Transmission Indicator Lamp Short To Battery
Flash Code: 76, CID-FMI: 177 F03, Transmission Oil Temperature Sensor short to Battery or Open Circuit
Flash Code: 77, CID-FMI: 177 F04, Transmission Oil Temperature Sensor short to Ground
Flash Code: 81, CID-FMI: 868 F05, Auto/Manual Lamp Open Circuit
Flash Code: 82, CID-FMI: 868 F06, Auto/Manual Lamp Short to Ground
Flash Code: 83, CID-FMI: 868 F03, Auto/Manual Lamp Short to Battery
Sensor Signal Voltage Test


Schematic


Batteries
Remove & Install Batteries 1401-010

connect it last.
1. Lockout the electrical system of the machine with the key that is located behind the left side engine compartment
door.
battery.
27 Kg (60 lb).
7. Repeat Steps 2 through 6 in order to remove the remaining battery.
NOTE: The following steps are for the installation of the batteries.
8. Use two people, or a lifting sling and a hoist to position the battery to the battery box.
9. Position hold down (5) to the rods and the battery. Install nuts (3) and washers in order to secure hold down (5) to the
rods. Tighten self locking nuts (3) to a torque of 9.8 ± 1 N·m (7.2 ± .7 lb ft).
11. Position cover (2) over the battery box. Install bolts (1) and washers in order to secure cover (2) to the battery box.


Batteries & Battery Boxes

Remove & Install Batteries & Battery Boxes 1401 7257-010

connect it last.
1. Lockout the electrical system of the machine with key that is located behind the left side engine compartment door.
battery.
27 Kg (60 lb).
7. Remove bolts (7) and washers and the nuts that hold guard (8) to the support bracket. Lift guard (8) off of the pin.
8. Remove four bolts (9) and the washers that hold support bracket (10). Remove support bracket (10) from machine.
NOTE: The following steps are for the installation of the Batteries & Battery Boxes.
9. Position support bracket (10) to the side of the machine. Install bolts (9) and washers in order to secure support
bracket (10) to the side of the machine.
10. Position guard (8) to support bracket (10). Install bolts (7) and washers and the nuts that hold guard (8) to support
bracket (10).
11. Use two people, or a lifting sling and a hoist to install the battery to the battery box.
12. Position hold down (5) to the rod and the battery. Install nuts (3) and washers that secure hold down (5) to the hold
down rods. Tighten self locking nuts (3) to a torque of 9.8 ± 1 N·m (64 ± 9 lb in).
14. Position cover (2) to the side of the machine. Install bolts (1), the nuts and the washers that hold cover (2) to the side
of the machine.
15. Unlock the electrical system of the machine with the key that is located behind the left side engine compartment
door.


Exhaust Pipe Assembly

Remove & Install Exhaust Pipe Assembly 1061-010
1. Loosen bolt and clamp (2) on exhaust pipe assembly (1).
2. Note the orientation of exhaust pipe assembly (1) for installation purposes. Remove exhaust pipe assembly (1) from
the muffler.
NOTE: The following steps are for the installation of the exhaust pipe assembly.
3. Install exhaust pipe assembly (1) and bolt and clamp (2) to the muffler, to their original orientation.
4. Tighten bolt (2) on the exhaust pipe assembly clamp.


Prescreener Assembly
Remove & Install Prescreener Assembly 1055-010
1. Loosen bolt and clamp (2).
2. Remove prescreener assembly (1) from the air cleaner group.
NOTE: The following steps are for the installation of the prescreener assembly.
3. Install prescreener assembly (1) to the air cleaner group.
4. Tighten bolt and clamp (2). Tighten bolt and clamp (2) to a torque of 25 ± 6 N·m (18 ± 4 lb ft).
NOTE: For further details regarding cleaning and servicing the prescreener assembly, refer to the "Operation &


Hood
Remove & Install Hood 7251-010
Start By:
b. remove prescreener assembly
1. Remove three bolts (1) and washers from the bracket located under the front of the hood.
2. Remove four bolts (2) and washers from the hood supports on the rear of the fuel tank.
3. Fasten a hoist and nylon lifting straps to the hood hand rails. Remove hood (3) from the machine. The weight of hood
(3) is 45 Kg (100 lb)).
NOTE: The following steps are for the installation of the hood.
4. Fasten a hoist and nylon lifting straps to the hood hand rails. Position hood (3) on the machine.
5. Install bolts (2) and washers to the hood supports on the rear of the fuel tank.
6. Install bolts (1) and washers to the bracket under the front of the hood.
End By:
b. install exhaust pipe assembly


Air Cleaner Group

Remove & Install Air Cleaner Group 1051-010
Start By:
a. remove prescreener assembly
1. Unclasp clips (4) holding air cleaner cover (5). Remove air cleaner cover (5).
2. Remove clamp (2) that secures the hose assembly to body assembly precleaner (1).
3. Remove bolt (3) on clamp that secures body assembly precleaner (1) to the air cleaner group.
4. Remove secondary element (7) and the primary element (6) from the air cleaner group.
5. Remove nuts (8) and washers that secure air cleaner housing (9) to the air cleaner elbow.
6. Remove air filter indicator (10).
7. Remove air inlet line (11) on air cleaner elbow (14).
8. Remove two clamps (13) on the air inlet hose to the turbocharger.
9. Remove bolts (12) and air cleaner elbow (14) from the engine.
NOTE: The following steps are for the installation of the air cleaner group.
10. Position air cleaner elbow (14) and install bolts (12) in order to secure air cleaner elbow (14) to the engine.
11. Install the air inlet hose to the turbocharger and secure two clamps (13).
12. Install air inlet line (11) to air cleaner elbow (14).
13. Install air filter indicator (10).
14. Install air cleaner housing (9) and secure with nuts (8) and washers to air cleaner elbow (14).
15. Install primary and secondary elements (6) and (7).
16. Position body assembly precleaner (1) to the air cleaner housing.
17. Secure bolt and clamp (3).
18. Install hose and secure clamp (2) to body assembly precleaner (1).
19. Position air cleaner cover (5) and secure with clips (4).
NOTE: For further details regarding servicing and replacement of the air cleaner element assemblies, refer to the
"Operation & Maintenance Manual."
End By:


Muffler
Remove & Install Muffler 1062-010
Start By:
1. Loosen clamps (2) from hose (1) on prescreener assembly. Slide hose (2) off of muffler (4).
2. Loosen clamp (3) and the pipe assembly from the muffler.
3. Remove bolts (5) and washers from the bracket.
4. Remove the hood. Refer to "Remove & Install Hood" in this manual. Remove the muffler from the engine.
NOTE: The following steps are for the installation of the muffler.
5. Position the muffler on the machine. Install bolts (5) and washers that secure the muffler to the bracket
6. Install the pipe assembly to the muffler. Tighten clamp (3).
7. Slide hose (1) to the muffler. Tighten clamp (2) on hose (1) to the prescreener assembly.
8. Install the hood. Refer to "Remove & Install Hood" in this manual.
End By:
a. install exhaust pipe assembly


Turbocharger
Remove & Install Turbocharger 1052-010
1. Loosen clamp (1) on the muffler inlet pipe.
2. Loosen two clamps (2) on the air cleaner inlet hose.
3. Loosen clamp (3) and the muffler inlet pipe.
4. Loosen clamp (4) and remove the air cleaner inlet hose.
5. Disconnect oil supply tube assembly (6) from the turbocharger.
6. Disconnect oil drain tube assembly (8) from the turbocharger.
7. Loosen clamp (7) on the hose to the aftercooler.
8. Remove four locknuts (5), the turbocharger and gasket from the exhaust manifold.
NOTE: The following steps are for the installation of the turbocharger.
9. Check the condition of the gasket used between the turbocharger and the exhaust manifold. If the gasket is damaged,
use a new part for replacement.
10. Apply 5P-3931 Anti-Seize Compound on the threads of the turbocharger mounting studs.
11. Put the gasket and turbocharger in position on the exhaust manifold and the hose on the aftercooler. Install four
locknuts (5) that hold it. Tighten locknuts (5) to a torque of 54 ± 5 N·m (40 ± 4 lb ft).
12. Tighten clamp (7) on the hose on the aftercooler.
13. Check the condition of the gaskets used between the turbocharger and the oil supply and drain tube assemblies. If the
gaskets are damaged, use new parts for replacement.
14. Connect oil drain tube assembly (8) and oil supply tube assembly (6) to the turbocharger.
15. Position the muffler inlet pipe and clamp (3).
16. Position the air cleaner inlet hose and clamp (4).
17. Install clamp (1) on the muffler inlet pipe.
18. Install two clamps (2) on the air cleaner inlet hose.


Alternator
Remove & Install Alternator 1405-010
1. Put identification marks on the wires that are connected to the back side of the alternator for installation purposes.
Disconnect wires (2) from the back side of alternator (3).
2. Remove bolt (1) and the washer that hold the alternator to the V-belt tension adjusting strap.
3. Push the alternator toward the engine to loosen the tension on the three V-belts. Remove the three V-belts from the
alternator drive pulley.
4. Remove mounting bolt (4), the washer and nut. Remove alternator (3) from the alternator mounting bracket.
5. Remove the locknut and washer that hold the drive pulley to the alternator. Using a suitable puller, remove the drive
pulley from the alternator.
NOTE: The following steps are for the installation of the Alternator.
6. Be sure the shaft of the alternator in the pulley mounting area is thoroughly clean. Install the drive pulley on the
alternator shaft. Install the washer and locknut that hold the drive pulley in position. Tighten the locknut to a torque of
102 ± 7 N·m (77 ± 5 lb ft).
7. Put alternator (3) in position on the alternator mounting bracket. Install mounting bolt (4), the washer and nut that hold
it.
8. Install bolt (1) and the washer that hold the alternator to the V-belt tension adjusting strap. Tighten the bolt only hand
tight at this time.
9. Put the three V-belts in position in the alternator drive pulley.
10. Connect wires (2) to the back side of the alternator in their original locations.
a. Tighten the ground wire mounting bolt to a torque of 6.2 ± 0.6 N·m (54.86 ± 5.31 lb in).
b. Tighten the battery wire mounting bolt to a torque of 11.3 ± 2.3 N·m (100.00 ± 20.35 lb in).
11. Adjust the tension of the alternator V-belts. Refer to the "Operation & Maintenance Manual."


Fan Spider Assembly

Remove & Install Fan Spider Assembly 1356-010
Start By:
a. remove hood

3. Remove six bolts and washers that hold the fan spider assembly to fan drive (4).
4. Remove fan spider assembly (3) from fan drive (4). The weight of fan spider assembly (3) is 14 Kg (30 lb).
NOTE: The following steps are for the installation of the fan spider assembly.
5. Install fan spider assembly (3) to fan drive (4). The weight of fan spider assembly (3) is 14 Kg (30 lb).
6. Install six bolts and washers that hold fan spider assembly (3) to fan drive (4).
7. Position top radiator hose (1) and install two clamps (2) to the radiator and the fuel tank.
8. Fill the cooling system with coolant to the correct level. Refer to the "Operation & Maintenance Manual"for the
cooling system capacities.
End By:
a. install hood


Fan Drive
Remove & Install Fan Drive 1359-010
Start By:
a. remove hood
2. Loosen two bolts (6), one on top and one on the bottom, on the alternator bracket.
3. Pivot the alternator toward the engine, and remove V-belts (3) from the alternator drive pulley.
4. Fasten a hoist and nylon lifting strap to fan drive (4). Remove bolts (5) and washers from the mounting bracket. The
weight of fan drive (4) is 23 Kg (50 lb).
Make sure that the fan spider assembly or the fan drive does not
fall, this could cause damage to the radiator core.
NOTE: The following steps are for the installation of the fan drive.
NOTE: Check the condition of the fan spider assembly for damage or broken fan blades. Check the condition of the hub
area of the fan assembly. If the part is damaged, use a new part for replacement.
5. Attach a nylon lifting sling and a hoist to fan drive (4). Position fan drive (4) to the mounting bracket. The weight of
fan drive (4) is 23 Kg (50 lb).
6. Install bolts (5) and washers to fan drive (4) to the mounting bracket.
9. Adjust the V-belt tension. Refer to the "Operation & Maintenance Manual" for the proper procedure of adjusting (new
or used) V-belt tension.
a. Tighten the V-belts until they deflect 12 mm (1.2 in) for new V-belts, or 16 mm (5/8 in) for old V-belts under the
b. A Borroughs Gauge No. BT-33-72-4-15 can also be used to make the V-belt adjustment. Make an adjustment to the
V-belt farthest from the engine. The gauge reading for a new V-belt must be 120 ± 5 and for a V-belt with a minimum of
30 minutes of operation time 90 ± 10.
10. Position top radiator hose (1) and tighten two clamps (2) and to the radiator and the fuel tank.
End By:
a. install fan spider assembly
b. install hood
Disassemble & Assemble Fan Drive 1359-017
Start By:
a. remove hood
c. remove fan drive
1. Remove three bolts (6) and washers. Access to bolts (6) can be made by rotating the fan pulley.
2. Remove fan pulley assembly (2) from fan support (1).
3. Remove two bolts (4) and thrust plate (5).
4. Remove roller bearing assembly (8) and the bearing retainer from the fan pulley. Remove O-ring seal (7) from the
bearing retainer.
NOTE: The following steps are for the assembly of the fan drive group.
5. Be sure all parts of the fan drive group are thoroughly clean prior to assembly.
6. Check the condition of O-ring seal (7) used in the bearing retainer. Also, check the condition of roller bearing
assembly (8). If the components are damaged, use new parts for replacement.
7. Install roller bearing assembly (8) in the bearing retainer. Be sure the lip-type seal in the roller bearing assembly is
facing toward the bearing retainer.
8. Install O-ring seal (7) in the bearing retainer. Put the bearing retainer and the roller bearing assembly, as a unit, in
position on pulley (2). Be sure the inner race of the roller bearing assembly in seated against the shoulder on the pulley.
9. Install thrust plate (5) and two bolts (4).
10. Put pulley assembly (2) in position in fan support (1). Install three bolts (6) and washers that hold the unit together.
Access to the mounting bolt holes can be made by rotating the fan pulley.
11. Fill the bearing cavity in the fan drive with 30 g (1 oz) of 2S-3230 Bearing Lubricant.
End By:
b. install fan spider assembly
c. install hood


V-Belts
Remove & Install V-Belts 1357-010
1. Open the right hand engine access door.
2. Loosen bolts (1) and (3) on the alternator brackets. Move the alternator toward the engine, and remove V-belts (2)
from the alternator drive pulley.
3. Remove V-belts (2) from the fan pulley.
NOTE: The following steps are for the installation of the V-Belts.
5. Install V-belts (2) on the fan pulley.
7. Tighten bolts (1) and (3) on the alternator brackets.
8. Adjust the V-belt tension. Refer to the "Operation & Maintenance Manual" for the proper procedure of adjusting the
(new or used) V-belt tension.



Remove & Install Electric Starting Motor 1453-010
1. Put identification marks on the wires that are connected to the electric starting motor and solenoid for installation
purposes.
2. Remove nut and two wire assemblies (2) from the electric starting motor solenoid.
3. Remove nut and three wire assemblies (3) from the electric starting motor.
3. Fasten a hoist and nylon lifting strap to the electric starting motor. Remove three bolts (1) that secure the electric
starting motor to the engine.
4. Remove electric starting motor and the gasket from the engine. The weight of the electric starting motor is 27 Kg (60
lb).
NOTE: The following steps are to install the electric starting motor.
5. Fasten a hoist and nylon lifting strap to the electric starting motor. Position the electric starting motor and the gasket to
the engine.
6. Install three bolts (1) that secure the electric starting motor to the engine.
7. Install two wire assemblies and nut (2) to the electric starting motor solenoid.
8. Install three wire assemblies and nut (3) to the electric starting motor.


Air Compressor
Remove & Install Air Compressor 1803-010
To prevent possible personal injury, do not disconnect any air

lines from the air compressor until the air pressure in the system
has been released.
1. Release pressure in the air system by opening the two valves on the bottom of the air tank. The air tank is located

2. Drain the coolant from the engine into a suitable container for storage or disposal. See the Operation & maintenance
manual for the correct draining procedure.
5. Disconnect two hose assemblies (1) and (5) from the governor.
6. Disconnect hose assembly (7) from the air compressor.
7. Remove the clip and hose assembly (10) at the air compressor.
8. Remove bolt and clip (11) from the breather pipe.
9. Fasten a lifting strap and a hoist to the air compressor.
10. Remove bolt (9) and washer at the rear of the air compressor
11. Remove two bolts (4) and washers that hold the air compressor to the front housing.
12. Remove the air compressor and gasket from the front housing. The weight of the air compressor is 26 Kg (57 lb).
13. Remove the nut and washer that hold the drive gear to the air compressor. Remove the drive gear.
NOTE: The following steps are for the installation of the air compressor.
14. Check the condition of the gasket used between the air compressor and front housing. If the gasket is damaged, use a
15. Put the drive gear in position on the air compressor, and install the washer and nut that hold it. Tighten the nut to a
torque of 160 ± 15 N·m (120 ± 11 lb ft).
16. Put the gasket in position on the air compressor. Fasten a lifting strap and a hoist to the air compressor. Put the
compressor in position in the front housing. Install three bolts (4) and (9) and washers that hold the compressor to the
front housing.
17. Install two bolts (4) and washers that hold the air compressor to the front housing. First, tighten the bolts finger tight;
then tighten the bolts to a torque of 55 ± 10 N·m (41 ± 7 lb ft).
18. Install bolt (9) and washer at the rear of the air compressor. Tighten the bolts to a torque of 55 ± 10 N·m (41 ± 7 lb
ft).
19. Install bolt and clip (11) for the breather pipe.
20. Install the clip and hose assembly (10) at the air compressor.
21. Install hose assembly (7) to the air compressor.
22. Install two hose assemblies (1) and (5) to the governor.
system.


Air Conditioning Compressor

Remove & Install Air Conditioning Compressor 1802-010

refrigerant into the atmosphere. Refer to Caterpillar publication
SENR3334, SENR5664 and NEDG5065 for the proper
Do not smoke while working on air conditioning. Inhaling Refrigerant R-12 or R-134A through any smoking material,
although not toxic or flammable, can cause violent illness. Also heat must never be applied to a charged system. Refer to
the "Air Conditioning And Heating Service Manual Form No. SENR3334 and SENR5664" for more information on
removal and installation of lines and refrigerant from the system.
1. Remove the refrigerant from the air conditioning system using a refrigerant reclaimer.
2. Put identification marks on two hose assemblies (3) for installation purposes. Disconnect hoses assemblies (3) from
the air conditioning compressor. Plug the fittings in order to keep dirt out of the system.
3. Put identification marks on wire assemblies (4) and (5) for installation purposes. Disconnect wire assemblies (4) and
(5) from the air conditioning compressor.
4. Remove bolt (1), the nut assembly and washer from the adjustment bracket.
5. Remove V-belt (2) from the air conditioning compressor drive pulley.
6. Remove bolt (6) and the nut from the mounting bracket. Remove the air conditioning compressor from the machine.
NOTE: The following steps are for the installation of the air conditioning compressor.
7. Make sure that all components of the air conditioning compressor and mating components are clean prior to installing
the air conditioning compressor. During the installation of the air conditioning compressor, check the condition of all O-
ring seals used in the hose assemblies that were disconnected. If any of the O-ring seals are damaged, use new parts for
replacement.
8. Position the air conditioning compressor to its original location in the machine. Install bolt (6) and the nut in order to
secure the air conditioning compressor to the mounting bracket.
9. Position the air conditioning compressor to the adjustment bracket. Install bolt (1), the nut assembly and washer in
order to secure the air conditioning compressor to the adjustment bracket.
10. Install V-belt (2) to the air conditioning compressor drive pulley. Adjust the V-belt tension. Refer to the "Operation
& Maintenance Manual" for the proper procedure in order to adjust the V-belt tension.
11. Connect wire assemblies (4) and (5) to their original locations on the air conditioning compressor group.
12. Connect two hose assemblies (3) to their original locations on the air conditioning compressor.


Engine Oil Filler Group

Remove & Install Engine Oil Filler Group 1316-010
1. Remove bolts (2) and washers that hold engine oil filler pipe (1) to the engine.
2. Remove engine oil filler pipe (1) and the gasket from the engine.
NOTE: The following steps are to install the engine oil filler group.
3. Check the condition of the gasket. If it is damaged, use a new part for replacement. Clean the mounting face of the
filler pipe and the mating mounting face on the engine.
4. Position engine oil filler pipe (1) and gasket on the engine.
5. Install bolts (2) and washers in order to hold engine oil filler pipe (1) to the engine.


Engine Oil Filter & Oil Filter Base

Remove & Install Engine Oil Filter & Oil Filter Base 1306 1318-010
1. Using Tool (A), remove engine oil filter (1).
2. Remove five bolts (2) and washers that hold the oil filter base to the engine. Remove the oil filter base and three O-
ring seals.
3. Remove plug (3), valve spring (4) and bypass valve (5) from the oil filter base. Remove the O-ring seal from plug (3).
4. Remove the filter stud from the oil filter base.
NOTE: The following steps are for the installation of the oil filter base and the engine oil filter.
5. Check the condition of the all O-ring seals and gaskets used in the installation of the engine oil filter. If any of the
7. Apply clean engine oil on the components of the oil filter bypass valve. Install bypass valve (5), valve spring (4) and
plug (3) in the oil filter base.
8. Put 9S-3263 Thread Lock on the last 7.5 ± 1.5 mm (.30 ± .06 in) of the threads at the base end of the filter stud.
Install the filter stud in the oil filter base. Tighten the filter stud to a torque of 68 ± 7 N·m (50 ± 5 lb ft).
9. Install the three O-ring seals in the oil filter base.
10. Put the oil filter base in position on the engine oil cooler. Install five bolts (2) and washers that hold it.
11. Install a new engine oil filter (1). Refer to "Operation & Maintenance Manual" for details regarding filter installation
and service intervals.
Disassemble & Assemble Oil Filter Base 1306-017
Start By:
a. remove oil filter base
2. Remove spring (4) and plunger (5) from base assembly (9).
3. Remove plug (6) from adapter (7).
4. Remove bolts (8). Remove adapter (7) and gasket (10) from base assembly (9).
NOTE: The following steps are for the assembly of the oil filter base and the engine oil filter.
6. Install gasket (13), cover (12), and bolts (11) to base assembly (9).
7. Install adapter (7) and gasket (10) to base assembly (9) with bolts (8).
8. Install plug (6) in adapter (7).
9. Install plunger (5) and spring (4) in base assembly (9).
10. Install gasket (3) and cover (2) with bolts (1).
End By:
a. install oil filter base


Engine Oil Cooler

Remove & Install Engine Oil Cooler 1378-010

1. Remove the coolant from the engine. See the Operation & Maintenance Manual for the correct draining procedure.
NOTE: Some of the engine compartment components have been removed for better photo illustration:
4. Remove six bolts (4) and washers that hold the plate to the engine oil cooler. Remove the gasket with the plate.
5. Remove thirteen bolts (3) and washers that hold the engine oil cooler to the cylinder block. Remove the engine oil
cooler base and gasket.
6. Remove plug (2), valve spring (6) and bypass valve (7) from the engine oil cooler base.
7. Remove engine oil cooler (8) and gasket from the cylinder block. Remove the two O-ring seals from the cylinder
block.
NOTE: The following steps are for the installation of the engine oil cooler.
8. Check the condition of the all O-ring seals and gaskets used in the installation of the engine oil cooler. If any of the
9. Put the two O-ring seals in position in the cylinder block. Put the gasket and engine oil cooler (8) in position in the
cylinder block.
11. Apply clean engine oil on the components of the engine oil cooler bypass valve. Install engine oil cooler bypass
valve (7), valve spring (6) and plug (2) in the engine oil cooler base.
12. Put the gasket and engine oil cooler base in position over the engine oil cooler. Install thirteen bolts (3) and washers
that hold the engine oil cooler to the cylinder block.
14. Install six bolts (4) and washers that hold plate to the engine oil cooler.
system.



Remove & Install Transmission Oil Cooler 1375-010
Start By:
a. remove hood
c. remove fan drive
1. Remove bolts (2) and washers and shield (1) from the radiator shroud.

transmission and when disconnecting any transmission oil lines.
2. Remove two oil lines (3) from the transmission oil cooler. Plug the fittings in order to keep dirt out of the system.
3. Remove mounting bolts (4) and the transmission oil cooler from the radiator shroud.
NOTE: The following steps are for the installation of the transmission oil cooler.
4. Check the condition of the O-ring seals used in the installation of the transmission oil cooler. If any of the parts are
5. Position the transmission oil cooler to the radiator shroud and install bolts (4).
6. Connect two oil lines (3) to the transmission oil cooler.
7. Install shield (1) and bolts (2) and washers to the radiator shroud.
End By:
b. install fan, spider assembly
c. install hood


Fuel Priming Pump

Remove & Install Fuel Priming Pump 1258-010
1. Remove two bolts (2) and the washers that hold fuel priming pump (1) at the water separator filter mounting bracket.
2. Remove fuel priming pump (1) and the gasket.
NOTE: The following steps are for the installation of the fuel priming pump.
3. Check the condition of the gasket used between the fuel priming pump and the mounting bracket. If the gasket is
4. Install the gasket and fuel priming pump (1) to the water separator filter mounting bracket.
5. Position fuel priming pump (1) and install two bolts (2).
6. Purge the air from the fuel system. Refer to the "Operation & Maintenance Manual."


Fuel Filter & Fuel Filter Base

Remove & Install Fuel Filter & Fuel Filter Base 1261 1262-010
Start By:
a. remove engine oil filler group
1. Using Tool (A), remove fuel filter (4).
2. Remove fuel pressure sending unit (3) from the fuel filter base.
3. Mark the position of breather assembly (2) for installation purposes. Remove the bolt that secures breather assembly
(2) to the fuel filter base. Remove breather assembly (2) and the O-ring seal from the fuel filter base.
4. Disconnect tube assembly (6) from the fuel filter base.
5. Disconnect tube assembly and bypass valve (1) from the fuel filter base.
6. Remove four bolts (5) and washers that hold the fuel filter base to the engine. Two bolts are located underneath the
fuel filter base. When removing the bolts the wiring harness and clip for the fuel pressure sending unit will come free.
7. Remove the fuel filter base and the gasket from the engine.
8. Remove fuel pressure bypass valve (2) from the tube assembly.
NOTE: The following steps are for the installation of the fuel filter base and fuel filter.
9. Check the condition of the gasket for the fuel filter base, the O-ring seal for the breather assembly and the O-ring seals
used in the tube assemblies that connect to the fuel filter base. If the gasket and the seals are damaged, use new parts for
replacement.
10. Put the gasket and the fuel filter base in position on the engine.
11. Install four bolts (5) and washers that hold it. Two bolts are located underneath the fuel filter base. Remember to
install the wiring harness and clip for the fuel pressure sending unit.
12. Connect tube assembly (6) to the fuel filter base.
13. Install fuel pressure bypass valve (1) to the tube assembly. Connect the tube assembly and bypass valve (1) to the
fuel filter base.
14. Install the O-ring seal and breather assembly (2) on the fuel filter base. After positioning the breather assembly,
install the bolt and tighten the bolt that holds it to a torque of 7 ± 2 N·m (62 ± 18 lb in).
15. Install fuel filter (4). For information regarding filter installation and service intervals, refer to the "Operation &
End By:
a. install engine oil filler group


Water Separator Group

Remove & Install Water Separator Group 1263-010
1. Shut off the fuel at shut off valve located at the bottom left of the fuel tank.
2. Remove fuel lines (1) and (3).
3. Remove two bolts (2) and washers that hold water separator group (4) to the mounting bracket.
4. Remove filter element assembly (6) from base assembly (5).
5. Remove dust seal (9) from base assembly (5).
6. Remove fitting (8) and two O-ring seals (7) from base assembly (5).
7. Remove elbow (10) and two O-ring seals (11) from base assembly (5).
8. Remove vent plug (13) and O-ring seal (12) from base assembly (5).
9. Separate filter element (14) and bowl kit (17) with O-ring seal (16).
10. Remove ring (15) from filter element (14).
NOTE: The following steps are for installation of the water separator group.
11. Check the condition of the gasket for the water separator, the O-ring seals used in the elbows. If the gasket and the
seals are damaged, use new parts for replacement. For information regarding the filter installation and service intervals,
refer to the "Operation & Maintenance Manual."
12. Install ring (15) on filter element (14).
13. Install O-ring seal (16) to bowl kit (17), and install filter element (14) to bowl kit (17).
14. Install O-ring seal (12) to vent plug (13).
15. Install vent plug (13) to base assembly (5).
16. Install two O-ring seals (11) to elbow (10) and install elbow (10) to base assembly (5).
17. Install two O-ring seals (7) to fitting (8) and install fitting (8) to base assembly (5).
18. Install dust seal (9) to base assembly (5).
19. Install filter element assembly (6) to base assembly (5).
20. Position water separator group (4) and install bolts (2) and washers to the mounting bracket.
21. Install fuel lines (1) and (3) to water separator group (4).
22. Open the shut off valve.


Radiator
Remove & Install Radiator 1353-010
Start By:
a. remove hood
b. remove alternator
c. remove fan drive

2. Remove two hose clamps (2) and top radiator hose (1).
3. Remove two hose clamps (3) and slide bottom hose (4) off the elbow.
4. Remove bolts (5) and air dryer group (6) from the radiator shroud.
5. Remove bolts (7) and transmission oil cooler (8) from the radiator shroud.
6. Remove bolts (10) and two piece shield (9) from the radiator shroud.
7. Remove bolts (11) that hold air conditioner condenser (12) to the radiator shroud. Air conditioner condenser (12) can
be laid back on the transmission housing.
8. Remove bolts (13) and use two people to remove radiator grill (14) from the radiator shroud.
9. Disconnect the taillight wiring harness on radiator grill (14). The weight of radiator grill (14) is 24 Kg (53 lb).
10. Remove bolts (17) and plate (18) from the front of the shroud.
11. Remove the taillight wiring harness and grommet (16) from plate (18).
12. Remove six bolts (15), two bolts on each side are located under the plate assembly on the inside of the radiator
shroud.
13. Secure Tooling (A) to the radiator shroud. Fasten a hoist and lifting nylon straps to Tooling (A) and remove the
radiator shroud from the machine. The weight of the radiator shroud and the radiator group is 114 kg (250 lb).
14. Remove six bolts (19) from the radiator group. Two of the bolts are at the top of the radiator and four are at the
bottom, as shown. The radiator group will slide out of the radiator shroud. The weight of the radiator group is 57 Kg
(125 lb).
NOTE: The following steps are for the installation of the radiator.
NOTE: Check the condition of the radiator prior to installation. Remove any dirt or debris that may restrict the flow of
air through the core. If any of the cooling fins are bent, they should be straightened.
15. Clean any dirt off of the frame and the bottom of the radiator group. Check the condition of the O-ring seals used in
the hose assemblies that were disconnected. If any of the O-ring seals are damaged, use new parts for replacement.
16. Slide the radiator group into the radiator shroud. The weight of the radiator group is 57 Kg (125 lb).
17. Install six bolts (19) to the radiator group. Two of the bolts are at the top of the radiator and four are at the bottom, as
shown.
18. Fasten a hoist and nylon lifting straps to Tool (A) and position the radiator shroud on the frame. The weight of the
radiator shroud is 114 Kg (250 lb).
19. Install six bolts (15), two bolts on each side are located under the plate assembly on the inside of the radiator shroud.
20. Install the taillight wiring harness and grommet (16) to plate (18).
21. Install plate (18) and bolts (17) to the front of the shroud.
22. Connect the taillight wiring harness on the radiator grill. Use two people and position the radiator grill (14) on the
radiator shroud. The weight of radiator grill (14) is 24 Kg (53 lb).
23. Install radiator grill (14) and bolts (13) to the radiator shroud.
24. Install air conditioner condenser (12) and bolts (11) to the radiator shroud.
25. Install two piece shield (9) and bolts (10) to the radiator shroud.
26. Install transmission oil cooler (8) and bolts (7) to the radiator shroud.
27. Install air dryer group (6) and bolts (5) to the radiator shroud.
28. Position bottom hose (4) to the elbow and install two hose clamps (3).
29. Install top radiator hose (1) and two hose clamps (2).
30. Fill the radiator to the proper level with engine coolant. Refer to the "Operation & Maintenance Manual" for the
proper procedures in order to fill the radiator.
End By:
b. install alternator
c. install and hood



Remove & Install Water Temperature Regulator 1355-010

1. Drain the coolant from the engine to a level below the water temperature regulator housing. Drain the coolant into a
suitable container for storage or disposal.
2. Loosen two clamps (1) and slide the coolant outlet hose up the pipe.
3. Remove bolts (3) and outlet pipe (2) from water temperature regulator housing (4).
4. Remove the water temperature regulator and gasket from water temperature regulator housing (4).
NOTE: The following steps are for the installation of the water temperature regulator.
If the water temperature regulator is installed wrong, it will cause

the engine to overheat.
5. Install the gasket and the water temperature regulator in water temperature regulator housing (4).
6. Install outlet pipe (2) and bolts (3) that hold it to the water temperature regulator housing (4).
7. Position the coolant outlet hose and install two clamps (1) the secure it in place.
procedure.


Water Pump
Remove & Install Water Pump 1361-010
Start By:
a. remove hood

2. Loosen bolts (10) on water pump drive (9).
3. Remove V-belt (8) from the pulley drive on water pump (4) and the pulley on water pump drive (9).
4. Loosen two hose clamps (2). Disconnect the hose used between water pump (4) and the water temperature regulator
housing at water pump (4).
5. Loosen two hose clamps (6). Slide the heater hoses off the fittings on water pump (4).
6. Remove coolant water tube (1) from water pump (4).
7. Remove bolt (5) and clip from water pump (4).
8. Loosen clamp (7) and slide the water pump inlet hose from water pump (4).
9. Remove bolts (3) that hold water pump (4) to the front of the engine. Carefully remove water pump (4) and the two O-
NOTE: The following steps are for the installation of the water pump.
10. Check the condition of the two O-ring seals used between water pump (4) and the cylinder block. If the seals are
11. Install the O-ring seals in the cover of water pump (4). Put water pump (4) in position on the front of the engine, and
install bolts (3) that hold it.
12. Connect the short hose used between water pump (4) and the water temperature regulator housing to water pump (4).
Secure the hose with two clamps (2).
13. Connect the water inlet hose from the radiator to the water pump (4). Secure the water inlet hose with clamp (7).
14. Connect the two heater hoses and secure with clamps (6) to water pump (4).
15. Install coolant water tube (1) to water pump (4).
16. Position the clip and install bolt (5) to water pump (4).
17. Install V-belt (8) to water pump drive pulley (9) and the water pump pulley.
19. Adjust the tension of the V-belt. Refer to the "Operation & Maintenance Manual" for the correct adjusting procedure.
NOTE: Fill the cooling system to the correct level. Refer to the "Operation & Maintenance Manual" for the correct
filling procedure.
End By:
a. install hood
Disassemble & Assemble Water Pump 1361-017
Start By:
a. remove water pump
1. Remove two O-ring seals (1) from the rear cover of the water pump. Remove four bolts (2) and the washers. Remove
the rear cover and the gasket.
2. Put the water pump in a press. Use spacer plates to level the water pump as shown.
3. Using a suitable size drive plate from Tool (A) and a press, push the shaft and pulley (3), as a unit, out of impeller (4).
Remove the impeller.
Do not allow the shaft and pulley to fall to the floor as it is being
removed from seal (5) and the water pump housing. Damage to the
shaft and pulley will result.
4. Continue to push the shaft and pulley out of seal (5) and the water pump housing.
5. Using the handle from Tool (B) and a press, remove seal (5) from the water pump housing.
6. Using a press, remove the shaft and bearing assembly from pulley (3).
NOTE: The following steps are for the assembly of the water pump.
7. Using a press, install the shaft and bearing assembly into pulley (3). Install the shaft until it is flush with the end of the
pulley.
8. Press the shaft, bearing assembly and the pulley, as a unit, into the water pump housing. Install the unit until the
distance between the front face of pulley (3) and the machined surface of the water pump housing is 103.8 ± 0.3 mm
(4.09 ± .01 in). Refer to Illustration D22490.
9. Using Tool (C) and a press, install seal (5) in the water pump housing.
10. Using a press, install impeller (4) on the shaft of the water pump. Install the impeller until the distance between the
impeller and the machined surface of the water pump housing is 0.75 ± 0.25 mm (.030 ± .010 in). Refer to Illustration
D22490.
11. Check the condition of the gasket used between the rear cover of the water pump and the water pump housing. If the
gasket is damaged, use a new part for replacement.
12. Put the gasket and the cover in position on the water pump housing. Install four bolts (2) and the washers that hold
the rear cover in position.
13. Check the condition of two O-ring seals (1). If the seals are damaged, use new parts for replacement. Install two O-
ring seals (1) in the rear cover.
End By:
a. install water pump


Water Pump Drive

Remove & Install Water Pump Drive 1384-010
1. Remove four bolts (1) that hold cover (2) to dash the assembly.
2. Remove two bolts (4) and the washers that hold water pump drive (5) to the front housing.
3. Remove water pump drive V-belt (3) from the pulley of water pump drive (5). Remove water pump drive (5).
NOTE: The following steps are for the installation of the water pump drive.
4. Position water pump drive (5). Install two bolts (4) and washers that hold water pump drive (5) to the front housing.
5. Install water pump drive V-belt (3) to the pulley on the water pump drive (5).
6. Adjust the tension of the water pump drive V-belt. Refer to the " Operation & Maintenance Manual" for the correct
adjusting procedure.
7. Position cover (2) to the dash assembly. Install four bolts (1) that hold cover (2) to the dash assembly.
Disassemble & Assemble Water Pump Drive 1384-017
Start By:
a. remove water pump drive
1. Remove bolt (1) and washer (2).
2. Use Tool (A) to remove lock ring (3). Remove pulley assembly (4) from the idler plate assembly.
3. Remove bearing (5) from the pulley.
NOTE: The following steps are for the assembly of the water pump drive.
NOTE: Shaft (6) is part of idler plate assembly (7). The shaft is not serviceable.
4. Check the condition of shaft (6) in idler plate assembly (7). If shaft (6) is worn, replace idler plate assembly (7).
5. Using Tool (B), install bearing (5) in the pulley. Put 2S-3230 Bearing Lubricant on the inner race of bearing (5) and
on the shaft of the idler plate assembly.
6. Install pulley assembly (4) on idler plate assembly (7). Install lock ring (3) with Tool (A) to hold the pulley assembly
to the idler plate assembly.
7. Install washer (2) and bolt (1) in the end of shaft (6).
End By:
a. install water pump drive


Pump Group Drive Shaft

Remove & Install Pump Group Drive Shaft 3108-010
1. Remove bolts (1) and (3) from each side of guards (2). Remove guards (2).
NOTE: The following steps are for the installation of the pump group drive shaft.
5. Put pump group drive shaft (6) in position between the yoke on the hydraulic pump and the yoke on the engine.
6. Install bolts (4) that hold pump group drive shaft (5) to the yoke on the hydraulic pump. Tighten the bolts to a torque
of 55 ± 7 N·m (40 ± 5 lb ft).
7. Install bolts (6) that hold pump group drive shaft (5) to the yoke on the engine. Tighten the bolts to a torque of 55 ± 7
N·m (40 ± 5 lb ft).
8. Put guards (2) in position over pump group drive shaft (6) and on the frame. Install bolts (1) and (3) that hold guards
(2) to the frame and together.

Speedometer & Tachometer Sensor

Remove & Install Speedometer & Tachometer Sensor 1907-010
1. Disconnect speed sensor wiring harness (1).
2. Loosen locking nut (3) on speed sensor (2). Remove speed sensor (2) from the flywheel housing.
NOTE: The following Steps are to install the speedometer & tachometer sensor.
3. Install speed sensor (2) to the flywheel housing.
4. Adjust the speed sensor as follows:
a. Adjust the magnet core into the housing until it abuts the tooth of the flywheel gear.
b. Then back the magnet core out 1.2 ± 0.1 turns.
c. Tighten locknut (3) to a torque of 45 ± 7 N·m (33 ± 5 lb ft).
d. The clearance between the flywheel and the magnet core should be between 1.55 and 1.83 mm (.061 and .072 in).
5. Connect speed sensor wiring harness (1).


Engine
Remove Engine 1000-011
Start By:
a. remove hood
b. remove batteries and battery boxes
1. Remove the engine side guards.

Hot oil and components can cause personal injury. Do not allow
hot oil or components to contact the skin. Be sure that the engine
and components are cool enough to touch with your bare hand
prior to performing any service work.
2. Drain the coolant from the cooling system at elbow (3) below the engine into a suitable container for storage or
disposal. Drain the engine oil at drain (1) into a suitable container for storage or disposal.
3. Disconnect hose assembly (2) at the drain.
4. Remove ground wire (4) from the disconnect switch.
5. Remove electrical wire (5) from the disconnect switch.
6. Remove two bolts (6) from the disconnect switch bracket that holds it to the support bracket.
7. Close fuel shut-off valve (7) and remove fuel line (8).
8. Remove fuel tank sending unit wire harness clips (9) from rear of the fuel tank.
9. Remove five wiring harness clips (10). One of the wiring harness clips is located on the bottom right side of the fuel
tank.
10. Remove bolts (11) from the fuel tank and the support bracket. One on each side of the fuel tank.
11. Remove four nuts, and washers (12) from the fuel tank. Two on each side of the fuel tank.
12. Remove hose (13) and hose (14) from the fuel tank.
13. Remove three bolts (15) and the support brackets from each side of the fuel tank.
14. Remove nuts (16) and magnetic switch assembly (17) (start relay) from the fuel tank.
15. Remove bolt (18) (not shown) and clip for the wiring harness from the bottom of the fuel tank.
16. Remove machine screws (19) and circuit breaker (20) from the fuel tank.
17. Remove nuts (21) and magnetic switch assembly (22) (main power relay) from the fuel tank.
18. Fasten a hoist and lifting device to the fuel tank as shown. Remove the bolts and the fuel tank from the frame.
19. Disconnect two wire harnesses (23) at the mounting bracket.
20. Remove ground wires (24) from the electric starting motor.
21. Remove bolts (26) and washers from dash assembly (25). One of the bolts is on the right side of the machine, The
other is on the left side of the machine. Remove dash assembly (25) from the mounting brackets.
22. Remove bolts (27) for the air conditioner compressor. Position the air conditioner compressor to the side.
23. Remove six bolts (28) and cover (29) from the throttle control housing.
24. Loosen nut (33) from the throttle control linkage and slide nut (33) up the cable end.
25. Remove bolt (30) from the throttle control linkage.
26. Remove nut (31) and end (32) from the throttle control linkage.
27. Remove the throttle control linkage from the throttle control housing.
Do not remove air lines until air pressure is to zero. Personal injury could result if the air pressure is not released.
28. Release the pressure in the air system by opening the two valves on the bottom of the air tank. The air tank is located
29. Remove air line (35) from the air compressor.
30. Remove air lines (34) from the air compressor.
31. Remove bolts (36) from each side of guards (37). Remove guards (37).
35. Loosen clamp (44). Remove hose assembly (43) from the tube assembly.
36. Loosen clamps (42) and disconnect heater hoses (41) from the water pump.
37. Attach Tooling (A) and a hoist to the lifting lugs on the engine.
38. Remove bolts (45) and washers from the flange on the transmission.
39. Remove mounting bolts (46) and washers from the front engine mounts.
40. Raise the hoist slightly in order to separate the engine flywheel housing from the transmission. Disengage the splined
shaft on the transmission from the torsion coupler on the engine. Carefully remove the engine from the machine. The
weight of the engine is 1135 Kg (2500 lb).
Install Engine 1000-012
1. Clean all components of the engine and mating components before you install the engine. Check the condition of all
O-ring seals used in the hose assemblies that were disconnected. If any of the O-ring seals are damaged, use new parts
for replacement.
2. Attach Tooling (A) and a hoist to the lifting lugs on the engine. Use Tooling (A) to position the engine to the
transmission. The splined shaft on the transmission must be aligned with the torsion coupling on the engine.
3. Install bolts (45) and washers to the flange in order to secure the engine to the transmission.
4. Install mounting bolts (46) and washers to the front engine mounts.
5. Install heater hoses (41) to the fittings. Tighten clamps (42).
6. Position hose assembly (43) to its original location. Tighten clamp (44).
7. Install pump group drive shaft (39).
8. Install bolts (38) that secures pump group drive shaft (39) to the yoke on the hydraulic pump. Tighten bolts (38).
9. Install bolts (40) that holds pump group drive shaft (39) to the yoke on the engine. Tighten bolts (40).
10. Install two guard halves (37) to the implement pump drive shaft.
11. Install bolts (36) to secure the guard to the mounting and the two halves together. The bolts that hold the guard to the
mounting must be tightened to a torque of 135 ± 20 N·m (100 ± 15 lb ft).
12. Install air line (35) to the air compressor.
13. Install air lines (34) to the air compressor.
14. Slide nut (33) on the cable end.
15. Install end (32) and nut (31) to the throttle control.
16. Install bolt (20) that secures the throttle control.
17. Tighten nut (33) on the throttle control linkage.
18. Position cover (29) and install bolts (28) to the throttle control.
19. Position the air conditioner compressor and install bolts (27).
20. Position dash assembly (25) and bolts (26) to the mounting brackets.
21. Connect two wire harnesses (23) at the mounting bracket.
22. Install ground wires (24) to the electric starting motor.
23. Fasten a hoist and lifting device to the fuel tank as shown. Position the fuel tank to the frame. Install four bolts, nuts,
and washers (12) to the fuel tank. Two on each side of the fuel tank.
24. Install support brackets and bolts (11) to the fuel tank. One on each side of the fuel tank.
25. Install hoses (13) and (14) to fuel tank.
26. Install support bracket and bolts (15).
27. Install bolt (18) (not shown) and clip for the wiring harness to the bottom of the fuel tank.
28. Install magnetic switch assembly (17) (start relay) and nuts (16) to the fuel tank.
29. Install circuit breaker (20) and machine screws (19) that secure it to the fuel tank.
30. Install magnetic switch assembly (22) (main power relay) and nuts (21) that secure it to the fuel tank.
31. Install five wiring harness clips (10). One of the wiring harness clips is located on the bottom right side of the fuel
tank.
32. Install fuel tank sending unit harness wire clips (9) to the rear of the fuel tank.
33. Install fuel line (8) to fuel shut-off valve (7).
34. Position the disconnect switch bracket and install bolts (6) to the support bracket.
35. Install electrical wire (5) to the disconnect switch.
36. Install ground wire (4) to the disconnect switch.
37. Connect hose assembly (2) at the drain.
38. Install the engine side guards.
procedure.
End By:
a. install batteries and battery boxes
b. install hood

6TM00434 120H MOTOR GRADER Troubleshooting

Media Number RENR5885-01 Publication Date 2003/08/01 Update Date 2003/11/25
General Information
SMCS Code: 7606
General Hazard Information

In order to prevent injury or death, all machines equipped with a Caterpillar Product Link system are required to have a
warning label that is clearly posted in the cab:
This machine is equipped with a Caterpillar Product Link radio

communication device which must be deactivated within 6.0 m
(20 ft) of a blast zone. Failure to do so could result in serious
injury or death.
If the machine is required to work within 6.0 m (20 ft) of a blast area, then the operator must take one of the following
precautions:
· Disconnect the Product Link module from the power source by disconnecting the wiring harness at the Product
Link module.
· Temporarily remove the Product Link module from the machine.

· Add an ON/OFF switch in order to allow the Product Link module to be turned off from the cab.
Consult your Caterpillar Dealer if there are any questions.
This warning in no way supersedes or allows deviation from the published requirements and regulations found in "Title
30 of the Code of Federal Regulations (CFR)". Every mine operation should conduct their own hazard assessments and
meet all of the requirements of "Title 30 of the Code of Federal Regulations (CFR)" in order to ensure safe operation in
the storage, transportation, loading, and blasting of explosives.
The following Product Link specifications are provided to aid in conducting hazard assessments and ensuring
compliance with all local regulations.
Product Link Transmitter Power: 5 Watts
Operating Frequency Range: 148 - 150 MHz

As a reference, a typical system schematic is included in the installation section of this manual. Also, many Caterpillar
machines have a published Electrical System Schematic that depicts a Product Link installation. Refer to these
schematics if a troubleshooting procedure instructs you to "REPAIR THE HARNESS". The continuity checks and
resistance checks should be performed at the connectors in order to locate a failure in the harness. At a component
connector, always check the ground circuit. Less than five ohms of resistance is required from the ground contacts to
frame ground. A problem can be incorrectly diagnosed, if an excessive resistance that is greater than 5 ohms is present in
the ground circuit. During a troubleshooting procedure, you should inspect all component and harness connections
before a component is replaced. If these connections are not clean and tight, the connection can cause an electrical
problem.
The problem can be permanent or the problem can be intermittent. Ensure that the wires are pushed into the connectors
completely. Make sure that the connections are tight before other tests are performed. A failure of an electrical
component can cause a failure of another component or a failure can be caused by the failure of other components. You
should always attempt to find a failure and you should correct the cause of a failure in the electrical system before you
replace a component.


Service Tools
SMCS Code: 0785
The following service tools should be used to aid in troubleshooting the electrical system.
Table 8
Service Tools
Part Number Part
Caterpillar Electronic Technician (ET)
6V-7070 Digital Multimeter Heavy Duty
(1)
9U-7330 Digital Multimeter
(1)
146-4080 Digital Multimeter RS-232
7X-1710 Multimeter Probe Group
9U-7246 Connector Repair Kit Deutsch DT Type
4C-3406 Connector Repair Kit Deutsch
(1) This tool can be used to measure the duty cycle and the frequency.
For instructions on servicing the Deutsch "DT"Type connectors, see Special Instruction, SEHS9615.
Use the digital multimeter for making continuity checks or for measuring voltage. For instructions about the use of the
6V-7070 Digital Multimeter, see Special Instruction, SEHS7734. The 7X-1710 Multimeter Cable is used for measuring
the voltage at the connectors without needing to disconnect the connectors. The probe cables are pushed into the back of
the connector along the wire. The 8T-8726 Adapter Cable has a 3 pin breakout. The adapter cable is used for
measurements in the sensor circuits.
Note: Except for harness tests, using continuity testers such as the 8T-0500 Continuity Tester or voltage testers such as
the 5P-7277 Voltage Tester is not recommended for today's Caterpillar electrical circuits.


Diagnostic Capabilities
SMCS Code: 7610-DTN
Diagnostics Using Product Link
Illustration 67
LED Indicators On The Side Of The Product Link
(1) Red LED Indicator (Diagnostic Indicator)
(2) Yellow LED Indicator (Power Indicator)
(3) Green LED Indicator (Message Indicator)
The Product Link module has three LED indicators behind a clear window on the side of the unit. These three LED
indicators blink in order to convey several types of information to the technician. This information is useful when a
computer with the Electronic Technician is not available. The LED indicators do not flash together. Each LED indicator
operates independently.
The red LED flashes in a specific sequence in order to indicate any current diagnostic codes for the Product Link. If the
red LED indicator is always ON, the unit has failed. For more information, see Troubleshooting, "Using the Diagnostic
Indicator to Determine Diagnostic Codes".
The yellow LED indicator (2) blinks at 2 Hz (two times per second) in order to indicate that the keyswitch is in the ON
position. The yellow LED indicator blinks at 4 Hz (four times per second) when the engine is running. The yellow LED
indicator blinks at 1 Hz in order to indicate that the modem is ON and the keyswitch is not on.
The green LED indicator (3) blinks at .5 Hz (one time per two seconds) when a satellite is visible.
When there are messages in the queue that are waiting to be sent to the satellite, the green LED indicator blinks four
times at .5 Hz. This indicates that the satellite is visible. Then, the green LED indicator goes off for 2 seconds. Then, the
green LED indicator flashes one time for each message that has been placed in the queue. When this process is
completed, the green LED indicator turns OFF for 2 seconds, and the cycle begins again. If the LED indicator does not
blink four times at .5 Hz, no satellite is visible. The green LED indicator will blink once for every message that has been
placed into the queue.
Diagnostics Using Cateprillar Electronic Technician
Illustration 68
The Caterpillar Electronic Technician (ET) is a software program that is used to access data. The service technician can
use the ET in order to perform maintenance on the machine. Some of the options that are available with the Caterpillar
Electronic Technician are listed below:
· View diagnostic codes. See Troubleshooting, "Using the Caterpillar Electronic Technician to Determine
Diagnostic Codes".
· Viewing active event codes and logged event codes

· View the status of parameters.
· Clear active diagnostic codes and clear logged diagnostic codes
· Perform calibration of machine systems.
· Program the ECM (Flash). This is done with the "WINflash" program. See Testing and Adjusting, "Electronic
Control Module (ECM) - Flash Program".
· Print reports.
The following list contains some of the diagnostic functions and programming functions that are performed by the
service tools.
· The failures of the ECM system are displayed.

· The status of most of the inputs and the outputs are displayed.
· The settings for the ECM are displayed.
· Display the status of the input and output parameters in real time.
· Display the clock hour of the internal diagnostic clock.
· The number of occurrences and the clock hour of the first occurrence and the last occurrence is displayed for
each logged diagnostic code.
· The definition for each logged diagnostic code and each event is displayed.
· Load new FLASH software.
See Troubleshooting, "Diagnostic Code List" for the list of diagnostic codes for the ECM.
· Active diagnostic codes

· Logged diagnostic codes
Electronic Technician Status Groups
Illustration 69
There are five Status Screens available in ET for verifying and servicing Product Link. Illustration 69 shows the Status
(Group) selection view in ET.
Illustration 70
Choose the Status screens from the toolbar as shown in illustration 70. These status groups should be used in order to
verify that the installation of the Product Link module has been successful
Status Group 1 - Queued Messages
Illustration 71
The Product Link Group 1 Status screen shown in illustration 71 shows a current count of the messages that are pending
to be sent by the Product Link module. The following table explains the possible values for the types of messages.
Table 9
Status Group 1 - Queued Messages

Status Messages 0 or 1
Event Messages
>= 0
Diagnostic Messages >= 0

Registration Messages 0 or 1
Deregistration Messages 0 or 1
Service Meter Change >= 0
Position Report 0 or 1
SMU Report 0 or 1
Fuel Report 0 or 1
Product Watch report >= 0
Test messages can be added to the queues by selecting "PLM Commands" from the "Service" drop down menu. Then,
you have to select the desired message. All pending messages can be cleared by selecting "Clear Message Queue" from
this menu.
Note: Do not clear out legitimate event/diagnostic messages that need to be sent. Messages will not be re-created unless
an event/diagnostic occurs again.
Status Group 2 - PLM Operational Status
Illustration 72
The Product Link Group 2 Status screen shown in illustration 72 shows the current operational status of the Product Link
Module. The following table explains the possible values and their meanings.
Table 10
Status Group 2 - PLM Operational Status

Status Values Value Description
The PLM is operating normally. The PLM must be Enabled for any
Enabled
messages to be transmitted. Billing is in effect.
PLM Enable Status The PLM is disabled. The PLM is not communicating on the Cat Datalink
and will not transmit any messages. The modem will receive any messages
Disabled
sent to it, but will only respond when the unit is enabled. When the PLM is
disabled, the unit is not in a billable state.
The PLM is properly registered on the communications system. The PLM
Registered
PLM Registration must be Registered for messages to be transmitted.
Status The PLM is not registered on the communications system and will not
Deregistered
transmit any messages except a Registration command.
A communications satellite is in view allowing the PLM to send and receive
On-Line
messages.
Primary
Communications Link There are no communications satellites in view so no messages can be

Off-Line
transmitted.
Power Mode
The machine has operated in the last 48 hours.
1
The machine has not operated for greater than 48 hours but less than 1
Power Mode week. The PLM will wake up every 6 hours to send and receive messages.
Power Mode Status 2 Position messages will only be sent if the unit has changed position by
greater than 200 meters.
The machine has not operated for more than one week. The PLM will wake
Power Mode
up every 24 hours to send and receive messages. Position messages will
3
only be sent if the unit has changed position by greater than 200 meters.
Engine
The alternator R-Terminal reflects that the engine is currently running.
Alternator Running Running
Input The alternator R-Terminal reflects that the engine is not currently running.
Engine Off
Functional The GPS receiver has generated a fix since the PLM last powered up.
GPS Receiver Not
The GPS receiver has not generated a fix since the PLM last powered up.
Functional
On The machine key switch is in the on state. The PLM will be powered up.
Key Switch Status The machine key switch is in the off state. The PLM will periodically
Off
power up to send and receive messages depending on the Power Mode.
The PLM has not seen a communications satellite for an extended period of
Possible Periods of Yes time causing scheduled reports to be missed. This value is reset
Communications Loss automatically after the status is reported to the office.
The PLM has not experienced a loss of communications and has been
No
communicating as scheduled.
The PLM has missed reports due to a power loss. This value is reset
Possible Device Power Yes
automatically after the status is reported to the office.
Disconnection
No The PLM has not missed any scheduled reports due to power loss
Status Group 3 - Digital Sensors
Illustration 73
The Product Link Group 3 Status screen shown in illustration 73 shows the current status of the Product Link Digital
Sensors. The following table explains the possible values and their meanings.
Table 11
Status Group 3 - Digital Sensors

Status Values Value Description
Not
Configured Default setting signifying that there is no sensor attached at this time.
When this type of sensor is configured as a normally open sensor, if the sensor is
Digital currently active, the sensor is closed to ground. If the sensor is configured as a
Active
Sensor Input normally closed sensor, if the sensor is active the sensor is open. In both cases, the
#1, #2, #3, sensor will not become active until the delay time has expired.
#4
When this type of sensor is configured as a normally open sensor, if the sensor is
currently inactive, the sensor is not closed to ground. The sensor is open. If the sensor
Inactive is configured as a normally closed sensor, if the sensor is inactive the sensor is not
open. The sensor is closed. In both cases, the sensor will not become active until the
delay time has expired.
Analog
Not This input has not been implemented and defaults to "Not Available / Not Configured"
Sensor Input
Available
#1
Analog Not This input has not been implemented and defaults to "Not Available / Not Configured"
Sensor Input Available
#2
Analog
Not This input has not been implemented and defaults to "Not Available / Not Configured"
Sensor Input
Available
#3
Status Group 4 - Product Watch
Illustration 74
The Product Link Group 4 Status screen shown in illustration 74 shows the current status of Product Watch. Product
Watch allows tracking of a machines movement. Product Watch can report if a machine moves into a specified area, or a
report can be sent if a machine moves out of a specified area. Also, if a machine is operated outside of a specified time
period a report will be sent. Product Watch is configured via the "Caterpillar Product Link System PC Software". Refer
to the software manual for details.
Table 12
Status Group 4 - Product Watch

Values
Status Value Description
Time Based Product Watch has been properly configured and is currently
Active
Time Based Activation Status activated.
Not There is currently no Time Based Product Watch properly configured
Active and/or it is not currently activated.
Geographical Exclusion Product Watch has been properly configured
Active
and is currently activated.
Geographical Exclusion
Activation Status Not There is currently no Geographical Exclusion Product Watch properly
Active configured and/or it is not currently activated.
Geographical Inclusion Product Watch has been properly configured and
Active
Geographical Inclusion is currently activated.
Activation Status Not There is currently no Geographical Inclusion Product Watch properly
Active configured and/or it is not currently activated.
On There is an active Time Based Alarm.
Time Based Alarm
Off There is not an active Time Based Alarm.
Geographical Exclusion On There is an active Geographical Exclusion Boundary Alarm.

Boundary Alarm Off There is not an active Geographical Exclusion Boundary Alarm.
Geographical Inclusion On There is an active Geographical Inclusion Boundary Alarm.

Boundary Alarm Off There is not an active Geographical Inclusion Boundary Alarm.
Status Group 5 - GPS
Illustration 75
The Product Link Group 5 Status screen shown in illustration 75 shows the current status of the Product Link GPS. The
following table explains the possible values and their meanings.
Table 13
Status Group 5 - GPS
Status Value Description

Current
The current Date and Time of the host PC is displayed.
Date/Time
GPS Position Valid: The Product Link Module has previously calculated a valid fix.
Status Invalid: The Product Link Module has not calculated a previous fix.
GPS Time Stamp The time stamp from the last fix is displayed. The time can be compared to the Current Date/Time
to verify the time since the last position was calculated.
GPS Latitude The last valid GPS Latitude is displayed.
GPS Longitude
The last valid GPS Longitude is displayed.


Electronic Service Tool Does Not Communicate with ECM

SMCS Code: 0785-038-UE
System Operation Description:
During the installation of a Product Link module, the wiring harness is connected to the existing CAT data link wiring
on the machine. If this is not done properly, the continuity of the CAT data link wiring may be open intermittently. This
condition may not be apparent immediately. This will cause a problem when you are trying to connect the Electronic
Technician (ET) to the machine.
· The ET may report that no ECM has been found.

· The ET may not report every ECM that is on the machine.
· The ET may report an ECM but the ECM will not have any data.
If the wires for the data link are reversed during the installation, the Product Link ECM will not be shown after
connecting the ET to the machine.
Test Step 1. VERIFY THAT THE DATA LINK WIRES ARE NOT REVERSED.
A. Check that the positive data link wire (893-GN) in the wiring harness for the Product Link is connected to the positive
wire in the machine harness for the machine.
B. Check that the negative data link wire (892-BR) in the wiring harness for the Product Link is connected to the
negative wire in the machine harness.
Expected Result:
The data link wires are properly connected.
Results:
· OK - The data link wires are properly connected. Proceed to Test Step 2.
· NOT OK - The wires for the data link are reversed.
Repair:
Reinstall the data link wires correctly and check the operation of the Product Link module by using the ET. STOP.
Test Step 2. CHECK THE WIRING WITH A MULTIMETER.
A. Turn off the machine and turn the disconnect switch to the OPEN position.
B. Measure the resistance of the negative data link wire from the service connector (contact "E") to the location for the
spliced data link wire. Note the resistance.
C. Measure the resistance of the positive data link wire from the service connector (contact "D") to the location for the
spliced data link wire. Note the resistance.
Expected Result:
The resistance in both wires is less than 5 ohms.
Results:
· OK - The resistance is less than 5 ohms. Proceed to Test Step 3.

· NOT OK - The resistance is greater than 5 ohms. Repair the wiring harness.
Repair:
After repairing, resume the setup procedures for the installation of the Product Link. STOP.
Test Step 3. VERIFY THAT THE WIRING FOR THE CAT DATA LINK IS PROPERLY CONNECTED.
A. Check the spliced connections for the data link that were made during the installation. Verify that all connections are
clean and tight.
B. Reconnect the harness connectors that were disturbed during the installation. Ensure that all of the pins are correctly
seated in the sockets.
C. Reconnect the cable from the service tool connector. Attempt to access the data link by using the ET.
Expected Result:
The Electronic Technician lists the electronic control modules that are available on the machine. The ECM for the
Product Link can be accessed.
Results:
· OK - The Electronic Technician lists the electronic control modules that are available on the machine. The ECM for
the Product Link can be accessed. Resume the setup procedures for the installation of the Product Link. STOP.
· NOT OK - The Electronic Technician does not list the electronic control modules that are available on the machine.
The ECM for the Product Link cannot be accessed. Proceed to Test Step 4
Test Step 4. CHECK FOR A MONITORING SYSTEM
Check if the machine is equipped with a monitoring system. Some common monitoring systems include the following
systems: Electronic Monitoring System, Computerized Monitoring System, Caterpillar Monitoring System, VIDS and
VIMS. Also, many machines have monitors that are specific to the type of machine such as excavators and cold planers.
Expected Result:
The machine is equipped with a monitor.
Results:
· YES - The machine is equipped with a monitoring system. Proceed to Test Step 5
· NO - The machine is not equipped with a monitoring system Proceed to Test Step 6
Test Step 5. CHECK FOR A DIAGNOSTIC CODE FOR THE DATA LINK.
Check the monitoring system for a diagnostic code for the CAT data link.
Expected Result:
There is a diagnostic code for the CAT data link.
Results:
· YES - There is a diagnostic code for the CAT data link.

Repair:
Perform the troubleshooting procedure for that diagnostic code that is found in the service manual for that ECM. STOP.
· NO - There are no diagnostic codes for the CAT data link. Proceed to Test Step 6.
Test Step 6. RETURN THE WIRING TO THE ORIGINAL CONDITION.
A. Return the CAT data link wires to the original condition. Remove any splices that were made and reconnect the
wiring harness.
B. Connect the ET to the service connector. Verify that all of the appropriate electronic control modules are present. The
ECM for the Product Link will not be present.
Expected Result:
All of the appropriate electronic control modules are present.
Results:
· YES - All of the appropriate electronic control modules are present. The wiring is correct at this time. Return to the
installation procedure for the Product Link and reinstall the wiring for the CAT data link. Continue with the setup of the
Product Link. STOP.
· NO - All of the appropriate electronic control modules are not present.

Repair:
A problem still exists with the data link wiring. This problem does not relate to the installation of the Product Link.
Troubleshoot the entire data link circuit to all available electronic control modules. After the problem is found and the
problem is corrected, return to the installation procedure for the Product Link and reinstall the wiring for the CAT.
Continue with the setup of the Product Link. STOP.


Reports and Messages Not Available

SMCS Code: 7606-038-RPT
There are problems that could be reported with the Product Link System but the problems are not caused by the Product
Link Module. The following section describes the problems. The section contains steps that are used to determine the
possible cause. Check for active diagnostic codes for the Product Link. Correct any diagnostic codes before proceeding.
The module, the antenna, and cables should be visually inspected for damage. Verify that there are no loose connections.
Description of the Problem :
· Reports or messages are not received in the office.

The Product Link system depends on several communication links in order to transfer data from the machine to the
office. The following procedures assume that these communication links are operating properly. The proper
Communication links are listed below:
· The Orbcomm satellite network is operational in the geographic area of concern. The network is operational
when messages can travel to the satellite and the messages can travel to the earth and Caterpillar.
· The Product Link module is correctly configured to communicate on the Orbcomm network. This was verified
during manufacturing tests.
· The worldwide network of Caterpillar's computers is passing messages to the software ("CPLS-PC: Caterpillar
Product Link System - PC Software").
· The CPLS is configured properly and the software is functioning.

The Product Link module should not be replaced without verifying that these issues have been investigated. Contact the
Service System Support Center for aid in resolving these issues.
In "power mode 1", four position reports and one SMU/Fuel report are transmitted. This transmission occurs one time in
24 hours. Fewer messages are sent in power mode 2 and power mode 3. If messages are not available, proceed with the
following steps in order to determine the cause.
Test Step 1. CHECK THE LED INDICATORS.
Check the LED indicators on the Product Link.
Expected Result:
The red LED is OFF.
Results:
· RED LED OFF - The red LED is OFF. There are no diagnostic codes. Proceed to Test Step 2.
· RED LED BLINKING - There is a diagnostic code.
Repair:
There is a diagnostic code. First correct the diagnostic code. See Troubleshooting, "Diagnostic Capabilities" for more
information. STOP.
· RED LED ALWAYS ON - The red LED is always ON. The Product Link has failed.
Repair:
Replace the Product Link. STOP.
Test Step 2. ACCESS THE PRODUCT LINK THROUGH THE ELECTRONIC TECHNICIAN.
A. Connect the Electronic Technician to the machine.
B. Verify that the ECM (Product Link) is available.
Expected Result:
The ECM (Product Link) is available.
Results:
· OK - The ECM (Product Link) is available. Proceed to Test Step 3

· NOT OK - The ECM (Product Link) is not present in the Electronic Technician screen.
Repair:
Verify that the wiring for the Product Link has been installed correctly. See Systems Operation, "System Installation".
Near the end of the installation procedure, Step 13 checks the wiring with a multimeter. If the ECM (Product Link) is not
available, see Troubleshooting, "Electronic Service Tool Does Not Communicate with ECM - Troubleshoot" STOP.
Test Step 3. VERIFY THAT THE PRODUCT LINK MODULE IS CONFIGURED PROPERLY.
A. Go to the "Configuration" screen. See Testing and Adjusting, "Installation Parameters - Configure" for more
information.
B. Verify that the "PLM Enable Status" is configured as "Enabled".
C. Verify that the "Dealer Identification Code" is configured with the correct code for the Dealer.
D. Verify that the "DBS Machine Make Code" is configured correctly.
E. Verify that the "Machine Serial Number" is configured with the correct machine serial number.
F. Verify that "Maintenance Mode" is configured as "Off".
Expected Result:
All settings are correct.
Results:
· OK - The Product Link is configured correctly. Proceed to Test Step 4

· NOT OK - The Product Link is not configured correctly.
Repair:
Correct the configuration of the Product Link. The "PLM Enable Status" and "PLM Registration Status" can be verified
in the "ET Status Group 2". STOP.
Test Step 4. VERIFY THAT THE PRODUCT LINK MODULE HAS NOT BEEN TURNED OFF.
A. Go to "ET Status Group 2 - PLM Operational Status".
B. Verify that " the Possible Device Power Disconnection" is labelled as "No".
Expected Result:
"Possible Device Power Disconnection" is labelled as "No".
Results:
· OK - The "Possible Device Power Disconnection" is labelled as "No". The Product Link has operated since
successfully transmitting the last report. Proceed to Test Step 5.
· NOT OK - The "Possible Device Power Disconnection" is labelled as "Yes". The Product Link has been disconnected
from power and transmissions have been prevented. This could explain the failure to get any messages. Proceed to Test
Step 5.
Test Step 5. VERIFY THAT THE PRODUCT LINK MODULE HAS BEEN IN AN AREA OF BLOCKED
COMMUNICATIONS.
B. Verify that the "Possible Periods of Communications Blockage" is "No".
Expected Result:
The Electronic Technician shows that the "Possible Periods of Communications Blockage" is "No".
Results:
· OK - The Product Link has seen satellites since the transmission of the last report. Verify that the machine has a clear
view of the sky. Proceed to Test Step 6.
· NOT OK - The Product Link has experienced blocked communications. Transmissions have been prevented. This
could explain the failure to get any messages. Verify that the machine has a clear view of the sky. Proceed to Test Step 6.
Test Step 6. VERIFY THAT THE PRODUCT LINK IS IN POWER MODE 1.
B. Verify that the "Power Mode Status" is "Power Mode 1". Verify that the "Key Switch Status" is "On".
Expected Result:
The ET screen shows that the machine is in "Power Mode 1" and "Key Switch On".
Results:
· OK - The ET screen is correct. The Product Link should daily send four position reports and one SMU/Fuel report.
Proceed to Test Step 8.
· NOT OK - The Electronic Technician shows "Power Mode 2" or "Power Mode 3". A report of the position is sent in
"Power Modes 2" and in "Power Mode 3" when the machine moves more than 200 m (656 ft). Fuel reports are sent in
"Power Mode 1" only. Even if this explains the current reports that are arriving at the office, proceed to Test Step 7.
Test Step 7. VERIFY THAT THE PRODUCT LINK MODULE MONITORS THE MACHINE RUN STATUS
PROPERLY.
B. Start the machine.
C. Verify that the "Power Mode Status" changes to "Power Mode 1".
D. Verify that the "Alternator Running Input" changes to "Engine On".
E. Verify that the "Key Switch Status" is "On".
Expected Result:
The ET Status screen changes to "Power Mode 1" and "Engine On". The "Key Switch Status" should be "On".
Results:
· OK - The Electronic Technician screens are correct. The Product Link should send four position reports and one
SMU/Fuel report daily until the Power Mode changes to "mode 2". The power mode can be viewed in CPLS. STOP.
· NOT OK - ENGINE OFF - Electronic Technician screen shows "Engine Off".

Repair:
Verify that the Alternator R-Terminal wiring has not been damaged. It is likely that the machine's SMU and Product
Link's SMU no longer match. Refer to Troubleshooting, "Operating Hours Discrepancy". STOP.
· NOT OK - POWER MODE 2 OR 3 - Electronic Technician shows "Power Mode 2" or "Power Mode 3".
Repair:
Verify that the wiring for the switched power 308-YL has not been damaged. Repair the wiring. STOP.
Test Step 8. SEND A TEST MESSAGE IN ORDER TO VERIFY THE TRANSMISSION.
A. Go to the drop-down menu in the ET and select "Service". Then select "PLM Commands" and "Position Report".
B. Go to "ET Status Group 1 - Queued Messages".
C. Verify that the "Queued Position Report" equals 1.
D. Go to "ET Status Group 2 - PLM Operational Status".
E. Verify the "Primary Communication Link" switches to "On-Line" within 15 minutes.
F. Go to "ET Status Group 1 - Queued Messages".
G. Verify that the Queued Position Report changes to 0 within 15 minutes. This signifies that the message has been
successfully transmitted.
Expected Result:
The "Primary Communication Link" switches to "On-Line" and the "Queued Position Report" is transmitted within 15
minutes.
Results:
· OK - The Product Link appears to be operating properly. Verify that the message was successfully received at the
office. Remember that the delay time is dependent on the configuration of the software at the office. STOP.
· NOT OK - There is a problem with the antenna or with the module. Do not replace the module until the antenna and
cable are verified. Proceed to Test Step 9.
Test Step 9. VERIFY THAT THE CENTER CONDUCTOR OF THE ANTENNA HAS NOT SHORTED TO
THE SHIELD.
A. Disconnect the connection of the GPS antenna at the module.
B. Measure the resistance from the shield of the antenna cable to the conductor at the center of the cable. The shield is
the threaded part of the connector.
Expected Result:
The resistance is 1 to 10 megohms.
Results:
· OK - The resistance is 1 to 10 megohms. The resistance is correct. Proceed to Test Step 10

· NOT OK - The resistance is less than 300 ohms. The resistance is incorrect.
Repair:
The antenna cable or the antenna has a short from the center conductor to the outer shield. Disconnect the cable from the
antenna in order to isolate the short. Replace the cable or the antenna. Verify that the module is operating correctly.
STOP.
Test Step 10. CHECK THE INSTALLATION OF THE ANTENNA.
Observe installation of the antenna for the Product Link. Verify that the antenna is installed with a clear view of the sky.
The antenna must be in a location that is free from interference. Examples of interference include the following
items: Devices on the roof of the machine that emit power, Other antennas that are close to the antenna for the Product
Link, indoor machine, machine under large signs that are lighted and machine under power lines
Expected Result:
The antenna is installed on the highest point on the machine. There is a clear view of the sky.
Results:
· OK - The antenna for the Product Link is installed properly. Verify that all of the connections for the antenna are tight.
· NOT OK - The installation of the antenna is not optimal.

Repair:
Accept the current performance of the communication or reinstall the antenna at a superior location. STOP.
Test Step 11. VERIFY THE WIRING OF THE ANTENNA.
A. Disconnect the connector for the antenna at the module.
B. Measure the resistance from the conductor at the center of the cable to the connector for the antenna.
Expected Result:
The resistance should be less than 10 ohms.
Results:
· OK - The resistance is correct.

Repair:
Verify that all of the connections are tight. If the problem persists, replace the antenna first. Then, replace the cable.
Replace the Product Link Module last. STOP.
· NOT OK - The cable for the antenna or the antenna has an open circuit.
Repair:
Disconnect the cable from the antenna. Test each component. Replace the cable or replace the antenna. Verify that the
Product Link module operates correctly. STOP.


Diagnostic Code List

SMCS Code: 7569
Table 14
Diagnostic Codes For The Product Link

Module Identifier 122
For troubleshooting, see the procedure with the same CID FMI.
CID 0168 Electrical System
FMI 00 Voltage above normal range
FMI 01 Voltage below normal range
CID 0254 Electronic Control Module

FMI 04 Voltage below normal
FMI 12 Failed module
CID 0269 Sensor Power Supply

FMI 03 Voltage above normal
FMI 04 Voltage below normal
CID 1251 Alternator R-Terminal

FMI 03 Voltage above normal


MID 122 - CID 0168 - FMI 00

SMCS Code: 1406-038
Conditions Which Generate This Code:
This diagnostic code is recorded when the diagnostic circuit in the Product Link identifies a system voltage that is above
32 DCV.
The possible causes of this fault are listed below:
· A charging system component is faulty.

· The harness wiring is faulty.
· The Product Link is faulty. This is unlikely.
Note: Determine if a battery charger or a welder is being used on the machine. Disconnect the charger or the welder if
one is used. Recheck for the diagnostic code.
Test Step 1. CHECK THE SYSTEM VOLTAGE AT THE PRODUCT LINK.
A. Start the engine and operate the engine at a high idle.
B. Measure the system voltage between the +battery and -battery contacts.
Expected Result:
The voltage is 11 DCV to 32 DCV.
Results:
· OK - The voltage is 11 DCV to 32 DCV. The Product Link should not be logging this diagnostic code.
Repair:
Use the ET to clear the diagnostic code from the Product Link. If the voltage is correct and the Product Link records the
diagnostic code again, the Product Link may need to be replaced. Before replacing the Product Link, contact the Service
System Support Center. STOP.
· NOT OK - The voltage is not 11 DCV to 32 DCV. Proceed to Test Step 2
Test Step 2. CHECK THE ALTERNATOR.
A. Run the engine at high idle for several minutes.
B. Measure the voltage output at the battery posts.
Expected Result:
The voltage should be below 32 DCV.
Results:
· OK - The voltage is below 32 DCV.The battery could be faulty. Proceed to Test Step 3.
· NOT OK - The voltage is above 32 DCV. Repair or replace alternator. The voltage regulator could be faulty. If
conditions are not resolved, proceed to Test Step 3.
Test Step 3. CHECK THE BATTERY VOLTAGE.
Turn the key start switch to the OFF position. Measure the battery voltage at the battery posts.
Expected Result:
Results:
· OK - The voltage is below 32 DCV. Proceed to Test Step 4

· NOT OK - The voltage is above 32 DCV.
Repair:
See Special Instruction, REHS0354, "Charging System Troubleshooting". If conditions are not resolved, proceed to Test
Step 4.
Test Step 4. CHECK OTHER ECMS ON THE MACHINE.
Check the logged diagnostics of any other ECMs installed on the machine in order to see if they have logged CID 168
FMI 00 in the same time period. Note that the Service Meter Hours (SMH) on the logs may be different, the difference
between the current SMH and the logged SMH is what is important.
Expected Result:
There are no other CID 168 FMI 00 diagnostic codes found on other ECMs.
Results:
· YES - There are no CID 168 FMI 00 diagnostic codes found on other ECMs.
Repair:
If no problem is found with the charging system or wiring and the fault has occurred only a few times, clear the fault and
monitor the module and machine for further occurrences. If the fault occurs repeatedly, then the Product Link module is
possibly defective and should be replaced. Refer to Testing and Adjusting, "Electronic Control Module (ECM) -
Replace". If the Product Link has been replaced, recheck the system and check the status of the diagnostic code. STOP.
· NO - There are CID 168 FMI 00 diagnostic codes found on other ECMs.
Repair:
monitor the module and machine for further occurrences. If the fault occurs again, the Product Link module is likely not
failed since other ECMs are logging the same fault. Recheck the system voltage. STOP.


MID 122 - CID 0168 - FMI 01

SMCS Code: 1406-038
This diagnostic code is recorded when the Product Link detects a battery voltage of less than 11 DCV.
Determine if a battery charger or a welder is being used on the machine. Disconnect the charger or the welder if one is
used. Recheck for the diagnostic code. Check the charging system if the diagnostic code is still active.
Start the engine and operate the engine at a high idle. Measure the system voltage between the +battery and -battery
contacts.
Expected Result:
The voltage is 27 DCV to 29 DCV for a 24 DCV system. The voltage is 13 to 15 DCV for a 12 DCV system.
Results:
· OK - The voltage is correct. Clear the diagnostic code and check for a reoccurrence of the diagnostic code. STOP.
· NOT OK - The voltage is incorrect. 2
Run the engine at a high idle for several minutes. Measure the voltage output at the battery posts.
Expected Result:
The voltage should be 27 DCV to 29 DCV for a 24 DCV system. The voltage should be 13 to 15 DCV for a 12 DCV
system.
Results:
· OK - The voltage is correct. Proceed to Test Step 3

· NOT OK - The voltage is incorrect.
Repair:
Repair or replace the alternator. STOP.
Expected Result:
The voltage should be 12 to 15 DCV for a 12 DCV system. The voltage should be 24 to 27 DCV for a 24 DCV system.
Results:
· OK - The voltage is between 12 and 15 DCV (or 24 to 27 DCV).

Repair:
The Product Link could be faulty. Recheck the system before replacing the Product Link. The Product Link is seldom
the cause of a diagnostic code. Refer to Testing And Adjusting, "Electronic Control Module (ECM) - Replace". If the
Product Link has been replaced recheck the system and check the status of the diagnostic code. STOP.
· NOT OK - The voltage is not between 12 and 15 DCV or 24 and 27 DCV.

Repair:
See Special Instruction, REHS0354, "Charging System Troubleshooting". If conditions are not resolved, the Product
Link could be faulty. Recheck the system before replacing the Product Link. The Product Link is seldom the cause of a
diagnostic code. Refer to Testing And Adjusting, "Electronic Control Module (ECM) - Replace". If the Product Link has
been replaced recheck the system and check the status of the diagnostic code. STOP.


MID 122 - CID 0254 - FMI 04

SMCS Code: 7610-038
Communication with the satellite will not occur when power to the Product Link is below 10.5 DCV. The Product Link
will still communicate with the Electronic Technician when power to the module is down to 9 DCV. A diagnostic code
of CID 168 FMI 01 will occur when the system voltage drops below 11 VDC. A diagnostic code of CID 254 FMI 04
will occur when the system voltage drops below 9 DCV. This CID is logged so that no messages will be communicated
from the machine to the office.
A. Start the engine and operate the engine at a high idle.
B. Measure the system voltage between the +battery and -battery contacts.
Expected Result:
The voltage is 11 DCV to 32 DCV.
Results:
· OK - The voltage is 11 DCV to 32 DCV. The Product Link should not be logging this diagnostic code.
Repair:
Use the ET to clear the diagnostic code from the Product Link. If the voltage is correct and the Product Link records the
diagnostic code again, the Product Link may need to be replaced. Before replacing the Product Link, contact the Service
System Support Center. STOP.
· NOT OK - The voltage is not 11 DCV to 32 DCV. Proceed to Test Step 2

A. Run the engine at high idle for several minutes.
B. Measure the voltage output at the battery posts.
Expected Result:
Results:
· OK - The voltage is below 32 DCV.The battery could be faulty. Proceed to Test Step 3.
· NOT OK - The voltage is above 32 DCV. Repair or replace alternator. The voltage regulator could be faulty. If
conditions are not resolved, proceed to Test Step 3.
Expected Result:
Results:
· OK - The voltage is below 32 DCV. Proceed to Test Step 4

· NOT OK - The voltage is above 32 DCV.
Repair:
See Special Instruction, REHS0354, "Charging System Troubleshooting". If conditions are not resolved, proceed to Test
Step 4.
Test Step 4. CHECK OTHER ECMS ON THE MACHINE.
Check the logged diagnostics of any other ECMs installed on the machine in order to see if they have logged CID 168
FMI 00 in the same time period. Note that the Diagnostic Clock Hours (DCH) on the logs may be different, the
difference between the current DCH and the logged DCH is what is important.
Expected Result:
There are no other CID 168 FMI 00 diagnostic codes found on other ECMs.
Results:
· YES - There are no CID 168 FMI 00 diagnostic codes found on other ECMs.
Repair:
monitor the module and machine for further occurrences. If the fault occurs repeatedly, then the Product Link module is
possibly defective and should be replaced. Refer to Testing and Adjusting, "Electronic Control Module (ECM) -
Replace". If the Product Link has been replaced, recheck the system and check the status of the diagnostic code. STOP.
· NO - There are CID 168 FMI 00 diagnostic codes found on other ECMs.
Repair:
monitor the module and machine for further occurrences. If the fault occurs again, the Product Link module is likely not
failed since other ECMs are logging the same fault. Recheck the system voltage. STOP.


MID 122 - CID 0254 - FMI 12

SMCS Code: 7610-038
This diagnostic code is recorded when the Product Link detects a problem that is internal to the control module. This
diagnostic code can only be caused if the Product Link control module is faulty. There are no serviceable parts within the
control module.
Test Step 1. CHECK THE HARNESS CONNECTIONS.
A. Disconnect and clean the contacts of the harness connectors.
B. Reconnect all harness connectors.
C. Turn the key start switch to the ON position.
D. Operate the machine.
E. Determine if CID 0254 FMI 12 diagnostic code is present by using the Electronic Technician.
Expected Result:
The CID 0254 FMI 12 diagnostic code is present.
Results:
· OK - The CID 0254 FMI 12 diagnostic code is present.

Repair:
The problem has not been corrected. It is unlikely that the ECM is faulty. Perform the previous Steps again. If the cause
of the diagnostic code is not found, replace the Product Link ECM. See Testing and Adjusting, "Electronic Control
Module (ECM) - Replace". STOP.
· NOT OK - The CID 0254 FMI 12 diagnostic code is not present. The problem does not exist at this time. The initial
problem was probably caused by a poor electrical connection or a short at one of the harness connectors that was
disconnected and reconnected. Resume normal machine operation. STOP.


MID 122 - CID 0269 - FMI 03

SMCS Code: 1408-038
This diagnostic code is recorded when the voltage of the sensor supply circuit (T930-WH -18) is above the normal range
(nominal 8.3 DCV). Any sensor connected to this supply may not operate properly or may be damaged. If there is no
sensor connected, then this fault can be considered a nuisance fault. The possible causes of this diagnostic code are listed
below:
· The circuit for +V (T930-WH -18) to the sensor is shorted to battery.

· The sensor is faulty.
· The ECM is faulty. This is unlikely.
Test Step 1. CHECK THE SENSOR SUPPLY OUTPUT
A. Disconnect the Product Link Input/Output cable (J2) from the machine sensor cable.
B. Turn the key start switch to the ON position.
C. Measure the sensor supply output (J2-1) to verify it is less than 9 DCV when on and less than 4 DCV when off.
Expected Result:
The sensor supply output measures above less than 4 DCV in the off state and less than 9 DCV in the on state.
Results:
· OK - The voltage is in the required voltage range. The Product Link Sensor Supply and Product Link harness are likely
not faulty. The machine harness or the external sensor may be faulty. Proceed to Test Step 3.
· NOT OK - The voltage is not in the required voltage range. The Product Link cable has a possible short to battery.
Test Step 2. CHECK THE PRODUCT LINK HARNESS FOR A SHORT TO BATTERY.
A. Turn the key start switch to the OFF position.
B. Keep the Product Link Input/Output cable disconnected from the machine sensor cable.
C. At Product Link harness, measure the resistance from sensor supply contact J2-1 (+V) to PL cable J1-1.
Expected Result:
The resistance should be greater than 5000 ohms.
Results:
· OK - The Product Link harness is correct. Proceed to Test Step 3.

· NOT OK - There is a short in the Product Link harness J2-1 (T930-WH -18 ) and a battery source (J1-1).
Repair:
Repair or replace the Product Link harness. STOP.
Test Step 3. CHECK THE SENSOR CABLE FOR A SHORT TO BATTERY.
A. Keep the Product Link Input/Output cable disconnected from the machine sensor cable.
B. At the sensor machine harness, measure the resistance from sensor supply contact J2-1 (+V) to battery power.
Expected Result:
Results:
· OK - The sensor or its harness are Sensor harness is correct are not shorted to battery. Proceed to Test Step 4.
· NOT OK - There is a short between the sensor harness J2-1 (T930-WH -18 and a battery source, or the sensor has
failed resulting in a short to battery.
Repair:
Replace the wiring harness or repair the wiring harness. STOP.
Test Step 4. CHECK IF THE DIAGNOSTIC CODE IS STILL ACTIVE.
A. Clean the contacts of the harness connectors.
E. Determine if CID 0269 FMI 03 diagnostic code is present by using electronic technician.
Expected Result:
The CID 0269 FMI 03 diagnostic code is present.
Results:
· OK - The problem has not been corrected. It is unlikely that the ECM is faulty.
Repair:
Perform the previous Steps again. If the cause of the diagnostic code is not found, replace the Product Link ECM. See
Testing and Adjusting, "Electronic Control Module (ECM) - Replace" STOP.
· NOT OK - The diagnostic code is NOT present. The problem does not exist at this time. The initial problem was
probably caused by a poor electrical connection or a short at one of the harness connectors that was disconnected and
reconnected. Resume normal machine operation. STOP.


MID 122 - CID 0269 - FMI 04

SMCS Code: 1408-038
This diagnostic code is recorded when the voltage of the sensor supply circuit (T930-WH -18) is below the normal range
(nominal 8.3 DCV). Any sensor connected to this supply will not operate. If there is no sensor connected, then this fault
can be considered a nuisance fault. The possible causes of this diagnostic code are listed below:
· The sensor supply circuit (T930-WH -18) is shorted to ground.

· The sensor is faulty.
· The ECM is faulty. This is unlikely.
Test Step 1. CHECK THE SENSOR SUPPLY OUTPUT.
A. Disconnect the Product Link Input/Output cable (J2) from the machine sensor cable.
B. Turn the key start switch to the ON position.
C. Measure the sensor supply output (J2-1) to verify it is above 7.5 VDC.
Expected Result:
The sensor supply output measures above 7.5 VDC.
Results:
· OK - The voltage is above 7.5 DCV when on. The Product Link Sensor Supply and Product Link harness are likely not
faulty. The machine harness or the external sensor may be faulty. Proceed to Test Step 3.
· NOT OK - The Product Link cable has a possible short to ground. Proceed to Test Step 2.
Test Step 2. CHECK THE PRODUCT LINK HARNESS FOR A SHORT TO GROUND.
A. Turn the key start switch to the OFF position.
B. Keep the Product Link Input/Output cable disconnected from the machine sensor cable.
C. At Product Link harness, measure the resistance from sensor supply contact J2-1 (+V) to frame ground and the PL
cable J1-2.
Expected Result:
Each resistance should be greater than 5000 ohms.
Results:
· OK - The Product Link harness is correct. Proceed to Test Step 3.

· NOT OK - There is a short in the Product Link harness J2-1 (T930-WH -18 ) and a ground source. The possible
ground sources are J1-2 (202-BK ), and frame ground.
Repair:
Repair or replace the Product Link harness. STOP.
Test Step 3. CHECK THE SENSOR CABLE FOR A SHORT TO GROUND.
A. Keep the Product Link Input/Output cable disconnected from the machine sensor cable.
B. At the sensor machine harness, measure the resistance from sensor supply contact J2-1 (+V) to frame ground and the
PL cable J1-2.
Expected Result:
Each resistance should be greater than 5000 ohms.
Results:
· OK - The sensor and the sensor harness are correct are not shorted to ground. Proceed to Test Step 4.
· NOT OK - There is a short in the sensor harness J2-1 (T930-WH -18 ) and a ground source or the sensor has failed
resulting in a short to ground. The possible ground sources are J1-2 (202-BK ), and frame ground. STOP.
E. Determine if CID 0269 FMI 04 diagnostic code is present utilizing ET.
Expected Result:
A CID 0269 FMI 04 diagnostic code is present.
Results:
· YES - The problem has not been corrected. It is unlikely that the ECM is faulty.
Repair:
Testing and Adjusting, "Electronic Control Module (ECM) - Replace" STOP.
· NO - The diagnostic code is NOT present. The problem does not exist at this time. The initial problem was probably
caused by a poor electrical connection or a short at one of the harness connectors that was disconnected and reconnected.
Resume normal machine operation. STOP.


MID 122 - CID 1251 - FMI 03

SMCS Code: 1406-038
The Product Link module tracks the machine operating hours for reporting to the office. The Alternator R-Terminal
signal is used to detect when the machine is operating. If the input continually receives a voltage signal that is above
normal, then machine operation cannot be detected and the reported Service Meter Hours would be inaccurate.
Test Step 1. CHECK THE R-TERMINAL CABLING FOR SHORT TO BATTERY.
A. Disconnect the Product Link cable (J1) from the Product Link module.
B. Measure the resistance from the Alternator R-terminal input J1-2 (403MC9-GN -18 to battery (J1-1).
Expected Result:
Results:
· OK - The Product Link harness is likely correct. Proceed to Test Step 2.

· NOT OK - The Product Link cable has a probable short to battery.
Repair:
Repair the cable and verify the fault has been removed. STOP.
Test Step 2. CHECK THE PRODUCT LINK HARNESS FOR A SHORT TO A VOLTAGE SOURCE.
A. Disconnect the Product Link cable (J1) from the Product Link module.
B. Start the engine.
C. Measure the Alternator R-Terminal input (J1-4) to verify there is a 11 to 32 V square-wave from 0 to 2 KHz or a
steady DC voltage equivalent to the battery present.
Expected Result:
The Alternator R-Terminal input does not measure at a steady DC voltage equivalent to the battery voltage.
Results:
· OK - The signal is an 11 to 32 V square-wave from 0 to 2 KHz or a steady DC voltage equivalent to the battery
present. The Product Link harness is likely not faulty. Proceed to Test Step 3.
· NOT OK - The Product Link cable has a possible short to a DC voltage source other than battery voltage.
Repair:
Repair the cable and verify the fault has been removed. STOP.
Test Step 3. CHECK THE MACHINE ALTERNATOR.
A. Disconnect the Product Link machine cable from the alternator.
B. Start the engine.
C. Measure the Alternator R-Terminal to verify there is 11 to 32 V square-wave from 0 to 2 KHz. There should not be a
steady DC voltage equivalent to the battery present.
Expected Result:
The alternator R-Terminal should be an 11 to 32 V square-wave from 0 to 2 KHz.
Results:
· OK - The alternator R-Terminal is an 11 to 32 V square-wave from 0 to 2 KHz. Proceed to Test Step 4.

· NOT OK - The alternator R-Terminal is not an 11 to 32 V square-wave from 0 to 2 KHz.
Repair:
Repair or replace the Alternator. STOP.
C. Turn the key start switch to the ON position and operate the machine.
D. Determine if CID 1251 FMI 03 diagnostic code is present by using the Electronic Technician.
Expected Result:
A CID 1251 FMI 03 diagnostic code is present.
Results:
· YES - The problem has not been corrected. It is unlikely that the ECM is faulty.
Repair:
Testing and Adjusting, "Electronic Control Module (ECM) - Replace". STOP.
· NO - The diagnostic code is NOT present. The problem does not exist at this time. The initial problem was probably
caused by a poor electrical connection or a short at one of the harness connectors that was disconnected and reconnected.
Resume normal machine operation. STOP.


Using the Diagnostic Indicator to Determine Diagnostic Codes

SMCS Code: 7610-IND
Illustration 76
LED Indicators On The Side Of The Product Link
(1) Red LED Indicator (Diagnostic Indicator)
(2) Yellow LED Indicator (Power Indicator)
(3) Green LED Indicator (Message Indicator)
The Product Link module has three LED indicators behind a clear window on the side of the unit. These three LED
indicators blink in order to convey several types of information to the technician. This information is useful when a
computer with the Electronic Technician is not available. The LED indicators do not flash together. Each LED indicator
operates independently.
Illustration 77
Example of flashes that represents a CID 0254 FMI 12
The red LED flashes in a specific sequence in order to indicate any current diagnostic codes for the Product Link. Each
diagnostic code that is being flashed by the red LED indicator has two parts that are separated by a one second pause.
The LED indicator quickly flashes a number of times. This is followed by a one second pause. Then, the LED indicator
quickly flashes a number of times before pausing for two seconds. The two second pause separates the diagnostic codes
that exist. If another diagnostic code exists, the red LED indicator flashes the next code. Count the flashes and refer to
table 15. If the red LED indicator is always ON, the unit has failed.
Table 15
First Flashes Second Flashes Diagnostic Code

CID 0168 FMI 00 (Electrical System)
2 1
Voltage Above Normal Range
CID 0168 FMI 01 (Electrical System)
2 2
Voltage Below Normal Range
CID 0254 FMI 04 (Electronic Control Module)
3 1
One
Second CID 0254 FMI 12 (Electronic Control Module)
3 2
Pause Failed Module
CID 0269 FMI 03 (Sensor Power Supply)
4 1
Voltage Above Normal Range
CID 0269 FMI 04 (Sensor Power Supply)
4 2
CID 1251 FMI 03 (Alternator R-Terminal Signal)
3 3
Voltage Above Normal


Position Reports Not Available

· The position reports are not received in the office.

· The worldwide network of Caterpillar's computers is passing messages to the software ("CPLS-Web: Caterpillar

Every 24 hours, in "power mode 1", four position reports and one SMU/Fuel report are transmitted. Fewer messages are
sent in power mode 2 and power mode 3. If there is no position report after moving the machine and the SMU report is
received, the unit is likely to be configured correctly. There is likely to be a problem with the system's GPS. Proceed
with the following steps in order to determine the cause:
Expected Result:
The red LED is OFF.
Results:
· RED LED BLINKING - The red LED is blinking. There is a diagnostic code.
Repair:
First correct the diagnostic code. See Troubleshooting, "Diagnostic Code List" for more information. STOP.
Repair:
Expected Result:
Results:
· OK - The ECM (Product Link) is available. Proceed to Test Step 3

Repair:
available, see Troubleshooting, "Electronic Service Tool Does Not Communicate with ECM". STOP.
Test Step 3. VERIFY THAT THE PRODUCT LINK MODULE IS IN POWER MODE 1.
Expected Result:
The machine is in "Power Mode 1" and "Key Switch On".
Results:
· OK - The Electronic Technician screens are correct. Proceed to Test Step 4.

· NOT OK - Electronic Technician screens are not correct. A report of the position is sent in "Power Mode 2" and in
"Power Mode 3" when the machine moves more than 200 m (656 ft). Fuel reports are sent in "Power Mode 1" only.
Even if this explains the current reports that are arriving at the office, proceed to 4
PROPERLY.
C. Verify that the "Power Mode Status" changes to " Power Mode 1".
D. Verify the "Alternator Running Input" switches to "Engine On".
Expected Result:
Results:
· OK - The Electronic Technician screens are correct. The Product Link should send four position reports and the
Product Link should send one SMU/Fuel report daily until the Power Mode changes to "mode 2". The power mode can
be viewed in CPLS. Proceed to Test Step 5.
· NOT OK - The Electronic Technician screen shows "Engine Off".

Repair:
· NOT OK - The Electronic Technician screen shows "Power Mode 2" or "Power Mode 3".
Repair:
Verify that the wiring for the switched power (308-YL) is correct. Repair the wiring. STOP.
Test Step 5. VERIFY THAT THE GPS RECEIVER FUNCTIONS.
A. Go to ET "Status Group 5 - GPS".
B. Verify that the "GPS Position Status" is "Valid".
C. Verify that the GPS has calculated a location within the last 10 minutes. The "GPS Time Stamp" can be compared to
the "PC Current Date/Time" in order to calculate the time since the last calculation of the position.
Expected Result:
The "GPS Position Status" is "Valid". The last calculation (GPS) of the position was within 10 minutes in "Power Mode
1".
Results:
· OK - The indications on the ET screen are correct. The GPS Receiver is functioning properly. Proceed to Test Step 8.
· NOT OK - The ET screens are incorrect. Proceed to Test Step 6.
Test Step 6. VERIFY THAT THE CENTER CONDUCTOR OF THE ANTENNA HAS NOT SHORTED TO
THE SHIELD.
A. Disconnect the connection of the GPS antenna at the module.
B. Measure the resistance from the shield of the antenna cable to the conductor at the center of the cable. The shield is
the threaded part of the connector.
Expected Result:
The resistance is 1 to 10 megohms.
Results:
· OK - The resistance is correct. Proceed to Test Step 7

· NOT OK - The resistance is incorrect.
Repair:
The antenna cable or the antenna has a short from the center conductor to the outer shield. Disconnect the cable from the
antenna in order to isolate the short. Replace the cable or the antenna. Verify that the module is operating correctly.
STOP.
Test Step 7. VERIFY THE WIRING OF THE GPS ANTENNA.
A. Disconnect the connector for the GPS antenna at the module.
B. Measure the resistance of the conductor at the center of the cable. Measure the resistance from one end of the cable to
the other end of the cable.
Expected Result:
Results:
· OK - The resistance is less than 10 ohms. The cable does not have a problem. Verify that all connections are tight. If
the problem persists, then replace the Antenna assembly. STOP.
· NOT OK - The resistance is incorrect. The antenna cable for the Product Link has failed.
Repair:
Replace the cable and verify that the module operates correctly. STOP.
Test Step 8. SEND A TEST MESSAGE IN ORDER TO VERIFY THE TRANSMISSION.
A. Go to the drop-down menu in the ET and select "Service". Then select "PLM Commands" and "Position Report".
B. Go to "ET Status Group 1 - Queued Messages".
C. Verify that the "Queued Position Report" equals 1.
D. Go to "ET Status Group 2 - PLM Operational Status".
E. Verify the "Primary Communication Link" switches to "On-Line" within 15 minutes.
F. Go to "ET Status Group 1 - Queued Messages".
G. Verify that the Queued Position Report changes to 0 within 15 minutes. This signifies that the message has been
successfully transmitted.
Expected Result:
The "Primary Communication Link" switches to "On-Line" and the "Queued Position Report" is transmitted within 15
minutes.
Results:
· OK - The Product Link appears to be operating properly. Verify that the message was successfully received at the
office. Remember that the delay time is dependent on the configuration of the software at the office. STOP.
· NOT OK - There is a problem with the antenna or with the module. Do not replace the module until the antenna and
cable are verified.
Repair:
Go to Troubleshooting, "Reports and Messages Not Available" STOP.


Diagnostics and Events Not Available

SMCS Code: 0785-038-UE; 7610-038
· Diagnostic information or events are not received at the office.


The Product Link can be configured in order to transmit Diagnostics and events to the office. These transmissions are
highly dependent on the configuration of the Product Link. The following troubleshooting steps assume that position and
SMU/Fuel reports are being received.
Expected Result:
The red LED is OFF.
Results:
Repair:
information. STOP.
Repair:
Expected Result:
Results:
· OK - The ECM (Product Link) is available. Proceed to Test Step 3.

Repair:
available, see Troubleshooting, "Electronic Service Tool Does Not Communicate with ECM - Troubleshoot". STOP.
A. Go to the "Configuration" screen. See Systems Operation, "Installation Parameters Configure" for more information.
B. Verify that the "Warning Level 3 Report Configuration" is set to either "Immediate" or "Next Scheduled".
C. Verify that the "Warning Level 2 Report Configuration" is set to either "Immediate" or "Next Scheduled".
D. Verify that the "Warning Level 1 Report Configuration" is set to either "Immediate" or "Next Scheduled".
E. Verify that the "Diagnostic Report Configuration" is set to either "Immediate" or "Next Scheduled".
Expected Result:
All settings are correct.
Results:
· OK - The Product Link is configured correctly. Proceed to Test Step 4.

· NOT OK - The Product Link is not configured correctly.
Repair:
Reconfigure the Product Link. See Systems Operation, "Installation Parameters Configure". STOP.
Test Step 4. VERIFY THAT LOGGED EVENTS OR DIAGNOSTICS HAVE OCCURRED.
Use the Electronic Technician in order to verify the existence of Logged Diagnostics to report to the office. Note any
events and diagnostics that are not reported.
Expected Result:
There are no logged events or diagnostics that should have been reported.
Results:
· OK - There are no logged events or diagnostics that should have been reported. The Product Link appears to be
working correctly. STOP.
· NOT OK - There are logged events or diagnostics that should have been reported. Monitor the operation of the Product
Link for reporting of events and diagnostics. Problems in this area are not usually a problem with the module. The
module should not be replaced. STOP.


Operating Hours Discrepancy

SMCS Code: 7606-038
· Discrepancy of the Service Meter Units


Note: The Service Meter Units that are reported by the Product Link module should approximately match the machine
operating hours.
Expected Result:
The red LED is OFF.
Results:
Repair:
information. STOP.
Repair:
Expected Result:
Results:

Repair:
Verify that the wiring for the Product Link has been installed correctly. See Systems Operations, "System Installation".
available, see Troubleshooting, "Electronic Service Tool Does Not Communicate with ECM - Troubleshoot". STOP.
A. Go to the "Information" pull-down menu.
B. Select "Current Totals".
C. Verify that the "Product Link Machine Operating Hours" match the machine's service meter units.
Expected Result:
The hours are within 1%.
Results:
· OK - The hours are within 1%. The hours are synchronized. The Product Link is operating correctly. STOP.
· NOT OK - The hours not are within 1%. Proceed to Test Step 4.
PROPERLY.
B. Verify that the "Alternator Running Input" displays "Engine Off".
C. Start the machine.
D. Verify that the "Alternator Running Input" changes to "Engine On".
Expected Result:
The "ET Status" screen changes from "Engine Off" to "Engine On" when the machine is started. The "Key Switch
Status" should be "On".
Results:
· OK - The Electronic Technician screens are correct. The Product Link is correctly reading the machine run status. This
allows the Product Link to monitor the machine operating hours correctly.
Repair:
Check the splices for the R-Terminal wire (403-GN) and power wire (308-YL) in order to ensure that there are no
intermittent connections. Monitor the Product Link module for further drift. STOP.
· NOT OK - On the Electronic Technician screen, the status did not change from "Engine Off" to "Engine On".
Repair:
Verify the Alternator R-Terminal wiring (403-GN). Verify the switched power wire (308-YL). If the problem is not
corrected, replace the Product Link module. STOP.


Reporting Interval Erratic

· The intervals between reports are erratic.


Expected Result:
The red LED is OFF.
Results:
· RED LED BLINKING - The red LED is blinking. There is a diagnostic code.
Repair:
First correct the diagnostic code. See Troubleshooting, "Diagnostic Code List" for more information. STOP.
Repair:
Expected Result:
Results:

Repair:
available, see Troubleshooting, "Electronic Service Tool Does Not Communicate with ECM". STOP.
Test Step 3. VERIFY THAT THE PRODUCT LINK HAS NOT BEEN TURNED OFF.
B. Verify that the" Possible Device Power Disconnection" is labelled as "No".
Expected Result:
"Possible Device Power Disconnection" is labelled as "No".
Results:
· OK - The "Possible Device Power Disconnection" is labelled as "No". The Product Link has operated since
successfully transmitting the last report. Proceed to Test Step 4.
· NOT OK - "Possible Device Power Disconnection" is labelled as "Yes". The Product Link has been disconnected from
power and transmissions have been prevented. This could explain the failure to get any messages. Proceed to Test Step 4
in order to verify proper operation.
Test Step 4. VERIFY THAT THE PRODUCT LINK MODULE HAS BEEN IN AN AREA OF BLOCKED
COMMUNICATIONS.
B. Verify that the "Possible Periods of Communications Blockage" is "No".
Expected Result:
"Possible Periods of Communications Blockage" is "No".
Results:
· OK - The Product Link has seen satellites since the transmission of the last report. Verify that the machine has a clear
view of the sky. Proceed to Test Step 6.
· NOT OK - Product Link has experienced blocked communications. Transmissions have been prevented. This could
explain the failure to get any messages. Verify that the machine has a clear view of the sky. Proceed to Test Step 5.
Test Step 5. VERIFY THAT THE PRODUCT LINK MODULE IS IN POWER MODE 1.
Expected Result:
The machine is in "Power Mode 1" and "Key Switch On".
Results:
· OK - The Electronic Technician screens are correct. Proceed to Test Step 6.
· NOT OK - Electronic Technician screens are not correct. A report of the position is sent in "Power Mode 2" and in
"Power Mode 3" when the machine moves more than 200 m (656 ft). Fuel reports are sent in "Power Mode 1" only.
Even if this explains the current reports that are arriving at the office, proceed to 6.
PROPERLY.
C. Verify that the "Power Mode Status" changes to " Power Mode 1".
D. Verify the "Alternator Running Input" switches to "Engine On".
Expected Result:
Results:
· OK - The Electronic Technician screens are correct. The Product Link should send four position reports and the
Product Link should send one SMU/Fuel report daily until the Power Mode changes to "Power Mode 2". The power
mode can be viewed in CPLS. Proceed to Test Step 7.
· NOT OK - The Electronic Technician screen shows "Engine Off".

Repair:
· NOT OK - The Electronic Technician screen shows "Power Mode 2" or "Power Mode 3".
Repair:
Verify that the wiring for the switched power (308-YL) is correct. Repair the wiring. STOP.
Test Step 7. CHECK THE INSTALLATION OF THE ANTENNA.
Observe installation of the antenna for the Product Link. Verify that the antenna is installed with a clear view of the sky.
The antenna must be in a location that is free from interference. Examples of interference include the following
items: Devices on the roof of the machine that emit power, Other antennas that are close to the antenna for the Product
Link, indoor machine, machine under large signs that are lighted and machine under power lines
Expected Result:
The antenna is installed on the highest point on the machine. There is a clear view of the sky.
Results:
· OK - The antenna for the Product Link is installed properly. Verify that all of the connections for the antenna are tight.
A test message can be sent in order to verify communications. Monitor the performance of the communication in order
to verify that reports are not erratic. STOP.
· NOT OK - Installation of the antenna is not optimal. Accept the current performance of the communication or reinstall
the antenna at a superior location. STOP.


Hydraulic and Steering Pump

SMCS Code: 5070
Part No.: 6E-3136
Illustration 3
Illustration 4
View B-B
Illustration 5
View C-C
Illustration 6
View D-D
The rotation of the shaft is counterclockwise when the rotation of the shaft is viewed from the drive end.
Type of pump: Variable Piston
For the test, use SAE 10W oil that is at 65°C (150°F).
Test at full speed:
Output . . . 158 L/min (42 US gpm) Pressure . . . 690 kPa (100 psi) Pump speed . . . 2200 rpm Engine speed . . . 2200
rpm
rpm
Test at half speed:
Output . . . 79 L/min (21 US gpm) Pressure . . . 690 kPa (100 psi) Pump speed . . . 1100 rpm Engine speed . . . 1100 rpm
rpm
(AA) Case drain port
(BB) Inlet port
(1) Torque for six bolts . . . 70 ± 7 N·m (52 ± 5 lb ft)
(2) Pressure and flow compensator valve
(3) Torque for four bolts . . . 34 ± 3 N·m (25 ± 2 lb ft)
(4) Torque for rods . . . 79 ± 4 N·m (58 ± 3 lb ft)
Note: Apply 9S-3263 Thread Lock to the threads of the rods prior to installation.
(5) 6E-6600 Bias Spring:
Test length . . . 85.4 mm (3.40 inch) Test force . . . 178 ± 18 N (40 ± 4 lb) Free length after test . . . 92 mm (3.6 inch)
(6) 6E-6571 Pump Rotating Group
(7) To achieve 0.010 to 0.100 mm (.0004 to .0039 inch) axial shaft endplay, use 9T-2197 Shaft Shim Kit, as required.
9T-2197 Shaft Shim Kit:
Quantity . . . 17 Outside diameter . . . 38.5 mm (1.52 inch) Inside diameter . . . 28.9 mm (1.14 inch)
(8) Torque for two plugs . . . 12.85 ± 0.15 N·m (114 ± 1 lb in)
(9) Torque for plug . . . 101.5 ± 4.5 N·m (75 ± 3 lb ft)
(CC) Load sensing signal port
(10) 9T-1699 Spring:
Test length . . . 11.1 mm (.44 inch) Test force . . . 33 ± 3 N (7.0 ± .7 lb) Free length after test . . . 17.0 mm (.67 inch)
Outside diameter . . . 25.0 mm (.98 inch)
(11) Torque for two screws . . . 4.0 ± 0.4 N·m (35.00 ± 4.00 lb in)
(12) Torque for three plugs . . . 8.5 ± 1.0 N·m (75.00 ± 9.00 lb in)
(DD) Optional drain port
Illustration 7
6E-6571 Pump Rotating Group (6)
(14) Torque for four bolts . . . 14 ± 1 N·m (124 ± 9 lb in)
Note: Apply 9S-3263 Thread Lock to the threads of the bolts prior to installation.
(15) 9T-7755 Spring:
Shaft Bearing Endplay Adjustment
Illustration 8
Perform the following procedure for shaft bearing endplay adjustment when any of these components are replaced:
· Shaft (2)
· Housing (3)
· Cone (4) or (11)
· Cup (8) or (12)
· Head (10)
Note: Do not install the pump rotating group (6) when you perform this procedure.
1. Remove the following components from the head (10):
· Bias piston (9)

· Control piston (13)
· Bias spring (5)
Note: Make sure that the cups (8) and (12) and the cones (4) and (11) are positioned against the shoulders of the
components.
2. Install the cone (4) on the splined end of the shaft (2).
3. Install cup (8) in the housing (3).
4. Install cup (12) in the head (10).
5. Install the shaft (2) and cone (4) into the housing (3).
6. Install the cone (11) onto the shaft (2).
7. Install the shaft (2), the cones (4) and (11) and the housing (3) into the head (10) without the shaft shim kit (7).
8. Position the gasket on the housing (3) when you assemble the head (10) to the housing.
9. Tighten the six bolts (1) to a torque of 70 ± 7 N·m (52 ± 5 lb ft).
Note: For assembly, use two studs in order to align the head and the housing.
10. Position the pump so that the spline on the shaft (2) is pointing upward.
11. Rotate the shaft back and forth several times to seat the cones.
12. Position a 8T-5096 Dial Indicator Group so that the contact point of the dial indicator is on the end of the shaft
spline.
13. Position the dial indicator to zero.
14. Place 8H-8582 Vise Grip Wrench underneath the shaft spline and lift up on the shaft. Read the dial indicator while
the shaft is under an upward force.
15. Subtract desired shaft bearing endplay of 0.010 to 0.100 mm (.0004 to.0039 inch) from the dial indicator reading that
is noted in Step 14. This is the thickness of shims (7) to use from the shaft shim pack to achieve proper shaft bearing
endplay.
Table 1
EXAMPLE:
Shaft bearing endplay reading from Step 15
1.016 mm (.0400 inch)
Subtract desired shaft bearing endplay 0.010 to 0.100 mm (.0004 to .0039 inch)
Required shim thickness 1.006 to .916 mm (.0396 to .0361 inch)
16. Remove the six bolts (1) and remove the head (10) from the housing (3).
17. Remove cone (11) from the shaft (2).
18. Install the correct thickness of shims (7) from Step 15 on the shaft (2).
19. Install cone (11) onto the shaft (2).
21. If measured shaft bearing endplay is not 0.010 to 0.100 mm (.0004 to.0039 inch), repeat Steps 15 through 20.


Pump Drive Shaft

SMCS Code: 3108
Part No.: 7D-9600
Illustration 11
(2) Torque for nut on pump shaft . . . 190 ± 25 N·m (140 ± 18 lb ft)
Note: Apply 2P-2506 Thread Compound to the taper of the pump shaft.


Hand Metering Unit (HMU)

SMCS Code: 4312
Part No.: 102-1501
One revolution of the steering wheel causes the following displacement of oil. . . . 160 cubic centimeters (10 cubic
inches)
Illustration 13
Top View
(AA) Outlet port to the left steering cylinder
(BB) Outlet port to the right steering cylinder
(CC) Inlet pressure port
(DD) Load sensing signal port
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(EE) Outlet port to the combination valve
Illustration 14
View B-B
(1) Install the inlet check valve into the inlet pressure port (CC) to the following minimum depth (FF). . . . 14.2 mm (.56
inch)
Illustration 15
Section A-A
(2) Pin
(3) Gerotor star
(4) Bolts
(5) Shaft receiver
(6) Drive
Align the pin (2) and the gerotor star (3), as shown.
(4) 114-5168 Bolt:
Torque for seven dry bolts in the sequence that is shown . . . 14 ± 3 N·m (125 ± 25 lb in) Final torque for seven bolts in
the sequence that is shown . . . 28 ± 3 N·m (250 ± 25 lb in)
Illustration 16
View E-E
Illustration 17
Section C-C
(7) Torque the plug so that the plug is flush with the mounting surface that is shown. . . . 11 N·m (97 lb in)


Hydraulic Tank and Filter

SMCS Code: 4332; 5056; 5068
Part No.: 9T-7984
Illustration 1
(1) Torque for two bolts . . . 68 ± 7 N·m (50 ± 5 lb ft)
(2) 1L-4349 Spring:
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Test length . . . 106 mm (4.2 inch) Test force . . . 83.9 ± 6.7 N (18.85 ± 1.51 lb) Free length after test . . . 139.7 mm (5.50
inch) Outside diameter . . . 24.41 mm (.961 inch)
(3) Pressure setting for bypass valve . . . 35 kPa (5 psi)
(4) Torque for locknut . . . 10 ± 2 N·m (89 ± 18 lb in)
(5) Do not tighten rod.
(6) Position the ends of the seal in a crisscross pattern, as shown.
(AA) Implement return port
(BB) Case drain return port
(CC) Supplemental steering suction port
(DD) Implement suction port


Operator Console
SMCS Code: 5258
Part No.: 8X-2330
Illustration 75
Side View
Position seal (1) to plate (4). The seal should be centered between the fasteners that are on both sides of the console, as
shown.
(1) Approximate length of the seal . . . 200 ± 10 mm (8.0 ± .4 inch)
(2) 8C-3442 Coil Spring:
(1.98 inch) Outside diameter . . . 17.48 ± 0.25 mm (.688 ± .010 inch)
Apply seal (3) around the opening of cab platform, as shown.
(3) Approximate length of the seal . . . 400 ± 10 mm (16.0 ± .4 inch)
(5) Adjust the bolt when the console is in the FULL FORWARD position in order to maintain a 20.0 mm (.79 inch)
minimum clearance with the instrument panel.
Illustration 76
Section F-F
Illustration 77
Section B-B
Illustration 78
Section D-D
Illustration 79
Section A-A
(6) As required, use the bearings to limit the horizontal movement.
(7) 3Y-2806 Spring:
Test length . . . 71.1 mm (2.80 inch) Test force . . . 35.5 ± 2.9 N (7.98 ± .65 lb) Free length after test . . . 48.5 mm (1.91
(A) Dimension . . . 28.0 ± 3.0 mm (1.10 ± .12 inch)
(B) Dimension in two places . . . 3.7 ± 1.5 mm (.15 ± .06 inch)
(C) Dimension . . . 6.0 ± 2.0 mm (.24 ± .08 inch)
Position seal (8), as shown.
(8) Approximate length of the seal . . . 100.0 ± 10.0 mm (4.00 ± .40 inch)
Thread the cylinder rod (11) into the retainer (10) until the pin (14) contacts the ball (9). Tighten locknut (13).
(12) Spacer
Note: Before you install the cylinder rod (11), use 1P-0808 Grease Cartridge Group to apply the grease into the cavity of
the retainer (10) in order to surround the ball (9).


Implement Relief Valve

SMCS Code: 5117
Part No.: 4T-4935
Illustration 50
Inlet pressure for test . . . 27600 ± 400 kPa (4005 ± 58 psi)
Outlet pressure for test . . . 70 ± 7 kPa (10 ± 1 psi)
Rate of inlet flow at test pressure . . . 38 ± 4 L/min (10 ± 1 US gpm)
For proper relief valve pressure setting, the temperature of the oil should be 49° ± 3°C (120° ± 37°F).
Note: Hold retainer assembly (1) when you are tightening nut (2).
(3) 4T-4942 Spring:
(4) When you install the relief valve, lubricate seal with a thin covering of lubricant that is being sealed.


Articulated Hitch
SMCS Code: 7057
Part No.: 106-4883
Illustration 80
(8) 8D-9689 Shim Pack:
Assembled thickness of shims . . . 2.54 ± 0.08 mm (.100 ± .003 inch) Thickness of one shim . . . 0.15 mm (.006 inch)
Thickness of one shim . . . 0.81 mm (.032 inch) Thickness of one shim . . . 0.05 mm (.002 inch) Inside diameter . . . 127
mm (5 inch) Outside diameter . . . 184.2 mm (7.25 inch)
(8) Optional 8D-9689 Shim Pack:
Assembled thickness of shims . . . 2.54 ± 0.08 mm (.100 ± .003 inch) Thickness of one shim . . . 0.10 mm (.004 inch)
Thickness of one shim . . . 0.20 mm (.008 inch) Thickness of one shim . . . 0.08 mm (.003 inch) Inside diameter . . . 127
mm (5 inch) Outside diameter . . . 184.2 mm (7.25 inch)
(13) 6K-4187 Shim Pack:
Assembled thickness of shims . . . 2.54 ± 0.06 mm (.100 ± .002 inch) Thickness of one shim out of eight shims . . . 0.15
mm (.006 inch) Thickness of one shim . . . 0.81 mm (.032 inch) Thickness of one shim out of ten shims . . . 0.05 mm
(.002 inch) Inside diameter . . . 88.9 mm (3.50 inch) Outside diameter . . . 139.7 mm (5.50 inch)
Assembly Instructions For Upper Hitch

(1) Center the bearing in the bore. Leave 12.7 ± 0.5 mm (.50 ± .02 inch) on each side of the bearing that is in the bore.
(2) Cool the bearing between -57 to -90°C (-70 to -131°F) before you press the bearing into the bore.
(3) When you install the sealing lips, lubricate the sealing lips with a thin covering of lubricant that is being sealed.
Upper Hitch Tightening Procedure
1. Install the four bolts (4). Tighten the four bolts finger tight in cover (5).
2. Tighten two diagonally opposite bolts (4) to 35 N·m (26 lb ft). Tighten the two remaining bolts to 35 N·m (26 lb ft).
3. Repeat the procedure in Step 2 and tighten all four bolts (4) to a torque of 100 ± 15 N·m (75 ± 11 lb ft).
Assembly Instructions For Lower Hitch

The Procedure To Install 8D-9689 Shim Pack
1. Install cap (6) without shims (8). Install four bolts (7). Evenly space the bolts around cap (6) and tighten the bolts
equally.
2. Retighten bolts (7) to 47 ± 7 N·m (35 ± 5 lb ft).
3. Make sure that lower cap (10) is flush with frame (9). If cap (10) is not flush, disassemble bearing assembly (15) and
look for interference.
4. Make sure that lower cap (10) is flush with frame (9). Measure the gap between upper cap (6) and frame (9) at each
bolt (7). The minimum measurement is the correct thickness for shims (8).
5. Remove bolts (7) and cap (6).
6. Install the correct thickness for shims (8). The correct thickness is found in Step 4. Install cap (6) and six bolts (7).
7. Tighten six bolts to a torque of 100 ± 15 N·m (75 ± 11 lb ft).
The Procedure To Install 6K-4187 Shim Pack
1. Install plate (11) without shims (13). Install two bolts (12) opposite each other.
2. Tighten two bolts (12) to 80 ± 14 N·m (60 ± 10 lb ft).
3. Measure the gap all the way around plate (11) and frame (14) and between plate (11) and frame (14). Subtract 0.25
mm (.010 inch) from the minimum measurement. This is the correct thickness for shims (13).
4. Remove two bolts (12) and plate (11).
5. Install the correct thickness for shims (13) that are found in Step 3. Install plate (11) and four bolts (12).
6. Tighten four bolts to a torque of 100 ± 15 N·m (75 ± 11 lb ft).


Centershift Solenoid Valve

SMCS Code: 5220; 5479
Part No.: 8T-8608
Illustration 49
(1) Torque for nut . . . 2.8 to 2.9 N·m (24.78 to 25.66 lb in)
(2) Obtain the following torque in order to install the solenoid into the manifold. . . . 115 ± 7 N·m (85 ± 5 lb ft)
At a pressure of 620 kPa (90 psi), you will achieve the following flow when the fluid temperature and ambient
temperature is 105°C (221°F). . . . 8.1 L/min (2.14 US gpm)
The coil is a part of the solenoid.
Nominal voltage . . . 24 VDC Maximum voltage at 121°C (250°F) fluid temperature and ambient temperature . . . 28.5
VDC Minimum voltage at 105°C (221°F) fluid temperature and ambient temperature . . . 18 VDC

Swivel
SMCS Code: 5060
Part No.: 9T-5604
Illustration 98
(1) Thickness of 5J-1246 Shim 0.13 mm (.005 inch).
As required, use shims (1) to maintain a 0.13 to 0.50 mm (.005 to .020 inch) gap between body (2) and rotor (3).
(4) Lubricate seals with a thin covering of lubricant that is being sealed.


Scarifier Control Valve

SMCS Code: 5051; 5214
Part No.: 107-0543
Illustration 37
(1) Torque for two plugs . . . 80 ± 15 N·m (60 ± 11 lb ft)
(2) Lubricate seals with a thin covering of the lubricant that is being sealed.
(3) 102-7412 Spring:
Test length . . . 28 mm (1.1 inch) Test force . . . 46.0 ± 2.4 N (10 ± .54 lb) Free length after test . . . 48.42 mm (1.906
(4) Torque for scarifier relief valve . . . 35 ± 7 N·m (26 ± 5 lb ft)
Note: Before you install valves (5) and seats (6) into the control valve body, assemble the valves and seats together.
(8) 6E-5153 Spring:
Test length . . . 14.0 mm (.55 inch) Test force . . . 18.0 ± 1.4 N (4.00 ± .324 lb) Free length after test . . . 18.4 mm (.72
(10) 9J-0403 Spring:
Quantity . . . 2 Color Code . . . Yellow stripe Test length . . . 18.7 mm (.74 inch) Test force . . . 12.9 ± 1.0 N (2.90 ± .23
lb) Free length after test . . . 25.1 mm (.99 inch) Outside diameter . . . 10.4 mm (.41 inch)
(11) 111-8233 Spring:
Test length . . . 15.5 mm (.61 inch) Test force . . . 13.5 ± 0.8 N (3.03 ± .18 lb) Free length after test . . . 25.6 mm (1.01
Gently seat ball (12) into valve body at assembly.
(13) 6E-3007 Spring:
Test length . . . 8.6 mm (.34 inch) Test force . . . 0.234 ± 0.024 N (.053 ± .0054 lb) Free length after test . . . 10.0 mm
(.39 inch) Outside diameter . . . 4.6 mm (.18 inch)
(14) Torque for lever . . . 25 ± 6 N·m (18 ± 4 lb ft)
Illustration 38
View A
(16) Lubricate rings with a thin covering of the lubricant that is being sealed.


Scarifier Relief Valve

SMCS Code: 5117
Part No.: 101-4145
Illustration 53
(1) Torque for nut with 3/8-40 thread on retainer assembly . . . 12 ± 2 N·m (106 ± 18 lb in)
(2) Retainer Assembly
Illustration 54
(3) Torque for nut with 9/16-18 thread on retainer assembly . . . 20 ± 2 N·m (15.0 ± 1.5 lb ft)
(4) 4F-7115 Spring:
Color code . . . Brown stripe Test length . . . 34.13 mm (1.344 inch) Test force . . . 223 to 262 N (50 to 59 lb) Free length
after test . . . 42.86 ± 1.59 mm (1.688 ± .063 inch) Outside diameter . . . 11.9 mm (.47 inch)
Assemble valve (6) to relief valve body (5) at assembly. To install the valve manually into the seat of the relief valve
body, use the spring (4) to guide the valve into the seat. To drive the valve manually, use a bolt that is the same diameter
as the valve stem.
When you install the relief valve, lubricate seals with a thin covering of lubricant that is being sealed.
For proper relief valve pressure setting, the temperature of the oil should be 49 ± 3°C (120 ± 37°F).
Relief valve pressure setting . . . 14200 ± 345 kPa (2061 ± 50 psi)
Oil flow . . . 2.0 ± 0.2 L/min (.53 ± .05 US gpm)


Ripper Cylinder and Lines

SMCS Code: 5057; 5352
Part No.: 113-1001
Illustration 66
(1) Ripper cylinder
The following dimension lists the depth in order to install the bearings in the rod end and in the cylinder assembly end of
the ripper cylinder.
Dimension C . . . 7.0 ± 0.5 mm (.28 ± .02 inch)
Note: Do not use an impact type driver to install bearings (2).
Note: The seals (3) must be installed with the sealing lip facing outward.


Combination Valve
SMCS Code: 5051; 5064
Part No.: 9T-5957
Illustration 31
Top View
(AA) Port for pressure switch
(BB) Supply port for valve group
(CC) Supply port for valve group
(DD) Signal port for steering
(1) Steering relief valve
(2) Torque for signal relief valve . . . 35 ± 5 N·m (26 ± 4 lb ft)
(EE) Signal port for pump
(FF) Signal port for implement control valve
(GG) Port for auxiliary return
(HH) Pressure test port for hydraulic pump
(3) Torque for implement relief valve . . . 65 ± 5 N·m (48 ± 4 lb ft)
(JJ) Return port for valve group
(KK) Return port to hydraulic tank
(LL) Supply port for steering
(MM) Port for steering system accumulator
(NN) Port for supplemental steering pump
Illustration 32
Side View
(4) Torque for signal resolver valve . . . 32 ± 5 N·m (24 ± 4 lb ft)
(PP) Return port for steering
(RR) Return port for valve group
(TT) Inlet port for hydraulic pump
Illustration 33
Section B-B
(5) 3T-8236 Spring:
Test length . . . 16.92 mm (.666 inch) Test force . . . 66.5 N (14.94 lb) Free length after test . . . 20.55 mm (.809 inch)
Illustration 34
Section A-A
(6) Torque for plugs . . . 20 N·m (15 lb ft)
(7) 9F-6705 Spring:
Test length . . . 23.0 mm (.91 inch) Test force . . . 10.5 ± 12.2 N (2.35 ± 2.75 lb) Free length after test . . . 49.2 mm (1.94
(8) The valve should fit loosely in the combination valve 0.018 to 0.023 mm (.0007 to .0009 inch).
(9) Outer 6E-1924 Spring:
(10) Inner 6E-1925 Spring:
(3.20 inch) Outside diameter . . . 11.0 mm (.43 inch)
(11) Torque for plug . . . 20 N·m (15 lb ft)


Articulation Cylinder
SMCS Code: 5265
Part No.: 6E-1554, 9T-8785
Illustration 61
(2) Outer diameter of new piston over two lands . . . 75.70 ± 0.03 mm (2.980 ± .001 inch)
(3) Bore of new cylinder assembly . . . 76.20 ± 0.08 mm (3.000 ± .003 inch)
(4) Lubricate sealing lips with a thin covering of the lubricant that is being sealed.
(5) Outer diameter of new rod . . . 44.400 ± 0.038 mm (1.7480 ± .0015 inch)
(6) Bore of new head over four lands . . . 44.73 ± 0.03 mm (1.761 ± .001 inch)
Note: Lubricate the threads with clean grease and torque the head to (7) 600 ± 130 N·m (440 ± 95 lb ft). Use 1P-0808
Grease Cartridge Group to apply the grease.


Blade Lift Cylinder

SMCS Code: 5102
Part No.: 119-8664
Illustration 62
Note: Lubricate the threads with clean grease and torque the head (7) to 600 ± 130 N·m (440 ± 95 lb ft). Use 1P-0808


Blade Tip Cylinder

SMCS Code: 5106
Part No.: 6E-1549
Illustration 63


Centershift Cylinder
SMCS Code: 5223
Part No.: 6E-1754
Illustration 64
Note: Before you paint the cylinder assembly, apply grease to the socket of the cylinder assembly (3) and to the face of
the rod (5). Use 1P-0808 Grease Cartridge Group to apply the grease.


Scarifier Cylinder
SMCS Code: 5213
Part No.: 9T-6951
Illustration 67


Sideshift Cylinder
SMCS Code: 5229
Part No.: 112-5575
Illustration 68


Wheel Lean Cylinder

SMCS Code: 5211
Part No.: 121-9242
Illustration 70


Articulation Cylinder Mounting

SMCS Code: 5265
Part No.: 115-5726
Illustration 71
(1) As needed, use nut locks to level the articulation cylinders (5) and (6) at the end of the case and frame (3).
The bottom face includes both ends of the articulation cylinders. The following dimension lists the depth in order to
install the bearings from the bottom face.
Dimension F . . . 7.92 ± 0.25 mm (.312 ± .010 inch)
Note: Do not use an impact type driver to install bearings (2).
(4) Front frame

Blade Lift Cylinder Mounting

SMCS Code: 5102
Part No.: 8X-1948
Illustration 72
(2) Blade lift cylinder
Note: Assemble seal (3) with lip toward the inside of cap assembly (4).
Pack grease between the inserts (5) and the ballstuds (6). Use 5P-0960 Molybdenum Grease Cartridge to apply the
grease. This should be done by hand when the blade lift cylinder is installed.


Wheel Lean Cylinder Mounting

SMCS Code: 5211
Part No.: 8W-2737
Illustration 74
(1) Wheel lean cylinder
Assemble to Dimension (A) between the rod assembly and the retainer.
Minimum Dimension (A) . . . 0.8 mm (.03 inch)


Scarifier
SMCS Code: 6162
Part No.: 8X-6080
Illustration 97
V-Type Scarifier
(2) Scarifier cylinder
(3) Assemble the collars in order to allow minimum free play of the shaft.
(4) Thickness of 7F-1327 Shim 0.76 mm (.030 inch)
As required, use the shims (4) to obtain a loose fit of 0.38 to 1.14 mm (.015 to .045 inch).
Note: Do not use impact driver to assemble bearings (5) in cylinder ends.


Circle Drive
SMCS Code: 5207
Part No.: 110-4656
Illustration 84
Top View
Illustration 85
Side View
(1) Torque for seven bolts in gerotor motor group (7) . . . 68 ± 7 N·m (50 ± 5 lb ft)
(2) Assemble ring with the side of the wedge downward into the face of the commutator, as shown.
(3) Thickness of 7D-8983 Shim 0.13 mm (.005 inch).
(4) Thickness of 7D-8984 Shim 0.18 mm (.007 inch).
As required, use shims (3) and (4) to obtain preload on bearings (6). Bearing preload 0.00 to 0.13 mm (.000 to .005
inch).
(5) Lubricate bores with a thin covering of lubricant that is being sealed.
(8) Heat 106-7130 Worm Gear to 150°C (302°F) up to 20 minutes maximum before you assemble to 106-7131 Shaft.
(9) All surfaces that contact the rubber toric rings and the actual rings must be cleaned and dry at assembly. Also apply a
thin film of oil to the contacting surfaces of the seals.


Front Axle
SMCS Code: 4313
Part No.: 101-8075
Illustration 93
Rear View
(3) Steering cylinders
(4) Torque for two cotters . . . 120 N·m (90 lb ft)
Note: As needed, tighten the cotters (4) more in order to align the cotter slot.
Illustration 94
View of Components
Dimension (C) . . . 2.0 ± 0.5 mm (.08 ± .02 inch)
Dimension (D) . . . 2.0 ± 0.5 mm (.08 ± .02 inch)
Minimum gap for Dimension (F) . . . 0.80 mm (.032 inch)
Minimum gap for Dimension (H) . . . 0.80 mm (.032 inch)
(5) If rolling torque exceeds 20 N·m (15 lb ft), use one 2G-3865 Shim for each wheel assembly.
Thickness of 2G-3865 Shim . . . 0.13 mm (.005 inch)
(6) Torque for three bolts in each spindle . . . 130 ± 7 N·m (95 ± 5 lb ft)
(7) As needed, use 2G-5673 Washers to achieve a maximum gap for Dimension (G) of 1.5 mm (.06 inch).
Thickness of 2G-5673 Washer . . . 1.52 ± 0.23 mm (.060 ± .009 inch)
(8) Before you assemble the pin into the bearings in the front axle, apply grease to the pin and the bearings.
Illustration 95
Top View
(9) Fill each front bearing compartment to the bottom edge of the filler hole with the specified lubricant. Use 8T-9571
Transmission and Drive Train Oil to fill each front bearing compartment.
(10) Lean bar
(11) Torque for two cotters . . . 140 ± 14 N·m (105 ± 10 lb ft)
Note: As needed, tighten the cotters (11) more in order to align the cotter slot.
(12) Torque for nut on each steering cylinder . . . 340 ± 40 N·m (250 ± 30 lb ft)
(13) Torque for two nuts on the clamps on tie rod (14) . . . 75 ± 7 N·m (55 ± 5 lb ft)
Dimension (J) is the distance that is needed to install the clamps from the rod ends of the tie rod (14). . . . 6.4 mm (.25
inch)
Toe-In For Front Wheels:

1. Raise the front wheels off the ground. Install the lock pin in the tie bar of the wheel lean.
2. Rotate the wheel so that you can put a mark around the center of the tread on each front tire.
Illustration 96
3. Measure the distance from the mark on one front tire to the mark that is on the other front tire. This should be done at
both the front of the tires and at the rear of the front tires. The toe-in is correct if the measurement (K) at the front of the
front tires is less than the measurement (L) at the rear of the front tires. The measurement at the front of the front tire
should be smaller by 6.0 mm (.25 inch).
4. Adjust the toe-in, as needed. Loosen the nuts (13) in the clamps on the tie rod (14). Rotate tie rod (14) in the direction
that is needed to achieve the correct toe-in for the front wheels. When the toe-in adjustment is correct, orient the bolts
that are in the clamps on the tie rod, as shown. Tighten the nuts (13) that are on the clamps on tie rod (14) to the
specified torque.
Assembly Procedure For Axle Steering Linkage:

1. Before you perform the assembly procedure for the axle steering linkage, obtain the correct toe-in for the front wheels.
2. Raise the front wheels off the ground. Install the lock pin in the tie bar of the wheel lean.
3. Assemble 131-3736 Socket Group into each steering cylinder rod as far as possible. Assemble socket groups into each
spindle housing.
4. Turn the steering wheel completely to the left. Hold the steering wheel in that position in order to maintain system
pressure. Loosen locknut (12) on the right cylinder rod.
5. Turn the right cylinder rod until the block on the left spindle housing is in full contact with the left stop on the axle.
6. Turn the right cylinder rod for six additional turns. Turning the cylinder rod for six additional turns will adjust the rod
length 10.9 mm (.43 inch).
7. Tighten nut (12) to the specified torque.
8. Now turn the steering wheel completely to the right. Hold the steering wheel in that position in order to maintain
system pressure. Loosen locknut (12) on the left cylinder rod.
9. Turn the left cylinder rod until the block on the right spindle housing is in full contact with the right stop on the axle.
10. Turn the left cylinder rod for six additional turns. Turning the cylinder rod for six additional turns will adjust the rod
length 10.9 mm (.43 inch).
11. Tighten nut (12) to the specified torque.


Pressure and Flow Compensator Valve

SMCS Code: 5086
Part No.: 104-3122
Illustration 9
The load sensing margin pressure is set at the following pressure. . . . 2100 ± 150 kPa (305 ± 22 psi)
The pressure compensation is set at the following pressure. . . . 25500 ± 500 kPa (3700 ± 73 psi)
(1) Torque for two locknuts . . . 17 ± 3 N·m (13 ± 2 lb ft)
Note: When you tighten locknuts (1), hold setscrews (8).
(3) 9T-7750 Spring:
(4) Torque for plug . . . 30.5 ± 1.5 N·m (22 ± 1 lb ft)
(5) Torque for two plugs . . . 30.5 ± 1.5 N·m (22 ± 1 lb ft)
(6) 6E-4228 Cutoff Spring:
Illustration 10
Section A-A
(9) Torque for valve . . . 13.0 ± 0.5 N·m (10.0 ± .37 lb ft)


Hydraulic Tank Mounting

SMCS Code: 4332; 5056
Part No.: 8X-2369
Illustration 2


Centershift Cylinder Mounting

SMCS Code: 5223
Part No.: 8X-1946
Illustration 73
(1) Centershift cylinder
(2) Pack grease between the inserts (3) and the ballstuds (4) . Use 5P-0960 Molybdenum Grease Cartridge to apply the
grease. This should be done by hand when the centershift cylinder is installed.


Steering Cylinder
SMCS Code: 4303
Part No.: 9T-2393, 9T-2395
Illustration 69
(1) Lubricate the threads with clean grease before you tighten the bolt. Use 1P-0808 Grease Cartridge Group to apply the
grease.
(5) Apply sealant to the wiper seal groove of the head (7) before you assemble the seal to the head. Use 7M-7456
Bearing Mount to apply to the wiper seal groove.
(7) Bore of new head over three lands . . . 38.38 ± 0.03 mm (1.511 ± .001 inch)


Ripper Control Valve

SMCS Code: 5051; 5351
Part No.: 107-0545
Illustration 35
(3) 102-7412 Spring:
Test length . . . 28.0 mm (1.1 inch) Test force . . . 46.0 ± 2.4 N (10.00 ± .54 lb) Free length after test . . . 48.42 mm
(1.906 inch) Outside diameter . . . 18.2 mm (.72 inch)
(4) Torque for ripper relief valve . . . 35 ± 7 N·m (26 ± 5 lb ft)
(8) 6E-5153 Spring:
(10) 9J-0403 Spring:
(11) 111-8233 Spring:
(13) 6E-3007 Spring:
Illustration 36
View A


Sideshift Control Valve

SMCS Code: 5051
Part No.: 6E-3036
Illustration 39
(3) 102-7412 Spring:
Test length . . . 28 mm (1.1 inch) Test force . . . 46.0 ± 2.4 N (10.00 ± .54 lb) Free length after test . . . 48.42 mm (1.906
(7) 6E-5153 Spring:
(9) 9J-0403 Spring:
(10) Torque for sideshift relief valve . . . 35 ± 7 N·m (26 ± 5 lb ft)
(11) 111-8233 Spring:
(13) 6E-3007 Spring:
Illustration 40
View A


Circle Drive Control Valve

SMCS Code: 5051; 5207
Part No.: 6E-3035
Illustration 29
(3) 102-7412 Spring:
(7) 6E-5153 Spring:
(9) 9J-0403 Spring:
Quantity . . . 2 Color code . . . Yellow stripe Test length . . . 18.7 mm (.74 inch) Test force . . . 12.9 ± 1.0 N (2.90 ± .23
(10) 111-8233 Spring:
(12) 6E-3007 Spring:
Illustration 30
View A


Blade Tip Control Valve

SMCS Code: 5051; 5136
Part No.: 6E-3034
Illustration 25
(3) 102-7412 Spring:
(4) Torque for blade tip relief valve . . . 35 ± 7 N·m (26 ± 5 lb ft)
(8) 6E-5153 Spring:
(10) 9J-0403 Spring:
(11) 111-8233 Spring:
(13) 6E-3007 Spring:
Illustration 26
View A


Wheel Lean Control Valve

SMCS Code: 5051; 5226
Part No.: 6E-3030
Illustration 43
(3) 102-7412 Spring:
(7) 6E-5153 Spring:
Test length . . . 14.0 mm (.55 inch) Test force . . . 18.0 ± 1.4 N (4 ± .32 lb) Free length after test . . . 18.4 mm (.72 inch)
(9) 9J-0403 Spring:
(10) 111-8233 Spring:
(12) 6E-3007 Spring:
Illustration 44
View A


Centershift Control Valve

SMCS Code: 5051; 5220
Part No.: 6E-3029
Illustration 27
(3) 102-7412 Spring:
(7) 6E-5153 Spring:
(9) 9J-0403 Spring:
(10) 111-8233 Spring:
(12) 6E-3007 Spring:
Illustration 28
View A


Articulation Control Valve

SMCS Code: 5051; 5266
Part No.: 6E-3028
Illustration 21
(3) 102-7412 Spring:
(7) 6E-5153 Spring:
(9) 9J-0403 Spring:
(10) 111-8233 Spring:
(12) 6E-3007 Spring:
Illustration 22
View A


Blade Lift Relief Valve

SMCS Code: 5117
Part No.: 6E-3033
Illustration 45
(2) Retainer assembly
Illustration 46
(3) Torque for nut with 9/16-18 thread on retainer assembly . . . 20 ± 2 N·m (15 ± 1.5 lb ft)
(4) Use 2A-3211 Washer, as required:
Outside diameter . . . 12.3 mm (.48 inch) Inside diameter . . . 5.5 mm (.22 inch) Thickness of washer . . . 0.8 mm (.032
inch)
(5) 2J-6089 Spring:
Test length . . . 36.25 mm (1.427 inch) Test force . . . 278 ± 14 N (63 ± 3 lb) Free length after test . . . 44.12 ± 0.50 mm
(1.737 ± .020 inch) Outside diameter . . . 12.5 mm (.49 inch)
as the valve stem.


Blade Tip Relief Valve

SMCS Code: 5117
Part No.: 101-4147
Illustration 47
Illustration 48
inch)
(5) 2J-6089 Spring:
as the valve stem.


Sideshift Relief Valve

SMCS Code: 5117
Part No.: 101-4147
Illustration 55
Illustration 56
inch)
(5) 2J-6089 Spring:
Test length . . . 36.25 mm (1.427 inch) Test force . . . 278 ± 14 N (63 ± 3 lb) Free length after test . . . 44.12 ± .50 mm
as the valve stem.


Steering Control
SMCS Code: 4309; 4312; 4343
Part No.: 7I-4718
Illustration 12
(1) Torque for nut . . . 47.5 ± 6.5 N·m (35.0 ± 5.0 lb ft)
(3) Hand Metering Unit (HMU)


Steering Relief Valve

SMCS Code: 4322
Part No.: 100-6021
Illustration 60
(3) 4T-1700 Spring:
Test length . . . 35 mm (1.4 inch) Test force . . . 53.3 ± 4.3 N (12 ± 1 lb) Free length after test . . . 38.25 mm (1.506 inch)
(4) Torque for seat . . . 22.0 ± 2.0 N·m (16.18 ± 1.47 lb ft)
(5) When you install the relief valve, lubricate seals with a thin covering of lubricant that is being sealed.
Note: Measure steering relief valve pressure setting at the pump pressure tap.
Oil flow . . . 6.7 ± 0.2 L/min (1.77 ± .05 US gpm)


Signal Relief Valve

SMCS Code: 5072
Part No.: 6E-4703
Illustration 57


Ripper Relief Valve

SMCS Code: 5117
Part No.: 101-4147
Illustration 51
Illustration 52
inch)
(5) 2J-6089 Spring:
Test length . . . 36.25 mm (1.427 inch) Test force . . . 278 ± 14 N (63 ± 3 lb) Free length after test . . . 44.12 ± .50 mm
as the valve stem.


Circle Drive With Slip Clutch

SMCS Code: 5207; 5209
Part No.: 5T-0570
Illustration 86
Top View
Illustration 87
Side View
(1) Torque for the seven bolts in the gerotor motor group (7) . . . 68 ± 7 N·m (50 ± 5 lb ft)
(2) Assemble the ring with the side of the wedge downward into the face of the commutator, as shown.
(3) Lubricate seals with a thin covering of lubricant that is being sealed.
(4) Thickness of 7D-8983 Shim is 0.13 mm (.005 inch).
(5) Thickness of 7D-8984 Shim is 0.18 mm (.007 inch).
As required, use shims (4) and (5) to obtain preload on the bearings (6). Bearing preload is 0.00 to 0.13 mm (.000 to .005
inch).
(8) Shims:
Thickness of 6G-5543 Shim . . . 0.13 mm (.005 inch) Thickness of 6G-5544 Shim . . . 0.25 mm (.010 inch)
As required, use shims (8) on the initial assembly to obtain the deflection on 6G-6122 Disc Spring (12). The deflection
of the spring should be 2.30 ± 0.25 mm (.091 ± .010 inch).
(12) 6G-6122 Disc Spring:
Assembled height . . . 10.63 mm (.419 inch) Load at assembled height . . . 98490 ± 19700 N (22130 ± 4430 lb) Free
height after load . . . 12.94 mm (.509 inch) Outside diameter . . . 150.11 ± 0.25 mm (5.910 ± .010 inch)
(14) All surfaces that contact the rubber toric rings and the actual rings must be cleaned and dry at assembly. Also apply
a thin film of oil to the contacting surfaces of the seals.
Procedure To Preload Disc Pack

(13) 6Y-7953 Friction Disc and 2G-0478 Disc
1. Remove three bolts (9) and plate (10).
2. Measure the dimension from the top of spacer (11) to the top of shims (8). The top of spacer (11) must be above the
top of shims (8). The distance between the spacer and the shims must be 2.3 ± 0.2 mm (.09 ±.01 inch).
3. For the correct dimension, remove the correct number of shims (8) or install the correct number of shims (8).
4. Install plate (10) and tighten three bolts (9) to a torque of 130 ± 7 N·m (95 ± 5 lb ft).


Valve and Linkage Group

SMCS Code: 5051; 5063
Part No.: 112-6795
Illustration 18
Rear View
(1) 8D-5636 Shim:
Thickness . . . 0.25 mm (.010 inch) Inside diameter . . . 19.84 mm (.781 inch) Outside diameter . . . 38.1 mm (1.50 inch)
(2) 8D-5637 Shim:
Thickness . . . 0.76 mm (.030 inch) Inside diameter . . . 19.84 mm (.781 inch) Outside diameter . . . 38.1 mm (1.50 inch)
As required, use the shims (1) and (2) to provide a minimum amount of end play that allows the levers to return to the
NEUTRAL position.
(3) Right Valve Group: (4)
· Blade Lift Control Valve(5)

· Wheel Lean Control Valve(6)
· Centershift Control Valve(7)
· Articulation Control Valve
(10) Left Valve Group: (8)
· Circle Drive Control Valve(9)

· Blade Lift Control Valve
Note: Some of the motor graders may have different implements. The number of control valves in each valve group may
vary.
Illustration 19
View A-A
Illustration 20
View B-B


Blade Lift Control Valve

SMCS Code: 5051; 5136
Part No.: 124-2883, 124-2884
Illustration 23
(3) 102-7412 Spring:
(4) Torque for blade lift relief valve . . . 35 ± 7 N·m (26 ± 5 lb ft)
(8) 6E-5153 Spring:
(10) 9J-0403 Spring:
(11) 111-8233 Spring:
(13) 6E-3007 Spring:
Test length . . . 8.6 mm (.34 inch) Test force . . . 0.234 ± 0.024 N (.053 ± .005 lb) Free length after test . . . 10.0 mm (.39
Illustration 24
View A


Blade Lift
SMCS Code: 6151
Part No.: 124-8231
Illustration 81
(2) Thickness of thrust washer . . . 1.0 mm (.04 inch)
(3) Thickness of thrust washer . . . 1.91 ± 0.18 mm (.075 ± .007 inch)
To achieve minimum clearance gap, use 124-0360 Thrust Washer (2) and 9D-1530 Thrust Washer (3), as required.
file://C:\SIS\TMP\sis6AE1prt.html 7/21/2008
Illustration 82
Section A-A
(5) Thickness of shim . . . 0.13 mm (.005 inch)
To achieve maximum shaft end play of 0.25 mm (.009 inch) in yoke assembly (4), use 7D-8879 Shim (5), 7D-8881 Shim
(6), and 7D-8882 Shim (7), as required. This will allow the yoke assembly to rotate without binding.

file://C:\SIS\TMP\sis6AE1prt.html 7/21/2008

Circle
SMCS Code: 6154
Part No.: 113-9418
Illustration 83
(1) Tighten the nuts to 0.00 mm (.000 inch) clearance. Back off one slot on the nut and install the cotter.
As required, use 2K-0419 Washer (4) to provide a sliding fit. The maximum clearance between bracket (3) and beam (2)
is 1.8 mm (.07 inch).
(4) Thickness of washer . . . 1.65 mm (.065 inch)


Drawbar
SMCS Code: 6153
Part No.: 117-5686
Illustration 88
Top View
Illustration 89
Section A-A
Illustration 90
Section B-B
Illustration 91
Side View
Illustration 92
Detail Of Circle Adjustment
(1) Torque for five bolts . . . 700 ± 40 N·m (520 ± 29 lb ft)
As required, use 8X-8409 Shim (2) and 8X-8408 Shim (3) to achieve the following end play with face (6). . . . 0.60 ±
0.20 mm (.024 ± .008 inch)
(4) Mating surfaces must be free of paint and lubricant.
(5) Torque for five bolts . . . 500 ± 65 N·m (370 ± 48 lb ft)
(7) Adjust the eight setscrews in order to obtain Dimension (C) between the circle tooth (13) and the drive pinion (12). . .
. 4.3 + 2.5 - 0.5 mm (.17 + .10 - .02 inch)
(8) Torque for eight nuts . . . 200 ± 25 N·m (150 ± 20 lb ft)
Note: Hold setscrews (7) when you are tightening nuts (8).
As required, use 2G-6793 Shim (9) and 2G-6794 Shim (10) to obtain the maximum clearance at Dimension (A). . . . 0.5
mm (.02 inch)
Note: The circle group must be able to rotate 360 degrees without causing the circle drive motor to stall at 13800 kPa
(2000 psi).
With the circle in contact with the front shoes, adjust the setscrews on the rear shoes in order to obtain the following
maximum clearance at Dimension (B). . . . 0.8 mm (.03 inch)
Note: Hold the setscrews when you are tightening the nuts.
(11) Torque for twelve bolts . . . 475 ± 60 N·m (350 ± 44 lb ft)


Ripper Cylinder
SMCS Code: 5352
Part No.: 6E-4724
Illustration 65


Snow Plow/Bulldozer Relief Valve

SMCS Code: 5117
Part No.: 6E-3033
Illustration 58
Illustration 59
inch)
(5) 2J-6089 Spring:
as the valve stem.


Snow Plow/Bulldozer Control Valve

SMCS Code: 5115
Part No.: 124-2885
Illustration 41
(3) 102-7412 Spring:
(4) Torque for snow plow/bulldozer relief valve . . . 35 ± 7 N·m (26 ± 5 lb ft)
(8) 6E-5153 Spring:
(10) 9J-0403 Spring:
(11) 111-8233 Spring:
(13) 6E-3007 Spring:
Test length . . . 8.6 mm (.34 inch) Test force . . . 0.234 ± 0.024 N (.053 ± .005 lb) Free length after test . . . 10.0 mm (.39
Illustration 42
View A


General Information
SMCS Code: 4300; 5050
Hydraulic and Steering System
Illustration 1
Typical Location of Components
(1) Hydraulic tank
(2) Hydraulic and steering pump
(3) Combination valve
(4) Steering accumulator
(5) Steering metering pump
(6) Left implement valve bank
(7) Right implement valve bank
(8) Blade lift cylinders
(9) Sideshift cylinder
(10) Swivel
(11) Blade tip cylinder
(12) Circle drive
(13) Left steering cylinder
(14) Right steering cylinder
(15) Left articulation cylinder
(16) Right articulation cylinder
(17) Centershift cylinder
Note: Some of the motor graders may have different implements. The number of control valves in each valve group may
vary.
The hydraulic system is a proportional priority pressure compensated (PPPC) system. The advantage of the PPPC system
over the former load sensing pressure compensated (LSPC) system is the ability to provide a balanced amount of oil
flow to each hydraulic circuit when the total flow demand exceeds the total available hydraulic pump flow.
The PPPC system is a load sensing system. The PPPC system uses a load sensing hydraulic and steering pump in order
to perform the pressure compensation function. The implement control valves have an internal flow compensator. This
flow compensator performs the proportional priority function.



SMCS Code: 4300; 5050
Illustration 2
Diagram for Oil Flow
(1) Oil flow to implement cylinders
(2) Right valve group
(3) Steering metering pump
(7) Signal lines
(9) Hydraulic tank
(10) Hydraulic tank filter
(11) Left valve group
(12) Oil flow to steering cylinders
(BB) First pressure reduction
(CC) Second pressure reduction
(FF) First reduction for the pilot oil
(HH) Trapped oil
(LL) High pressure
Illustration 3
Top view of the Pump Lines
(9) Hydraulic tank
Illustration 4
Right Side View of Pump Lines
(2) Right valve group
(9) Hydraulic tank
When the machine is started, the pump drive shaft begins to rotate. Hydraulic oil is pulled from hydraulic tank (9) by
hydraulic and steering pump (6). With no demand on the implement cylinders or the steering cylinders, the hydraulic
pump is at low pressure standby. The correct amount of oil is pumped in order to replace the internal leakage. Pressure
and flow compensator valve (8) maintains a margin pressure of 3300 kPa (480 psi). The hydraulic pump delivers
pressure oil to combination valve (5). The combination valve directs oil pressure to both steering metering pump (3), to
right valve group (2) and to left valve group (11).
Steering metering pump (3) and right valve group (2) and left valve group (11) have individual signal lines to
combination valve (5). From the combination valve, a resolved signal is directed to pressure and flow compensator valve
(8). The resolved signal directs the hydraulic and steering pump so that the pump can meet the load of the system. Also,
the hydraulic and steering pump can meet the needs of the flow.


Hydraulic Tank and Filter

SMCS Code: 4332; 5056; 5068
S/N: 9EJ510-1240
S/N: BDJ1-110
S/N: 2ZK2392-7490
S/N: 3YK267-599
S/N: 4MK404-Up
S/N: 5AK156-423
S/N: 1AL408-1234
S/N: 2FM400-684
S/N: 3GM80-205
S/N: 4XM1396-3122
S/N: 5FM800-2629
S/N: 5HM1150-2102
S/N: 6TM366-Up
S/N: 7MM249-Up
S/N: 8JM280-Up
S/N: 9JM350-Up
S/N: 2AN104-317
S/N: 6YN1-318
S/N: 8MN500-917
S/N: 8WN350-795
S/N: 9TN400-1453
S/N: 9ZN205-646
S/N: 2WR642-1193
S/N: 4ER500-840
S/N: 9YR330-658
S/N: 2GS360-652
S/N: 2HS380-Up
S/N: 3AS450-Up
Illustration 6
(1) Hydraulic tank
(2) Bypass valve
(3) Filter element
(AA) Implement return port
(BB) Case drain return port
(CC) Secondary steering suction port
(DD) Implement suction port
Hydraulic tank (1) is located behind the operator's cab. The oil reservoir is not vented. The oil reservoir contains a
reverse flow element. Pressure is relieved when the cap is loosened. Secondary steering suction port (CC) and implement
suction port (DD) provide outlets for the oil. These outlets flow to the hydraulic and steering pump and the secondary
steering pump. Case drain return port (BB) and implement return port (AA) combine the oil into the manifold. The
manifold routes the oil through the bottom of the filter element and inside of the filter element. The filter element is
positioned below the oil level in order to reduce turbulence.
If the filter element becomes full of debris, oil cannot pass through the filter element. The restriction to oil flow causes a
pressure increase which opens bypass valve (2). A pressure of 35 kPa (5 psi) will cause the bypass valve to open. Now,
the oil is allowed directly into hydraulic tank (1). When oil bypasses filter element (3), debris in the oil will cause
damage to other system components. Correct maintenance must be used in order to make sure that the filter element does
not stop the flow of clean oil to the hydraulic system.


Combination Valve
SMCS Code: 5051; 5064
Illustration 16
Combination valve (1) contains the steering priority valve. The steering priority valve directs the oil from the hydraulic
and steering pump to the metering pump. When the metering pump is in the HOLD position, oil from the hydraulic and
steering pump is directed to the implement circuit. As the metering pump is rotated, oil from the hydraulic and steering
pump is directed to the steering circuit. Steering relief valve (2) protects the steering circuit. Implement relief valve (3)
protects the hydraulic and steering pump from excessively high pressure. Signal relief valve (4) limits the signal pressure
in the implement circuit. Signal purge valve (6) is used to relieve the implement signal pressure when the implement
control valves are moved to the HOLD position. Signal resolver valve (5) directs the highest signal pressure from either
the steering circuit or the implement circuits to the pressure and flow compensator valve of the hydraulic and steering
pump.
Low Pressure Standby
Illustration 17
(2) Port from the secondary steering pump
(3) Check valve for the steering circuit
(4) Ports to implement control valves
(6) Signal relief valve
(7) Signal purge valve
(8) Signal resolver
(9) Signal pressure line from the implement control valves
(10) Signal pressure line to the steering metering pump
(11) Signal pressure line to hydraulic and steering pump
(12) Implement relief valve
(13) Oil port for hydraulic pump output
(14) Line to the hydraulic tank
(15) Supply port for steering
(16) Steering priority valve
(BB) Low control oil pressure
(CC) Lower supply oil pressure
(FF) Reduced signal pressure
(LL) Hydraulic tank and case drain oil
When the combination valve is in the low pressure standby condition, signal oil pressure from steering priority valve
(16) is directed to the pressure and flow compensator valve on the hydraulic and steering pump. The signal oil pressure
that is directed to the pressure and flow compensator valve causes a slight increase in low pressure standby.
Steering Actuated
Illustration 18
(2) Port for the secondary steering pump
(8) Signal resolver
(9) Signal pressure line from the implement control valves
(11) Signal pressure line to hydraulic and steering pump
(AA) High control oil pressure
(EE) Signal pressure
Steering priority valve (16) establishes priority to the steering circuit. The oil demand for the steering circuit is met
before the demand of the other implement circuits. The valve also senses the load pressure in the steering circuit. The
valve transmits this pressure to the signal resolver (8).
Oil flows through check valve (3). Then, the oil flows through supply port (15) to the steering circuit. The check valve
prevents back pressure in the combination valve from the steering accumulator and from the secondary steering circuit
(if equipped).
When the steering metering pump is rotated, steering signal pressure (10) from the steering metering pump moves
steering priority valve (16) to the left. This allows more pump oil to flow to the steering metering pump. As the system
pressure increases above the precharge pressure of the steering accumulator, the steering accumulator will charge up to
the service pressure. This eliminates any fluctuations in operation while the operator moves the steering wheel or while
other hydraulic circuits are active.
Steering and Implements Actuated
Illustration 19
(2) Port for the secondary steering pump
(8) Signal resolver
(9) Signal pressure from the implement control valves
(11) Signal pressure to hydraulic and steering pump
When both the steering circuit and the implement circuits are used, steering priority valve (16) will constantly shift. The
valve shifts in order to satisfy oil flow demands. Also, the valve shifts in order to provide oil to the steering circuit and to
the implements. The steering circuit always has priority over the implements. When any of implement control valves are
operated, the signal oil is directed through the signal network to signal resolver (8), signal purge valve (7) and signal
relief valve (6).
If signal pressure (9) is higher than steering signal pressure (10), the ball in signal resolver valve (8) will move upward.
This will direct implement signal pressure (9) to the pressure compensator valve. As the implement signal pressure
increases above 1035 kPa (150 psi), the signal purge valve (7) will move upward. This will close the drain passage. A
small orifice is located inside signal purge valve (7). This orifice continually meters some of the signal pressure that
flows to the hydraulic tank.
If the implement signal pressure increases above the pressure setting of the signal relief valve, signal relief valve (6) will
limit the signal pressure that goes to the pressure compensator valve. This will limit the output pressure of the pump to
the signal pressure plus the margin pressure.
Implement relief valve (12) provides protection for the system if the pressure compensator fails to destroke the hydraulic
and steering pump. Also, the valve limits a spike in the pump circuit.
Signal Network
Illustration 20
Flow of Signal Oil from the Right Blade Lift Control Valve (25)
(8) Signal resolver
(17) Left blade lift control valve
(18) Sideshift control valve
(19) Circle drive control valve
(20) Blade tip control valve
(21) Line to the manifold valves for the implements
(22) Articulation control valve
(23) Centershift control valve
(24) Wheel lean control valve
(25) Right blade lift control valve
(26) Signal check valve for the right blade lift
(27) Signal oil to signal purge valve and signal relief valve
(29) Line to pressure and flow compensator valve
(30) Line from steering priority valve and steering relief valve
(31) Line to steering metering pump
(HH) Blocked oil
The signal oil for the blade lift is forcing all the signal check valves and compensator valves in the implements to be in
the CLOSED position. Even though there is steering signal oil pressure, the signal oil pressure is lower than the signal
pressure for the blade lift. The ball in signal resolver (8) moves in order to direct the signal oil pressure for the blade lift
to the pressure compensator valve.
The hydraulic and steering pump transfers oil from the hydraulic tank to the implement cylinders and to the circle drive
motor through the implement control valves. The combination valve provides the priority for the steering circuit. The
combination valve also transfers load signals from the implement control valves to the hydraulic pump.


Piston Pump (Hydraulic and Steering)

SMCS Code: 4306; 5070
Illustration 7
(3) Control piston
(4) Swashplate
(5) Pump shaft
(6) Bias piston
(7) Bias spring
(8) Pistons
(9) Pump rotating group
The hydraulic and steering pump is an axial piston type pump.
The hydraulic and steering pump is located below the cab in front of the engine.
The hydraulic and steering pump had nine pistons (8). When drive shaft (5) turns pump rotating group (9), the retraction
plate and the slippers turn. The piston ends connect to the slippers. Swashplate (4) does not turn. There is a bearing
journal on each side of the swashplate. The two bearing journals are inside the bearings which allow movement of the
swashplate. Oil flow through the passages in the pistons lubricates the internal components of the pump.
When swashplate (4) is at the maximum angle and drive shaft (5) is turning, pistons (9) are moved in and out of pump
rotating group (9). As the pistons move in and out of the barrels, the pistons create a vacuum at the inlet opening from
the hydraulic tank. The oil passes through the inlet opening from the hydraulic tank and into the piston bore in the barrel.
As the barrel continues to turn, the pistons are pushed into the barrel as the slippers rotate up the angle of swashplate (4).
The pistons push the oil from the piston bore through the outlet opening to the combination valve.
When the engine is operating, the pump will produce flow in order to satisfy the following conditions:
· The demand of the steering system

· The pressure setting of the pressure compensator
· The demand of the hydraulic implements
· The internal lubrication of the pump components
· The margin pressure of the pump
Illustration 8
(1) Line for the signal oil pressure
(2) Oil flow from the output port of the pump
(10) Pressure compensator spool (pressure cutoff)
(11) Flow compensator spool (margin pressure)
(12) Flow compensator spring (margin pressure)
(13) Pressure compensator spring (pressure cutoff)
(AA) High pressure oil
(BB) First pressure reduction oil
(EE) Pilot oil
(LL) Tank oil
The pressure and flow compensator valve automatically keeps the pump pressure and the pump flow at the level that is
needed to fulfill the requirements of the hydraulic and steering system. When the hydraulic circuits are not active, the
pump is at low pressure standby. However, if one or more circuits are active, the resolver network compares the signal
pressure of the implement control valve and the steering signal pressure. The highest resolved signal pressure is then
routed to the pressure and flow compensator valve. The pressure and flow compensator valve adjusts the swashplate
angle on the pump in order to maintain flow and pressure requirements. The difference between the load pressure in the
implement cylinder and the discharge pressure at the pump is called the margin pressure.
The pressure and flow compensator valve limits the pressure in order to prevent overloads of the pump and overloads of
the implement system.
When the work port pressure exceeds the setting of the pressure and flow compensator valve, the pressure compensator
will override the flow compensator. This protects the hydraulic system from damaging high pressures.
The Engine is Off
Illustration 9
(1) Line for the signal oil pressure (no signal)
(3) Control piston
(4) Swashplate
(5) Pump shaft
(6) Bias piston
(7) Bias spring
(8) Pistons
(LL) Hydraulic tank or case drain oil
When the engine is turned off, bias spring (7) holds swashplate (4) at the maximum angle.
When the engine is started, the hydraulic pump shaft (5) begins to rotate. Oil is drawn into the bore of pistons (8). The
pump rotating group (9) starts to rotate and the pistons (8) stroke. This forces the hydraulic oil into the hydraulic system.
Low Pressure Standby
Illustration 10
(1) Line for the signal oil pressure (receiving signal oil pressure)
(3) Control piston
(4) Swashplate
(5) Pump shaft
(6) Bias piston
(7) Bias spring
(8) Pistons
The pump is in low pressure standby when the following conditions are met:
· The machine is operating.

· The implements are in the HOLD position.
· There is no demand on the steering.
In low pressure standby, there is no flow or no pressure demands on the hydraulic pump. Also, low signal pressure from
the steering priority valve is allowed into the flow compensator spring (12). The low signal pressure from the
combination valve is approximately 345 kPa (50 psi). The low signal pressure combines with the setting of the flow
compensator which creates a low pressure standby of approximately 3300 kPa (480 psi).
Note: The low pressure standby is not adjusted. The low pressure standby will vary with different machines. Low
pressure standby will also vary in the same pump as the system or the pump leakage increases. As the leakage increases,
the pump will slightly upstroke in order to compensate for the leakage. When the control piston blocks more of the
cross-drilled hole, the low pressure standby will drop toward margin pressure. When the control piston completely
covers the cross-drilled hole, the low pressure standby will equal the margin pressure. This happens because of the
increased swashplate angle that is required.
During engine start-up, bias spring (7) holds swashplate (4) at the maximum angle. As the hydraulic pump produces oil
flow, system pressure begins to increase because the flow is blocked at the implement control valves. This pressure is
sensed under both flow compensator spool (11) and pressure compensator spool (10). This pressure exerts pressure
against flow compensator spool (11) which compresses flow compensator spring (12). When this occurs, pressure is
exerted against signal pressure line (1) from the combination valve. This allows the oil to flow to control piston (3) in the
hydraulic pump.
As the pressure in control piston (3) increases, the control piston overcomes the force of bias spring (7) and the pressure
in bias piston (6). This moves the swashplate to a smaller angle. The control piston (3) moves to the right until the cross-
drilled passages in the stem are uncovered. Oil in the control piston discharges to the pump case drain. When the
swashplate is at the minimum angle, the hydraulic pump will produce enough oil flow in order to make up the leakage in
the hydraulic system. At this time, the system pressure is at low pressure standby at approximately 3300 kPa (480 psi).
Low pressure standby is higher than margin pressure. This difference is due to the closed centered implement control
valves. When all the implement control valves are in the HOLD position, the pump must fully destroke. This requires a
higher control pressure for control piston (3). The output oil from the hydraulic pump forces flow compensator spool
(11) upward and flow compensator spring (12) is compressed further. This routes more supply oil to control piston (3).
Oil flows through the cross-drilled passages in the stem to the pump case drain.
True Low Pressure Standby
There are two types of low pressure standby with the proportional priority pressure compensated hydraulic system.
When the purging screw for the pressure and flow compensator valve is opened one turn, the low signal pressure from
the combination valve is allowed to drain back to the hydraulic tank. True low pressure standby is attained. True low
pressure standby is approximately 3300 kPa (480 psi).
Upstroking
Illustration 11
(1) Line for the Signal oil pressure (receiving signal oil pressure)
(3) Control piston
(4) Swashplate
(5) Pump shaft
(6) Bias piston
(7) Bias spring
(8) Pistons
(AA) High oil pressure from the pump output
When steering and/or any implement control valves requires oil flow, a signal is sent from the combination valve to the
pressure and flow compensator valve. The signal pressure in signal pressure line (1) and the force of flow compensator
spring (12) causes the pressure to be greater at the top of flow compensator spool (11). Therefore, the pressure is less at
the bottom of the flow compensator spool. This causes the flow compensator spool to move down. The flow
compensator spool blocks the output oil of the pump and from control piston (3). Then, the spool opens the pump output
oil by a passage to the pump case drain. Pressure at the control piston is reduced. This allows bias spring (7) to move
bias piston (6) to a larger angle. Also, this allows bias spring (7) to move swashplate (4) to a larger angle. The hydraulic
pump will now produce more oil flow.
Any of the following conditions may result in upstroking the pump:
· Steering or any implement control valves are activated when the system is at low pressure standby.
· Any of the directional stems in the implement control valves are moved for additional oil flow.
· Additional implement circuits are activated.
· Engine rpm decreases. In this case, the shaft speed of the hydraulic pump decreases. This causes a decrease in oil
flow and a decrease in pump supply pressure. The hydraulic pump must upstroke in order to maintain the
requirements of the system oil flow.
The hydraulic pump may upstroke without any increase in the signal pressure. For example, if one implement is
operating at 13800 kPa (2000 psi), the output pressure of the pump is 15900 kPa (2305 psi). This output pressure is the
signal pressure of 13800 kPa (2000 psi) plus the flow compensator spring pressure of 2100 kPa (305 psi).
When an implement starts at 6900 kPa (1000 psi), the maximum signal pressure remains at 13800 kPa (2000 psi). The
supply pressure will decrease momentarily in order to provide the increased oil flow that is needed at the implements.
The force at the top of the flow compensator spool (11) pushes the spool downward because the pressure is less at the
bottom of the spool. This allows oil to flow to the pump case drain. The angle of swashplate (4) increases and the
hydraulic pump provides more oil flow.
Constant Flow
Illustration 12
(1) Line for the signal oil pressure (receiving signal oil pressure)
(3) Control piston
(4) Swashplate
(5) Pump shaft
(6) Bias piston
(7) Bias spring
(8) Pistons
(BB) Low oil pressure
As the hydraulic pump oil flow increases, pump output pressure also increases. When the output pressure of the pump
increases and the output pressure equals the sum of the load signal pressure plus the pressure of flow compensator spring
(12), flow compensator spool (11) moves to a metering position. This allows the hydraulic system to become stable.
The difference between the load signal pressure and the output pressure of the pump is the value of the flow compensator
spring. The value is 2100 kPa (305 psi).
Destroking
Illustration 13
(1) Line for the signal oil pressure
(3) Control piston
(4) Swashplate
(5) Pump shaft
(6) Bias piston
(7) Bias spring
(8) Pistons
(FF) Low signal pressure
When less oil flow is needed, the hydraulic pump destrokes. When the force at the bottom of flow compensator spool
(11) becomes greater than the force at the top of the flow compensator spool, the pump will destroke. The flow
compensator spool moves up. This allows more oil to flow to control piston (3). Pressure in the control piston then
overcomes the combined force of bias piston (6) and bias spring (7). The pressure moves swashplate (4) to a smaller
angle. The hydraulic pump will now produce less oil flow.
Any of the following conditions can result in destroking the hydraulic pump:
· All implement control valves are moved to the HOLD position and there is no steering demand. The hydraulic
pump returns to low pressure standby.
· The directional stem of the implement control valve is moved in order to reduce the oil flow.
· A circuit is deactivated.
· Engine rpm increases. This increases the speed of the hydraulic pump shaft. This causes an increase in oil flow.
The pump destrokes in order to maintain the requirements of the system oil flow.
As hydraulic pump flow decreases, the pump output pressure also decreases. When pump output pressure (AA)
decreases and the pump output pressure becomes the sum of the load signal pressure plus the pressure of flow
compensator spring (12), the flow compensator spool (11) moves to a metering position. This allows the hydraulic
system to become stable.
The pump can destroke without the increase of the signal pressure. For example, if two implements are activated and one
is operating at 13800 kPa (2000 psi) and the other operating at 6900 kPa (1000 psi), the pump output pressure is 15900
kPa (2305 psi). The maximum signal pressure is 13800 kPa (2000 psi) and the spring force of the flow compensator is
2100 kPa (305 psi).
If the operating implement is in the HOLD position at 6900 kPa (1000 psi), the maximum signal pressure is 13800 kPa
(2000 psi). The supply pressure increases due to the reduced oil flow that is needed at the implements.
The supply pressure will push the flow compensator spring upward. This allows more oil to flow to control piston (3).
The angle of swashplate (4) decreases and the hydraulic pump reduces the oil flow.
High Pressure Stall
Illustration 14
(1) Signal oil pressure
(3) Control piston
(4) Swashplate
(5) Pump shaft
(6) Bias piston
(7) Bias spring
(8) Pistons
During the high pressure stall, the signal pressure is limited to 22050 kPa (3200 psi) by the signal relief valve. The signal
relief valve is in the combination valve. The signal relief valve controls the maximum load signal to the flow
compensator spool (11). This limits the maximum load signal to the hydraulic pump. Also, this allows the pump to
maintain margin pressure when a cylinder is stalled. This margin pressure is required in the PPPC implement valves in
order to maintain flow to other nonstall cylinders. When only one hydraulic circuit is operated and stalled, the hydraulic
pump will normally destroke because the flow demand is zero.
If the signal relief valve is set too high, the pressure compensator limits the maximum hydraulic system pressure. The
maximum pressure setting of the pressure compensator is 25500 kPa (3700 psi). The pressure compensator spool (10) is
held down during normal operation by the pressure compensator spring (13).
If the pressure and flow compensator valve fails to destroke the hydraulic pump or there is a pressure spike, the
implement relief valve in the combination valve will direct the excess pressure to the hydraulic tank. The implement
relief valve is set at 27600 kPa (3900 psi).


Implement System
SMCS Code: 5050
The implement circuits are composed of four main components:
· Hydraulic and steering pump

· Combination valve
· Implement control valves
· Cylinders and the circle drive
The hydraulic and steering pump transfers oil from the hydraulic tank to the implement cylinders and the circle drive
through the implement control valves. The combination valve provides the priority for the steering circuit. The
combination valve also transfers load signals from the implement control valves to the hydraulic and steering pump.
Illustration 21
Front View of Typical Linkage and Valve Group
(1) Right blade lift control (lever)
(2) Wheel lean control (lever)
(3) Articulation control (lever)
(4) Centershift control (lever)
(5) Circle drive control (lever)
(6) Blade tip control (lever)
(7) Sideshift control (lever)
(8) Left blade lift control (lever)
(9) Left blade lift control valve
(10) Sideshift control valve
(11) Circle drive control valve
(12) Blade tip control valve
(13) Articulation control valve
(14) Centershift control valve
(15) Wheel lean control valve
(16) Right blade lift control valve
There are typically eight implement circuits on the machine. Seven are cylinder circuits and one is a hydraulic motor
circuit for rotating the blade circle about the drawbar. An implement system can accommodate as many as fourteen
implement control valves. The individual control valves regulate the operation of each implement. Operator control
levers for operating the implement control valves are located on the operator console on both the right side of the
steering wheel and the left side of the steering wheel.
Note: Some of the motor graders may have different implements. The number of the control valves in each valve group
may vary.
Note: When you replace an implement control valve use the same part number. This will keep the control valve and the
cylinder matched.
Note: For additional information on the hydraulic system, refer to the hydraulic schematic for your machine.


Control Valve (Implement)

SMCS Code: 5051
Implement Control Valve without a Relief Valve
Illustration 22
Typical implement control valve in the HOLD position
(1) Lock valve poppets
(2) Port to head end of cylinder
(3) Lock valve seats
(4) Lock valve piston
(5) Port to rod end of cylinder
(6) Compensator valve
(7) Flow to the hydraulic tank
(8) Centering spring
(9) Rotary actuator
(10) Signal to combination valve
(11) Manifold
(12) Signal check valve
(13) Flow from the output port of the hydraulic and steering pump
(14) Control stem
(15) Counterbalance spring
(16) Signal chamber
(HH) Blocked oil
The following implement circuits do not have line relief valves:
· Articulation
· Centershift
· Circle Drive
· Wheel Lean
Control stem (14) has metering holes and slots that are designed to match the flow requirements of each circuit. If the
components become damaged or worn, the components in the control valves are replaceable.
Lock valve poppets (1) are incorporated into the control valve body. A guided poppet is used in order to reduce leakage.
The reduced valve leakage reduces cylinder drift.
When the total flow demand exceeds the maximum pump flow, compensator valve (6) distributes the hydraulic pump
flow that is available. The compensator valve creates an additional restriction in each circuit. This is done so a single
circuit cannot use all of the available pump flow. Valve (6) maintains an equal pressure drop across each opening. The
oil flow from each implement control valve is proportional to the opening of control stem (14).
Signal check valve (12) allows pressure oil for the load cylinder to travel out of the implement control valve through a
passage and into the signal network. The signal check valve also prevents back pressure from the other control valves
from acting on the valve. The highest load pressure is the only pressure that passes through signal check valve (12). All
other signal check valves are seated. This signal pressure also becomes the input signal to compensator valve (6). Signal
chamber (16) is on top of compensator valve (6) in each implement control valve. Compensator valve (6) regulates the
flow of oil to the cylinders when multiple implement circuits are being used.
Centering spring (8) centers control stem (14) in the control valve body. When the operator moves the control lever
forward or backward, counterbalance spring (15) compensates for the weight of the linkage rod. Spring (15) also
compensates for the difference of force of the control lever. This added force makes the operation of the lever
approximately equal in both direction. This also improves the feel of the lever controls.
Implement Control Valve with a Relief Valve

Line relief valves protect the rod end of the circuit from high pressures. The following implement circuits include a line
relief valve:
· Blade lift
· Blade tip
· Blade sideshift
· Ripper
· Scarifier
· Snow plow/dozer lift
· Snow plow/dozer angle
The following implement circuits include two line relief valves:
· Wing lift
· Wing tilt
The blade lift control valves have a FLOAT position. The control valve for the snow plow/dozer lift also has a FLOAT
position. These valves will be covered separately in the service manual.
These valves operate in the same manner as the implement valves without a relief valve. When the oil pressure at port
(5) overcomes the spring force of the relief valve, the relief valve opens. Then, rod end oil flows to the tank.


Control Valve (Blade Lift)

SMCS Code: 5051; 5136
Illustration 23
Control valve with blade float detent (if equipped) in the HOLD position
(2) Line to the head end of the cylinder
(5) Line to the rod end of the cylinder
(6) Line relief valve for the rod end of the cylinder
(8) Rotary actuator
(9) Line to the combination valve
(10) Manifold
(13) Line from the hydraulic pump
(14) Control stem
(15) Detent spring for blade float function (if equipped)
(16) Detent
(17) Counterbalance spring
(HH) Blocked oil
The following implement circuits have control valves with a blade float detent:
· Blade lift
· Snow Plow/Dozer Lift
The blade lift control valve is different from the typical control valve. The differences are listed below:
· Lock valve piston (4) is made of two pieces.

· If equipped, float detent (16) is attached to the end of control stem (14).
· The line relief valve for the rod end of the cylinder (6) is present.
Several of the other implement circuits require a line relief valve on the rod end of the cylinder. This protects the over-
pressurization of the cylinders. Also, this protects the cylinders from failure. These failures can result from thermal
expansion and from linkage interferences. The following implement circuits require a line relief valve:
· Blade tip
· Blade sideshift
· Front mounted scarifier (if equipped)
· Rear mounted ripper/scarifier (if equipped)
Note: Some machines provide the capability to lower implements to the ground with an inoperable engine. Refer to the
appropriate Operation and Maintenance Manual for the correct procedure.
Control Valve with Blade Float Detent (If Equipped) in the RAISED
Position
Illustration 24
Control valve with blade float detent (if equipped)
(10) Manifold
(14) Control stem
(19) Port A
(20) Port B
(AA) High pressure pump output oil
Control stem (14) is moved fully to the right in order to raise the blade. The hydraulic oil flows around the stem. The
hydraulic oil moves compensator valve (18) upward. This directs the oil to lock valve piston (4). This pushes the pistons
outward. Lock valve poppets (1) unseat from lock valve seats (3). Then, the pump oil flows through port B (20). The
cylinder oil flows through port A (19) to the hydraulic tank.
Control Valve in the FLOAT Position
Illustration 25
Typical control valve with blade float detent (if equipped)
(10) Manifold
(14) Control stem
(19) Port A
(20) Port B
(AA) High pressure pump output oil
The control valve is in the FLOAT position. When control stem (14) is moved to the DETENT position, oil from the
hydraulic pump is directed to the center of lock valve piston (4). The oil pressure moves the two-piece piston outward.
This causes both lock valve poppets (1) to be unseated from lock valve seats (3). The rod end of the blade lift cylinders
and the head end of the blade lift cylinders are then opened to the hydraulic tank.
Typical Control Valve with Hydraulic Detent
Illustration 26
Typical control valve with hydraulic blade float detent (if equipped)
(14) Control stem
(21) Passage for pressurized pump oil
(22) Retainer
(23) Piston
(24) Balls
A control valve with a hydraulic detent operates in the same manner as a control valve with a mechanical detent. The
differences from the control valve with a mechanical detent are listed below:
· Hydraulic activated detent

· Passage for pressurized pump oil (21)
The hydraulic activated detent allows the control valves to return to the HOLD position when there is a loss of hydraulic
pressure and/or a loss of engine power.
When the control valve lever is in the FLOAT position, pressurized oil in passage (21) forces piston (23) to the right.
This seats balls (24) into retainer (22). The hydraulically activated detent locks control stem (14) in the FLOAT position.
When the control valve lever is moved to the HOLD position, control stem (14) moves to the right. Control stem (14)
unseats balls (24). If there is a loss of hydraulic pressure and/or a loss of engine power, pressurized oil in passage (21)
decreases. This allows piston (23) to move to the left. Control stem (14) and the control lever move into the HOLD
position.


Steering System
SMCS Code: 4300
Illustration 33
Top View of Steering Component Locations
(1) Hydraulic and steering pump. (2) Combination valve. (3) Steering accumulator. (4) Steering metering pump. (AA)
Outlet port to the combination valve. (BB) Inlet port from the combination valve. (CC) Outlet port to the right steering
cylinder. (DD) Load sensing signal port. (EE) Outlet port to the left steering cylinder.
Illustration 34
Right Side View of Steering Component Locations
(1) Hydraulic and steering pump. (2) Combination valve. (4) Steering metering pump. (5) Right steering cylinder. (AA)
Outlet port to the combination valve. (BB) Inlet port from the combination valve. (CC) Outlet port to the right steering
cylinder. (DD) Load sensing signal port. (EE) Outlet port to the left steering cylinder.
The steering circuit is composed of three main components:
· The steering priority valve that is located in combination valve (2).

· Steering metering pump (4).
· Left and right steering cylinders.
Hydraulic oil for the steering circuit is supplied by the hydraulic and steering pump (1). The steering priority valve gives
priority to the steering function over the available hydraulic pump flow. The priority valve senses pressure in the steering
circuit. Then, the priority valve directs flow to steering accumulator (3) until the demand is satisfied.
Typically, the requirements of the oil flow for the steering circuit are significantly less than the available hydraulic pump
flow. This means that oil flow to other implement circuits will not be interrupted when the steering is operated. Steering
metering pump (4) provides oil flow to the steering cylinders. This depends on the direction and the rotation of the
steering wheel. The steering cylinders that are mounted on the front axle turn the front wheels to the right or to the left.
Oil Flow of the Steering Hydraulic System
Illustration 35
Steering System in the HOLD Position
(1) Hydraulic and steering pump and pressure and flow compensator valve. (2) Combination valve. (3) Steering
accumulator. (4) Steering metering pump. (5) Steering cylinders. (6) Gerotor. (7) Rotary sleeve. (8) Signal resolver. (9)
Steering priority valve. (10) Hydraulic tank. (BB) Low control oil pressure. (CC) Lower supply oil pressure. (FF) Low
signal pressure. (HH) Blocked oil. (LL) Hydraulic tank or case drain oil.
Lower supply oil pressure (CC) is approximately 2275 kPa (330 psi) when the steering wheel is not turned. During any
steering condition, lower supply oil pressure (CC) will usually be 2100 kPa (305 psi) above the steering cylinder load
pressure. This difference is called margin pressure. Oil flows through the steering circuit check valve inside combination
valve (2) to steering accumulator (3) and/or to steering metering pump (4). When oil flows to steering metering pump
(4), the oil continues to flow through the steering metering pump inlet port. Then, the oil flows through the check valve
and to rotary sleeve (7). Steering accumulator (3) matches the pressure of the steering demand above 6900 kPa (1000
psi).
Low signal pressure (FF) from steering priority valve (9) is connected to the signal port on steering metering pump (4).
Signal oil then flows through an orifice in rotary sleeve (7) back to hydraulic tank (10).
When there is no steering demand, the oil pressure in the signal line is approximately 345 kPa (50 psi). Oil in the signal
line is supplied from the center passage in the steering priority valve (9). The oil flows into the steering priority valve
spring chamber to the signal port of steering metering pump (4). Signal oil also flows through signal resolver (8) to the
signal port of the pressure and flow compensator valve on the hydraulic and steering pump.
Illustration 36
Hydraulic and Steering Pump and Combination Valve in the HOLD Position
accumulator. (8) Signal resolver. (9) Steering priority valve. (10) Hydraulic tank. (11) Steering relief valve. (12)
Implement relief valve. (13) Signal relief valve. (14) Signal bleed valve. (15) Flow compensator. (16) Pressure
compensator. (BB) Low control oil pressure. (CC) Lower supply oil pressure. (FF) Low signal pressure. (HH) Blocked
oil. (LL) Hydraulic tank or case drain oil.
When the steering wheel is turned, oil flow from steering priority valve (9) and steering accumulator (3) is directed to
the steering cylinders through rotary sleeve (7) and metering action of gerotor (6). The load sensing line on steering
metering pump (4) is internally connected to the pressurized cylinder ports. This action limits the signal pressure that
originates from the steering priority valve to the actual steering cylinder pressure. Signal pressure upstrokes the
hydraulic and steering pump in order to meet the highest pressure and the flow demands.
Illustration 37
Steering Metering Pump in the HOLD Position
(4) Steering metering pump. (5) Steering cylinders. (6) Gerotor. (7) Rotary sleeve. (17) Supply check valve. (18)
Anticavitation check valve. (19) Line reliefs with anticavitation valves. (CC) Lower supply oil pressure. (FF) Low signal
pressure. (HH) Blocked oil. (LL) Hydraulic tank or case drain oil.
Illustration 38
Steering System During a Right Turn
accumulator. (4) Steering metering pump. (5) Steering cylinders. (6) Gerotor. (7) Rotary sleeve. (10) Hydraulic tank.
(19) Line reliefs with anticavitation valves. (AA) High pump output oil pressure. (CC) Lower supply oil pressure. (EE)
Signal pressure. (LL) Hydraulic tank or case drain oil.
For a right turn, gerotor (6) pumps oil from the inlet supply to the line relief with anticavitation valves (19) and continues
to steering cylinders (5). Oil flows to the head end of the left steering cylinder. This forces the cylinder rod outward.
Also, oil flows to the rod end of the right steering cylinder. This forces the cylinder rod inward. The steering cylinders
pivot the wheels so that the machine turns right.
Oil that is forced out of the opposite ends of the steering cylinders flows back to rotary sleeve (7). The oil continues to
combination valve (2) and flows back to hydraulic tank (10).
Inside steering metering pump (4) are two line reliefs with anticavitation valves (19). Valves (19) prevent damage from
high pressure oil in the steering circuit when an outside force on a front wheel suddenly moves a steering cylinder rod
farther inward or outward of a steering cylinder than necessary. If the oil pressure increases to approximately 22100 kPa
(3200 psi), the relief valve will open and allow oil to transfer from one side of the steering circuit to the other steering
circuit.

Steering Accumulator
SMCS Code: 4331
Illustration 39
The steering accumulator (2) is mounted to the combination valve (1). The steering accumulator is used to store
pressurized oil. This pressurized oil is used in the steering circuit. The bladder inside the accumulator has a minimum
6900 kPa (1000 psi) nitrogen precharge. When the operator increases steering demand above the minimum precharge,
the steering accumulator will store the increased pressure to maximum relief. The pressure of the steering accumulator
will reach a maximum of 19300 kPa (2800 psi). This is the maximum steering pressure that is available to the steering
circuit.
The oil under pressure in the steering accumulator keeps the steering metering pump full and ready for a quick steering
response. When an implement is used, the pressurized oil also prevents hard spots in the steering. The pressurized oil
provides a steady flow of supply oil to the steering metering pump, while the hydraulic pump adjusts in order to meet the
new pressure demands and the new flow demands.
The check valve for the steering circuits is located in combination valve (1). When the pump pressure is less than the
stored accumulator pressure, the check valve prevents the stored oil from discharging downward through the steering
priority valve and the hydraulic and steering pump. The check valve holds the steering accumulator pressure at the inlet
of the steering metering pump. However, the steering accumulator will allow oil to discharge through the steering
metering pump when the pump is in the NEUTRAL position. With the engine in the OFF position, discharging the oil
from the steering accumulator takes ten to twelve minutes. To discharge the oil from the steering accumulator quickly,
rotate the steering wheel to the left and right several times. The stored oil is then used in the steering circuit.


Metering Pump (Steering)

SMCS Code: 4312
Illustration 40
Typical Steering Metering Pump in the NEUTRAL Position
(1) Inner spool
(2) Outlet port to the combination valve
(3) Outlet port to the left steering cylinders
(4) Outer sleeve
(5) Outlet port to the right steering cylinders
(6) Inlet port from the combination valve
(7) Passage
(8) Stator
(9) Rotor
(10) Passage
(11) Drive
(12) Pin
(FF) Control section
(GG) Metering section
Note: The steering metering pump is shown without the steering wheel column control or the shaft.
Illustration 41
(14) Load sensing signal port
The steering metering pump is located in the operator's console group. The steering metering pump is made up of two
sections:
· Control section (FF)

· Metering section (GG)
These two sections are connected hydraulically inside the pump. The two sections are connected mechanically inside the
pump.
Oil from the steering accumulator flows from the combination valve through the inlet port from the combination valve
(6) into control section (FF). When the steering wheel is turned, the control section sends oil to metering section (GG).
The metered oil from metering section (GG) is then directed by control section (FF). The metered oil flows to the outlet
port to left steering cylinders (3) or to the outlet port to right steering cylinders (5). This oil is sent to the steering
cylinders in order to turn the machine.
Metering section (GG) is a small hydraulic pump. The metering section produces a specific amount of metered oil flow.
Then, the metered oil is directed by control section (FF). The metered oil flows to the outlet port to the left steering
cylinder or the right steering cylinder. As the steering wheel is rotated faster, there is an increase in the flow of oil. More
oil is sent to the steering cylinders. This will allow the cylinders to extend farther. This will allow the cylinders to move
faster. Inside inlet port (6) is a check valve. The check valve prevents steering wheel kickback that is caused by high
pressure spikes in the steering circuit.
Oil Flow
Control section (FF) of the steering metering pump is a closed center type. When the steering wheel is in the NEUTRAL
position, there is no alignment between the holes in outer sleeve (4) and the passages in inner spool (1). In this position,
a small amount of pump oil flows from the steering accumulator to load sensing signal port (14). Next, the oil flows
through an internal orifice to the hydraulic tank. This oil that flows to the hydraulic tank allows the steering accumulator
to maintain oil pressure to the steering metering unit in the NEUTRAL position. This keeps the steering metering unit
full and ready for a quick response to steering demands.
Right Turn
Illustration 42
Typical Steering Metering Pump
(1) Inner spool
(4) Outer sleeve
(7) Passage
(8) Stator
(9) Rotor
(10) Passage
(11) Drive
(12) Pin
When the steering wheel is turned clockwise to make a right turn, inner spool (1), pin (12) and drive (11) start to rotate.
Outer sleeve (4) does not rotate at the same time because the diameter of the holes for pin (12) in outer sleeve (4) is
slightly larger than the diameter of pin (12). This allows inner spool (1) to rotate in outer sleeve (4). This aligns the holes
in outer sleeve (4) with the grooves in inner spool (1). The rotation from the NEUTRAL position of inner spool (1) and
outer sleeve (4) provide an oil path between the outlet port to right steering cylinders (5) and load sensing signal port
(14).
The pump oil from inlet port (6) flows through the holes in outer sleeve (4) into grooves in inner spool (1). The oil in the
grooves flows outward through the other holes in outer sleeve (4) and flows into passage (10). Oil flows through passage
(10) into metering section (GG). Then, the oil is directed into a space between stator (8) and rotor (9).
Rotor (9) is splined to drive (11). As drive (11) rotates, rotor (9) rotates and pumps oil out passage (7). The metered oil
flows through more holes in outer sleeve (4) into other grooves in inner spool (1). The metered oil continues out through
outer sleeve (4) into the outlet port to the right steering cylinders (5). Oil flows to the steering cylinders.
When the steering wheel is not used, the rotation of spool (1), pin (12), drive (11) and rotor (9) stops. The holes in outer
sleeve (4) do not line up with the grooves in inner spool (1). The oil flow from inlet port (6) stops. The flow of metered
oil to the outlet port to the right steering cylinders (5) stops. The oil that flows to the steering cylinders stops. When the
flow of oil is stopped, the wheels will stay in the fixed position.
Illustration 43
Spool and Sleeve
(1) Inner spool
(4) Outer sleeve
(15) Holes for pin
(16) Small holes for oil hole
(17) Grooves for oil flow
(18) Slots for springs
Left Turn
Illustration 44
(1) Inner spool
(4) Outer sleeve
(7) Passage
(8) Stator
(9) Rotor
(10) Passage
(11) Drive
(12) Pin
When the steering wheel is turned counterclockwise the machine makes a left turn. The same components are used for
both the right turn and the left turn. For these sequences, the same components move in opposite direction. Oil still
comes back into the inlet port from combination valve (6). Inner spool (1) and outer sleeve (4) rotate in the opposite
direction. This allows a different set of holes to line up with a different set of grooves. The outlet port to the left steering
cylinders (3) is now open to the load sensing signal port (14).
Oil flows through inner spool (1) and through outer sleeve (4) into passage (7) and into metering section (GG). The
metered oil flows outward through passage (10). Then, the oil flows back through inner spool (1) and outer sleeve (4).
Then, the oil flows out of the outlet port to the left steering cylinders (3). From the outlet port to the left steering
cylinders (3), the oil flows to the steering cylinders.
Illustration 45
Pump Gears in Metering Section (GG)
(8) Stator
(9) Rotor
(11) Drive
(12) Pin
If the steering metering pump is taken apart for any reason, the steering metering pump must be put back together with
the relationship between rotor (9) and pin (12), as shown. Otherwise erratic steering will result.
Load Sensing
Illustration 46
(14) Load sensing signal port
Illustration 47
(1) Inner spool
(4) Outer sleeve
(7) Passage
(8) Stator
(9) Rotor
(10) Passage
(11) Drive
(12) Pin
The steering metering pump has a load sensing signal port (14) in addition to the four ports that have already been
described. The load sensing signal port connects internally by the rotation of inner spool (1) and outer sleeve (4) to the
orifice in outlet port (2). When this occurs, the steering metering pump is in the NEUTRAL position. Also, the load
sensing signal port connects internally to the outlet port (5) during a right turn and the outlet port (3) during a left turn.
When load sensing signal port (14) is connected to a turn port, the signal port senses the resistance pressure to rotation.
This resistance creates a specific signal pressure. This signal pressure originates from the signal relief valve that is in the
combination valve. The signal pressure plus the margin pressure will provide oil flow to the steering metering pump in
order to meet the steering demand. The signal pressure is also communicated to the signal resolver in the combination
valve. The signal resolver is compared to the implement signal pressure. The highest signal pressure is sent to the flow
compensator valve on the hydraulic pump in order to upstroke the pump. Upstroking the pump will meet the greater oil
demand.
Also, the steering metering pump has steering line relief valves with anticavitation valves. These anticavitation valves
will be set at approximately 22100 kPa (3200 psi). The steering relief valve is in the combination valve. The steering
relief valve will be set at approximately 17400 kPa (2525 psi).
Troubleshooting Section


Blade Cushion
SMCS Code: 5077; 6151
The blade cushion softens the shocks for the blade lift hydraulic circuit. Also, the blade cushion dampens the shocks for
the blade lift hydraulic circuit. When the blade contacts objects that can not be moved, the blade cushion softens the
shock and the blade cushion dampens the shock.
The blade cushion is activated by a switch on the right side of the operator on the shift console. This switch energizes the
check valve for the solenoid. Blade cushion accumulators have a nitrogen precharge of 2050 kPa (300 psi) that provides
the cushion. There is a manifold at the base of each accumulator. This manifold contains the oil passage to the
accumulator. The solenoid operated check valves are mounted to the manifolds. The solenoid operated check valves
regulate the flow of oil to the blade cushion accumulators.
Blade Cushion Deactivated

With the switch in the OFF position, the solenoids are de-energized. Oil pressure from the lines cannot pass through the
manifolds in order to enter the blade cushion accumulators. The cartridge assemblies in the manifolds contain one-way
check valves. This allows oil into the head of the blade lift cylinders. The one-way check valves prevent oil from flowing
back into the accumulators.
Blade Cushion Activated

With the switch in the ON position, the solenoids are energized. The cartridge assemblies are pulled back out of the
manifolds. There is now an open passage from the hydraulic circuit to the blade cushion accumulators.
When a shock occurs, oil pressure flows through the lines and the manifolds into blade cushion accumulators. The
accumulator cushions the force of the pressure oil in the hydraulic circuit. Once the shock has passed, pressure oil from
the accumulators re-enters the hydraulic circuit. Oil flows back into the head end of the blade lift cylinders. Then, the oil
positions the blade to the original position.

file://C:\SIS\TMP\sis1DF1prt.html 7/22/2008

Centershift Lock
SMCS Code: 5221
Illustration 27
View of Centershift Lock from the Right Side of the Machine
(1) Cab floor
(2) Solenoid valve
(3) Centershift indicator
(4) Arm assembly
(5) Centershift lock cylinder
The location of centershift lock cylinder (5) is on the rear of the link bar. When the lock pin is not engaged with arm
assembly (4), the arm assembly (4) and the circle can be moved in order to place the blade in the correct position for the
job.
Illustration 28
Location of Centershift Indicator
(3) Centershift indicator
Illustration 29
(6) Centershift lock switch
Centershift lock switch (6) is located on the console to the right of the operator's seat. The position of the centershift lock
switch (6) controls the solenoid valve (2). The solenoid valve (2) is used to engage centershift lock cylinder (5). The
solenoid valve (2) is used to disengage centershift lock cylinder (5). When centershift lock switch (6) is moved to the
DISENGAGED position, solenoid valve (2) redirects the power train oil from the transmission filter in order to
disengage the centershift lock pin. When the centershift lock pin is disengaged, the disengaged light on the instrument
panel will come on.
When centershift lock switch (6) is moved to the ENGAGED position, solenoid valve (2) allows the power train oil from
the transmission filter to engage the centershift lock pin. The machine is normally operated with the centershift lock pin
in the LOCK position. Since the centershift lock pin cannot be seen by the operator, centershift indicator (3) shows the
operator when the centershift lock pin is in alignment with the correct hole in arm assembly (4). Centershift indicator (3)
is located on the rear of the link bar.
The power train oil flows from the transmission filter to centershift lock cylinder (5). In the LOCK position, the power
train oil flows through centershift lock cylinder (5). This holds the centershift lock pin in the LOCK position.
Personal injury could result from the sudden movement of the

blade when the centershift lockpin is released.
Before releasing the centershift lockpin be sure that all

personnel are clear of the blade area, the circle and blade are
centered under the machine and the blade has been lowered to
the ground.
In order to move arm assembly (4) and the circle to another location, push the latch tab forward and move centershift
lock switch (6) to the DISENGAGE position. This will send a signal to solenoid valve (2). The centershift lock pin will
pull out of arm assembly (4). The centershift cylinder and the lift cylinders are then operated in order to move arm
assembly (4) and the circle to the desired location.
When the centershift lock pin is at the correct hole in arm assembly (4), centershift lock switch (6) is moved to the
ENGAGED position. When centershift lock switch (6) is moved to the ENGAGED position, solenoid valve (2) redirects
the power train oil from the transmission filter in order to push the centershift lock pin into arm assembly (4).
When centershift lock switch (6) is moved to the ENGAGED position, the pressurized power train oil will hold the
centershift lock pin in position in arm assembly (4).
Note: If the centershift lock indicator does not turn off, slightly move arm assembly (4) in order to align the hole with
the centershift lock pin.
When the engine start switch is in the OFF position, solenoid valve (2) is not energized. Therefore, the centershift lock
pin can only retract if the engine start switch is in the ON position.


Pump Control Valve

SMCS Code: 5455
Illustration 15
(1) Signal oil
(2) Adjustment screws
(3) Pump control Valve
(5) Oil flow to the pump case
(6) Oil flow to the control piston
(AA) Pump output oil
Pump control valve (3) automatically keeps pump pressure and pump flow at a level that is needed to fulfill the system
load and the system flow needs. When none of the hydraulic implements and steering circuits are being used, the pump
is at low pressure standby. However, if one or more of the circuits are being used, a signal resolver valve compares the
signal pressure of the implement control valve and the steering signal pressure. The highest resolved signal pressure is
then routed to the pump control valve. Pump control valve (3) will then signal the pump to maintain flow and pressure
requirements. The margin pressure is approximately 2100 kPa (305 psi) higher than the signal pressure. The difference
between the pump signal and the pump output is called the margin pressure.
If low pressure standby is below 2660 kPa (380 psi) or above 4000 kPa (580 psi), the margin pressure should be
checked. If the margin pressure is out of the specification, adjust the margin pressure. Refer to the Testing and
Adjusting, "Pump Control Valve (Hydraulic, Steering) - Test and Adjust" section.
The pump control valve also has the ability to limit system pressure in order to prevent hydraulic overloads. If the
system pressure raises quickly, the pressure compensator will override the flow compensator. This will lower the output
flow of the pump. This action starts below the setting of the implement relief valve. This protects the hydraulic system
from damaging high pressures.


Position Sender (Articulation) - Adjust

SMCS Code: 4806-025
Illustration 67
View of the Articulation Position Sender
(1) Plate assembly
(2) Articulation alignment gauge assembly
(3) Stem
(4) Arm
(5) Clamp
(6) Setscrew
(7) Articulation Position Sender
(8) Screws
(9) Nut
(10) Pin
Table 15
Tools Needed
Qty Part Number Description
1 127-8073 Articulation Alignment Gauge Assembly (2)
Adjustment Procedure for the Arm on the Articulation Position Sender

Before you perform the "Procedure for Adjusting the Articulation Position Sender", do this procedure first. When you
have installed the arm (4) correctly, the arm will have a normal range of motion without interference. The correct
position of the arm allows stem (3) to achieve a center position in the articulation position sender.
2. Center the articulation of the machine in order to allow the frame lock pin to move freely in the frame.
3. Position arm (4) so that pin (10) is engaged with the arm, as shown.
4. Make sure that arm (4) is positioned against the flat spot of stem (3). Install the arm to the stem by tightening setscrew
(6) to the specified torque.
Procedure for Adjusting the Articulation Position Sender

If you performed "Adjustment Procedure for the Arm on the Articulation Position Sender" first, go to Step 3.
2. Center the articulation of the machine in order to allow the frame lock pin to move freely in the frame.
3. Loosen nut (9) in order to allow the articulation position sender(7) to be moved.
4. Loosen two screws (8) for final adjustment.
5. Install the 127-8073 Articulation Alignment Gauge Assembly (2) on top of the articulation position sender (7). Make
sure that the articulation alignment gauge assembly is engaged in plate assembly(1).
Note: Make sure that the pin in the articulation alignment gauge assembly (2) is inserted into plate assembly (1). When
you install the articulation alignment gauge, the articulation alignment gauge must be level.
6. If the articulation alignment gauge is not level, adjust clamp (5) on the stem (3). Be sure that arm (4) remains against
the flat spot of the stem. Tighten setscrew (6) to the specified torque.
7. Adjust the articulation position sender (7) with the articulation alignment gauge assembly (2) in place. Adjust the
sender until the needle in the articulation alignment gauge in the cab is in the CENTER position.
8. Tighten nut (9). Remove the articulation alignment gauge assembly (2). Check the articulation alignment gauge in the
cab for CENTER position. If the needle in the articulation alignment gauge is centered, tighten screws (8).
9. Final adjustment of the articulation position sender (7) may be made by rotating the sender. Rotate the sender in order
to achieve CENTER position. If the needle in the articulation alignment gauge is centered, tighten screws (8).
10. Remove the frame lock pin in order to check the gauge in the cab for the entire articulation range.
11. If the needle in the articulation alignment gauge in the cab is not in the CENTER position, repeat Steps 1 through 10.


Accumulator (Steering) - Test and Charge

SMCS Code: 4331-045; 4331-081; 5077-045-ZH; 5077-081-ZH
Personal injury or death can result from improper accumulator

charging.
Dry nitrogen is the only gas approved for use in the

accumulator. Charging the accumulator with oxygen gas will
cause an explosion. This danger will not happen if nitrogen
cylinders with standard CGA Compressed Gas Association,
Inc.Number 580 connections are used.
When ordering nitrogen gas, be sure that the cylinders are

equipped with CGA Number 580 Connections. Do not use color
codes or other methods of identification to tell the difference
between nitrogen and oxygen cylinders.
Never use an adapter to connect your nitrogen charging group to

a valve outlet used on both nitrogen, oxygen or other gas
cylinders. Be sure you use dry nitrogen (99.8 % purity).

pressure can cause serious injury to persons on or near the
machine.
To prevent possible injury, perform the procedure that follows

before testing and adjusting the hydraulic system.
Table 12
Required Tools
175-5507 Nitrogen Charging Group 1
Illustration 61
Nitrogen Charging Group
(1) Pressure regulating screw
(2) Pressure gauge
(3) Regulator
(4) Valve handle
(5) Connection to the nitrogen cylinder
(6) Nitrogen charging chuck
(7) Valve handle
(8) Pressure gauge
Illustration 62
Table 13
Charging Pressure and Temperature Relationship for the 6900 kPa (1000 psi) Accumulator
(1)
Temperature Pressure
-1°C (30°F) 6340 kPa (920 psi)
4°C (40°F) 6480 kPa (940 psi)
10°C (50°F) 6620 kPa (960 psi)
16°C (60°F) 6755 kPa (980 psi)
21°C (70°F) 6900 kPa (1000 psi)
27°C (80°F) 7030 kPa (1020 psi)
32°C (90°F) 7170 kPa (1040 psi)
38°C (100°F) 7310 kPa (1060 psi)
43°C (110°F) 7450 kPa (1080 psi)
49°C (120°F) 7585 kPa (1100 psi)
(1) The allowable tolerance on nominal pressure is ±70 kPa (±10 psi).
Stop the engine. Turn the steering wheel to the left and to the right several times in order to relieve the steering
accumulator pressure. Make sure that the engine has not been operating for at least 10 minutes. This time period is long
enough to allow the hydraulic oil to flow out of the bottom chamber of the accumulator.
The charging pressure of the 130-4926 Accumulator is 6890 ± 345 kPa (1000 ± 50 psi). The air temperature outside the
accumulator is the ambient temperature. Before the dry nitrogen pressure in the accumulator can be accurately checked,
the temperature of the accumulator must be equal to the ambient temperature. Before the accumulator may be correctly
charged, the temperature of the accumulator must be equal to the ambient temperature.
Use Table 13 in order to determine the correct charging pressure for the 130-4926 Accumulator when the accumulator is
at a given ambient temperature.
Checking the Dry Nitrogen Pressure in the Steering Accumulator

The dry nitrogen gas is contained in the end of the accumulator.
1. Install Pressure Gauge (2) into the quick disconnect on valve (7). Pressure gauge (2) is a 25000 kPa (3500 psi)
pressure gauge. This pressure gauge should be used in order to check the nitrogen pressure in the accumulator. Close
valve (7).
2. Install chuck (6) onto valve (9) on the top of the accumulator.
3. Turn valve (4) fully to the right. Measure the temperature of the air that is outside of the accumulator. This outside
temperature is the ambient temperature. When you check the 130-4926 Accumulator for the nitrogen charge pressure,
refer to Table 13. Locate this ambient temperature in the left column of the table. Read this row in order to determine the
correct charging pressure. The reading on pressure gauge (8) corresponds to the pressure of the dry nitrogen gas in the
accumulator. The nitrogen pressures for the accumulator must be within the tolerances.
4. Decrease the nitrogen pressure if the nitrogen pressure in the 130-4926 Accumulator is greater than the specified value
that is listed in Table 13. Decrease the nitrogen pressure by slowly opening valve (7).
5. Increase the nitrogen pressure if the nitrogen pressure in the 6E-3450 Accumulator is less than the specified value in
Table 13. Increase the nitrogen pressure to the specified level. Increase the nitrogen pressure according to "Charging the
Steering Accumulator".
Charging the Steering Accumulator
Dry nitrogen is the only gas approved for use in the

accumulator. Charging the accumulator with oxygen gas will
cause an explosion. This danger will not happen if nitrogen
cylinders with standard CGA (Compressed Gas Association,
Inc.) Number 580 connections are used. When you order
nitrogen gas, be sure that the cylinders are equipped with CGA
No. 580 Connections. Do not use color codes or other methods of
identification to tell the difference between nitrogen and oxygen
cylinders.
Increase the nitrogen pressure in the accumulator according to the following steps:
1. Connect the hose to regulator (3) on the nitrogen cylinder. Connect the other end of the hose to valve (7).
2. Close valve (7). Open the valve on the nitrogen cylinder. Adjust pressure regulating screw (1) on regulator assembly
(3). Adjust pressure regulating screw (1) until pressure gauge (2) is at the correct charging pressure. Use Table 13 to
determine the correct charge pressure for the 130-4926 Accumulator.
3. Open valve (7). Charge the accumulator. Close valve (7). Compare the reading on pressure gauge (2) with the reading
on pressure gauge (8). If these two readings are equal and if these two readings remain constant, the accumulator has
been correctly charged.
If there is a decrease in the reading on pressure gauge (8), open valve (7). Allow more of the dry nitrogen gas to flow
into the accumulator. Repeat Step 3 until pressure gauge (2) and pressure gauge (8) have the same reading. These two
readings do not change when valve (7) is closed.
4. Close valve (7). Close the valve on the nitrogen cylinder.
5. Turn valve (4) fully to the left.
6. Remove the charging equipment.


Axle Toe-In (Front) - Adjust

SMCS Code: 4313-025
Illustration 66
(1) Clamps
(2) Tie rod
(A) Distance
(B) Distance
1. Raise the front wheels off the ground. Install the wheel lean locking bolt into the lean bar.
2. Use a block of wood to hold your hand steady when you mark the front tire. Rotate the wheel so that you can put a
mark around the center of the tread of each front tire.
3. Measure the distance at spindle height. Measure the distance from the mark on one front tire to the mark that is on the
other front tire. This should be done at both the front of the tires and at the rear of the tires. The toe-in is correct if the
measurement (A) at the front of the front tires is less than the measurement (B) at the rear of the front tires. The
measurement at the front of the front tire should be smaller by 6.0 mm (.25 inch).
4. Adjust the toe-in, as needed. Loosen clamps (1) on the tie rod (2). Rotate tie rod (2) in the direction that is needed to
achieve the correct toe-in for the front wheels. When the toe-in adjustment is correct, orient the bolts that are in the
clamps on the tie rod, as shown. Tighten clamps (1) on tie rod (2) to the specified torque.


Steering System - Purge

SMCS Code: 4300-542; 4303-542; 4307-542
Note: Before you perform this procedure, refer to Testing and Adjusting, "Machine Preparation for Troubleshooting".
Table 14
Tools Needed
8T-2362 Straight Thread Adapter Change 02 (1) 4
6V-8628 Elbow 4
9C-2394 Hose Assembly 2
(1) Adapter must be change 02, which has 3/8-24 SAE thread.
Illustration 63
Typical Top View of Front Axle
(1) Cylinders for steering
(2) Location of plugs
1. Perform this Step with the engine in the OFF position. Quickly purge the steering accumulator pressure by turning the
steering wheel to the left and to the right several times.
2. Remove the plugs (2) from each steering cylinder (1).
3. Use the parts that are listed in Table 14 in order to connect the port of the rod end to the port of the head end. Perform
this procedure for both of the cylinders.
4. Start the engine and operate the engine at low idle.
5. Steer the wheels against the left stop. Turn the steering wheel to the left 50 complete revolutions.
6. Steer the wheels against the right stop. Turn the steering wheel to the right 50 complete revolutions.
7. Shut off the engine.
8. Turn the steering wheel to the left and to the right several times in order to relieve the pressure in the steering
accumulator.
9. Remove the parts that are listed in Table 14 from each cylinder and install the plugs (2).
10. Check the oil level in the hydraulic tank.
Signal Network Purge Procedure

Note: Perform the Steering System-Purge procedures before you perform the Signal Network Purge Procedure.
Illustration 64
(3) Flow compensator purge valve
(4) Resolved signal from the combination valve
(5) Flow compensator (margin pressure) adjustment screw
(6) Locknuts
(7) Pressure compensator (pressure cutoff) adjustment screw
Illustration 65
Section A-A of Pressure and Flow Compensator Valve
(3) Flow compensator purge valve
(4) Resolved signal from the combination valve
1. Use a hex wrench. Open flow compensator purge valve (3) counterclockwise by one turn. The flow compensator
purge valve (3) is located on the pressure and flow compensator valve.
2. Start the engine and operate the engine at low idle. During this procedure, a small amount of oil may leak by the purge
valve.
3. Move each implement control lever forward and hold the lever for five seconds. Then, move the levers backward and
hold the lever for five seconds.
Note: When your are moving each implement control lever, start sequentially from right to left.
4. After all implement control valves have been operated, turn the steering wheel to the left and to the right ten times.
5. Close the flow compensator purge valve (3) by turning the flow compensator purge valve clockwise.
6. Stop the engine.


Relief Valve (Steering) - Test and Adjust

SMCS Code: 4322-025; 4322-081
Note: Before you perform this check, refer to Testing and Adjusting, "Machine Preparation for Troubleshooting".
Table 11
Tools Needed
1U-5796 Pressure Differential Gauge Group 1
1U-7577 Hex Key Wrench 1
Illustration 60
Side View of Combination Valve
(1) Port for pressure switch
(2) Supply port for the valve group
(4) Signal port for steering
(7) Signal port for pump
(9) Signal port for implement control valve
(10) Pressure test port for hydraulic and steering pump
(11) Port for auxiliary return line
(13) Return port for the valve group
(14) Return port to hydraulic tank
(16) Port for the steering accumulator
(17) Port for secondary steering pump
1. Remove the dust cover from the pressure test port for the hydraulic and steering pump (10). Install the pressure gauge
in the test port.
2. Start the engine and operate the engine at high idle. Cycle the implements until the hydraulic oil reaches normal
operating temperature.
3. Steer the wheel left against the stop or turn the wheel right against the stop. The pressure gauge should read 17400 ±
300 kPa (2524 ± 44 psi). This is the maximum steering pressure.
4. If the maximum steering pressure is incorrect, stop the engine and adjust steering relief valve (5). Turn the adjustment
screw clockwise in order to increase the pressure setting and turn the adjustment screw counterclockwise in order to
decrease the pressure setting. One turn of the adjustment screw provides an approximate change of 5300 kPa (770 psi).


Steering Wheel Slip - Check

SMCS Code: 4312-535; 4343-535
Note: Before you perform this check, refer to Troubleshooting, "Machine Preparation for Troubleshooting".
To check the steering wheel slip, do the following checks.
1. Steer the wheel left or steer the wheel right against the stops. The pressure should be 18616 ± 689 kPa (2700 ± 100
psi).
2. Check the steering wheel revolutions. When you turn the wheel from stop to stop, you should achieve a total of six
and a half turns.
3. Turn the steering wheel while you operate the circle. Check for rough steering.


Disc Pack Preload for Circle Drive - Adjust

SMCS Code: 5207-025-ZP
Illustration 59
Circle Drive
(1) Motor
(2) Bracket
(3) Nuts
(4) Shims
(5) Bolts
(6) Plate
(7) Spacer
(8) Cover
(9) Spring
(10) Shaft
2. Remove three bolts (5) and plate (6).
3. Measure the distance from the top of spacer (7) to the top of shims (4). The top of spacer (7) must be above the top of
shims (4). The distance between the spacer and the shims must be 2.30 ± 0.25 mm (0.091 ± 0.010 inch). Add shims or
remove shims in order to achieve the correct dimension.
4. Install plate (6) and bolts (5). Tighten the bolts to the proper torque. For the correct torque, refer to Specifications,
"Circle Drive" for your machine.
5. Install cover (8).
6. Remove motor (1). Remove bracket (2). Install enough shims in order to provide end play. Install bracket (2) on the
housing.
7. Attach a magnetic base dial indicator onto bracket (2) with the dial indicator against the worm assembly. Check the
end play of the worm gear. Remove enough shims in order to obtain 0.00 to 0.13 mm (0.000 to 0.005 inch) preload.
8. Install motor (1) onto bracket (2).


Bearing End Play (Piston Pump) - Adjust

SMCS Code: 4306-025; 5070-025
Table 5
Required Tools
Tool Part Number Description Qty
A 8T-5096 Dial Indicator Gp 1
Illustration 48
Piston Pump (Hydraulic and Steering)
(1) Bolts
(2) Shaft
(3) Housing
(4) Cone
(5) Bias spring
(7) Shims
(8) Cup
(9) Bias piston
(10) Head
(11) Cone
(12) Cup
(13) Control piston
Perform the following procedure for shaft bearing end play adjustment when any of these components are replaced:
· Shaft (2)
· Housing (3)
· Cone (4) or (11)
· Cup (8) or (12)
· Head (10)
Note: Do not install the pump rotating group (6) when you perform this procedure.
1. Remove the following components from the head (10):
· Bias piston (9)

· Control piston (13)
· Bias spring (5)

Note: Make sure that cups (8) and (12) and cones (4) and (11) are positioned against the shoulders of the components.
2. Install cone (4) on the splined end of the shaft (2).
3. Install cup (8) in the housing (3).
4. Install cup (12) in the head (10).
5. Install the shaft (2) and cone (4) into the housing (3).
6. Install the cone (11) onto the shaft (2).
7. Install the shaft (2), cones (4) and (11) and the housing (3) into the head (10) without shims (7).
8. Position the gasket on the pump housing (3) when you assemble head (10) to the pump housing (3).
9. Tighten the six bolts (1) to a torque of 70 ± 7 N·m (52 ± 5 lb ft).
Note: For assembly, use two studs in order to align the head and the housing.
10. Position the pump so that the spline on the shaft (2) is pointing upward.
11. Rotate the shaft backward and forward several times in order to seat the cones properly.
12. Position Tooling (A) so that the contact point of the dial indicator is on the end of the shaft spline.
13. Position the dial indicator to zero.
14. Check pump shaft end play.
15. Subtract desired shaft bearing end play of 0.010 to 0.100 mm (0.0004 to 0.0039 inch) from the dial indicator reading
that is noted in Step 14. This is the thickness of shims to use from the shim pack (7) in order to achieve proper shaft
bearing end play.
Table 6
EXAMPLE
Shaft bearing end play reading from Step 15
1.016 mm (0.0400 inch)
Subtract desired shaft bearing end play. 0.010 to 0.100 mm (0.0004 to 0.0039 inch)
Required thickness of shims 1.006 to 0.916 mm (0.0396 to 0.0361 inch)
16. Remove the six bolts (1) and remove the head (10) from the housing (3).
17. Remove cone (11) from the shaft (2).
18. Install the correct thickness of shims (7) from Step 15 on the shaft (2).
19. Install cone (11) onto the shaft (2).
21. If measured shaft bearing end play is not 0.010 to 0.100 mm (0.0004 to 0.0039 inch), repeat Steps 15 through 20.


Pump Efficiency - Test (Gear Pumps Only)

SMCS Code: 4306-032-ON; 4306-032-TB; 5070-032-TB; 5070-032-ON
Hot oil and components can cause personal injury.
Do not allow hot oil or components to contact skin.


This test is designed to tell if a pump is operating within the design parameters.
For any pump test, the pump flow at 690 kPa (100 psi) will be larger than the pump flow at 6900 kPa (1000 psi) if the
pump is operating at the same rpm. The pump flow is measured in L/min (US gpm).
The difference between the pump flow of two operating pressures at the same rpm is the flow loss.
Test on the Machine

Install a hydraulic flow tester on the machine. Record the pump flow at 1000 rpm and 690 kPa (100 psi). Record the
pump flow at 1000 rpm and 6900 kPa (1000 psi). In order to calculate the flow loss, use the formula in Table 1. Run the
engine at full load rpm and record the pump flow at 690 kPa (100 psi). Use these values in the following formula.
Table 1

Table 2
Method for determining percent of flow loss on the machine

Pump flow at full load rpm and 690 kPa (100 psi)
Test on the Bench

Record the pump flow at 1000 rpm and 690 kPa (100 psi). Record the pump flow at 1000 rpm and 6900 kPa (1000 psi).
In order to calculate the flow loss, use the formula in Table 3. Run the test bench at 2000 rpm and record the pump flow
at 690 kPa (100 psi). Use these values in the following formula.
Table 3

Table 4
Method for determining percent of flow loss on the bench



Pump Control Valve (Hydraulic, Steering) - Test and Adjust

SMCS Code: 5455-025; 5455-081
Low Standby Pressure Adjustment

Note: Before you perform this adjustment, refer to Testing and Adjusting, "Machine Preparation for Troubleshooting".
Table 7
Required Tools
A 198-4240 Digital Pressure Indicator 1
B 1U-7563 Hex Key Wrench 1
Illustration 49
Side View of Combination Valve
(1) Pressure switch port
(4) Steering signal
(7) Pump signal
(9) Control valve signal
(10) Pressure test port for the hydraulic and steering pump
(11) Auxiliary return port
(13) Valve group return port
(14) Hydraulic tank return port
(15) Steering supply port
(16) Steering accumulator port
(17) Secondary steering pump port
Illustration 50
Pump Control Valve
(18) Purge valve for the flow compensator
(19) Port
(20) Adjustment screw for the flow compensator (margin pressure)
(21) Locknuts
(22) Adjustment screw for the pressure compensator (pressure cutoff)
Illustration 51
Section A-A of Pump Control Valve
(19) Port
The combination valve and the pump control valve are accessible from the ground. The valves are located under the cab
platform and on the left side of the machine. These components are near the rear cab support.
2. Operate the engine at low idle. Operate the implement controls for three to ten minutes in order to raise the hydraulic
oil temperature to normal operating temperature range.
3. Stop the engine.
4. Remove the dust cover from the combination valve. Install Tooling (A) into pressure test port (10).
Note: The blade lift control must be in the neutral position before engine start-up. Test equipment will be damaged if the
blade control valve is in the float position at engine start-up. If the machine is equipped with a hydraulic detent, the blade
control valve should move from the float position to the neutral position when the engine is shut off.
5. Check in order to ensure that the blade lift controls are in the neutral position.
6. Start the engine. Operate the engine at high idle. Record the pressure reading from the pressure gauge at the pressure
test port (10). The pressure should read 3300 ± 689 kPa (480 ± 100 psi). If the low pressure standby is too high, refer to
the Problem: Low standby pressure is too high within Testing and Adjusting, "Performance Checks".
7. Use Tool (B) to open purge valve (18) counterclockwise by one turn. A small amount of oil may leak by the purge
valve during this procedure.
8. Read the pressure gauge. The correct setting for true low pressure standby is 2100 ± 150 kPa (305 ± 22 psi). This
reading is without any load from the implements or any load from the steering on the hydraulic system.
9. If the pressure reading is incorrect, close purge valve (18). Proceed to Section "Adjustment for Flow Compensator
(Margin Pressure)".
Adjustment for Flow Compensator (Margin Pressure)

Table 8
Required Tools
C 1U-5796 Pressure Differential Gauge Group 1
Illustration 52
(19) Port
(21) Locknuts
1. Connect the low side of Tooling (C) into port (19). Port (19) receives the resolved signal from the combination valve.
2. Connect the high side of Tooling (C) into pressure test port (10).
Note: The blade lift control must be in the neutral position before engine start-up. Test equipment will be damaged if the
blade control valve is in the float position at engine start-up. If the machine is equipped with a hydraulic detent, the blade
control valve should move from the float position to the neutral position when the engine is shut off.
3. Check in order to ensure that the blade lift controls are in the neutral position.
5. Operate the engine at low idle. Operate the implement controls for three to ten minutes in order to raise the hydraulic
oil temperature to normal operating temperature range.
Illustration 53
(19) Port
6. When you obtain the normal operating temperature for the hydraulic oil, operate the engine at high idle.
7. Operate the circle drive and rotate the blade at full speed. Record the gauge pressure. While the circle is in motion,
gently tap the glass of the pressure gauge in order to obtain an accurate reading from the pressure gauge.
8. Stop the engine. The pressure reading should be 2100 ± 150 kPa (305 ± 22 psi).
9. If the pressure reading is incorrect, loosen locknuts (21) on adjustment screw (20). Turn the adjustment screw
clockwise in order to increase the setting. Turn the adjustment screw counterclockwise in order to decrease the setting.
10. When you tighten locknuts (21) hold adjustment screw (20) secure. Repeat Steps 6 through Step 9 until you obtain
the correct pressure setting in Step 8.
11. Remove the pressure gauge. Replace the dust caps on pressure test port (10) and port (19).
Adjustment for Hydraulic System Pressure
Illustration 54
Side View of the Combination Valve
(1) Pressure switch port
(4) Steering signal
(7) Pump signal
(9) Control valve signal
(11) Auxiliary return port
(13) Valve group return port
(14) Hydraulic tank return port
(15) Steering supply port
(16) Steering accumulator port
(17) Secondary steering pump port
Note: When you perform this adjustment and there is a loss of oil from spillage, use approved containers to contain the
oil. Also, use these approved containers in order to dispose of the oil.
2. Operate the engine at low idle. Operate the implement controls from three minutes to ten minutes in order to raise the
hydraulic oil temperature to the normal operating temperature range.
3. Stop the engine. Remove the dust cover from the pressure test port (10). Install Tooling (A) into pressure test port
(10).
Illustration 55
(19) Port
(21) Locknuts
4. Start the engine and operate the engine at high idle. When you are checking for the implement cylinder stall pressure,
move the wheel lean cylinder to the end of the stroke. Then stall the wheel lean cylinder. The correct pressure reading
should be 24132 ± 1034 kPa (3500 ± 150 psi).
5. Stop the engine if the pressure reading is incorrect. Loosen the locknut for signal relief valve (6). The locknut is a 9/16
inch hex head. Turn the signal relief setscrew clockwise in order to increase maximum pump pressure. Turn the signal
relief setscrew counterclockwise in order to decrease maximum pump pressure. Use a 3/16 inch hex key wrench in order
to adjust the signal relief valve. One clockwise turn of the setscrew will increase the setting by approximately 4700 kPa
(682 psi). One counterclockwise turn of the setscrew will decrease the setting by the same amount. While you tighten the
locknut, hold the setscrew firmly. Start the engine and recheck the pressure reading.
6. Stop the engine in order to adjust implement relief valve (12). Remove signal relief valve (6) from the combination
valve. Remove the left blade lift relief valve from the left blade lift control valve. Install signal relief valve (6) in the left
blade lift control valve. Install the left blade lift relief valve in the combination valve.
7. Loosen locknuts (21) and turn adjustment screw (22) clockwise by two complete turns. Use the 4 mm hex key wrench.
8. Start the engine and operate the engine at high idle. Move the wheel lean cylinder to the end of the stroke and stall the
cylinder. The pressure gauge should read 27600 ± 400 kPa (3900 ± 60 psi). This is the pressure setting of the implement
relief valve (12).
9. If the pressure is incorrect, stop the engine. Loosen the locknut on implement relief valve (12).
10. Use a 3/8 inch hex key wrench in order to turn the setscrew on implement relief valve (12). Turning the setscrew
clockwise will increase the pressure and turning the setscrew counterclockwise will decrease the pressure. While you
tighten the locknut, hold the setscrew firmly. Start the engine and operate the engine at high idle. Move the wheel lean
cylinder to the maximum stroke and stall. Check the pressure reading.
Note: If you cannot achieve 27600 ± 400 kPa (3900 ± 60 psi), replace the implement relief valve (12).
11. Stop the engine. Turn adjustment screw (22) counterclockwise by two complete turns. Use the 4 mm hex key
wrench.
12. When you adjust adjustment screw (22), start the engine. Operate the engine at high idle. Move the wheel lean
cylinder to the end of the stroke and stall the cylinder. The pressure gauge should read 25500 ± 350 (3700 ± 70 psi).
13. If the pressure is incorrect, stop the engine. Loosen locknuts (21) on adjustment screw (22).
14. Turn adjustment screw (22) clockwise in order to increase the pressure. Turn adjustment screw (22)
counterclockwise in order to decrease the pressure. While you tighten locknuts (21), hold adjustment screw (22) firmly.
Start the engine and operate the engine at high idle. Move the wheel lean cylinder to the maximum stroke and stall.
Check the pressure reading.
15. After you achieve the correct pressure reading, remove the left blade lift relief valve from the combination valve.
Remove the signal relief valve (6) from the blade lift control valve. Install signal relief valve (6) into the combination
valve. Install the left blade lift relief valve into the blade lift control valve. Tighten relief valves to the specified torque.
16. Repeat Step 4.
17. If the pressure reading is incorrect, repeat Step 5.
18. When the pressure reading is correct, stop the engine. Remove the pressure gauge. Install the dust cover on pressure
test port (10).
Adjustment for Signal Network

Table 9
Tools Needed
(1)
D 198-4238 Pressure Sensor 2
(1) The pressure sensor is part of Tooling (A).
Illustration 56
(23) Left blade lift
(24) Sideshift
(25) Circle drive
(26) Blade tip
(27) Line to the implement compensator valves
(28) Articulation
(29) Centershift
(30) Wheel lean
(31) Right blade lift
(33) Line to the signal purge valve and the signal relief valve
(35) Line to the pressure and flow compensator valve on the hydraulic and steering pump
(37) Line to the steering metering pump
(38) Line from the steering priority valve and the steering relief valve
(39) Signal resolver
Note: The number of control valves in the valve bank may vary with the different equipment that is on the machine.
1. Operate the engine at low idle.
2. Operate the implement controls for three minutes to ten minutes in order to raise the hydraulic oil temperature to the
normal operating temperature range.
3. Stop the engine. Remove the dust cover from pressure test port (10). Install Tooling (A) and Tool (D) onto pressure
test port (10).
4. Start the engine and operate the engine at high idle. The correct pressure reading should be 3300 ± 689 kPa (480 ± 100
psi).
5. If the pressure that is measured at pressure test port (10) is within the tolerance that is indicated in Step 4, proceed to
Step 6. If the pressure reading is not within the tolerance, adjust the pump low standby pressure. Refer to the procedure
that is found in the "Low Standby Pressure Adjustment" section. Then continue with Section "Adjustment for Signal
Network".
6. Stop the engine.
7. Do not remove Tool (D) from port (10).
8. In order to obtain pump signal pressure, install a second Tool (D) onto port (19). Connect Tool (D) onto Tooling (A).
10. Move the control lever for blade tip (26) in order to stall the cylinder. Read the pressure gauges. The pressure gauge
that is reading the pump signal should increase. The pressure gauge that is reading the pump output should increase.
11. If the pump signal pressure increases and the pump output pressure does not increase, the pump control valve on the
hydraulic and steering pump has failed. Stop the engine.
12. Replace the pump control valve.
13. Test the signal resolver (39) in the combination valve by following Step 14 and Step 15.
14. Start the engine and operate the engine at low idle.
15. If the steering is operable with at least one implement in operation, the signal resolver (39) in the combination valve
has failed. When the implement ceases to operate and the steering is not being operated, the signal resolver (39) in the
combination valve has failed.
16. Stop the engine. Remove the test equipment. Replace the dust cover.
17. In order to check for a faulty signal check ball or a missing signal check ball in the implement control valves, follow
Steps 18 through Step 23.
18. Start the engine and operate the engine at low idle. Check the implement cycle times.
19. If the cycle time for each of the implements is longer than the specifications that are allowed except for one
implement, the following information is true. The signal check ball in that implement control valve is faulty or the signal
check ball in that implement control valve is missing.
20. The signal from the right valve bank can be isolated from the signal from the left valve bank at the combination
valve. This will pinpoint the problem with the signal to the right valve bank or to the left valve bank.
21. If a blade lift cylinder drifts during the operation of another implement that is in the same valve bank, the signal
check ball in the blade lift cylinder is faulty. A missing signal check ball in any implement valves or a faulty signal
check ball in any implement valves may cause any one of the implements to be inoperative in that valve bank. The
implement that is working will be the implement valve that is missing a signal check ball or the implement valve that has
a faulty signal check ball in that implement valve.
22. Operate the circle drive. If a low flow circuit fails to operate during operation of the engine at low idle, refer to
Testing and Adjusting, "Performance Checks".


Relief Valve (Implement) - Test and Adjust

SMCS Code: 5117-025-TB; 5117-081-TB
Table 10
Required Tools
A 4C-4441 Relief Vavle Test Tool Gp 1
B 1U-9358 Test Block Manifold 1
Illustration 57
Combination Valve
Illustration 58
Implement relief valve
(3) Nut
Use Tool (B) in order to test implement relief valve (1) on Tool (A). The pressure setting for the relief valve is 27600 ±
400 kPa (3900 ± 60 psi).
1. Remove implement relief valve (1) from the combination valve and install implement relief valve (1) on Tool (A).
Note: Refer to Disassembly and Assembly, "Combination Valve - Disassemble" for the correct procedure to remove the
relief valve.
2. Purge the air from the system. The temperature of the oil must be 49° ± 3°C (120° ± 5°F).
3. Apply flow of 38 ± 4 L/min (10 ± 1 US gpm) to the valve and note the pressure that opens the relief valve.
4. Turn retainer assembly (2) clockwise in order to increase the pressure and turn retainer assembly (2) counterclockwise
in order to decrease the pressure. One turn of the retainer assembly will change the setting approximately 6300 kPa (915
psi).
5. Repeat Step 2 and repeat Step 4 until you achieve a setting of 27600 ± 400 kPa (3900 ± 60 psi).
6. After you set the retainer assembly to the correct pressure setting, tighten nut (3) to 50 ± 7 N·m (37 ± 5 lb ft). Hold
retainer assembly (2) when you tighten nut (3).
7. Set the test pressure at 5600 ± 70 kPa (812 ± 10 psi). Maintain the temperature of the oil at 26 °C to 28 °C (79 °F to 82
°F).
8. Measure the leakage oil. If the leakage oil is greater than 0.004 L/min (0.0011 US gpm), replace the relief valve.
9. Install the relief valve on the combination valve. Refer to Disassembly and Assembly, "Combination Valve -
Assemble" for the correct procedure to install the relief valve.


Conventional Duo-Cone Seals

Conventional Duo-Cone Seals, Assembly & Installation 7561-016 7561-012
This instruction gives the procedure for installing Conventional Duo-Cone Seals.
It is most important that correct assembly and installation procedures are followed when Duo-Cone Seals are used. Many
of the Duo-Cone Seal failures are the direct result of one or more mistakes made during assembly or installation of the
seal components.
(1) Seal (2) Rubber Toric Ring (3) Housing Retaining Lip (4) Housing Ramp (5) Seal Ring Housing
(6) Seal Ring Face (7) Seal Ring Ramp (8) Seal Ring Retaining Lip (9) Installation Tool.
1. Remove any oil film, dust or other foreign matter from toric rubber rings (2) and from ramps (4) and (7) and lips (3)
and (8) of both seal rings (1) and housings (5). Use Trichloroethane and clean cloth or paper towels for wiping.
Never permit oil to get on the toric rings or ramps before both seal
rings are put together in their final assembled position (Step 10).
Avoid prolonged skin contact with Trichloroethane. Avoid

breathing the vapors in enclosed areas without adequate
ventilation and do not smoke. Do not use near open flame or
welding operations or other heated surfaces exceeding 482°C
(900°F).
2. Put toric ring (2) on seal ring (1), at the bottom of seal ring ramp (7) and against retaining lip (8).
Make sure that toric ring (2) is straight on seal ring (1) and is not
twisted. Be careful when you work on the rubber toric ring. Nicks,
cuts and scratches can cause leaks.
3. Put installation Tool (9) on seal ring (1) with toric ring (2). Lower the rings in a container with Trichloroethane until
all surfaces of toric ring (2) are wet.
Do not use Stanisol or any other liquid that leaves an oil film or
does not evaporate quickly.
4. With all surfaces of toric ring (2) wet, use installation Tool (9) to position seal ring (1) and toric ring (2) squarely
against housing (5) as shown. Use sudden and even pressure to pop (push) toric ring (2) under retaining lip (3) of
housing (5).
5. Check assembled height (A) in at least four places, 90 degrees apart. The difference in height around the ring must
not be more than 1 mm (.04 in).
6. If small adjustments are necessary, do not push directly on seal ring (1); use installation Tool (9).
7. Toric ring (2) can twist if it is not wet all around during installation or if there are burrs or fins on retaining lip (3) of
housing (5).
Misalignment, twists and bulges of the toric ring will cause Duo-
Cone Seal failures. If correct installation is not obvious, remove seal
from housing and repeat Steps 3 through 6.
IMPORTANT: Toric rings (2) must never slip on the ramps of either seal rings (1) or seal ring housings (5). To prevent
slippage, wait a minimum of two minutes to let the Trichloroethane evaporate before further assembly. Once correctly in
place, the toric ring must roll on the ramps only.
8. Wipe seal faces (6) of seal rings (1) clean. Use a lint free cloth or paper towel. No particles of any kind are permissible
on the sealing surfaces. Even a small piece from a paper towel can hold the seal faces apart and cause leakage.
9. Put a thin film of clean oil on the seal faces. Use an applicator, a disposable tissue or a clean finger to distribute the oil
evenly. Be careful not to get any oil on the rubber toric rings.
10. Make sure both housings (5) are in correct alignment and are concentric. Move the parts slowly and carefully toward
each other.
Do not slam seals together. High impact can scratch or break the
seal components.
11. Once in place, fasten all parts tightly.


Front Tires & Rims

Remove Front Tires & Rims 4202-011
1. Lift the front of the machine until the front tires are off of the ground. Install Tooling (A) under the front axle.
2. Fasten lifting slings and a hoist to the front tire and rim (2) as shown. Remove ten bolts (1) and remove tire and rim
(2) from the spindle hub. The weight of tire and rim (2) is 100.4 Kg (221 lb).
3. Repeat Step 2 to remove the remaining front tire and rim.
Install Front Tires and Rims 4202-012
NOTE: Mating surfaces between the spindle hub and the rim must be clean for proper assembly.
1. Fasten lifting slings and a hoist to front tire and rim (2). Position the rim to the spindle hub and install ten bolts (1).
Ten bolts (1) must be tightened to a torque of 700 ± 90 N·m (515 ± 66 lb ft).
2. Repeat Step 1 to install the remaining tire and rim.
3. Raise the machine off of Tooling (A). Remove Tooling (A). Lower the machine to the ground.


Front Wheel Spindles

Remove Front Wheel Spindles 4234-011
Start By:
a. remove front tires and rims
1. Place a suitable container under the front wheel spindle in order to collect oil from the spindle housing for storage or
disposal. The capacity of the front spindle housing is .5 L (.50 qt)
2. Remove two bolts (1) and cover (2) from the back of the spindle housing.
3. Remove O-ring (3) from cover (2). Remove three bolts (4) and plate (5) from the spindle shaft.
4. Fasten Tool (A) and a hoist and attach to the spindle flange.
5. Loosen bolt (6). Install Tool (B) under the head of bolt (6) and against the spindle shaft.
6. Tighten the nut on Tool (B) in order to push wheel spindle (8) out of the wheel spindle housing.
7. Remove wheel spindle (8). Remove bearing (7). Remove Tool (B) and tighten bolt (6) to a torque of 700 ± 27 N·m
(515 ± 20 lb ft).
8. Remove bearing (9) from the spindle shaft with Tooling (C).
9. Remove Duo-Cone seal (10) from wheel spindle (8).
10. Remove Duo-Cone seal (11) from the wheel spindle housing. Remove bearing cups (12) from the housing.
11. Repeat Steps 1 through 10 for the removal of the other wheel spindle.
Install Front Wheel Spindles 4234-012
1. Insure that all surfaces of the wheel spindle and the wheel spindle housing are clean and free of any nicks or metal
burrs. During installation of the wheel spindles, check the condition of all O-ring seals used in Duo-Cone seals and in
covers that were removed.
2. Lower the temperature of bearing cups (12). Install bearing cups (12) in the wheel spindle housing.
3. Make sure that Duo-Cone seal (11) is clean and dry. Make sure the surfaces of the housing that contact the Duo-Cone
seal are also clean and dry. See the Duo-Cone seal story in this manual for further information. Install Duo-Cone seal
(11) using Tool (B).
4. Make sure that Duo-Cone seal (10) is clean and dry. Make sure the surfaces of the spindle shaft that contact the Duo-
Cone seal are also clean and dry. See the Duo-Cone seal story in this manual for further information. Install Duo-Cone
seal (10) using Tool (B).
5. Heat bearing (9) to a temperature of 135°C (275°F) and install on the spindle shaft.
6. Lower the temperature of wheel spindle (8). Heat bearing (7) to a temperature of 135°C (275°F).
7. Install wheel spindle (8) in the housing.
8. Install bearing (7) on the end of wheel spindle (8).
9. Install cover (5) and three bolts (4). Tighten three bolts (4) evenly to pull wheel spindle (8) and bearing (7) in position.
Tighten bolts (4) to a torque of 130 ± 7 N·m (96 ± 5 lb ft).
10. Install O-ring (3) on cover (2). Install cover (2) to the back of the wheel spindle housing. Install two bolts (1) in
cover (2).
11. Remove plug (13) from the spindle housing. Fill the housing to the bottom edge of the fill hole with SAE 30 Weight
Oil. Install plug (13).
12. Repeat Steps 1 through 11 for the installation of the other wheel spindle.
End By:
a. install front tires and rims


Front Wheel Spindle Housings

Remove Front Wheel Spindle Housings 4234-011
Start By:
a. remove front tires and rims
NOTE: Be careful not to damage the taper and threads of socket assemblies (1) and (4) during removal and installation
of steering tie rod and steering cylinder.
1. Remove two cotter pins (3) from two locknuts (2). Loosen locknuts (2) until they are even with the ends of the
threaded rods of socket assemblies (1) and (4). Strike locknuts (2) with a hammer in order to free the joints.
2. Remove locknuts (2) from socket assemblies (1) and (4). Remove socket assemblies (1) and (4) from the spindle arm.
3. Remove plastic washer (7) and seal-boot (6) from socket assemblies (1) and (4).
4. Repeat Steps 1, 2 and 3 in order to disconnect the left hand steering cylinder and the steering tie rod on the left side of
the machine.
5. Remove tie rod (5).
6. Attach lifting slings and a hoist to the wheel spindle housing. Remove bolt and washer (8) and bolt (10) from wheel
lean arm (9).
7. Using Tooling (A), remove the upper pin that joins the wheel lean spindle housing to the wheel lean arm.
8. Using Tooling (A), remove the lower pin that joins the wheel lean spindle housing to the wheel lean arm.
9. Remove wheel spindle housing (14) from the wheel lean arm. Note the positions of three washers (11) for installation
purposes. Remove three washers (11) from the upper side of the lean arm.
10. Remove seal (12) and O-ring seal (13) from wheel lean spindle housing (14). Remove Seal and O-ring seal (15) from
wheel lean spindle housing (14). The approximate weight of the wheel spindle housing is 85 Kg (187 lb).
11. Repeat Steps 5 through 10 to remove the remaining wheel lean spindle housing (14).
Install Front Wheel Spindle Housings 4234-012
1. Be sure all the parts of the wheel spindle housing, wheel lean arms, tie rod and steering cylinders are clean prior to
installation of the wheel spindle housing. During installation of the wheel spindle housing, check the condition of the
seal-boots and plastic washers used in the swivel joints that were disconnected. If any of the seal-boots or washers are
damaged or worn, use new parts for replacement. Check the condition of all seals, O-ring seals and washers used in the
housings that were removed. If any of the seals or washers are worn or damaged, use new parts for replacement.
2. Use 5N-5561 Silicone Lubricant in order to hold washers (11) in their original positions in the upper leaning arm.
3. Attach a lifting sling and a suitable lifting device to wheel lean spindle housing (14), holding the housing level.
4. Install O-ring seal (13) and retaining seal (12) in their original positions in wheel lean spindle housing (14). Install O-
ring and retaining seal (15) in their original positions in wheel lean spindle housing (14).
5. Put a coat of 5N-5561 Silicone Lubricant on the mating faces of wheel lean spindle housing (14) and the wheel lean
arm. Carefully guide wheel lean spindle housing (14) in position in the wheel lean arm.
6. Lower the temperature of the upper and lower pins that join the wheel lean spindle housing (14) to the wheel lean arm.
Install the pins to their original locations.
7. Install bolt and washer (8). There must be a clearance of 2.0 ± 0.5 mm (.08 ± .02 in) between the washer and the top
of the wheel lean arm.
8. Install bolt (10) in the lower pin. The lower pin must protrude 2.0 ± 0.5 mm (.08 ± .02 in) past the bottom face of the
lower leaning arm.
9. Repeat Steps 1 through 8 to install remaining wheel lean spindle housing (14).
10. Lubricate seal-boots (6) with 5P-0960 Multi-purpose Grease. Install seal-boots (6) and washers (7) on socket
assemblies (1) and (4).
11. Position two socket assemblies (1) and (4) to their original locations in the wheel lean arms.
12. Install two locknuts (2) on socket assemblies (1) and (4). Tighten nuts (2) to a torque of 120 N·m (88 lb ft), plus the
torque required to align the cotter slots.
13. Install cotter pins (3) in the lock bolts.
14. After the steering tie rod is installed, Toe-In at the centerline of the front tires must be adjusted. Refer to the
"Operation & Maintenance Manual" for the correct adjustment procedure.
End By:
a. install front tires and rims


Steering Metering Pump

Remove Steering Metering Pump 4312-011
1. Release the pressure in the hydraulic system as follows:
At operating temperature, the hydraulic oil is hot and under

pressure. Hot oil can cause burns. Sudden movement of the
machine or release of oil pressure can cause injury to persons on
or near the machine. To prevent possible injury, perform the
following procedure before working on the hydraulic and
steering systems.
a. Move the machine to a smooth horizontal location. Move away from working machines and personnel. Lower
all implements to the ground. Install the wheel lean pin in front axle.
b. Permit only one operator on the machine. Keep all other personnel either away from the machine or in view of
the operator.
c. Activate the parking brake. Place all implements on the ground and put the blade in the "FLOAT" position.
d. Stop the engine.
e. Turn the steering wheel back and forth several times to relieve pressure in the steering accumulator.
f. Carefully loosen the filler cap on the hydraulic tank to release pressure in the tank.
g. Be sure all hydraulic pressure is released before any fitting, hose or component is loosened, tightened, removed
or adjusted.
h. Tighten the cap on the hydraulic tank.
i. The pressure in the hydraulic system must be released before lines or components can be removed.
Hydraulic pressure can exist in the hydraulic lines between the

control valves and the cylinders with the engine stopped.
Manually relieve pressure before working on any hydraulic

circuit.
2. Remove cover (1) from steering wheel (2).
3. Remove spring (3) and nut (4) from steering wheel (2).
4. Mark steering wheel (2) and the spline for installation purposes. Remove steering wheel (2) from the column.
5. Remove bolts (5) and cover (6) from the control group.
6. Remove bolts (7) and front cover (8) from the control group.
7. Remove bolts (9) that hold the steering metering pump to the control group.
8. Separate rear section of steering metering pump (10) from front section of steering metering pump (11).
9. Put identification marks on five hose assemblies (12) for installation purposes. Disconnect five hose assemblies (12)
from rear section of steering metering pump (10). Plug the hose assemblies in order to prevent the loss of oil, and to keep
dirt out of the oil system.
10. Remove the rear section of steering metering pump (10).
11. Remove front section of steering metering pump (11) from the control group.
Install Steering Metering Pump 4312-012
1. Make sure all of the components of the steering metering pump are clean prior to installation of the pump. During the
installation, check the condition of all the O-ring seals used on the hydraulic lines that were disconnected. If any of these
2. Install front section of steering metering pump (11) to its original location in the control group.
3. Connect five hose assemblies (12) to their original locations on rear section of steering metering pump (10).
4. Install rear section of steering metering pump (10) on the control group.
5. Install bolts (9) that hold front (11) and rear (10) sections of the steering metering pump to the control group.
6. Install cover (6) and bolts (5) to the control group.
7. Install cover (8) and bolts (7) to the control group.
8. Line up the mark on steering wheel (2) to the mark on the spline.
9. Install steering wheel (2) and nut (4) that holds steering wheel (2) to the control group. Tighten nut (4) to a torque of
48 ± 7 N·m (35 ± 5 lb ft).
10. Install spring (3) to its original location in nut (4).
11. Install cover (1) to steering wheel (2).
Disassemble Steering Metering Pump 4312-015
Start By:
a. remove steering metering pump
1. Remove housing assembly (1) from pump assembly (2).
2. Remove spiral ring (3) from housing assembly (1).
3. Use Tooling (A) and (B) in order to remove shaft (5) from housing assembly (1).
Housing Assembly (1), Spiral Ring (3), Retainer (4) and Shaft (5)
4. Remove retainer (4) from housing assembly (1) after shaft (5) has been removed.
5. Remove spiral ring (6) from shaft (5).
6. Use Tooling (A) and (B) in order to remove bearing (7) from shaft (5).
7. Remove seven bolts (8) and cover (9) from pump assembly (2).
8. Remove spacer (11), gear (12) and gear (13) from pump assembly (2). Remove O-ring seal (10) from gear (13).
9. Remove spacer (14), O-ring seal (15), and drive (16) from pump assembly (2).
10. Remove O-ring seal (20), two springs (19), two anti-cavitation plugs (18) and two balls (17) from pump assembly
(2).
11. Remove metering sleeve (22), two races (21) and bearing (23) from pump assembly (2).
12. Remove pin (24) from metering sleeve (22).
13. Remove spool (25) from metering sleeve (22).
14. Remove spring kit (26) from spool (25).
15. Remove spiral ring (29), bushing (27) and O-ring seal (28) from pump assembly (2).
16. Remove seal (30) and seal (31) from bushing (27).
17. Remove screw (32) from pump assembly (2).
18. Remove seat (34), ball (33) and retainer (35) from pump assembly (2).
19. Remove seal (36) and seal (37) from seat (34).
20. Remove two plugs (38) and the O-ring seals from pump assembly (2).
21. Remove two springs (40) and two poppets (39) from pump assembly (2).
22. Remove inlet check valve (41) from pump assembly (2).
Assemble Steering Metering Pump 4312-016
1. Make sure that all of the components of the steering metering pump are clean prior to assembling the pump. During
the assembly, check condition of all the O-ring seals that are used in the pump. If any of these seals are damaged, use
2. Install inlet check valve (41) in pump assembly (2). The top of check valve (41) must be installed to at least 14.20 mm
(.559 in) minimum below the face of the housing.
3. Install two poppets (39), two springs (40) and two plugs (38) to pump assembly (2).
4. Install seal (36) and seal (37) to seat (34).
5. Install retainer (35), ball (33), seat (34) and plug (32), with an O-ring seal, to pump assembly (2).
6. Tighten plug (32) to a torque of 11.3 N·m (8 lb ft). Plug (32) must be flush with or below the mounting surface.
7. Use Tooling (A) in order to install seals (30) and (31) to bushing (27).
8. Install O-ring seal (28), bushing (27) and spiral ring (29) in pump assembly (2).
9. Install spring kit (26) to spool (25).
10. Install spool (25) to metering sleeve (22).
11. Install pin (24) to metering sleeve (22).
12. Install two races (21), and bearing (23), as shown, to metering sleeve (22).
13. Apply a light coat of oil on metering sleeve (22). Install metering sleeve (22) in pump assembly (2).
14. Install two balls (17), two anti-cavitation plugs (18), two springs (19) and the O-ring seal to pump assembly (2).
15. Install O-ring seal (15) to spacer (14). Install spacer (14) to pump assembly (2). Install drive (16) to pump assembly
(2).
16. Install O-ring seal (10) to gear (13). Install outer gear (13) to pump assembly (2).
NOTE: Photos D41597 and D41598 show the proper alignment of pin (24), in metering sleeve (22), in relationship to
inner gear (12). Pin (24) and the centerline between two points (X) on gear (12) must be in alignment. Improper
alignment will cause the Steering Metering Pump to not operate properly.
17. Install inner gear (12) and spacer (11) to pump assembly (2).
18. Install cap (9) and seven bolts (8) to pump assembly (2). Tighten bolts (8) to a torque of 14 ± 3 N·m (11 ± 2 lb ft) in
the sequence of bolt 1 through bolt 7. Then tighten bolts (8) to a torque of 28 ± 3 N·m (21 ± 2 lb ft) in the sequence of
bolt 1 through bolt 7.
19. Use Tooling (A) and (B) in order to press bearing (7) on shaft (5) until it makes contact with the hub on shaft (5).
20. Install spiral ring (6) to shaft (5).
21. Press shaft assembly (5) to housing (1). The dimension from the end of shaft assembly (5) to the end of housing (1)
must be 42.70 ± 0.90 mm (1.681 ± .035 in).
22. Install spiral ring (3) to housing assembly (1).
23. Use Tooling (B) and a 25 mm (1 in) sleeve in order to install retainer (4) to housing assembly (1). Install retainer (4)
until it is seated in housing assembly (1).
24. Install housing assembly (1) to pump assembly (2).
End By:
a. install steering metering pump


Steering Cylinders
Remove Steering Cylinders 4303-011

steering systems.
the operator.
d. Stop the engine.
g. Be sure all hydraulic pressure is released before any fitting, hose or component is loosened, tightened, removed
or adjusted.


circuit.
2. Attach lifting slings and a hoist to the steering cylinder, as shown.
3. Put identification marks on hose assemblies (3) and (4) for installation purposes. Disconnect hose assemblies (3) and
(4) from the steering cylinder. Plug the hose fittings in order to prevent the loss of oil, and to keep dirt out of the
hydraulic system.
4. Remove bolt (1) and washer from the hold down tab that secures the steering cylinder to the axle. Remove pin (2).
Move the steering cylinder end clear of the bracket.
5. Remove cotter pin (6) from nut (5).
6. Loosen nut (5) to the top of threaded tapered pin (7). Strike nut (5) in order to loosen threaded tapered pin (7) from its
location in the front spindle housing.
7. Remove nut (5) from threaded tapered pin (7).
8. Remove threaded tapered pin (7) and its plastic washer from the front spindle housing.
9. Remove the steering cylinder from the machine. The weight of the steering cylinder is 20 Kg (45 lb).
10. Repeat Steps 2 through 9 in order to remove the remaining steering cylinder.
Install Steering Cylinders 4303-012
1. Be sure all the parts of the steering cylinders and spindle arms are clean prior to installation of the steering cylinders.
During installation of the steering cylinders, check the condition of all O-ring seals used in the ends of hose assemblies
that were disconnected. If any of the seals are damaged, use new parts for replacement. Check the condition of the
plastic washers used between the front spindle housings and the threaded rods, on the rod end of the cylinders. If any of
these washers are worn or damaged, use new parts for replacement.
2. Attach lifting slings and a hoist to the steering cylinder. Position the steering cylinder to the axle and front spindle
housing.
3. Put a thin coat of 5P-0960 Multi-purpose Grease on threaded tapered pin (7). Install the plastic washer and threaded
tapered pin (7) in the front spindle housing.
4. Install nut (5) to threaded tapered pin (7). Tighten nut (5) to a torque of 140 ± 14 N·m (105 ± 10 lb ft), plus the torque
required to align the cotter slot.
5. Install cotter pin (6) in nut (5).
6. Position the steering cylinder to the brackets on the axle. Be sure the pin bores in the steering cylinder and bracket are
in alignment.
7. Put a thin coat of 5P-0960 Multi-purpose Grease on pin (2). Install pin (2) to the bracket and the steering cylinder.
8. Install bolt (1) and the washer in pin hold down tab.
9. Connect two hydraulic hoses (3) and (4) to the steering cylinder.
10. Repeat Steps 1 through 9 to install the remaining steering cylinder
11. After the steering cylinders are installed, Toe-In at the centerline of the front tires must be adjusted. Refer to the
12. Fill the hydraulic oil tank with oil to the correct level. Refer to the "Operation & Maintenance Manual" for the
correct procedure.
Disassemble Steering Cylinders 4303-015
Start By:
a. remove steering cylinders
1. Remove bearing (12) from cylinder assembly (1).
2. Install the steering cylinder in Tooling (A). The weight of the steering cylinder is 20 Kg (45 lb).
3. Unscrew head (8) from cylinder assembly (1).
4. Slide rod assembly (7), with head (8), out of cylinder assembly (1).
5. Remove wear ring (6) and seal assembly (5) from piston (4).
6. Remove bolt (13) and washer (14) that hold piston (4) to rod assembly (7). Remove piston (4) from rod assembly (7).
7. Slide cylinder assembly (1) back on rod assembly (7) and head (8). Hand tighten head (8) in cylinder assembly (1).
Pull cylinder assembly (1) and head (8), as a unit, away from rod assembly (7). Remove head (8) from cylinder assembly
(1).
8. Remove lip seal (11), U-cup seal (10), seal assembly (9), back-up ring (16) and O-ring seal (15) from head (8).
9. Remove plug (2) and O-ring seal (3) from the side of the cylinder.
Assemble Steering Cylinders 4303-016
1. Make sure that all of the components of the steering cylinder are clean prior to assembling the unit. Check the
condition of the seals, O-ring seals and back-up rings used in the steering cylinder. If any of these components are
2. Install plug (2) and O-ring seal (3) in the side of the cylinder.
3. Install U-cup seal (10), seal assembly (9), back-up ring (16) and O-ring seal (15) on head (8). Apply 7M-7456
Bearing Mount to the wiper seal groove prior to installing lip seal (11) on head (8). Use Tooling (B) in order to install
lip seal (11) on head (8). Install the lip seal with the sealing lip facing toward the outside of the head, and until it makes
contact with the counterbore in the head. Lubricate lip seal (11), U-cup seal (10), seal assembly (9) back-up ring (16) and
O-ring seal (15) with clean hydraulic oil.
4. Temporarily install head (8) in cylinder assembly (1). Tighten head (8) by hand. Carefully install rod assembly (7) in
head (8) and cylinder assembly (1). Remove head (8) and rod assembly (7), as a unit, from cylinder assembly (1).
5. Install wear ring (6) and seal assembly (5) on piston (4).
6. Install piston (4) on rod assembly (7). Lubricate the threads of bolt (13) with clean hydraulic oil. Install bolt (13) and
washer (14) that hold piston (4) to rod assembly (7). Tighten bolt (13) to a torque of 460 ± 60 N·m (338 ± 44 lb ft).
7. Use 1P-0808 general purpose lubricant in order to lubricate the threads of head (8). Lubricate seal assembly (5) and
wear ring (6) with clean hydraulic oil. Carefully install rod assembly (7) in cylinder assembly (1). Install head (8) in
cylinder assembly (1). With rod assembly (7) fully extended, tighten head (8) to a torque of 600 ± 130 N·m (441 ± 96 lb
ft).
8. Use Tooling (B) in order to install bearing (12) in cylinder (1). The bearing must be centered in the bore.
End By:
a. install steering cylinders


Steering Tie Rod

Remove Steering Tie Rod 4305-011
View Of Right End Of Tie Rod
NOTE: Be careful not to damage the taper and threads of socket assembly (3) during removal and installation of the
steering tie rod
NOTE: Tire and rim have been removed for photo clarity
1. Remove cotter pin (7) from locknut (6). Loosen locknut (6) until it is even with the end of the threaded rod of socket
assembly (3). Strike locknut (6) with a hammer in order to free the joint. Remove locknut (6) from socket assembly (3).
2. Repeat Step 1 to disengage the left end of steering tie rod (1). Note the position of clamp (2) for installation purposes.
Remove steering tie rod (1) from two spindle arm brackets (8).
3. Remove plastic washer (5) and seal-boot (4) from socket assembly (3).
Install Steering Tie Rod 4305-012
1. Be sure all the parts of the steering tie rod (1) are clean prior to assembly. During installation of the steering tie rod
(1), check the condition of the seal-boots and plastic washers used in the swivel joints that were disconnected. If any of
the seal-boots or washers are damaged or worn, use new parts for replacement.
2. Lubricate seal-boots (4) with 5P-0960 Multi-purpose Grease. Install seal-boots (4) and washers (5) to socket
assemblies (3).
3. Position steering tie rod (1) to two spindle arm brackets (8). Install socket assemblies (3) to brackets (8). Be sure that
clamp (2) is positioned correctly.
4. Install two locknuts (6). Tighten locknuts (6) to a torque of 140 ± 14 N·m (103 ± 10 lb ft), plus the torque required in
order to align the cotter slot. Install cotter pins (7).
5. After steering tie rod (1) is installed, Toe-In at the centerline of the front tires must be adjusted. Refer to the


Circle Draw Bar

Remove Circle Draw Bar 6153-011
1. Move the centershift to the farthest position to the right.
2. Remove bolts and washers (8). Remove cap (6) and two inserts (7) and (9) from centershift cylinder (3).
3. Remove the bolts, caps and inserts from blade lift cylinders (1) and (5).
4. Retract the cylinder rods in cylinders (1), (3) and (5).

steering systems.

circuit. Release the pressure in the hydraulic system as follows:
a. Move the machine to a smooth horizontal location. Move away from working machines and personnel. Lower all
implements to the ground. Install the wheel lean pin in front axle.
b. Permit only one operator on the machine. Keep all other personnel either away from the machine or in view of the
operator.
d. Stop the engine.
g. Be sure all hydraulic pressure is released before any fitting, hose, or component is loosened, tightened, removed or
adjusted.
5. Disconnect oil lines (2) from Centershift cylinder (3). Secure Centershift cylinder (3) to the blade lift arm. Plug the
fittings in order to prevent the loss of hydraulic oil, and in order to keep dirt out of the hydraulic system.
6. Install Tooling (A) under the front of circle (11). Put hydraulic jack (12) under the rear of circle (11) as shown. Fasten
a hoist to circle draw bar assembly (10).
7. Identify four oil lines (19) and disconnect from swivel group (13). Plug the fittings in order to prevent the loss of
hydraulic oil, and in order to keep dirt out of the hydraulic system. Remove cotter pin and pin (17) from hose guide
assembly (14).
8. Loosen nut and set screw (15). Remove bolts (21) and remove shoes (18), shims (16), strips (20) and (22).
NOTE: Keep shims (16) with their respective shoes (18).
9. Identify and disconnect oil lines (23) and (24). Plug the fittings in order to prevent the loss of hydraulic oil, and in
order to keep dirt out of the hydraulic system.
10. Remove four bolts and washers (28).
11. Lift circle draw bar (10) enough to move it away from the front frame and from engagement in circle (11). Remove
circle draw bar assembly (10) from the machine. The approximate weight of the standard draw bars for the 120H and
135H are 770 Kg (1700 lb).
12. Remove two bolts (29). Remove adapter (27) and shims (26) from shaft (31).
13. Remove five bolts (30) from shaft (31). Remove ball (32) and cap (25) from shaft (31).
Install Circle Draw Bar 6153-012
NOTE: Make sure that all of the components of the circle draw bar and all mounting brackets are clean prior to
installation. During installation of circle draw bar, check the condition of the O-ring seals used in the hose assemblies
that were disconnected. If any of these seals are damaged, use new parts for replacement.
1. Install adapter (25) and ball (32) on shaft (31). Install five bolts (30).
NOTE: The mating surfaces of ball (32) and shaft (31) must be free of paint and lubricant. Tighten bolts (30) to a torque
of 520 ± 20 N·m (380 ± 15 lb ft).
2. Install shims (26), adapter (27) and two bolts (29).
NOTE: Use shims (26) as required to obtain 0.6 ± 0.2 mm (.02 ± .01 in) end play at face (B).
3. Fasten a hoist to circle draw bar (10). Put circle draw bar (10) in position in the front frame and in engagement in the
circle.
4. Install four bolts and washers (28), and tighten to a torque of 700 ± 27 N·m (520 ± 20 lb ft).
5. Connect oil lines (23) and (24).
6. Connect four oil lines (19) to swivel group (13).
7. Position hose guide assembly (14) and install pin and cotter pin (17).
8. Install strips (22) and (20), shims (16), shoes (18) and bolts (21) on circle draw bar (10). Do not tighten bolts (21).
NOTE: Use shims (16) as required to obtain a maximum dimension (C) of 0.5 mm (.02 in) clearance at the smallest gap
between each strip (22) and circle (11). Circle (11) must be able to rotate 360 degrees without stalling the drive motor at
13800 kPa (2000 psi).
9. With circle (11) in contact with front shoes (18), adjust screws (15) on side and rear shoes to obtain a maximum
clearance (D) of 0.8 mm (.03 in).
10. Tighten the nuts on screws (15) to a torque of 200 ± 25 N·m (150 ± 18 lb ft).
11. Adjust screws (15) on front shoes (18) to obtain circle (11) to pinion (32) adjustment (E) of 50 + 2.5 - 0.5 mm (1.97
+ .10 - .02 in).
13. Connect oil lines (2) to Centershift cylinder (3).
14. Position insert (7) in cylinder end cap (4) and extend Centershift cylinder (3) on the ball stud. Install insert (9) and
cap (6) and bolts and washers (8).
NOTE: Put 5P-0960 Multi-purpose Grease on the inside surfaces of inserts (7) and (9) and on the ball stud.
15. Install the inserts, caps and bolts on blade lift cylinders (1) and (5).
NOTE: Put 5P-0960 Multi-purpose Grease on the inside surfaces of the inserts and the ball studs.
17. Fill the hydraulic tank with oil to its correct level. Refer to the "Operation & Maintenance Manual" for the proper
procedure.


Steering Hydraulic Accumulator

Remove Steering Hydraulic Accumulator 4331-011

steering systems.
the operator.
d. Stop the engine.
g. Be sure all hydraulic pressure is released before any fitting, hose, or component is loosened, tightened, removed
or adjusted.


circuit.
2. Remove plug (1) from ecology drain (2) at the bottom of the hydraulic oil tank. Drain the hydraulic oil in a suitable
container for storage or disposal. The capacity of the hydraulic oil tank is 63 liters (17 U.S. gal).
NOTE: Do not release the nitrogen from the steering hydraulic accumulator unless the unit is to be disassembled.
3. Loosen locknut (4) at the base of hydraulic accumulator (3). Remove steering hydraulic accumulator (3) from the
combination valve. Remove the O-ring from steering hydraulic accumulator (3).
Install Steering Hydraulic Accumulator 4331-012
1. Prior to installing steering hydraulic accumulator (3), check the condition of the O-ring seal used in accumulator (3). If
the seal is damaged, use new parts for replacement.
2. Install the O-ring seal in steering hydraulic accumulator (3). Install steering hydraulic accumulator (3) in the
combination valve. Tighten locknut (4).
3. Close ecology drain (2), and install plug (1). Fill the hydraulic oil tank with oil to the correct level. Refer to the
"Operation & Maintenance Manual" for the correct procedure.
4. Check and charge steering hydraulic accumulator (3). Refer to the "Operation & Maintenance Manual" for the correct
"Steering Hydraulic Accumulator Pressure and Precharge Check."


Wheel Lean Arms

Remove & Install Wheel Lean Arms 5225-010
Start By:
a. remove front wheel spindles
1. Remove bolt (1), the washer and the retainer from the pin that holds the wheel lean cylinder to wheel lean arm (14).
2. Remove bolt (2), the washer and the retainer from the pin that holds wheel lean arm (14) to wheel lean bar (8).
3. Remove bolts (1), (2), the washers and the retainers from the pin that holds the other end of wheel lean bar (8) to the
left end of wheel lean arm (14).
4. Remove two bolts (4), two small washers and two large washers from the pin that holds wheel lean arm (14) to axle
(13).
5. Remove bolt (11) and the nut that secures pin (10) to wheel lean arm (14) and axle (13). Remove pin lock (12) from
wheel lean arm (14). Place wooden blocks (7) under the wheel lean cylinder and wheel lean bar (8).
6. Attach lifting slings and a hoist to wheel lean bar (8). Remove wheel lean bar (8). The weight of wheel lean bar (8) is
44 Kg (97 lb).
7. Attach a lifting sling and a hoist to right side wheel lean arm (14). Remove pin (10) from axle (13) and right side
wheel lean arm (14). Move right side wheel lean arm (14) clear of axle (13). Move right side wheel lean arm (14)
forward in order to slide pin (9) out of the wheel lean cylinder rod end. Remove right side wheel lean arm (14) from the
machine. The weight of wheel lean arm (14) is 30 Kg (66 lb).
8. Left side wheel lean arm (14) has no wheel lean cylinder. Repeat Steps 3 through 7 in order to remove left side wheel
lean arm (14). During Step 7 wheel lean bar (8) was removed from pin (9) in the left hand wheel lean arm. Pin (9) will
stay in both wheel lean arms.
9. Remove lip seal (5) from right side wheel lean arm (14). Use Tooling (C) in order to remove bearing (6) from right
side wheel lean arm (14). For installation purposes, note that the location of the groove in the bearing matches the
location of the grease zerk in the wheel lean arm.
10. Use Tooling (C) in order to remove bearing (3) from right side wheel lean arm (14). For installation purposes, note
that the location of the groove in the bearing matches the location of the grease zerk in the wheel lean arm.
11. If pin (9) is worn or damaged, use a press and Tooling (E) in order to press the pin out of the wheel lean arm. Pin (9)
extends to both sides of the right side wheel lean arm. Pin (9) extends to only one side of the left side wheel lean arm.
12. Repeat Steps 8 thru Steps 11 in order to remove the lip seal, bearings and pin (9) from the left side wheel lean arm.
Notice that the pin in the left side wheel lean arm only extends out to one side of the left side wheel lean arm. Make a
note of which side of the left side wheel lean arm that this pin is located for installation purposes.
13. Remove two lip seals (15) from axle (13). Use Tooling (A) in order to remove two bearings (16) from axle (13).
Remove the two lip seals from the other end of axle (13). Remove the two bearings from the other end of axle (13).
14. Remove two lip seals (20) from wheel lean bar (8). Use Tooling (B) in order to remove bearing (19) from wheel lean
bar (8). Remove the lip seals from the other end of wheel lean bar (8). Remove the bearing from the other end of wheel
lean bar (8). Note the relationship of offset face (17) to grease zerk (18), for installation purposes.
NOTE: The following steps are for the installation of the wheel lean arm.
15. Make sure that all components of the wheel lean arms and mating components of the axle, lean bar and lean cylinder
are clean prior to installation.
Right Hand Wheel Lean Arm
16. If pin (9) was removed, install it now. The part number on the end of pin (9) must face away from face (X). Lower
the temperature of pin (9) and press it in right side wheel lean arm (14). Press pin (9) until the end of pin (9) is 45.3 ± 0.3
mm (1.78 ± .01 in) from face (X). Lower the temperature of bearing sleeve (3). The grease groove in bearing sleeve (3)
must line up with the grease zerk in right side wheel lean arm (14). Bearing sleeve (3) must be installed flush with the
top of right side wheel lean arm (14). Use Tooling (D) in order to install bearing sleeve (3) in the upper end of right side
wheel lean arm (14). Notice that the bearing was pushed in the right side wheel lean arm with the cylinder push rod.
17. Lower the temperature of bearing sleeve (6). The grease groove in bearing sleeve (3) must line up with the grease
zerk in right side wheel lean arm (14). Bearing sleeve (6) must be installed flush with the bottom face of right side wheel
lean arm (14). Notice that the bearing was pushed in the right side wheel lean arm with the cylinder push rod. Use
Tooling (D) in order to install bearing sleeve (6) in the lower end of right side wheel lean arm (14). Use Tooling (E) in
order to install lip seal (5) until it comes in contact with bearing sleeve (6). Lip seal (5) must be installed with the sealing
lip facing out.
18. If pin (9) was removed from the left side wheel lean arm, install it to its original position. Lower the temperature of
pin (9) and press it in left side wheel lean arm (14). Press pin (9) until the end of pin (9) is 45.3 ± 0.3 mm (1.78 ± .01 in)
from the face of the left side wheel lean arm. Install the two bearing sleeves and the lip seal in left side wheel lean arm
(14) using the same procedure that was used to install the bearings and lip seal in right side wheel lean arm (14).
Lubricate the bearings and the lip seals in the wheel lean arms with 5P-0960 Multi-purpose Grease.
19. Use Tooling (A) in order to install two bearings (16) in axle (13). Install bearings (16) until they are 7.2 ± 0.4 mm
(.28 ± .016 in) below the faces on the inner side of axle (13). Using Tooling (E), install two lip seals (15) in their original
locations in axle (13). Install lip seals (15) until they come in contact with bearings (16), and with the sealing lips facing
away from bearings (16). Install the other two bearings (16) and the other two lip seals (15) in the other end of axle (13).
Lubricate bearings (16) and lip seals (15) in axle (13) with 5P-0960 Multi-purpose Grease.
20. Attach a lifting sling and a hoist to wheel lean arm (14). Slide pin (9) in the wheel lean cylinder rod end. Position
wheel lean arm (14) to axle (13). Align wheel lean arm (14) and the axle pin joint. Install pin (10) in wheel lean arm (14)
and the axle pin joint. Install two bolts (4), two small washers and two large washers in the pin that holds the wheel lean
arm to the axle. Install pin lock (12) in wheel lean arm (14). Install bolt and nut (11) that secure pin (10) to wheel lean
arm (14) and axle (13). Bolt and nut (11) must be tightened to a torque of 700 ± 27 N·m (520 ± 20 lb ft).
21. Attach a lifting sling and a hoist to left hand wheel lean arm (14). Position wheel lean arm (14) to axle (13). Align
wheel lean arm (14) and the axle pin joint. Install pin (10) in wheel lean arm (14) and the axle pin joint. Install two bolts
(4), two small washers and two large washers in the pin that holds wheel lean arm (14) to axle (13). Install pin lock (12)
in wheel lean arm (14). Install bolt and nut (11) that secure pin (10) to wheel lean arm (14) and axle (13). Bolt and nut
(11) must be tightened to a torque of 700 ± 27 N·m (520 ± 20 lb ft).
22. Use Tooling (B) in order to install bearing (19) in wheel lean bar (8). Install bearing (19) until it is 8.0 ± 0.5 mm (.32
± .02 in) from both faces of wheel lean bar (8). Use Tooling (E) in order to install two lip seals (20) in wheel lean bar (8)
until they seat against bearing (19). Install lip seals (20) with the sealing lip facing outward. Install bearing (19) in the
other end of wheel lean bar (8). Install lip seals (20) in the other end of wheel lean bar (8). Lubricate bearings (19) and
lip seals (20) with 5P-0960 Multi-purpose Grease.
23. Attach lifting slings and a hoist to wheel lean bar (8). Install wheel lean bar (8) on pin (9) and on pin (21). Make sure
that grease zerks (18) on wheel lean bar (8) face upward. Make sure that offset face (17) is positioned toward the front of
the machine.
24. Install bolt (1), its washer and the retainer in the pin that holds the wheel lean cylinder to wheel lean arm (14). Install
bolt (2), its washer and the retainer to the pin that holds wheel lean bar (8) to wheel lean arm (14). Install bolt (1), its
washer and the retainer to the pin that holds the other end of wheel lean bar (8) to left hand wheel lean arm (14).
End By:
a. install front wheel spindles


Wheel Lean Bar

Remove & Install Wheel Lean Bar 5225-010
1. Install a suitable size lock pin or bolt in the wheel lean bar and the front axle.
2. Lift the front of the machine enough to get the weight off the axle. Install Tooling (A) under the front axle, near each
wheel.
3. Fasten Tooling (B) to both wheel lean arms and the frame.
4. Attach lifting slings and a hoist to the wheel lean bar. Remove bolts (1), (2), the washers and the retainers that hold the
wheel lean bar to the upper pins of the wheel lean arms. Remove the lock pin or bolt from the wheel lean bar and the
front axle. Remove the wheel lean bar from the machine. The weight of the wheel lean bar is 44 Kg (97 lb).
5. Remove four lip seals (3) from the wheel lean bar. Use Tooling (D) in order to remove two bearings (4) from the
wheel lean bar.
NOTE: The following steps are for the installation of the wheel lean bar.
6. Make sure all components of the wheel lean bar and mating pins are clean prior to installation. During installation of
the wheel lean bar, check the condition of all lip-type seals used in the wheel lean bar. If any of the seals are worn or
7. Lower the temperature of two bearings (4). Using Tooling (D) install bearings (4) in the wheel lean bar. Install
bearings (4) until each one is 8.0 ± 0.5 mm (.32 ± .02 in) below face (5).
8. Use Tooling (C) in order to install four lip-type seals (3) in the wheel lean bar until they make contact with bearings
(4). The sealing lips of lip-type seals (3) must be facing out.
9. Attach lifting slings and a hoist to the wheel lean bar. Position the bar to its original location on the wheel lean arm
pins. Install bolts (1) and (2) and washers and retainers that hold the wheel lean bar to the upper pins of the wheel lean
arms. Shims must be used between the retainers and pins to maintain an 0.8 mm (.03 in) minimum gap between the
retainers and the wheel lean bar.
10. Remove Tooling (B) from both wheel lean arms and the frame.
11. Lift the front of the machine enough to get the weight off the axle. Remove Tooling (A) from under the front axle.
Lower the machine to the ground.


Wheel Lean Cylinder

Remove Wheel Lean Cylinder 5211-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
Wheel and Spindle Housing Removed For Better Photo Clarity
2. Disconnect hydraulic hoses assemblies (1) and (3) from wheel lean cylinder (2). Plug the ends of hydraulic hose
assemblies (1) and (3) and fittings on wheel lean cylinder (2) to prevent dirt and debris from entering the hydraulic
system.
3. Install the wheel lean pin in the front axle. Attach a lifting sling and a suitable lifting device to wheel lean cylinder (2).
Remove two bolts (7) and retention plate (6) from the mounting bracket. Remove pin (5) from the mounting bracket and
wheel lean cylinder (2). Use the hoist to raise the head end of wheel lean cylinder (2) clear of the mounting bracket.
4. Remove bolt (4) and washer and retainer (8) from the pin in the lean arm. Move wheel lean cylinder (2) forward so
that the rod end clears the pin. Hoist wheel lean cylinder (2) clear of the machine.
Install Wheel Lean Cylinder 5211-012
1. Be sure all the parts of wheel lean cylinder (2) are clean prior to assembly. During installation of wheel lean cylinder
(2), check the condition of the lip type seals used in wheel lean cylinder (2) and the O-ring seals used in the hose
assemblies that were disconnected. If the seals are worn or damaged, use new parts for replacement. Lubricate the pin
bearings in each end of the cylinder with 5P-0960 Multi-purpose Grease.
2. Attach lifting slings and a suitable lifting device to wheel lean cylinder (2). Position wheel lean cylinder (2) to the pin
in the lean arm. Install the rod end on the pin in the lean arm. Make sure that the grease zerk is facing upward. Install
retainer (8), bolt (4) and washer in the pin.
3. Lower the head end of wheel lean cylinder (2) in the mounting bracket. Be sure that the grease zerk is facing upward.
Align the pin bearings. Lubricate pin (5) with 5P-0960 Multi-purpose Grease. Install pin (5) in the mounting bracket
and wheel lean cylinder (2).
4. Install retention plate (6) and two bolts (7) in the mounting bracket. Grease the bearing joints with 5P-0960 Multi-
purpose Grease.
5. Connect hydraulic hoses assemblies (1) and (3) to wheel lean cylinder (2).
6. Check the hydraulic oil tank for correct level. Refer to the "Operation & Maintenance Manual" for the correct
procedure.
Disassemble Wheel Lean Cylinder 5211-015
Start By:
a. remove wheel lean cylinder
1. Remove two lip seals and bearing sleeve (6) from cylinder assembly (11). Remove two lip seals and bearing sleeve
(10) from rod assembly (9).
2. Install the wheel lean cylinder in Tooling (A). The weight of the wheel lean cylinder is 26 Kg (57 lb).
6. Remove bolt (12) and washer (13) that hold piston (14) to rod assembly (9). Remove piston (14) from rod assembly
(9).
7. Slide cylinder assembly (11) back on rod assembly (9) and head (17). Hand tighten head (17) in cylinder assembly
(11). Pull cylinder assembly (11) and head (17), as a unit, away from rod assembly (9). Remove head (17) from cylinder
assembly (11).
8. Remove lip seal (4), ring (5), U-cup seal (3), seal assembly (2) wear ring (1), back-up ring (16) and O-ring seal (15)
from head (17).
Assemble Wheel Lean Cylinder 5211-016
1. Make sure that all of the components of the wheel lean cylinder are clean prior to assembling the unit. Check the
condition of the seals, O-ring seals and back-up rings used in the wheel lean cylinder. If any of these components are
2. Install U-cup seal (3), seal assembly (2), wear ring (1), back-up ring (16) and O-ring seal (15) on head (17).
3. Use Tooling (B) in order to install lip seal (4) on head (17). Install the lip seal with the sealing lip facing toward the
outside of the head, and until it makes contact with the counterbore in the head.
4. Install ring (5) in head (17). Lubricate lip seal (4), ring (5), U-cup seal (3), seal assembly (2) wear ring (1), back-up
ring (16) and O-ring seal (15) with clean hydraulic oil.
5. Temporarily install head (17) in cylinder assembly (11). Tighten the head by hand. Carefully install rod assembly (9)
in the head and the cylinder assembly. Remove head (17) and rod assembly (9), as a unit, from cylinder assembly (11).
7. Install piston (14) on rod assembly (9). Install bolt (12) and washer (13) that hold piston (14) to rod assembly (9).
8. Use 1P-0808 general purpose lubricant in order to lubricate the threads of head (17). Lubricate seal assembly (7)
and wear ring (8) with clean hydraulic oil.
9. Carefully install rod assembly (9) in cylinder assembly (11). Install head (17) in cylinder (11). With rod assembly (9)
fully extended, tighten head (17) to a torque of 600 ± 130 N·m (441 ± 96 lb ft).
10. Lower the temperature of the bearings used in cylinder assembly (11) and rod end (9) of the cylinder. Use Tooling
(B) in order to install the bearings. Install the bearings until they are centered in the bores of cylinder assembly (11) and
rod assembly (9).
11. Use Tooling (B) in order to install the lip seals in cylinder assembly (11) and rod end (9) of the cylinder. Install the
lip seals until they are seated against the bearings and with the sealing lips facing outward.
End By:
a. install wheel lean cylinder


Front Axle Group

Remove & Install Front Axle 3013-010

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
2. Place Tooling (A) under the draw bar boss, in order to raise the wheels off of the floor. Refer to the instructions in
"Remove and Install Front Tires and Rims." Remove the front tires and rims. Attach lifting slings and a hoist to the front
axle.
3. Put identification marks on hose assemblies (1), (2), (3), (4), (5) and (6) for installation purposes. Disconnect hose
assemblies (1) and (2) from the wheel lean cylinder.
4. Disconnect hose assemblies (3), (4), (5) and (6) from the steering cylinders. Plug the fittings on the hose assemblies in
order to prevent the loss of oil, and to keep dirt out of the hydraulic system.
NOTE: Later machines will have an axle pin with a retention plate on the end of the pin. A bolt will hold this retention
plate to the frame.
5. Remove bolt (7), the nut and washer that hold pin (8) to the machine frame.
6. Remove pin (8) from the front axle and the machine frame.
7. Remove washers (11) from between the front of the axle and the machine frame. Remove the washer from between
the rear of the axle and the machine frame. Put identification marks on the washers for installation purposes. Carefully
lower the axle away from the machine. The weight of the axle is 976 Kg (2150 lb).
8. Remove lip seal (10) from the front of the axle. Use Tooling (B) in order to remove bearing (9) from the front of the
axle.
9. Remove lip seal (12) from the rear of the axle. Use Tooling (B) in order to remove bearing (13) from the rear of the
axle.
NOTE: The following steps are for the installation of the front axle group.
10. Make sure that all components of the front axle group and the matching components of the frame are clean prior to
installing the front axle group. During installation of the front axle group, check the condition of all O-ring seals used in
the ends of hose assemblies that were disconnected. If any of the seals are damaged, use new parts for replacement.
11. Lower the temperature of bearing (13). Use Tooling (C) in order to install bearing (13) in the rear of the axle. Install
bearing (13) until it is 7.2 ± 0.4 mm (.28 ± .02 in) below the face of the axle.
12. Use Tooling (C) in order to install lip seal (12). Install lip seal (12) with the sealing lip facing outward. Seat lip seal
(12) against bearing (13).
13. Lower the temperature of bearing (9). Use Tooling (C) in order to install bearing (9) in the front of the axle. Install
bearing (9) until it is 7.2 ± 0.4 mm (.28 ± .02 in) below the face of the axle.
14. Use Tooling (C) in order to install lip seal (10). Install lip seal (10) with the sealing lip facing outward. Seat lip seal
(10) against bearing (9). Put a thin coat of 5P-0960 Multi-purpose Grease on bearings (9) and lip seals (10) and (12).
15. Position the axle underneath the machine. Attach lifting slings and a hoist to the axle. Raise the axle slowly to its
original location in the machine frame. Align the pin retention holes with each other.
16. Install washer (11) between the rear of the axle and the machine frame. Install the thick washer between the front of
the axle and the machine frame.
17. Put a thin coat of 5P-0960 Multi-purpose Grease on pin (8). Install pin (8). Slide the axle as far backwards as
possible. Check the gap between the front of the axle and the frame. Use 2G-5673 Washers as required in order to
maintain a 1.5 mm (.06 in) maximum gap between the front of the axle and the machine frame.
NOTE: Later machines will have an axle pin with a retention plate on the end of the pin. A bolt will hold this retention
plate to the frame.
18. Align the holes for retention bolt (7), the nut and the washers that hold pin (8) to the machine frame. Install retention
bolt (7), the nut and the washer in order to secure pin (8) to the machine frame.
19. Connect hoses (1), (2), (3), (4), (5) and (6).
NOTE: Refer to the instructions in "Remove And Install Front Tires And rims."
20. Install the front tires and rims. Remove the lifting slings and the hoist from the front axle.
21. Use Tooling (A) in order to lower the wheels to the floor. Remove Tooling (A) from underneath the machine.
22. Start the machine and exercise the implements, the steering and the wheel lean in order to remove air from the
hydraulic system. Refer to the "Operation & Maintenance Manual" for the proper procedure to fill the hydraulic oil tank
to the proper level.


Blade Lift Accumulators

Remove Blade Lift Accumulators 5077-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
2. Disconnect two wire assemblies (3) and (5) from the blade lift accumulators.
3. Disconnect hose assemblies (4) and (6). Put plugs in the ends of the hose assemblies in order to prevent dirt and debris
from entering the hydraulic system.
4. Remove two bolts and washers (2) that hold the accumulator valves to the frame of the machine.
5. Remove two bolts (1), washers and clamps that hold the accumulators to the frame of the machine. Remove the two
blade lift accumulators.
Install Blade Lift Accumulators 5077-012
1. Position the two blade lift accumulators in position on the frame of the machine. Install two bolts (1), washers and
clamps that hold the blade lift accumulators.
2. Install two bolts (2) and washers that hold the accumulator valves to the frame of the machine.
3. Install two hose assemblies (4) and (6) to their original positions on the blade lift accumulators.
4. Connect two wiring assemblies (3) and (5) to their original locations.
If the accumulator needs to be charged, dry nitrogen is the only

gas approved for use in the accumulators. The charging of
oxygen gas in these components by accident will cause an
explosion. This danger can be avoided by the use of nitrogen
cylinders with standard CGA (Compressed Gas Association Inc.)
No. 580 connections. Do not go by color codes or other methods
of identification to tell the difference between nitrogen and
oxygen cylinders. In any application, never use an adaptor to
connect your nitrogen charging group to a valve outlet used on
both nitrogen, oxygen or other gas cylinders. Be sure you use dry
nitrogen.
5. Charge the accumulators if necessary using a 9U-6740 Accumulator Charging Group.


Blade Lift Cylinders

Remove Blade Lift Cylinders 5102-011
Start By:
a. remove ball & socket joint inserts

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
2. Attach lifting slings and a hoist to blade lift cylinder (1), as shown. Put identification marks on hoses (2) and (4) for
installation purposes. Disconnect the fittings on hoses (2) and (4) from blade lift cylinder (1). Plug the hoses in order to
prevent loss of oil, and to keep dirt out of the oil system.
3. Remove four bolts (3) and washers from caps (5). Remove caps (5) from the mounting bracket. Remove blade lift
cylinder (1) from the mounting bracket. The weight of blade lift cylinder (1) is 65 Kg (143 lb).
4. Repeat Steps 2 and 3 to remove the other blade lift cylinder.
Install Blade Lift Cylinders 5102-012
1. During installation of the blade lift cylinder, check the condition of all O-ring seals used in the ends of hose
assemblies that were disconnected. If any of the seals are damaged, use new parts for replacement.
2. Fasten lifting slings and a hoist to blade lift cylinder (1). Position blade lift cylinder (1) to the mounting bracket. Use a
soft faced hammer to seat caps (2) in their original positions on the mounting brackets.
3. Install bolts (3) and washers in the caps. Tighten bolts (3) to a torque of 130 ± 7 N·m (96 ± 5 lb ft).
4. Connect the fittings on hoses (2) and (4) to the blade lift cylinder (1). Position blade lift cylinder (1) rod to the ball
stud, and remove the hoist and lifting slings.
5. Repeat Steps 1 through 4 in order to install the other blade lift cylinder.
End By:
a. install ball & socket joint inserts
Disassemble Blade Lift Cylinders 5102-015
Start By:
a. remove blade lift cylinders
1. Install the blade lift cylinder in Tooling (A). The weight of the blade lift cylinder is 65 Kg (143 lb). Be careful not to
damage bearing surface (5) while disassembling the blade lift cylinders.
5. Remove bolt (1) and washer (2) that hold piston (3) to rod assembly (8). Remove the piston from the rod assembly.
Pull cylinder assembly (4) and head (16), as a unit, away from rod assembly (8). Remove head (16) from cylinder
assembly (4).
7. Remove ring (15), lip seal (14), U-cup seal (13), seal assembly (12) wear ring (11), back-up ring (7) and O-ring seal
(6) from head (16).
Assemble Blade Lift cylinders 5102-016
1. Make sure that all of the components of the blade lift cylinders are clean prior to assembling the units. Check the
condition of the seals, O-ring seals and back-up rings used in the blade lift cylinders. If any of these components are
damaged, use new parts for replacement. Be careful not to damage bearing surface (5) while assembling the blade lift
cylinder.
2. Install U-cup seal (13), seal assembly (12) wear ring (11), back-up ring (7) and O-ring seal (6) on head (16).
4. Install ring (15) in head (16). Lubricate lip seal (14), ring (15), U-cup seal (14), seal assembly (12) wear ring (11),
back-up ring (7) and O-ring seal (6) with clean hydraulic oil.
5. Temporarily install head (16) in cylinder assembly (4). Tighten the head by hand. Carefully install rod assembly (8) in
7. Install piston (3) on rod assembly (8).
8. Install bolt (1) and washer (2) that hold piston (3) to rod assembly (8). Tighten bolt (1) to a torque of 1800 ± 200 N·m
(1324 ± 147 lb ft).
and wear ring (10) with clean hydraulic oil.
10. Carefully install rod assembly (8) in cylinder assembly (4). Install head (16) in cylinder assembly (4). With rod
assembly (8) fully extended, tighten head (16) to a torque of 600 ± 130 N·m (441 ± 96 lb ft).
End By:
a. install blade lift cylinders


Ball & Socket Joint Inserts

Remove Ball & Socket Joint Inserts 5253-011
1. Lower the blade to the ground. Remove two bolts (1) and washers from cap (2). Remove cap (2), shims (3) and insert
(4) from the ball socket joint.
2. Start the engine. Move the cylinder rod free of the ball stud and insert. Remove insert (5) and shim (6) from the ball
stud.
3. Repeat Steps 1 and 2 for the ball and socket joint inserts on the right side of the machine.
Install Ball & Socket Joint Inserts 5253-012
1. Be sure that all parts of the ball socket joint are clean prior to installation of the ball and socket joint inserts.
2. Hand pack the ball stud and the ball socket caps with 5P-0960 Multi-purpose Grease.
3. Put insert (5) and shim (6) in position on the ball stud. Start the engine. Carefully move the cylinder rod ball socket in
position on the ball socket and insert (5).
4. Position insert (4), shim (3) and cap (2) to the ball stud. Install bolts (1) and washers in the cap.
5. Repeat Steps 1 through 4 for the ball and socket joint inserts on the right side of the machine.


Blade Lift Arms

Remove & Install Blade Lift Arms 5219-010
Start By:
a. remove blade lift cylinders
1. Attach lifting slings and a hoist to the blade lift arm. Remove bolt (1) from plate (2). Remove plate (2) from the frame
and the pin.
2. Remove three bolts (3), the washers and the nuts from the arm assembly. Remove lock (4) from the frame and the pin.
3. Remove pin (5) that holds the top of the lift arm to machine frame (6).
4. Loosen bolt (7) and remove lock (8) from the blade lift arm. Remove pin (9) from the blade lift arm and center shift
lock plate. Remove the blade lift arm from the machine. The weight of the blade lift arm is 97 Kg (214 lb).
5. Remove two bolts (10), the washers, retainer (11) and shims (13) from yoke assembly (12). Remove seal (14) from
retainer (11).
6. Move yoke assembly (12) partially out of the arm. Remove three washers (15) from the arm. Put identification marks
on washers (15) for installation purposes.
7. Using a lifting sling and a hoist, remove yoke assembly (12) from the blade lift arm. The weight of yoke assembly
(12) is 20 Kg (44 lb).
8. Remove three washers (16) and two seals (17) from yoke assembly (12). Put identification marks on washers (16) for
installation purposes.
9. Remove bearing sleeves (18) and (19) from the blade lift arm by putting a saw cut down the length of each bearing.
Be careful not to cause damage to the inside surface of the lift arm.
10. Remove four lip seals (20).
11. Support Tooling (B) with a lifting sling and a hoist. Use Tooling (B) in order to remove two bearing sleeves (21)
from the frame.
12. Remove two lip seals (22) from bar assembly (25).
13. Support Tooling (C) with a lifting sling and a hoist. Use Tooling (C) in order to remove bearing sleeve (23) from bar
assembly (25). Note that the tooling is on face (24) for installation purposes.
14. Repeat Steps 1 through 13 in order to remove the other blade lift arm.
NOTE: The following steps are for the installation of the blade lift arms.
15. Be sure that all of the components of the blade lift arms and mating frames and bars are clean prior to installation.
During installation of the blade lift arms, check the condition of all seals and lip seals used in the assemblies. If any of
the seals are worn or damaged, use new parts for replacement.
16. Use Tooling (B) in order to install bearing sleeves (21) in the frame. Install bearings sleeves (21) until they are even
with the lip seal counterbore faces.
17. Use Tooling (D) in order to install four lip seals (20) in the frame until they contact the counterbore face. Install lip
seals (20) with the sealing lips facing out.
18. Use Tooling (C) in order to install bearing sleeve (23) in bar (25). Install bearing sleeve (23) until it is 10 ± 1 mm (.4
± .04 in) below face (24).
19. Use Tooling (D) in order to install two lip seals (22) until they contact bearing sleeve (23). Install lip seals (22) with
the sealing lips facing out.
20. Attach lifting slings and a hoist to the blade lift arm. Position the blade lift arm to machine frame (6) and bar
assembly (25).
21. Install pin (9), bolt (7), the washer and lock (8) to the blade lift arm and bar assembly (25).
22. Install pin (5) in frame (6) and top end of the blade lift assembly. Make sure that the slot retention slot in pin (5) is
aligned to accept lock (4).
23. Install lock (4) and three bolts (3) in the blade lift arm.
24. Position plate (2) to frame (6) and pin (5). Install bolt (1) and washer in plate (2). Tighten bolt (1) to a torque of 129
± 7 N·m (95 ± 5 lb ft).
25. Use Tooling (A) in order to install bearing sleeve (18) in the blade lift arm. Install bearing sleeve (18) until it is even
with the counter bore face of the shim bore.
26. Use Tooling (A) in order to install bearing sleeve (19) in the blade lift arm. Install bearing sleeve (19) until it is even
with the counter bore face of the shim bore.
27. Install two seals (17) and three washers (16) in their original position on yoke assembly (12).
28. Use a lifting sling and a hoist in order to install yoke assembly (12) in the blade lift arm.
29. Install three washers (15), to their original positions, in the blade lift arm.
30. Install seal (14) to retainer (11).
31. Install two bolts (10), the washers, retainer (11) and shims (13) to yoke assembly (12). Shims (11) should be added
or removed in order to obtain .25 mm (.010 in) maximum end play. Yoke assembly (12) must rotate without binding.
32. Use 123-8187 and 8D4336 Washers at joint (26) in order to obtain a minimum gap of 1 mm (.04 in).
33. Repeat Steps 15 through 32 in order to install the other blade lift arm.
End By:
a. install blade lift cylinders


Centershift Lock
Remove Centershift Lock 5221-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
2. Put identification marks on hose assemblies (1) and (2) for installation purposes. Disconnect hoses (1) and (2) from
the Centershift lock. Plug the fittings on the hoses in order to prevent the loss of oil, and to keep dirt out of the hydraulic
system.
3. Disconnect quick wire connecter (3). Remove bolt (4) and the clip that holds the wire assembly to the frame of the
machine.
4. Remove two bolts (5) and washers that hold the Centershift lock to the frame of the machine. Remove the Centershift
lock from the machine frame.
Install Centershift Lock 5221-012
1. During installation of the Centershift lock, check the condition of all O-ring seals used in the ends of hose assemblies
that were disconnected. If any of the seals are damaged, use new parts for replacement.
2. Position the Centershift lock to the machine frame. Install two bolts (5) and washers that hold the Centershift lock to
the machine frame.
3. Install bolt (4) and the clip that holds the wire assembly to the machine frame. Reconnect quick wire connector (3).
4. Connect hoses (1) and (2) to the Centershift lock.
Disassemble Centershift Lock 5221-015
Start By:
a. remove centershift lock
1. Remove wire assembly (1) from the valve body.
2. Remove two bolts (2) and washers that hold cap (3) to the valve body.
3. Remove cap (3) from the valve body. Note the location of the hydraulic connector for assembly purposes.
4. Remove O-ring (4) from cap (3).
5. Remove shaft (5) from the valve body by striking it with a soft face hammer at point (A).
6. Remove bolt (6) and the washer from plate (7). Remove plate (7) from shaft (5). Remove O-ring seal (8) from plate
(7).
7. Remove seals (9) and (10) from the valve body.
Assemble Centershift Lock 5221-016
1. Thoroughly clean all components of the Centershift lock before assembly. During assembly of the Centershift lock,
check the condition of all seals and O-ring seals used in the components of the valve. If any of the seals are worn or
2. Use 1P-0510 and 1P-0520 Driver Groups in order to install seals (9) and (10) in the valve body.
3. Position plate (7) to shaft (5). Install bolt (6) and the washer in order to secure plate (7) to the shaft. Install O-ring seal
(8) on plate (7). Lubricate seals (8), (9) and (10) with hydraulic oil.
4. Use a soft face hammer in order to install shaft (5) in the valve body. Do not damage shaft (5) at point (A).
5. Install O-ring seal (4) on cap (3).
6. Position cap (3) to its original location on the valve body. Install two bolts (1) and washers in order to secure cap (3)
to the valve body.
End By:
a. install centershift lock


Blade Lift Bar/Centershift Lock Bar

Remove Blade Lift Bar/Centershift Lock Bar 5222-011
1. Lower the blade to the ground in order to prevent unexpected movements of the machine during removal of the
Centershift lock bar. Attach lifting slings and a hoist to the two outside locating holes in the Centershift lock bar.
2. Release the pin of Centershift lock (1). Remove the Blade Centershift Cylinder. Refer to the topic, "Remove Blade
Centershift Cylinder," in this module.
3. Remove bolts (2) and washers from the right side of the blade lift arm.
4. Remove lock (3) and pin (4) that hold the right side blade lift arm to the Centershift lock bar.
5. Remove bolts (5) and washers from the left side blade lift arm.
6. Remove pin (6) and lock (7) that hold the left side blade lift arm to the Centershift lock bar. Remove the Centershift
lock bar.
Install Blade Lift Bar/Centershift Lock Bar 5222-012
1. Attach lifting slings and a hoist to the Centershift lock bar. Position the Centershift lock bar in the left side blade lift
arm. Align the pin holes of the blade lift arm with the pin holes of the Centershift lock bar.
2. Install pin (6), lock (7), bolts (5) and washers that hold the blade lift arm to the Centershift lock bar.
3. Position the Centershift lock bar in the right side blade lift arm. Align the pin holes of the blade lift arm with the pin
holes of the Centershift lock bar. Install pin (4), lock (3), bolts (2) and washers that hold the blade lift arm to the
Centershift lock bar.
4. Move the blade lift arms enough in order to adjust the position of the Centershift lock bar with the Centershift lock
(1). Install the Blade Centershift Cylinder. Refer to the topic, "Install Blade Centershift Cylinder," in this module.
Activate the pin of Centershift lock (1).


Centershift Lock Control Valve

Remove Centershift Lock Control Valve 5220-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
2. Disconnect solenoid wiring harness (6).
3. Put identification marks on hoses (1) for assembly purposes. Disconnect hoses (1) from manifold (2). Plug the fittings
of the hoses in order to prevent the loss of hydraulic oil, and in order to keep dirt out of the hydraulic system.
4. Remove hoses (7) from manifold (2). Plug the fittings of the hoses in order to prevent the loss of hydraulic oil, and in
5. Remove bolt (4) and washer from manifold (2). Air valve (5) will come free.
6. Remove bolt (3) and the washer from manifold (2). The wiring harness clip will come free. Remove manifold (2) from
the machine.
7. Remove nut (10) and hard washer (9) that hold solenoid (8) to manifold (2).
8. Remove solenoid (8) from manifold (2).
9. Remove carriage assembly (11) from manifold (2).
10. Remove back-up ring (18) and O-ring seal (15) from carriage assembly (11).
11. Remove back-up ring (17) and O-ring seal (14) from carriage assembly (11).
12. Remove O-ring seal (16) and back-up ring (13) from carriage assembly (11).
13. Remove O-ring seal (12) from carriage assembly (11).
Install Centershift Lock Control Valve 5220-012
1. During the installation of the Centershift lock control valve, check the condition of all the O-ring seals and back-up
rings that are used in the assembly. If any of these components are damaged, use new parts for replacement.
2. Install O-ring seal (12) to carriage assembly (11).
3. Install back-up ring (13) and O-ring seal (16) to carriage assembly (11).
4. Install O-ring seal (14) and back-up ring (17) to carriage assembly (11).
5. Install O-ring seal (15) and back-up ring (18) to carriage assembly (11).
6. Install carriage assembly (11) to manifold (2).
7. Install solenoid (8) to manifold (2).
8. Install hard washer (9) and nut (10) in order to hold solenoid (8) to manifold (2).
9. Position manifold (2) to the machine. Install bolt (3) and the washer, along with the wiring harness clip.
10. Install hoses (1) to manifold (2).
11. Install hoses (7) to manifold (2).
12. Position air valve (5) to manifold (2). Install bolt (4) and washer in order to hold air valve (5) on manifold (2).
13. Connect solenoid wiring harness (6).


Centershift Lock Bar Bushings

Remove & Install Centershift Lock Bar Bushings 5222-010
Start By:
a. remove centershift lock
1. Attach a lifting sling and a hoist to the farthest opening on the right side of Centershift lock bar (5).
2. Remove two bolts (1) and washers from blade lift arm (4). Remove locking bar (2) from blade lift arm (4).
3. Remove pin (3) that holds Centershift lock bar (5) to blade lift arm (4). Lower Centershift lock bar (5) free of blade
lift arm (4) and out of the way of Centershift bushing (6).
4. Attach Tooling (A) to Centershift bushing (6). Support Tooling (A) with lifting slings and a hoist. Use Tooling (A) to
remove Centershift bushing (6).
NOTE: The following steps are for the installation of the centershift lock bar bushings.
5. Make sure that all components of the Centershift lock bar, the bushing and the blade lift arm are clean prior to
installation of the Centershift lock bar bushings.
6. Use Tooling (B) to install Centershift bushing (6). Install Centershift bushing (6) until it is flush with face (X).
7. Attach a lifting sling and a hoist to the farthest opening on the right side of Centershift lock bar (5). Position
Centershift lock bar (5) to blade lift arm (4). Make sure the pin bushings are lined up. Install pin (3) that holds
Centershift lock bar (5) to blade lift arm (4).
8. Install locking bar (2) to blade lift arm (4). Install two bolts (1) and washers to blade lift arm (4). Remove the lifting
sling.
End By:
a. install centershift lock


Blade Side Shift Cylinder

Remove Blade Side Shift cylinder 5229-011
1. Extend the blade to the right. Remove cotter pin (1). Remove pin (2) that holds the blade side shift cylinder to the
bracket on the right hand side of the blade.
2. Attach Tooling (B), a lifting sling and a hoist to the blade assembly for support while moving the blade. Retract the
blade side shift cylinder rod. Place wooden blocks between the cylinder rod and the cylinder bracket. Extend the blade
side shift cylinder on the wooden blocks and push the blade free of the left side blade bracket. The hoist can be removed
from the blade at this time.
3. Remove bolts (3) and washers, the spacers and mounting brackets (4) from the right side blade guard (5).
4. Remove right side blade guard (5) from the blade assembly.
5. Release pressure in the hydraulic system as follows:

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
6. Remove hose assembly (6) from the blade side shift cylinder. Put a plug in the end of the hose assembly in order to
prevent the loss of oil, and in order to keep dirt out of the hydraulic system.
7. Place Tool (A) under the blade side shift cylinder as shown. Disconnect hose assembly (7) from the blade side shift
cylinder. Put a plug in the end of the hose assembly in order to prevent loss of oil, and in order to keep dirt out of the
hydraulic system.
8. Remove bolt (8), the nut and the washer from pin (9). Remove pin (9) that holds the blade side shift cylinder to left
side bracket (10) of the blade assembly.
9. Attach a lifting sling and a hoist to bracket (10).
10. Remove nut (12), nut (13) and the washer from the blade assembly. Remove bracket (10) from the blade assembly.
The weight of bracket (10) is 30 Kg (66 lb).
11. Remove washers (14) from the blade assembly. Do not remove nut (11) at this time.
12. Use Tool (A) in order to remove the blade side shift cylinder from the blade assembly. The weight of the blade side
shift cylinder is 59 Kg (130 lb).
Install Blade Side Shift Cylinder 5229-012
1. During the installation of the blade side shift cylinder, check the condition of all O-ring seals used in the hydraulic
lines that were disconnected. If any of these seals are damaged, use new parts for replacement.
2. Use Tool (A) to position the blade side shift cylinder to the blade assembly.
3. Attach a lifting sling and a hoist to bracket (10). Install washers (14) to the blade assembly.
4. Install left side bracket (10) to the blade assembly. Check the clearance between left side bracket (10) and the blade
assembly. Use the amount of 2K-0419 Washers (14) that are needed to provide a maximum clearance of 1.8 mm (.07
in) between bracket (10) and the blade assembly.
5. Install nut (13) and washer to the blade assembly. Tighten nut (13) to 0.0 mm (.00 in) clearance. Back nut (13) off one
slot and install the cotter pin.
6. Adjust nut (11) in order to maintain a uniform clearance between bracket (10) and the blade assembly. Install nut (12)
to the blade assembly. Tighten nut (12) to a torque of 1630 ± 60 N·m (1200 ± 44 lb ft).
7. Install pin (9), bolt (8), the nut and the washer that hold the pin to the blade assembly.
8. Install hose assembly (7) to the blade side shift cylinder.
9. Install hose assembly (6) to the blade side shift cylinder.
10. Install right side guard (5), brackets (4), bolts (3) and washers, and the spacers that hold guard (5) to the blade
assembly.
11. Fasten Tool (B) and a hoist to the blade for support while positioning the blade in the blade assembly. Fasten a chain
to the blade side shift cylinder and the bracket on the right side of the blade. Use the blade side shift cylinder and the
chain to pull the blade in position in the left hand brackets of the blade assembly.
12. Move the rod end of the blade side shift cylinder in position in the bracket and install pin (2) and cotter pin (1) that
hold the blade side shift cylinder in position.
13. In order to install and adjust the shims in the blade mounting brackets, refer to the "Remove and Install Blade." Fill
the hydraulic tank to the correct level, refer to the "Operation & Maintenance Manual" for the proper procedure.
Disassemble Blade Side Shift Cylinder 5229-015
a. remove blade side shift cylinder
1. Install the blade side shift cylinder in Tooling (A). The weight of the blade side shift cylinder is 44 Kg (97 lb).
5. Remove bolt (2), washer (3) and washer (4) that hold piston (7) to rod assembly (10). Remove piston (7) from rod
assembly (10).
assembly (1).
(8) from head (16).
Assemble Blade Side Shift Cylinder 5229-016
1. Make sure that all of the components of the blade side shift cylinder are clean prior to assembling the unit. Check the
condition of the seals, O-ring seals and back-up rings used in the blade side shift cylinders. If any of these components
are damaged, use new parts for replacement.
2. Install U-cup seal (13), seal assembly (12) wear ring (11), back-up ring (9) and O-ring seal (8) on head (16). Use
Tooling (B) in order to install lip seal (14) on head (16). Install the lip seal with the sealing lip facing toward the outside
of the head, and until it makes contact with the counterbore in the head. Install ring (15) in head (16). Lubricate lip seal
(14), ring (15), U-cup seal (13), seal assembly (12) wear ring (11), back-up ring (9) and O-ring seal (8) with clean
hydraulic oil.
3. Temporarily install head (16) in cylinder assembly (1). Tighten head (16) by hand. Carefully install rod assembly (10)
in head (16) and cylinder assembly (1). Remove head (16) and rod assembly (10), as a unit, from cylinder assembly (1).
5. Install piston (7) on rod assembly (10). Install bolt (2), washer (3) and washer (4) that hold piston (7) to rod assembly
(10). Tighten bolt (2) to a torque of 900 ± 100 N·m (662 ± 74 lb ft).
6. Use 1P-0808 General Purpose Lubricant in order to lubricate the threads of head (16). Lubricate seal assembly (5)
and wear ring (6) with clean hydraulic oil. Carefully install rod assembly (10) in cylinder assembly (1). Install head (16)
in cylinder assembly (1). With rod assembly (10) fully extended, tighten head (16) to a torque of 600 ± 130 N·m (441 ±
96 lb ft).
End By:
a. install blade side shift cylinders


Blade Centershift Cylinder

Remove Blade Centershift Cylinder 5223-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
2. Attach lifting slings and a hoist to the blade Centershift cylinder.
3. Remove two bolts (1) and washers from cap (2). Remove cap (2) and its shims from the blade Centershift cylinder rod
end and the upper ball stud.
4. Start the engine and retract the blade Centershift cylinder rod from the ball stud. Stop the engine and release the
pressure in the hydraulic system.

circuit.
5. Disconnect the fittings on hose assemblies (3) and (4) from the blade centershift cylinder. Plug the fittings in order to
prevent loss of oil, and in order to keep dirt out of the hydraulic system.
6. Remove two bolts (6) and washers from cap (5). Remove cap (5) and its shims from the blade Centershift cylinder and
the lower ball stud.
7. Remove the blade Centershift cylinder from the lower ball stud. The weight of the blade Centershift cylinder is 34 Kg
(75 lb).
Install Blade Centershift Cylinder 5223-012
1. Make sure that all components of the blade Centershift cylinder and mating components are clean prior to installation.
During installation of the blade Centershift cylinder, check the condition of all O-ring seals used in the hoses that were
disconnected. If any of the seals are damaged, use new parts for replacement.
2. Attach lifting slings and a hoist to the blade Centershift cylinder. Position the blade Centershift cylinder to its original
location on the machine and the lower ball stud.
3. Hand pack between the inserts and ball stud with 5P-0960 Multi purpose Grease. Position cap (5) and its shims to
the blade Centershift cylinder and on the lower ball stud. Install two bolts (6) and washers in cap (5).
4. Connect the fittings on hose assemblies (3) and (4) to the blade Centershift cylinder.
5. Hand pack between the inserts and ball stud with 5P-0960 Multi-purpose Grease. Install one of the ball stud shims in
the cylinder rod end.
6. Start the engine and extend the blade Centershift cylinder rod to the upper ball stud. Stop the engine. Position cap (2)
and the remaining shim to the blade Centershift cylinder rod end and the upper ball stud. Install two bolts (1) and
washers to cap (2).
7. Start the engine. Extend and retract the blade Centershift cylinder several times in order to remove air from the
hydraulic system. Check the hydraulic tank for the proper level of oil. Refer to the "Operation & Maintenance Manual"
for the proper method of filling the hydraulic tank.
Disassemble Blade Centershift Cylinder 5223-015
Start By:
a. remove blade centershift cylinder
1. Install the blade centershift cylinder in Tooling (A). The weight of the blade centershift cylinder is 34 Kg (75 lb).
5. Remove bolt (2) and washer (3) that hold piston (4) to rod assembly (5). Remove piston (4) from rod assembly (5).
Pull cylinder assembly (1) and head (8), as a unit, away from rod assembly (5). Remove head (8) from cylinder assembly
(1).
(6) from head (8).
Assemble Blade Centershift Cylinder 5223-016
1. Make sure that all of the components of the blade centershift cylinder is clean prior to assembling the unit. Check the
condition of the seals, O-ring seals and back-up rings used in the blade Centershift cylinder. If any of these components
are damaged, use new parts for replacement.
2. Install U-cup seal (12), seal assembly (13) wear ring (14), back-up ring (7) and O-ring seal (6) to head (8).
4. Install ring (15) in head (8). Lubricate lip seal (11), ring (15), U-cup seal (12), seal assembly (13) wear ring (14),
back-up ring (7) and O-ring seal (6) with clean hydraulic oil.
5. Temporarily install head (8) in cylinder assembly (1). Tighten head (8) by hand. Carefully install rod assembly (5) in
7. Install piston (4) on rod assembly (5). Install bolt (2) and washer (3) that hold piston (4) to rod assembly (5). Tighten
bolt (2) to a torque of 1800 ± 200 N·m (1324 ± 147 lb ft).
and wear ring (9) with clean hydraulic oil. Carefully install rod assembly (5) in cylinder assembly (1). Install head (8) in
cylinder assembly (1). With rod assembly (5) fully extended, tighten head (8) to a torque of 600 ± 130 N·m (441 ± 96 lb
ft).
End By:
a. install blade centershift cylinder


Blade Tip Cylinder

Remove Blade Tip Cylinder 5106-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
2. Disconnect the fitting on hose assembly (1). Plug the fittings in order to prevent the loss of oil, and in order to keep
dirt out of the hydraulic oil system.
3. Install an appropriate floor jack under the blade tip cylinder (5) in order to prevent it from falling during removal.
Remove cotter pin (3) from pin (2). Remove pin (2) from blade tip cylinder (5) and the mounting bracket. Remove one
spacer and one plate (4) from each side of the pin joint. Note the positions of the spacers and plates for installation
purposes
4. Disconnect the fitting on hose assembly (6). Plug the fittings in order to prevent the loss of oil, and in order to keep
5. Remove bolt (7) from the blade assembly. Remove pin (8) from blade tip cylinder (5) and the mounting bracket.
6. Remove blade tip cylinder (5) from the machine. The weight of blade tip cylinder (5) is 33.8 Kg (75 lb).
Install Blade Tip Cylinder 5106-012
1. Make sure that all components of blade tip cylinder (5) are clean prior to installation to the machine. During the
installation of blade tip cylinder (5), check the condition of all the O-ring seals used in the hose assemblies that were
disconnected. If any of these seals are damaged, use new parts for replacement.
2. Use an appropriate floor jack in order to position blade tip cylinder (5) to the machine. Position the rod end of blade
tip cylinder (5) in the mounting bracket on the blade.
3. Install pin (8) in blade tip cylinder (5) and the mounting bracket.
4. Install bolt (7) in order to secure the pin in the rod end of blade tip cylinder (5) in the mounting bracket on the blade.
Connect the fittings of hose assembly (6).
5. Position blade tip cylinder (5) in the mounting bracket. As you are installing pin (2), install one spacer and one plate
(4) to each side of the pin joint. Install cotter pin (3) in order to secure pin (2) in position.
6. Connect the fittings of hose assembly (1).
Disassemble Blade Tip Cylinder 5106-015
Start By:
a. remove blade tip cylinder
1. Remove two lip seals and bearing sleeve (1) from cylinder assembly (4). Remove two lip seals and bearing sleeve (15)
from rod end (11) of the cylinder.
2. Install the blade tip cylinder in Tooling (A). The weight of the blade tip cylinder is 69 Kg (152 lb).
(11).
assembly (4).
8. Remove ring (9), lip seal (8), U-cup seal (7), seal assembly (6) wear ring (5), back-up ring (17) and O-ring seal (16)
from head (10).
Assemble Blade Tip Cylinder 5106-016
1. Make sure that all of the components of the blade tip cylinder are clean prior to assembling the unit. Check the
condition of the seals, O-ring seals and back-up rings used in the blade tip cylinder. If any of these components are
2. Install U-cup seal (7), seal assembly (6) wear ring (5), back-up ring (17) and O-ring seal (16) on head (10).
4. Install ring (9) in head (10). Lubricate lip seal (8), ring (9), U-cup seal (7), seal assembly (6) wear ring (5), back-up
ring (17) and O-ring seal (16) with clean hydraulic oil.
and wear ring (14) with clean hydraulic oil. Carefully install rod assembly (11) in cylinder assembly (4). Install head
(10) in cylinder assembly (4). With rod assembly (11) fully extended, tighten head (10) to a torque of 600 ± 130 N·m
(441 ± 96 lb ft).
9. Install two lip seals and bearing sleeve (1) in cylinder assembly (4). Install two lip seals and bearing sleeve (15) in rod
end (11) of the cylinder.
End By:
a. install blade tip cylinder


Swivel Group
Remove Swivel Group 5060-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
NOTE: When removing the hoses, be aware of the excessive oil that will drain. Either drain the tank or be ready to plug
the hoses upon removal.
2. Put identification marks on four hose assemblies (1) for installation purposes. Remove hose assemblies (1) from the
swivel group. Plug the ends of the hose assemblies in order to prevent the loss of oil, and in order to keep dirt out of the
hydraulic system.
3. Remove cotter pin (2) and the washer from pin (3). Remove pin (3) from the mounting bracket.
4. Remove hose assemblies (4) from the bottom of the swivel group. Plug the ends of hose assemblies (4) in order to
prevent the loss of oil, and in order to keep dirt out of the hydraulic system.
5. Remove bolts (5) and the washers that hold the swivel group to the circle draw bar. Remove the swivel group from the
circle draw bar.
Install Swivel Group 5060-012
1. During the installation of the swivel group, check the condition of all the O-ring seals used in the hydraulic lines that
were disconnected. If any of these seals are damaged, use new parts for replacement.
2. Position the swivel group to the circle draw bar. Install bolts (5) and washers that hold the swivel group to the circle
draw bar.
3. Install four hose assemblies (4) to their original locations on the swivel group.
4. Install pin (3), cotter pin (2) and the washer that hold the swivel group to the plate assembly.
5. Install hose assemblies (1) to their original locations on the swivel group.
6. Check the level of hydraulic oil in the hydraulic tank. Fill the tank, if needed. Refer to the "Operation & Maintenance
Manual" for the proper procedure of filling the hydraulic oil tank.
Disassemble Swivel Group 5060-015
Start By:
a. remove swivel group
1. Remove bolts (1) and cover (2) from swivel group housing (3).
2. Remove shims (4), seal (5) and seal (6) from cover (2).
3. Remove bolts (7) and the washers from cover (8). Remove cover (8) from rotor (9).
4. Remove four O-ring seals (10) from cover (8).
5. Use Tool (A) and a shop press in order to remove rotor (9) from swivel group housing (3).
6. Remove seal (11) and seal (12) from rotor (9).
7. Remove seven seals (13) from swivel group housing (3).
Assemble Swivel Group 5060-016
1. Make sure that all of the components of the swivel group are clean prior to assembly. During the assembly, check
condition of all the seals and the O-ring seals used in the swivel group. If any of these seals are damaged, use new parts
for replacement.
2. Install seven seals (13) in swivel group housing (3).
3. Install new seals (11) and (12) on rotor (9) using a light coat of grease to keep the seals in place.
4. Use a shop press in order to install rotor (9) in swivel group housing (3).
5. Install new O-ring seals (10) in cover (8).
6. Install cover (8), bolts (7) and the washers to rotor (9).
7. Install new seals (5) and (6), bolts (1), and shims (4) to cover (2). Use the amount of shims required in order to
maintain a 0.13 to 0.50 mm (.005 to .020 in) gap between swivel group housing (3) and rotor (9).
8. Install cover (2) and bolts (1) to swivel group housing (3).
End By:
a. install swivel group


Blade
Remove Blade 6151-011
1. Remove cotter pin (1) and pin (2) from bracket (3).
2. Remove six cover plates (4), bolts (5) and washers from three mounting brackets (6).
3. Put identification marks on wear plates (7) and shims (8) for installation purposes. Remove wear plates (7) and shims
(8) from between brackets (6) and blade rail (9).
4. Attach Tooling (A), a lifting sling and a hoist to the right end of blade (11). Use hydraulic cylinder (10) and wood
blocks in order to push blade (11) to the right. Push the blade until it is free of center mounting bracket (6).
5. Attach Tooling (A) lifting, slings and a hoist to both ends of blade (11). Remove blade (11) from the blade assembly.
The weight of blade (11) is 641.3 Kg (1420 lb).
Install Blade 6151-012
1. Make sure that all components of the blade are clean prior to installation of the blade.
2. Attach Tooling (A), lifting slings and a hoist to both ends of blade (11). The weight of blade (11) is 641.3 Kg (1420
lb).
3. Position blade (11) as far in right side bracket (6) of the blade assembly as possible.
4. Remove Tooling (A) from the left side of blade (11). Install an appropriate chain to cylinder (10) and bracket (3). Use
cylinder (10) in order to pull blade (11) in middle bracket (6).
5. Install the rod end of cylinder (10) in bracket (3). Install pin (2) and cotter pin (1) in order to secure the rod end of
cylinder (10) to bracket (3). Use cylinder (10) in order to pull blade (11) in left bracket (6).
6. Install shims (8) and wear plates (7) to their original locations between brackets (6) and blade rail (9).
7. Add or remove shims (8) in order to obtain a gap of 0.13 to 0.89 mm (.005 to .035 in) between blade rail (9) and wear
plate (7). The minimum clearance position is found by side shifting the moldboard through its full range of travel, and
with the shims (8) divided as equally as possible between the top and the bottom wear strips.
8. Install six cover plates (4), bolts (5) on three mounting brackets (6).
9. Install pin (2) and cotter pin (1) to bracket (3).


Blade Assembly
Remove Blade Assembly 6151-011
1. Lower the blade to the ground and tilt it forward. Attach Tooling (A), lifting slings and a hoist to the blade. Put a
slight lifting tension on the slings.

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
3. Remove bolt (2), the washer, the nut and the clip that holds hose assembly (1) to guard assembly (3).
4. Remove four bolts (5), the washers, the spacers, the nuts and two brackets (4) that hold right side guard assembly (3)
to the circle assembly.
5. Disconnect the fittings of hose assembly (1) from the blade side shift cylinder that is under guard assembly (3). Plug
the fittings in order to prevent the loss of hydraulic oil, and in order to keep dirt out of the hydraulic system.
6. Repeat Steps 3 and 4 to remove the left guard assembly from circle assembly (25). Disconnect the fittings of the hose
assembly from the blade sideshift cylinder that is under the left side guard assembly. Plug the fittings in order to prevent
the loss of hydraulic oil, and in order to keep dirt out of the hydraulic system.
7. Remove four bolts (6), and the washers from plate (7). Remove plate (7) and shims (8) from middle blade mounting
bracket (9).
8. Remove nut (10) from rod (11).
9. Remove cotter pin (13) from nut (14). Remove nut (14) and the washer from rod (15).
10. Move mounting bracket (12) off of rods (11) and (15). Do not remove the two shims that are located under bracket
(12) and on rod (15).
11. Remove nut (16) from rod (11).
12. Remove bolt (18), the washer and the nut that hold pin (19) to the mounting bracket and the blade side shift cylinder
end. Remove pin (19) that holds the blade side shift cylinder end to the mounting bracket.
13. Remove cotter pin (20) from nut (21). Remove nut (21) and the washer from rod (15).
14. Move mounting bracket (17) off of rods (11) and (15). Do not remove the two washers that are located under bracket
(17) and on rod (15).
15. Remove three bolts (22), the washers and plate (23) from mounting bracket (9). Remove the wear plate and the shims
from the bracket. Carefully remove the blade from the mounting bracket and the circle draw bar. The weight of the blade
assembly is 749 Kg (1650 lb).
Install Blade Assembly 6151-012
1. Make sure that all of the components of the blade, circle draw bar and all mounting brackets are clean prior to
installing the blade. During assembly of the blade, check the condition of the O-ring seals used in the hose assemblies
2. Attach Tooling (A), lifting slings and a hoist to the blade assembly. Position the blade to the mounting bracket and the
circle draw bar. The weight of the blade is 749 Kg (1650 lb). Install the wear plate and the shims that were under plate
(23) to their original locations.
3. Install three bolts (22), the washers and plate (23) to mounting bracket (9). Check the clearance between the wear
plate and the blade rail. The clearance must be between 0.13 to 0.89 mm (.005 to .035 in). If needed, use 2G-3221
Shims and 2G-3219 Shims in order to obtain the required clearance.
4. Position plate (7) to bracket (9). Install shims (8), four bolts (6) and washers that hold plate (7) to bracket (9).
5. Put bracket (17) to rods (11) and (15) on the blade side shift cylinder rod. Check the clearance between bracket (17)
and circle assembly (25). Use the amount of 2K-0419 Washers (26) that are needed to provide a maximum clearance of
1.8 mm (.07 in) between bracket (17) and circle assembly (25).
6. Install nut (20) and washer to rod (15). Tighten nut (20) to a clearance of 0.0 mm (.00 in). Back nut (20) off one slot
and install cotter pin (21). Adjust nut (24) in order to maintain a uniform clearance between bracket (17) and circle
assembly (25).
7. Install nut (16) to rod (11). Tighten nut (16) to a torque of 1630 ± 60 N·m (1200 ± 44 lb ft).
8. Install pin (19) that holds the blade side shift cylinder end to the mounting bracket. Install bolt (18) and washer and the
nut that hold pin (19) to the mounting bracket and the blade side shift cylinder end.
9. Put bracket (12) on rods (11) and (15). Check the clearance between bracket (12) and circle assembly (25). Use the
amount of 2K-0419 Washers (26) that are needed to provide a maximum clearance of 1.8 mm (.07 in) between bracket
(12) and circle assembly (25).
10. Install nut (14) and washer to rod (15). Tighten nut (14) to a clearance of 0.0 mm (.00 in). Back nut (14) off one slot
and install cotter pin (13). Adjust the inner nut on rod (11) in order to maintain a uniform clearance between bracket (12)
and circle assembly (25).
11. Install nut (10) to rod (11). Tighten nut (10) to a torque of 1630 ± 60 N·m (1200 ± 44 lb ft).
12. Install plate (7) and shims (8) to middle blade mounting bracket (9). Install four bolts (6) and washers to plate (7).
13. Connect the fittings of hose assembly (1) to the blade side shift cylinder that is under guard assembly (3).
14. Install four bolts (5) and washers, the spacers, the nuts and two brackets (4) that hold right side guard assembly (3) to
circle assembly (25).
15. Connect the fittings of the hose assembly to the blade side shift cylinder that is under the left side guard assembly.
Install the left guard assembly to circle assembly (25).

Circle
Remove Circle 6154-011
Start By:
a. remove blade assembly
1. Put a suitable jack and Tool (A) under the circle as shown.
2. Put identification on all oil lines as to their location on swivel joint (2).
3. Disconnect oil lines (3) and (4) from the front of swivel joint (2).
4. Remove cotter pin (7) and the washer. Remove pin (6) from swivel joint (2). Remove guide assembly (8).
5. Remove four oil lines (5) from the rear of swivel joint (2).
6. Fasten a hoist to swivel joint (2). Remove bolts (9) that hold swivel joint (2) to circle draw bar (1). Remove swivel
joint (2). The weight of swivel joint (2) is 34 kg (75 lb).
7. Remove six shoes (11) and their respective shims (10) from under circle draw bar (1). Put identification on each shoe
(11) and its shims (10) for use during installation of circle (12). The weight of shoe (11) is 19 kg (41 lb).
Typical Example
8. Start the engine. Lift circle draw bar (1) until it is just free of circle (12). Move the machine back until the pinion of
circle drive (1) is free of circle (12). Lift circle (12) to its maximum height.
9. Fasten a hoist to circle (12). Remove circle (12). The weight of circle (12) is 771 kg (1700 lb).
Install Circle 6154-012
1. Fasten a hoist to circle (12). Put circle (12) under circle draw bar (1). Install a suitable jack and Tool (A) under circle
(12).
2. Start the engine. Lower circle draw bar (1) in position above circle (12). Move the machine forward until the pinion of
circle drive (1) is engaged in circle (12).
3. Put six shoes (11) and their respective shims (10) in position under circle draw bar (1). Install the bolts that hold shoes
(11) to circle draw bar (1). Do not tighten the bolts. Make an adjustment of the clearance of the front and rear shoes with
the following procedure:
a. Tighten setscrews (13) until shoes (11) are against the inside of circle (12).
b. Loosen setscrews (13) until circle (12) is just free to turn.
c. Tighten nuts (14).
4. Tighten all the bolts that hold shoes (11) to circle draw bar (1) to a torque of 700 ± 27 N·m (520 ± 20 lb ft).
5. Fasten a hoist to swivel joint (2). Put it in position on circle draw bar (1). Install bolts (9) in order to hold it to circle
draw bar (1)..
6. Connect four oil lines (5) to the rear of swivel joint (2).
7. Put guide assembly (8) in position on swivel joint (2). Install pin (6) in order to hold guide assembly (8) to swivel joint
(2). Install the washers and cotter pin (7) on pin (6).
8. Connect oil lines (3) and (4) to their correct location on the front of swivel joint (2).
9. Start the engine. Lift circle (12). Remove the jack and Tool (A) from under circle (12).
End By:
a. install blade assembly


Circle Draw Bar

Remove Circle Draw Bar 6153-011
1. Move the centershift to the farthest position to the right.
2. Remove bolts and washers (8). Remove cap (6) and two inserts (7) and (9) from centershift cylinder (3).
3. Remove the bolts, caps and inserts from blade lift cylinders (1) and (5).
4. Retract the cylinder rods in cylinders (1), (3) and (5).

steering systems.

circuit. Release the pressure in the hydraulic system as follows:
operator.
d. Stop the engine.
adjusted.
5. Disconnect oil lines (2) from Centershift cylinder (3). Secure Centershift cylinder (3) to the blade lift arm. Plug the
fittings in order to prevent the loss of hydraulic oil, and in order to keep dirt out of the hydraulic system.
6. Install Tooling (A) under the front of circle (11). Put hydraulic jack (12) under the rear of circle (11) as shown. Fasten
a hoist to circle draw bar assembly (10).
7. Identify four oil lines (19) and disconnect from swivel group (13). Plug the fittings in order to prevent the loss of
hydraulic oil, and in order to keep dirt out of the hydraulic system. Remove cotter pin and pin (17) from hose guide
assembly (14).
8. Loosen nut and set screw (15). Remove bolts (21) and remove shoes (18), shims (16), strips (20) and (22).
NOTE: Keep shims (16) with their respective shoes (18).
9. Identify and disconnect oil lines (23) and (24). Plug the fittings in order to prevent the loss of hydraulic oil, and in
10. Remove four bolts and washers (28).
11. Lift circle draw bar (10) enough to move it away from the front frame and from engagement in circle (11). Remove
circle draw bar assembly (10) from the machine. The approximate weight of the standard draw bars for the 120H and
135H are 770 Kg (1700 lb).
12. Remove two bolts (29). Remove adapter (27) and shims (26) from shaft (31).
13. Remove five bolts (30) from shaft (31). Remove ball (32) and cap (25) from shaft (31).
Install Circle Draw Bar 6153-012
NOTE: Make sure that all of the components of the circle draw bar and all mounting brackets are clean prior to
installation. During installation of circle draw bar, check the condition of the O-ring seals used in the hose assemblies
1. Install adapter (25) and ball (32) on shaft (31). Install five bolts (30).
NOTE: The mating surfaces of ball (32) and shaft (31) must be free of paint and lubricant. Tighten bolts (30) to a torque
of 520 ± 20 N·m (380 ± 15 lb ft).
2. Install shims (26), adapter (27) and two bolts (29).
NOTE: Use shims (26) as required to obtain 0.6 ± 0.2 mm (.02 ± .01 in) end play at face (B).
3. Fasten a hoist to circle draw bar (10). Put circle draw bar (10) in position in the front frame and in engagement in the
circle.
4. Install four bolts and washers (28), and tighten to a torque of 700 ± 27 N·m (520 ± 20 lb ft).
5. Connect oil lines (23) and (24).
6. Connect four oil lines (19) to swivel group (13).
7. Position hose guide assembly (14) and install pin and cotter pin (17).
8. Install strips (22) and (20), shims (16), shoes (18) and bolts (21) on circle draw bar (10). Do not tighten bolts (21).
NOTE: Use shims (16) as required to obtain a maximum dimension (C) of 0.5 mm (.02 in) clearance at the smallest gap
between each strip (22) and circle (11). Circle (11) must be able to rotate 360 degrees without stalling the drive motor at
13800 kPa (2000 psi).
9. With circle (11) in contact with front shoes (18), adjust screws (15) on side and rear shoes to obtain a maximum
clearance (D) of 0.8 mm (.03 in).
11. Adjust screws (15) on front shoes (18) to obtain circle (11) to pinion (32) adjustment (E) of 50 + 2.5 - 0.5 mm (1.97
+ .10 - .02 in).
13. Connect oil lines (2) to Centershift cylinder (3).
14. Position insert (7) in cylinder end cap (4) and extend Centershift cylinder (3) on the ball stud. Install insert (9) and
cap (6) and bolts and washers (8).
NOTE: Put 5P-0960 Multi-purpose Grease on the inside surfaces of inserts (7) and (9) and on the ball stud.
15. Install the inserts, caps and bolts on blade lift cylinders (1) and (5).
NOTE: Put 5P-0960 Multi-purpose Grease on the inside surfaces of the inserts and the ball studs.
procedure.


Circle Drive Motor

Remove Circle Drive Motor 5206-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
2. Open plug (1) and drain the oil from the circle drive housing in a suitable container for storage or disposal. The
capacity of the circle drive housing is 7 L (1.8 Gal).
3. Put identification marks on hose assemblies (2). Disconnect hose assemblies (2) from circle drive motor (3). Plug the
ends of the hose assemblies in order to prevent the loss of hydraulic oil, and in order to keep dirt out of the hydraulic
system.
4. Remove bolts (4) and the washers from circle drive motor (3). Remove circle drive motor (3) from the circle drive
housing.
Install Circle Drive Motor 5206-012
1. During the installation, check the condition of all the O-ring seals used on the hydraulic lines that were disconnected.
If any of these seals are damaged, use new parts for replacement.
2. Install circle drive motor (3), bolts (4) and the washers that hold circle drive (3) to the circle drive housing.
3. Install hose assemblies (2) to their original locations on circle drive motor (3).
4. Install plug (1) in the circle drive housing. Fill circle drive (3) with the proper fluids. Refer to the "Operation &
Maintenance Manual" for the proper procedure.
Disassemble & Assemble Circle Drive Motor 5206-017
Start By:
a. remove circle drive motor
1. Remove bolts (1) and cover (2) from the motor assembly. Remove the O-ring seal from cover (2).
2. Remove outer cover plate (3) and inner plate (4) from the motor assembly.
3. Remove seal (5) from inner plate (4).
4. Remove manifold (6) from the motor assembly. Remove the O-rings on both sides of manifold (6).
5. Remove outer rotor (7) with the O-ring seal (not shown). Remove the O-ring seal from outer rotor (7).
6. Remove pins (8) and inner rotor (9) from the motor assembly.
7. Remove spacer (10) from the motor assembly.
8. Remove link (11) and bearing (12) from the motor assembly.
9. Remove shaft (13), two races (15) and bearing (14) from the motor assembly.
10. Use Tooling (A) in order to remove bearing (16) from the motor assembly.
11. Remove back-up (17) and the shim from the motor assembly. Remove O-ring seal (18) from the motor assembly.
NOTE: The following steps are for the assembly of the circle drive motor.
12. Make sure that all of the components of the circle drive motor are clean prior to assembly. During the assembly,
check the condition of all the O-ring seals that are used in the motor. If any of these seals are damaged, use new parts for
replacement.
13. Install back-up (17) and the shim to the motor assembly. Use Tooling (B) in order to press bearing (16) to a depth of
7.62 mm (.300 in) below surface (X).
14. Install O-ring seal (18) to the motor assembly.
15. Position the motor assembly on end with face (Y) facing up. Install two races (15) and bearing (14) to shaft (13), as
shown.
16. Install shaft (13) to the motor assembly.
17. Install link (11) and bearing (12) to the motor assembly.
18. Install spacer (10) and inner rotor (9) to the motor assembly.
19. Install the O-ring seal in outer rotor (7). Install pins (8) and outer rotor (7) to the motor assembly.
20. Install the O-rings on both sides of manifold (6). Install manifold (6) to the motor assembly.
21. Install a new ring (5) to inner plate (4). Note: Ring (5) is cone shaped and the cone locates in the groove of inner
plate (4).
22. Install inner plate (4) and outer plate (3) to the motor assembly.
23. Install cap (2) and bolts (1) to the motor assembly. Tighten bolts (1) to a torque of 68 ± 7 N·m (50 ± 5 lb ft).
End By:
a. install circle drive motor


Circle Drive
Remove Circle Drive 5207-011
Start By:
a. remove circle drive Motor
1. Remove plug (1) and drain the oil from the circle drive housing in a suitable container for storage or disposal. The
capacity of the circle drive housing is 7 L (1.8 gal U.S.). Install plug (1).
2. Bend lock (2) away from nut (3).
3. Remove nut (3), lock (2), spacer (4) and the O-ring seal from circle drive shaft (7).
4. Remove nuts (6) and washers from the long studs of the circle drive housing.
5. Install Tooling (A) and a hoist to the circle drive housing.
6. Remove bolts (8) and the spacers that hold the circle drive housing to the circle draw bar.
7. Lift the circle drive enough in order to remove pinion gear (5) from shaft (7) and from engagement with the circle.
Remove the circle drive from the circle. The weight of the circle drive is 45 Kg (100 lb).
8. Remove the Duo-Cone seal from the pinion.
Install Circle Drive 5207-012
1. Make sure that all of the components of the circle drive are clean prior to installation. During the installation, check
the condition of all the O-ring seals that are used in the circle drive. If any of these seals are damaged, use new parts for
replacement. Before installing the Duo-Cone seals refer to the section for installation of the Duo-Cone seals.
2. Use Tool (B) in order to install Duo-cone seal (9) in pinion (5).
3. Install Tooling (A) and a hoist to the circle drive. Position the circle drive to the circle.
4. Apply a thin coat of oil on the surfaces of the Duo-Cone seals that make contact with each other.
5. Install pinion (5) to shaft (7) of the circle drive and in engagement with the circle.
6. Lower the circle drive on the circle.
7. Install the O-ring seal, spacer (4), lock (2) and nut (3) that hold pinion (5) to the circle drive. Tighten nut (3) to a
torque of 325 ± 27 N·m (240 ± 20 lb ft). Bend lock (2) over nut (3).
8. Tighten plug (1) on the circle drive housing.
9. Install nuts (6) and washers to the long studs of the circle drive housing. Tighten nuts (6) to a torque of 400 ± 27 N·m
(295 ± 20 lb ft).
10. Install bolts (8) and the spacers that hold the circle drive to the circle.
11. Remove Tooling (A) and install the bolts and the washers that were used to hold Tooling (A).
12. Remove plug (10) and fill the circle housing to its correct level with the proper oil. Refer to the "Operation &
Maintenance Manual" for the proper procedure. Install plug (10).
End By:
a. install circle drive motor
Disassemble & Assemble Circle Drive 5207-017
1. Remove bolts (1) and the washers from cover (2).
2. Use two 3/8 in - 16 Forcing Screws (3) in order to loosen cover (2) from circle drive housing (4).
3. Remove cover (2) from circle drive housing (4).
4. Remove O-ring seal (5) from cover (2).
5. Use Tooling (A) in order to remove bearing (6) from cover (2).
6. Remove coupler (7) from worm gear shaft (8).
7. Remove pin (9) from coupler (7).
8. Remove nuts (11), the washers, adapter (10) and shims (12) from circle drive housing (4).
9. Remove O-ring seal (13) and bearing cup (14) from adapter (10).
10. Remove worm gear (8) from circle drive housing (4).
11. Use a shop press in order to remove two bearings (15) from worm gear shaft (8). There is a bearing (15) on each end
of worm gear shaft (8).
12. Remove shaft assembly (16), washer (17), retainer ring (18), gear (20), and retainer ring (19) (as a unit) from circle
drive housing (4).
13. Remove washer (17) and retainer ring (18) from shaft assembly (16).
14. Remove retainer ring (19) from the opposite end of shaft assembly (16).
15. Use a shop press in order to remove gear (20) from shaft assembly (16).
16. Use Tooling (A) in order to remove bearing cup (21) from circle drive housing (4).
17. Use Tooling (B) in order to remove bearing (22) from circle drive housing (4).
18. Use Tooling (C) in order to remove Duo-Cone seal (23) from circle drive housing (4).
NOTE: The following steps are to assemble the circle drive.
19. Make sure that all of the components of the circle drive are clean prior to assembly. During the assembly, check the
condition of all of the O-ring seals that are used in the assembly or the Duo-Cone seals. If any of these seals are
damaged, use new parts for replacement. Before installing the Duo-Cone seals refer to the section for installation of the
Duo-Cone seals.
20. Use Tooling (C) in order to install Duo-Cone seal (23) to circle drive housing (4).
21. Use Tooling (B) in order to install bearing (22) to a depth of 2.00 ± 0.50 mm (.079 ± .020 in) below the surface of
circle drive housing (4).
22. Lower the temperature of bearing race (21). Install bearing race (21) to circle drive housing (4).
23. Heat gear (20) to a temperature of 150°C (302°F) for 20 minutes maximum. Install gear (20) on shaft assembly (16),
to the location that will allow retainer rings (18) and (19) to be installed.
24. Install retainer ring (19) to gear (20).
25. Turn gear (20) over and install retainer ring (18) to gear (20).
26. Turn gear (20) over and install washer (17) to shaft assembly (16).
27. Install shaft assembly (16), washer (17), retainer ring (18), gear (20) and retainer ring (19) (as a unit) to circle drive
housing (4).
28. Heat bearings (15) to a maximum temperature of 135°C (275°F).
29. Install two bearings (15) to worm gear (8) until they are seated.
30. Install worm gear (8) to housing (4).
31. Lower the temperature of bearing cup (14) and install it to adapter (10), until it is seated.
32. Install O-ring seal (13) on adapter (10).
33. Use the amount of shims (12) required in order to obtain a 0.00 to 0.13 mm (.000 to .005 in) preload on bearings
(15). Position shims (12) and adapter (10) to circle drive housing (4).
34. Install nuts (11) and the washers that hold adapter (10) to circle drive housing (4).
35. Install pin (9) in coupler (7).
36. Install coupler (7) to worm gear shaft (8).
37. Use Tooling (B) and a shop press in order to install bearing (6) to cover (2). Install bearing (6) flush with the face of
cover (2).
38. Install O-ring seal (5) to cover (2).
39. Install cover (2), bolts (1) and the washers to circle drive housing (4).
40. Fill the circle drive with oil. Refer to the "Operation & Maintenance Manual" for the specified oil and the quantity of
oil.
End By:
a. install circle drive
Disassemble & Assemble Circle Drive With Slip Clutch 5207-017
Start By:
a. remove circle drive
1. Put circle drive on blocks as shown. Remove four nuts (1) and lockwashers, bracket (2) from circle drive housing (3).
2. Remove O-ring (5) and bearing cup (4) from bracket (2). Remove shims (6) from bracket (2).
3. Remove bolts (7), cover (8) and the O-ring from bracket (2). Remove coupling (9) and worm assembly (11) from
circle drive housing (3).
4. Remove bearings (10) and (12) from worm assembly (11) with Tool (A).
5. Remove bearing (13) from cover (8).
6. Remove three bolts (14) and washers. Remove plate (15).
7. Remove shims (17), spacer (16). Remove spring (18) and spacer (19).
8. Remove six internal and five external clutch discs (20).
9. Remove spacer (21), gear (22) and shaft (23).
10. Remove thrust washer (24) and bearing (25) from circle drive housing (3).
11. Remove bearing cup (26) from circle drive housing (3) with Tool (B).
NOTE: The following steps are for the assembly of the circle drive with slip clutch.
12. Lower the temperature of bearing cups (25) and (26). Install bearing cup (26) in circle drive housing (3).
13. Install bearing cup (25) in circle drive housing (3) with Tool (C) to a depth of 2.0 ± 0.5 mm (.08 ± .02 in) below the
surface of circle drive housing (3).
14. Put thrust washer (24) in position on circle drive housing (3).
15. Install shaft (23), gear (22) and spacer (21) in circle drive housing (3).
16. Install clutch discs (20). Be sure and install internal disc (20) with internal spline first, then alternate with outer discs
(20) and ending with an internal disc. There are six internal and five external disc.
17. Install spacer (19) on disc (20). Install spring (18) and spacer (16).
18. Install shims (17) until shims (17) are 2.05 to 2.55 mm (.081 to .100 in) below the top of spacer (16).
19. Install plate (15) and three bolts (14) and washers. Tighten bolts (14) to a torque of 130 ± 7 N·m (95 ± 5 lb ft).
20. Heat bearings (10) and (12) to a maximum temperature of 135°C (275°F).
21. Install bearings (10) and (12) on worm assembly (11). Install worm assembly assembly (11) to circle drive housing
(3).
22. Lower the temperature of bearing cup (13). Install bearing cup (13) in cover (8) with Tool (C).
23. Lower the temperature of bearing cup (4). Install bearing cup (4) in bracket (2).
24. Put bracket (2) in position on circle drive housing (3). Note: Do not install O-ring seal (5) or shims (6) on bracket
(2).
25. Install Tool (D) on bracket (2) and against worm assembly (11). Install nuts (1) and tighten evenly while worm
assembly (11) is moved. Tighten nuts (1) until the worm end play is zero.
26. Measure the distance between bracket (2) and circle drive housing (3) with a feeler gauge (27). Remove bracket (2)
and Tooling (D).
27. Install correct amount of shims (6) on bracket (2) in order to give a preload dimension of 0.0 to 0.13 mm (.00 to .005
in).
28. Install O-ring seal (5) on bracket (2).
29. Install the O-ring seal in circle drive housing (3). Position cover (8) and install bolts (7). Install coupling (9) on worm
assembly (11).
30. Position bracket (2) on circle drive housing (3). Install lockwashers and nuts (1).
End By:
a. install circle drive


Seat Assembly
Remove Seat Assembly 7312-011
Typical Example
1. Remove six torque head bolts (1) from seat assembly bracket.
2. Use two people or a suitable lifting device in order to remove seat assembly (2) from the cab. The weight of the seat
assembly is 61 Kg (135 lb).
Install Seat Assembly 7312-012
1. Use two people or a suitable lifting device in order to position seat assembly (2) to the cab. Use two people to position
the seat assembly to its original position in the cab. The weight of the seat assembly is 61 Kg (135 lb).
2. Install six torque head bolts (1) in the seat assembly bracket, that secure the seat assembly to the cab floor. For
instructions on the disassembly and assembly of the seat assembly, refer to "SENR6615".


Cab
Remove Cab 7301-011
1. Disconnect the positive battery cable.
2. Remove bolts (3) and door kick plate (4) from the floor frame. Remove the same bolts and door kick plate from the
opposite side of the cab.
3. Remove bolts (1) from linkage cover (2) from the floor frame. Remove the same bolts from the linkage cover on the
opposite side of the cab.
4. Remove floor mat (5) from the floor.
5. Slide linkage covers (2) up the linkage rods.
6. Remove bolts (7) from linkage cover (6). Remove the same bolts from the linkage cover on the opposite side of the
cab. Slide linkage covers (6) up out of the way.
Underneath, Rear Side of Cab
7. Remove four cab mounting bolts (8). Remove the washers and rubber mountings as bolts (8) come free.
Underneath, Front Side of Cab
8. Remove nut and bolt (9). Remove the washer and rubber mounting after bolt and nut (9) are removed.
Front, Left Side of Cab
9. Remove nuts (11) and the covers that secure windshield wipers (10) to the machine.
10. Remove three bolts and washers (13) that hold cover (12) in place. Move cover (12) out of the way. The two window
washer water lines will remain attached.
Front, Right Side of Cab
11. Remove nut (14) and washer that secure ground wire (15) to the cab.
Front, Left Side of Cab
12. Put identification marks on six wire harnesses (17) for installation purposes. Disconnect six wiring harnesses (17).
13. Remove two air lines (16) going in the front of the cab.
14. Remove one cover (18) from each side of the cab.
15. Remove bolt (19) and washer and mounting pin (20) from both sides of the cab.
16. Attach lifting device (21) and a hoist to the cab. Lift the cab from the machine. The weight of the cab is 946 Kg
(2084 lb).
Install Cab 7301-012
Underneath Rear Right Side of Cab - Pad (22)
Underneath Front Left Side of Cab - Pad (23) and (24)
1. If any of the sealing pads are damaged, hard or distorted, use new parts for replacement. If the pads are replaced, they
need to be sealed in place on the cab with 5H-2471 Cement. Make sure that the three holes in pads (22) and (24) are
centered around rops mounting holes (25) in the operator platform surface within a diameter of 3 mm (.12 in). The flat
side of the pad faces the cab.
The cab must not be set down on the operator platform surface
without aligning the holes in pads (22) and (24) with the holes in the
cab and the operator platform surface. Trying to align the holes
with the cab setting on the pads will cause damage to the pads.
Damage to the pads can cause high operator sound levels. Steps 2
and 3 will avoid this damage.
2. Attach lifting device (21) and a hoist to the cab. Position the cab to 12.7 mm (.50 in) above the operator platform
surface.
3. If four rubber mountings (26) are damaged, hard or misshapen, use new parts for replacement. Hand start four cab
mounting bolts (8), rubber mountings (26) and washers (27) in order to align the cab with the operator platform surface.
Lower the cab on the operator platform surface after the bolts are hand tightened
4. Install pins (20) to the rear of the machine. Align the hole in the tab on pin (20) with the holes for bolts (19).
5. Install bolts (19) that secure pins (20) to the cab mounting.
6. Install plastic caps (18) to the cab.
7. If rubber mountings (28) are damaged, hard or misshapen, use new parts for replacement. Install bolts (9), rubber
mountings (28), washers (29), washers (30) and nuts (31) to the front of the cab.
8. Connect two air lines (16) to the cab. Use teflon tape in order to seal the fittings.
9. Connect six wiring harnesses (17) to their original locations.
10. Position ground cable (15) and install nut (14) and washer.
11. With the wiring harness in place install plastic cover (12) to the front of the cab.
12. Install bolts (13) and washers that secure cover (12) to the cab.
13. Install windshield wipers (10). Secure windshield wipers (10) with nut (11) and the cover.
14. Position linkage covers (6) to the floor frame. Install bolts (7) that hold covers (6) in place.
15. Install floor mat (5).
16. Position linkage covers (2) to the floor frame. Install bolts (1) that hold the covers in place.
17. Position door kick plates (4) the floor frame. Install bolts (3) that hold the kick plates in place.
18. Reconnect the positive battery cable.


Hydraulic Oil Tank Filter

Remove Hydraulic Oil Tank Filter 5068-011
1. Remove bolts (1) and the washers from cap (2) on the top of hydraulic tank (3).
2. Pull out cap (2) with filter element (4) attached.
3. Remove nut (7) that holds filter element (4) on rod assembly (6). Remove filter element (4) from rod assembly (6).
4. Remove O-ring seal (5) from cap (2).
Install Hydraulic Oil Tank Filter 5068-012
During the installation, check condition of all the O-ring seals. If any of these seals are damaged, use new parts for
replacement.
1. Replace filter element (4) with a new filter element.
2. Install nut (7) that holds filter element (4) to rod assembly (6).
3. Install O-ring seal (5) in cap (2).
4. Install cap assembly (2) to hydraulic tank (3).
5. Install bolts (1) and the washers to cap assembly (2).
6. Check hydraulic fluid and fill as required. Refer to the "Operation & Maintenance Manual" for the proper procedure.


Hydraulic Oil Tank

Remove Hydraulic Oil Tank 5056-011

steering systems.
operator.
d. Stop the engine.
adjusted.
file://C:\SIS\TMP\sis2BB1prt.html 7/23/2008

circuit.
1. Remove plug (7) from the ecology drain at the bottom of hydraulic oil tank (1). Drain the hydraulic oil in a suitable
container for storage or disposal. The capacity of the hydraulic oil system is 63 liters (16.8 U.S. gal).
2. Remove window washer hose (5) from the pump, located underneath the left rear of the cab.
3. Disconnect three hydraulic hoses (6) from the bottom of hydraulic oil tank (1).
4. Loosen two hose clamps (10) that secure hose (11). Slide hose (11) down the pipe and out of the way.
5. Disconnect wiring harness (8) from hydraulic oil tank (1).
6. Remove nut (9) and the washer that hold wiring harness (8) to hydraulic oil tank (1).
7. Attach Tooling (A) and a hoist to hydraulic oil tank (1).
8. Remove bolts (2) and the washers that hold support (3) to the top of hydraulic oil tank (1).
9. Remove the bolts and washers, the nuts and washers and spacer (4) that hold support (3) to the bottom of hydraulic oil
tank (1).
10. Remove hydraulic oil tank (1) from the back side of the cab. The weight of hydraulic oil tank (1) is 90 Kg (200 lb).
Install Hydraulic Oil Tank 5056-012
1. Use Tooling (A) and a hoist in order to position hydraulic oil tank (1) to the proper location on the back side of the
cab.
2. Install bolts (2) and the washers that hold support (3) to the top of hydraulic oil tank (1).
3. Install bolts and washers, nuts and washers, and spacer (4) that hold support (3) to the bottom of hydraulic oil tank (1).
4. Install nut (9) and the washer that hold wiring harness (8) to hydraulic oil tank (1).
5. Connect wiring harness (8) to hydraulic oil tank (1).
6. Slide hose (11) up the pipe and install two hose clamps (10) that secure hose (11) to hydraulic oil tank (1).
7. Connect three hydraulic hoses (6) to the bottom of hydraulic oil tank (1).
8. Install window washer hose (5) to the pump, located underneath the left rear of the cab.
9. Close the ecology drain and install plug (7). Fill hydraulic oil tank (1) with oil to the correct level. Refer to the
"Operation & Maintenance Manual" for the correct procedure.


Implement Pump Drive

Remove Implement Pump Drive 3108-011
1. Remove two bolts (1) from guard (3). Remove four bolts (2) from guard (3). Remove both halves of guard (3) from
drive shaft (4).
2. Remove four bolts (5) from drive shaft (4). Remove four bolts (6) from drive shaft (4). Remove drive shaft (4) from
the universal joints.
Install Implement Pump Drive 3108-012
1. Position drive shaft (4) to the universal joints. Install four bolts (5) and (6) in drive shaft (4). Tighten bolts (5) and (6)
to a torque of 55.8 ± 7 N·m (41 ± 5 lb ft).
2. Position both halves of guard (3) to drive shaft (4). Install four bolts (2) in guard (3). Install two bolts (1) in guard (3).
Tighten four bolts (2) to a torque of 136 ± 15 N·m (100 ± 11 lb ft).


Implement Hydraulic Pump

Remove Implement Hydraulic Pump 5070-011
1. Articulate the machine to the right in order to achieve working space.
2. Release pressure in the hydraulic system as follows:

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
3. Drain hydraulic system. Remove plug from ecology drain at the bottom of the oil tank. Drain the hydraulic oil in a
suitable container for storage or disposal. The capacity of the hydraulic oil tank is 63 liters (16.8 U.S. gal).
4. Remove bolts (1), (3) and the washers that hold two split shields (2) together and to the machine frame.
5. Remove bolts (4) and the washers from pump drive shaft (5). Remove pump drive shaft (5) from the implement
hydraulic pump.
6. Remove tube assembly (6) from valves (8) & (10).
7. Remove cap screws (9) that holdcompensator valve (10) to the implement hydraulic pump. Remove compensator
valve (10) from the implement hydraulic pump.
8. Remove bolts (7) and the washers that hold combination valve (8) to the implement hydraulic pump. Remove
combination valve (8) from the implement hydraulic pump.
9. Remove bolts (11) from elbow (12). Move elbow (12) and its seal from the implement hydraulic pump.
10. Remove hose assembly (14) from implement hydraulic pump (13).
11. Remove nut (18) and the washer from the implement hydraulic pump shaft.
12. Remove yoke (16) from implement hydraulic pump (13).
13. Remove bolts (15) and the washers that hold bracket (15) to implement hydraulic pump (13).
14. Remove mounting bolts (19), the washers and rubber mountings (20) that hold mounting bracket (17) to the machine
frame. Remove mounting bracket (17) from the machine frame.
15. Use a lifting sling and a hoist, or a power truck in order to remove implement hydraulic pump (13) from the left side
of the vehicle. the weight of implement hydraulic pump (13) is 50 Kg (110 lb).
Install Implement Hydraulic Pump 5070-012
1. Make sure that all components of the implement Hydraulic Pump and the matching components are clean prior to
installation of the pump. During the installation of the Implement Hydraulic Pump, check the condition of all O-ring
seals used in the assembly. If any of the seals are damaged, use new parts for replacement.
2. Position implement hydraulic pump (13) to the machine frame.
3. Position mounting bracket (17) to the machine frame and to implement hydraulic pump (13).
4. Install rubber mounts (20), bolts (16) and the washers that that hold mounting bracket (17) to the machine frame.
5. Install bolts (15) and the washers that hold bracket (15) to implement hydraulic pump (13). Tighten bolts (15) to a
torque of 160 ± 30 N·m (118 ± 22 lb ft).
6. Install yoke (16), nut (17) and the washer to implement hydraulic pump (13).
7. Install hose assembly (14) to implement hydraulic pump (13).
8. Position elbow (12) and its seal to implement hydraulic pump (13). Install bolts (11) that hold elbow (12) to
implement hydraulic pump (13).
9. Position combination valve (8) to implement hydraulic pump (13). Install bolts (5) and the washers that hold
combination valve (8) to implement hydraulic pump (13).
10. Position compensator valve (10) to implement hydraulic pump (13). Install cap screws (9) that hold compensator
valve (10) to implement hydraulic pump (13).
11. Install assembly (6) to valves (8) and (10).
12. Position pump drive shaft (5) to implement hydraulic pump (13). Install bolts (3) and the washers that hold pump
drive shaft (5) to implement hydraulic pump (13).
13. Position two split shields (2) over drive shaft (5). Install bolts (1), (3) and the washers that hold the guards together
and to the machine frame. Tighten bolts (3) to a torque of 135 ± 20 N·m (99 ± 15 lb ft).
14. Fill the hydraulic oil system with the proper amount of hydraulic oil. Refer to the "Operation & Maintenance
Manual" for the proper oil, procedure and amount of oil.
Disassemble & Assemble Implement Hydraulic Pump 5070-017
Start By:
a. remove implement hydraulic pump
1. Remove bolts (1) from valve group (2). Remove valve group (2) from the implement pump.
2. Remove bolts (4) and cover (5) from housing (3).
3. Remove O-ring seal (6) from housing (3).
4. Remove plug (7) and the O-ring seal from head (8). Slowly and evenly remove five bolts (10) and bolt (9), in order to
release the spring force on the valve assembly.
5. Remove head (8) and the gasket from housing (3).
6. Remove piston (12) and spring (13) from piston rod (11).
7. Remove piston (15) from piston rod (14).
8. Remove pin (16) from head (8).
9. Remove piston rod (11) from head (8).
10. Remove piston rod (14) from head (8).
11. Use Tooling (A) in order to remove bearing cup (17) from head (8).
12. Remove bearing (19), shims (18) that are underneath the bearing, and plate (20) from the pump group. Remove two
pins (Z) from the pump housing.
13. Remove four bolts (24), two locking plates (23) and two spacer plates (22) from swashplate (21).
14. Remove swashplate plug (25) and its O-ring seal from housing (3).
15. Remove rotating group (26) and shim kit (27) from housing (3).
Rotating Group (26)
16. Put identification marks on nine pistons (28), in relationship to barrel (29) and plate (30), for assembly purposes.
Remove nine piston assemblies (28) and plate (30) from barrel (29).
Spring (33) is under pressure. Release the spring pressure slowly

in order to avoid personal injury.
17. Use Tooling (D) and a press in order to compress spring (33). Use Tooling (B) in order to remove snap ring (31)
from barrel (29).
18. Remove snap ring (31), spacer (34), spring (33), and spacer (32) from barrel (29).
19. Note the orientation of swashplate (21) in relationship to housing (3) for assembly purposes. Remove swashplate
(21), shaft (36), and bearing (35) from housing (3).
20. Remove bearing (35) from shaft (36).
21. Remove shield (37) from housing (3).
22. Use Tooling (B) in order to remove snap ring (38) from housing (3). Remove lip-type seal (39) from housing (3).
23. Remove two screws (42), bearing (40) and bearing (41) from housing (3).
24. Use Tooling (C) in order to remove roller bearing cup (43) from housing (3).
NOTE: The following steps are for the assembly of the implement hydraulic pump.
NOTE: If a new swashplate, swashplate bearings, shaft, shaft bearings, head or housing are installed, axial end play
must be set. Refer to the topic "Shaft Bearing Endplay Adjustment" in the Specifications Manual, SENR8509 and
SENR8557.
25. During the assembly of the implement hydraulic pump, check the condition of all the O-ring seals and the lip seals
that are used in the pump. If any of these seals are damaged, use new parts for replacement.
26. Lower the temperature of bearing cup (17). Use Tooling (D) in order to install bearing cup (17) in head (8). Install
bearing cup (17) until it is seated.
27. Lower the temperature of bearing cup (43). Use Tooling (D) in order to install bearing cup (43) in housing (3). Install
bearing cup (43) until it is seated.
28. Install bearing (35) in housing (3).
29. Install bearing (40), bearing (41), and setscrews (42) to housing (3).
30. Use Tooling (D) in order to install lip seal (39) in housing (3) until it is seated. The sealing lip must face inward.
Lubricate the sealing lip lightly with hydraulic oil. Use Tooling (B) in order to install Retention ring (38) in housing (3).
31. Install shield (37) to housing (3).
32. Put a light coat of hydraulic oil on bearings (41) and (42) in order to hold swashplate (21) in position during the next
steps of assembly. Install swashplate (21) in housing (3) and in bearings (41) and (42).
33. Block up housing (3) in order to have clearance when shaft (36) is installed. Shaft (36) extends beyond the end of
housing (3). Install shaft (36) through swashplate (21), in bearing (35) and housing (3).
34. Install plug (25) and O-ring seal in housing (3). Tighten Plug (25) to a torque of 102 ± 4 N·m (75 ± 3 lb ft).
35. Install spacer (32), spring (33) and spacer (34) in barrel (29).
36. Use Tooling (D) and a shop press in order to compress spring (33).
37. Use Tooling (B) to install snap ring (31) in barrel (29).
38. Install nine pistons (28) in their original locations in spacer (30) and barrel (29). This is easier accomplished if the
barrel is set in an upright position and then the pistons, already in the spacer, are inserted from above.
39. Lay housing (3) on its side. Install rotating group (26) and shim kit (27) on shaft (36) and in housing (3).
40. Install bearing (19) and shims (18) to shaft (36).
41. Position two spacers (22) and two locking plates (23) to their original positions on swashplate (21).
42. Apply 9S-3263 Compound on bolts (24). Install four bolts (24) in order to hold plates (23) and spacers (22) to
swashplate (21). Tighten bolts (24) to a torque of 34 ± 3 N·m (25 ± 2 lb ft).
43. Install pin (16) in head (8).
44. Apply 9S-3263 Compound to piston rods (11) and (14).
45. Install piston rods (11) and (14) in head (8). Tighten piston rods (11) and (14) to a torque of 79 ± 4.0 N·m (58 ± 3 lb
ft).
46. Install spring (13), piston (12) and piston (15) to head (8).
47. Use a light coat of 5N-5561 Silicone Lubricant in order to hold plate (20) to head (8) during assembly.
48. Position head (8) and the gasket on housing (3) and bearing (19).
49. Install bolts (9) and (10) in order to hold head (8) to housing (3). Slowly and evenly tighten the bolts to a torque of
91 ± 4 N·m (67 ± 3 lb ft).
50. Install plug (7) and O-ring seal in head (8). Tighten plug (7) to a torque of 12.9 ± 0.1 N·m (10 ± .1 lb ft).
51. Install O-ring seal (6) to housing (3).
52. Install plate (5) and bolts (4) to housing (3). Tighten bolts (4) to a torque of 8.5 ± 1.0 N·m (6 ± .8 lb ft).
53. Install valve group (2) and bolts (1) to the pump.
End By:
a. install implement hydraulic pump


Implement Control Valves

Remove Implement Control Valves 5051-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.

file://C:\SIS\TMP\sis2DC1prt.html 7/23/2008

circuit.
2. Put identification marks on hose assemblies (1) for installation purposes. The number of control valves and hoses will
vary with the amount of implements on the machine.
3. Remove hose assemblies (1) from the implement control valves. Plug the fittings on the hoses in order to prevent the
loss of hydraulic oil, and to keep dirt out of the hydraulic oil system.
4. Remove bolts (2) from cover (3). Raise cover (3) up and out of the way. Pull floor mat (4) back and out of the way.
5. Remove four bolts (7) from control valve linkages (8). Move four control valve linkages (8) up and out of the way.
6. Remove bolts (5) and the washers from cover (6). Remove cover (6) from the floor of the cab.
7. Remove bolts (9), bolt (10), the washers, the nuts and the rubber mountings that hold the implement control valves.
Remove the implement control valves from the mounting plates.
8. Repeat Steps 2 through 7 for the implement control valves located on the other side of the machine.
Install Implement Control Valves 5051-012
1. Make sure all of the components of the implement control valves are clean prior to installation. During the installation,
check condition of all the O-ring seals used on the hydraulic hoses that were disconnected. If any of these seals are
2. Position the implement control valves to their original locations and install bolts (9), bolt (10), the washers, the
nutsand the rubber mountings in order to secure the valves to the mounting plates.
3. Install cover (6), bolts (5) and washers that hold cover (6) to the floor of the cab.
4. Install control valve linkages (8) and bolts (7) that hold the linkages to the implement control valves.
5. Position floor mat (4) to its original location on the floor of the cab. Install cover (3) and bolts (2).
6. Install hose assemblies (1) to their original locations on the implement control valves.
7. Repeat Steps 2 through 6 for the other side.
procedure.
Disassemble Implement Control Valve 5051-015
Start By:
a. remove implement control valve
1. Put identification marks on cover (2), valves (5) and manifold (4), showing the location of the components, for
assembly purposes. Remove bolts (1) and cover (2) from the control valve.
2. Remove bolts (3) and manifold (4) from the control valve.
NOTE: The number of valves may vary in order to match the number of implements.
3. Separate individual valves (5) and seal plates (6) from the unit.
4. Remove bolts (7) and washers from valve (5).
5. Remove cover (9), O-ring seal (10) and spring (11) from valve (5).
6. Remove bolts (8), the washers and control assembly (12) from valve (5).
7. Remove bolts (13), the washers and cover (14) from control assembly (12).
8. Remove O-ring seal (15) and lever (16) from control assembly (12).
9. Remove lever assembly (17) and spool assembly (20) from control assembly (12).
10. Remove two O-ring seals (18) and two back-up rings (19) from lever assembly (17).
11. Compress spring (21) and remove retainers (22) from spool (20).
12. Remove two plugs (23) and plug (24) from valve (5).
13. Remove spring (25), valve (26), seat (27), O-ring seal (28) and piston (29) from valve (5).
14. Remove spring (33), valve (32), seat (30) and O-ring seal (31) from valve (5).
15. Remove plug (34), spring (35), and valve (36) from valve body (5).
16. Remove plug (37), O-ring seal (38), spring (39), and ball (40) from valve body (5).
17. Repeat Steps 4 through 16 for the other valve sections.
18. Some of the valve groups are equipped with detent valve (41) and relief valve (42). If so, complete Steps 19 through
25.
19. Remove bolts and washers (43) and detent housing (41) from valve body (5).
20. Remove detent (47), spring (46), and spool (45) from valve body (5).
21. Compress detent spring (51) by pressing on retainer (48). Remove six balls (49) and spring (51) from retainer (50).
22. Remove relief valve (42) from valve (5).
23. Remove O-ring seal (53), O-ring seal (54), and retainer (57) from relief valve body (52).
24. Remove valve (55) and spring (56) from relief valve body (52).
25. Remove O-ring seal (60), washer (59) and nut (58) from retainer (57).
Assemble Implement Control Valves 5051-016
NOTE: Make sure all of the components of the implement control valves are clean prior to assembly. During assembly,
check the condition of all the O-ring seals used in the valve. If any of these seals are damaged, use new parts for
replacement.
1. Install O-ring seal (60), washer (59) and nut (58) to retainer (57).
2. Install valve (55), spring (56) and retainer (57) to relief valve body (52).
3. Install O-ring seal (53) and O-ring seal (54) to relief valve body (52).
4. Install relief valve (42) to valve (5).
5. Install spring (51) and retainer (48) to retainer (50).
6. Compress spring (51) and install six balls (49) between retainers (48) and (50).
7. Install spool (45), spring (46), detent (47), detent housing (41), and bolts (43) and washers to control valve (5).
8. Install ball (40), spring (39), plug (37), and O-ring seal (38) in valve (5).
9. Install valve (36), spring (35) and plug (34) to valve (5).
10. Install piston (29), seat (27), O-ring seal (28), valve (26), and spring (25) in valve (5).
11. Install seat (30), O-ring seal (31), valve (32), and spring (33) to valve (5).
12. Install two plugs (23) and plug (24) to valve (5).
13. Install spring (21) and retainers (22) to spool (20).
14. Install two O-ring seals (18) and two back-up rings (19) to lever assembly (17).
15. Install spool (20), lever assembly (17) and lever (16) to control assembly (12).
16. Install O-ring seal (15) to control assembly (12).
17. Install cover (14), bolts (13) and washers to control assembly (12).
18. Install control assembly (12), bolts (8) and washers in valve (5).
19. Install spring (11), O-ring seal (10), cover (9), bolts (7) and washers in valve (5).
20. Position valves (5), plates (6), manifold (4) and cover (2) to their original locations in order to assemble the valve
group.
21. Install bolts (3) through manifold (4), valves (5) and seal plates (6). Install bolts (3) in the last valve.
22. Install cover (2) and bolts (1) to the control valve.


Combination Valve
Remove Combination Valve 5064-011

steering systems.
operator.
d. Stop the engine.
adjusted.

circuit.
1. Remove plug from ecology drain at the bottom of the hydraulic oil tank. Drain the hydraulic oil in a suitable container
for storage or disposal. The capacity of the hydraulic oil tank is 63 liters (16.8 U.S. gal).
To prevent possible injury, the pressure from the hydraulic

system must be released. The accumulator will bleed down
through the steering metering pump when it is in the Neutral
(non-steer) position. With the engine off, accumulator bleed
down takes eight minutes. To bleed down the accumulator
sooner, turn the steering wheel to the right and to the left. The
accumulator is charged to 6900 kPa (1000 psi) with dry
Nitrogen.
2. Remove steering accumulator (2) from combination valve (3).
3. Disconnect eight oil lines (1) from combination valve (3).
4. Remove oil line (5) from combination valve (3) and pressure and flow compensator (6).
5. Remove four mounting bolts (4) and combination valve (3) from the hydraulic pump.
Install Combination Valve 5064-012
NOTE: Make sure all of the components of the combination valve are clean prior to assembly. During assembly, check
the condition of all the O-ring seals used in the assembly. If any of these seals are damaged, use new parts for
replacement.
1. Position combination valve (3) and install four mounting bolts (4).
2. Install oil line (5) to combination valve (3) and pressure and flow compensator (6).
3. Connect eight oil lines (1) to combination valve (3).
4. Install steering accumulator (2) to combination valve (3).
Disassemble Combination Valve 5064-015
Start By:
a. remove combination valve
1. Remove valve group (1) from the combination valve.
2. Remove retainer assembly (2), nut (3), O-ring seal (4), plate (5), spring (6), plate (7), valve (8), body (9), O-ring seal
(10) and O-ring seal (11) from valve group (1).
4. Remove retainer assembly (13), nut (14), O-ring seal (15), spring (16), valve (17), body (18), O-ring seal (19), ring
(20), O-ring seal (21), O-ring seal (22) and seat (23) from valve group (12).
5. Remove spring (24), spring (25) and valve spool (26) from the combination valve.
7. Remove O-ring seal (28), O-ring seal (29) and nut (30) from valve group (27).
9. Remove nut (32), O-ring seal (33), valve spool (34) and spring (35) from valve group (31).
11. Remove plug (37), O-ring seal (38), plate (39), O-ring seal (40), plate (41), ball (42) from inside barrel, plate (43), O-
ring (44), plate (45) and seat (46) from valve group (36).
13. Remove plug (48), O-ring seal (49), spring (50) and valve (51) from valve group (47).
Assemble Combination Valve 5064-016
1. Make sure that all the components of the combination valve are clean before assembly. During the assembly of the
combination valve, check the condition of all the O-ring seals that are used in the assembly. If any of the seals are
2. Install plug (48), O-ring seal (49), spring (50) and valve (51) on valve group (47).
3. Install valve group (47) in the combination valve.
4. Install plug (37), O-ring seal (38), plate (39), O-ring seal (40), plate (41), ball (42) to inside the barrel, plate (43), O-
ring (44), plate (45) and seat (46) in valve group (36).
6. Install nut (32), O-ring seal (33), valve spool (34) and spring (35) in valve group (31).
8. Install O-ring seal (28), O-ring seal (29) and nut (30) in valve group (27).
10. Install spring (24), spring (25) and valve spool (26) in the combination valve.
11. Install retainer assembly (13), nut (14), O-ring seal (15), spring (16), valve (17), body (18), O-ring seal (19), ring
(20), O-ring seal (21), O-ring seal (22) and seat (23) in valve group (12).
13. Install retainer assembly (2), nut (3), O-ring seal (4), plate (5), spring (6), plate (7), valve (8), body (9), O-ring seal
(10) and O-ring seal (11) in valve group (1).
End By:
a. install combination valve


Compensator Valve
Remove Compensator Valve 5086-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
2. Remove plug (1) from ecology drain (2) at the bottom of the oil tank. Drain the hydraulic oil in a suitable container for
storage or disposal. The capacity of the hydraulic oil tank is 63 liters (16.8 U.S. gal).
NOTE: Compensator valve (5) is below the cab on the left side of the machine.
3. Disconnect pipe (4) from compensator valve (5). Remove four socket head bolts (3) that secure compensator valve (5)
to the implement pump. Remove compensator valve (5) and the three O-ring seals under compensator valve (5) from the
implement pump.
Install Compensator Valve 5086-012
1. During installation of compensator valve (5), check the condition of all O-ring seals used under the valve that was
removed or used in the end of the pipe that was disconnected. If any of the seals are damaged, use new parts for
replacement. Be sure all components are clean prior to installing the compensator valve.
2. Install the three O-ring seals under compensator valve (5). Position compensator valve (5) to the implement pump.
Install four socket head bolts (3) that secure compensator valve (5) to the implement pump. Connect pipe (4) to
compensator valve (5). Four socket head bolts (3) must be tightened to a torque of 34 ± 3 N·m (25 ± 2 lb ft).
3. Install plug (1) in ecology drain (2) at the bottom of the oil tank. Fill the oil tank to the proper level with oil. Refer to
the "Operation & Maintenance Manual" for the proper procedure, oil and oil level.
Disassemble Compensator Valve 5086-015
Start By:
a. remove compensator valve
1. Clean the compensator valve before disassembly.
2. Remove three O-ring seals (2). Put orientation marks on fitting (1) and the valve body for installation purposes.
Remove fitting (1).
3. Remove valve group (3) from compensator valve body (4).
4. Disassemble valve group (3) as follows:
NOTE: Do not separate setscrew (5) and locknut (10) from plug (6) unless necessary. This is the adjustment for the
valve group.
a. Remove setscrew (5), locknut (10), plug (6), O-ring seal (7), guide (11), pin (8), spring (12) and guide (9) from
compensator valve body (4).
NOTE: Do not separate setscrew (14) and locknut (15) from plug (16) unless necessary. This is the adjustment for the
valve group.
a. Remove setscrew (14), locknut (15), plug (16), O-ring seal (17), guide (18), spring (19) and guide (20) from
compensator valve body (4).
7. Remove two valve groups (21) from compensator valve body (4).
8. Disassemble two valve groups (21) as follows:
a. Disassemble plug (24), O-ring seal (23) and valve spool (22) from compensator valve body (4).
b. Disassemble plug (27), O-ring seal (26) and valve spool (25) from compensator valve body (4).
a. Disassemble valve group (28), ring (30) and O-ring seal (31) from compensator valve body (4). Remove plug
and O-ring seal (29) from compensator valve body (4).
Assemble Compensator Valve 5086-016
1. Be sure all the parts of the compensator valve are clean prior to assembly. Check the condition of all O-ring seals used
in the compensator valve. If any of the seals are worn or damaged, use new parts for replacement.
2. Install plug and O-ring seal (29) to compensator valve body (4). Tighten plug (29) to a torque of 31 ± 2 N·m (23 ± 1
lb ft).
3. Install ring (30) and O-ring seal (31) to valve group (28). Install valve group (28) to compensator valve body (4).
Tighten valve group (28) to a torque of 13 ± .5 N·m (10 ± 1 lb ft).
4. Install O-ring seal (23) to plug (24). Install valve spool (22) and plug (24) to compensator valve body (4). Tighten
plug (24) to a torque of 31 ± 2 N·m (23 ± 1 lb ft).
5. Install O-ring seal (26) to plug (27). Install valve spool (25) and plug (27) to compensator valve body (4). Tighten
plug (27) to a torque of 31 ± 2 N·m (23 ± 1 lb ft).
6. Install two valve groups (21) to compensator valve body (4).
7. Install O-ring seal (17) to plug (16). If setscrew (14) and locknut (15) were removed from plug (16), replace them
now. Install guide (20), spring (19), guide (18) and plug assembly (16) to compensator valve body (4). Tighten plug (16)
to 101 ± 5 N·m (75 ± 3 lb ft). Tighten locknut (15) to 17 ± 3 N·m (13 ± 2 lb ft).
8. Install O-ring seal (7) to plug (6). If setscrew (5) and locknut (10) were removed from plug (6), replace them now.
Install guide (9), spring (12), pin (8), guide (11) and plug assembly (6) to compensator valve body (4). Tighten plug (6)
to 79 ± 4 N·m (59 ± 3 lb ft). Tighten locknut(10) to 17 ± 3 N·m (13 ± 3 lb ft).
9. Install valve group (3) to compensator valve body (4).
10. Install fitting (1). Orient the fitting to its original position. Install three seals (2) to compensator valve body (4).
NOTE: For information to complete adjustment of the valve, refer to the "Systems Operation Testing & Adjusting
Module SENR8518."
End By:
a. install compensator valve


Air Dryer Group

Remove Air Dryer Group 4285-011
1. Block the wheels so the machine will not move. Lower all implements to the ground.
2. Put identification marks on hose assemblies (1) and (2) for installation purposes. Disconnect hose assemblies (1) and
(2) from the air dryer.
3. Disconnect heater (4) from the air dryer.
4. Disconnect hose assemblies (3) and (5) from the air dryer.
5. Note the orientation of the air fittings on the air dryer for installation purposes. Remove four nuts (7), the washers, two
U-bolts (8) and two clamps (6) from the mounting brackets. Remove the air dryer from the machine.
file://C:\SIS\TMP\sis2FD1prt.html 7/23/2008
Install Air Dryer Group 4285-012
1. Position the air dryer to the machine in its original orientation. Install four nuts (7), the washers, two U-bolts (8) and
two clamps (6) in order to secure the air dryer to the machine.
2. Connect hose assemblies (3) and (5) to the air dryer.
3. Connect heater (4) to the air dryer.
4. Connect hose assemblies (1) and (2) to their original locations.

file://C:\SIS\TMP\sis2FD1prt.html 7/23/2008

Parking Brake Control Air Valve Assembly

Remove Parking Brake Control Air Valve Assembly 4282-011
Start By:
a. remove seat assembly
1. Remove shift knob (1) from the shift knob lever. Remove four bolts (2) from cover (3). Remove cover (3) from the
control panel. Remove six bolts (4) from front cover (5). Remove cover (5) from the control panel.
2. Remove two knobs (6) from side panel (9). Remove two bolts (7) and cap (8) from side panel (9). Remove side panel
(9) from the control panel.
3. Remove four bolts (10) that hold cover (12) in the control panel. Move shifter lever (11) out of the park position.
Remove shift control assembly (18) from the control panel.
4. Remove bolt (14) and disconnect electrical socket (16) from shift control box (18). Put identification marks on the two
air hoses for installation purposes. Disconnect the fittings on air hoses (15) and (17) from parking control air valve
assembly (13). Remove shift control box (18) from the control panel.
5. Note the positions of elbows (19) and (22) for installation purposes. Remove two elbows (22) and elbow (19) from
parking brake control air valve assembly (20). Loosen jam nut (21) and remove valve assembly (20) from shift control
box (18).
Install Parking Brake Control Air Valve Assembly 4282-012
1. Clean all components of the parking brake control air valve assembly and the mating components before installing
them. Check the condition of all O-ring seals used in the hose assemblies that were disconnected. If any of the seals are
2. Install elbows (19) and (22) on parking brake control air valve assembly (20), and facing in their original direction.
Install parking brake control air valve assembly (20) on shift control box (18) and facing its original direction. With the
shift control lever in the "Neutral" position adjust valve assembly (20) in order to provide 0.5 to 1.0 mm (.02 to .04 in)
clearance with the actuator.
3. Install shift control box (18) in the control panel housing. Connect electrical socket (16) to shift control box (18).
Install bolt (14) in order to secure electrical socket (16) to shift control box (18).
4. Connect hose assemblies (15) and (17) to parking brake control air valve assembly (13).
5. Position shift control assembly (18) to the control panel. Install four bolts (10) that hold shift control assembly (18) in
the control panel.
6. Position side panel (9) to the control assembly. Install two knobs (6) to side panel (9). Install two bolts (7) and cap (8)
to side panel (9).
7. Position front cover (5) to the control assembly. Install six bolts (4) to front cover (5).
8. Position cover (3) to the control assembly. Install shift knob (1) to the shift knob lever. Install four bolts (2) to cover
(3).
End By:
a. install seat assembly
Disassemble & Assemble Parking Brake Control Air Valve Assembly 4282-017
Start By:
a. remove parking brake control air valve assembly
1. Remove boot (10) from the valve assembly.
2. Remove nut (13) and bracket (11) from the valve assembly.
3. Remove nut (12) from nipple (7). Remove nipple (7) from the valve assembly.
4. Remove stem (8) from nipple (7). Remove O-ring seal (9) from stem (8).
5. Remove elbow (1) from air valve body (6).
6. Remove O-ring seal (2), inlet valve (4), spring (3) and spring seat (5) from air valve body (6).
NOTE: The following steps are for the assembly of the parking brake control air valve assembly:
7. Make sure that all components of the parking brake control air valveassembly and the matching components are clean
prior to assembly. During the assembly of the parking brake control air valve assembly, check the condition of all O-ring
seals used. If any of the seals are damaged, use new parts for replacement.
8. Install spring seat (5), spring (3), inlet valve (4) and O-ring (2) to air valve body (6).
9. Install elbow (1) to air valve body (6).
10. Install O-ring seal (9) to stem (8). Install stem (8) to nipple (7).
11. Install nipple (7) to the valve assembly.
12. Install nut (12) to nipple (7).
13. Position the valve assembly to bracket (11). Install nut (13) in order to secure the valve assembly to bracket (11).
14. Install boot (10) to the valve assembly.
End By:
a. install parking brake control air valve assembly


Parking Brake Solenoid Valve

Remove & Install Parking Brake Solenoid Valve 4804-010
air tankby opening the bleed valves. The bleed valves are on the
1. Disconnect air line (1) from parking brake solenoid valve (2).
2. Disconnect wiring harness (4).
3. Loosen nut (3) and remove parking brake solenoid valve (2).
NOTE: The following steps are for the installation of the parking brake solenoid valve.
4. Put parking brake solenoid valve (2) in place and tighten nut (3).
5. Connect wiring harness (4).
6. Connect air line (1) to parking brake solenoid valve (2).


Brake Control Air Valve

Remove Brake Control Air Valve 4265-011
Do not disconnect any air lines until all the air pressure in the
air system is released. Personal injury can be the result if air
lines are disconnected before the air pressure is zero.
1. Release the air pressure in the air tank by loosening the bleed valves on the air tank. The air tank is behind the rear
bumper.
2. Remove cotter pin and pin (4) to disconnect the linkage at the rear of brake control air valve (2).
3. Put identification marks on five air lines (3) for installation purposes. Disconnect the five air lines from brake control
air valve (2).
4. Disconnect two wires (5) and wire (1).
5. Remove two bolts (not shown) that secure bracket (6) to the bottom of the operator module.
6. Remove brake control air valve (2) from the machine.
Install Brake Control Air Valve 4265-012
1. Position brake control air valve (2) with bracket (6) to the machine. Install the two bolts that hold the parts in place.
2. Connect the brake pedal lever, in position, to brake control air valve (2). Install cotter pin and pin (4) to brake control
air valve (2).
3. Connect five air lines (3) to brake control air valve (2).
4. Connect two wires (5) and wire (1) to brake control air valve (2).
5. Make an adjustment to the brake pedal and to brake control air valve (2). See the topic, "Pedal Adjustments For
Service Brakes and Control Valve Adjustment," in the System Operation Testing & Adjusting Manual, SENR8529.
Disassemble Brake Control Air Valve 4265-015
Start By:
a. remove brake control air valve
1. Remove cotter pin (1), pin (2) and lever (3) from the brake control valve.
2. Remove bolts (6), the washers, bracket and brake valve plate (5) and brass shim (4) from brake control valve.
3. Remove plunger (7) and rubber boot (8) from bracket and brake valve plate (5).
4. Remove bolts (10), the washers and control valve group (9) from the brake control valve.
5. Remove O-ring seal (11) from control valve group (9). Remove Phillips head screws (15), the washers and valve
exhaust elbow (14) from control valve group (9).
6. Remove inlet and exhaust valve (13) from control valve group (9). Remove O-ring seal (12) from control valve group
(9).
Cover (24) holds springs that are under compression. Hold cover
(24) while removing nut (25) to prevent spring ejection and
personal injury.
7. Remove nut (25), cover (24) and spring (23) from brake control valve.
8. Remove piston (20) and piston (16) from brake control valve.
9. Remove screw and small retaining washer (19) from piston (16).
12. Remove large springs (17) and (21) from brake control valve.
13. Use Tool (A) in order to remove snap ring (28) and inlet and exhaust valve (27) from brake control valve.
14. Remove O-ring seal (26) from inlet and exhaust valve (27).
Assemble Brake Control Air Valve 4265-016
1. Make sure that all components of the Brake Control Valve and the matching components are clean prior to
installation. During the installation of the Brake Control Valve, check the condition of all O-ring seals used. If any of the
seals are damaged, use new parts for replacement. The Repair Kit-Air Control Valve 2G-6285 contains springs, boot, O-
rings, inlet and exhaust valves, screw, locknut, and filter.
2. Install O-ring seal (26) to inlet and exhaust valve (27).
3. Position inlet and exhaust valve (27) to the brake control valve. Use Tool (A) and install snap ring (28) in order to
secure inlet and exhaust valve (27) to the brake control valve.
4. Install large springs (17) and (21) to brake control valve.
5. Install O-ring seal (22) to piston (20).
6. Install O-ring seal (18) to piston (16).
7. Install the screw and small retaining washer (19) to piston (16).
8. Install piston (20) and piston (16) to brake control valve.
9. Install spring (23), cover (24) and nut (25) to brake control valve.
10. Install O-ring seal (12) to control valve group (9). Install inlet and exhaust valve (13) to control valve group (9).
11. Install inlet and exhaust valve (13) to control valve group (9).
12. Install O-ring seal (11) to control valve group (9).
13. Install bolts (10), the washers and control valve group (9) to the brake control valve.
14. Install plunger (7) and rubber boot (8) to bracket and brake valve plate (5).
15. Position brass shim (4), the bracket and brake valve plate (5) to the brake control valve. Install bolts (6) and the
washers that hold the assembly together.
16. Install lever (3), pin (2) and cotter pin (1) to the brake control valve.
End By:
a. install brake control air valve


Differential Lock Actuator Valve

Remove & Install Differential Lock Actuator Valve 3273-010

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
2. Disconnect wire assembly (1).
3. Disconnect oil line (2) from differential lock actuator valve (4). Plug the fittings on oil line (2) in order to prevent the
loss of oil, and in order to keep dirt out of the oil system.
4. Remove bolts and washers (3) and differential lock actuator (4) from the differential.
5. Remove O-ring seals (5) from differential lock actuator valve (4).
NOTE: The following steps are for the installation of the differential lock actuator valve.
6. During the installation of the differential lock actuator valve, check the condition of all the O-ring seals used. If the
7. Install O-ring seals (5) to differential lock actuator valve (4)
8. Position differential lock actuator valve (4) and install bolts and washers (3).
9. Connect oil line (2) to differential lock actuator valve (4).
10. Connect wiring harness (1).
Disassemble & Assemble Differential Lock Actuator Valve 3273-017
Start By:
a. remove differential lock actuator valve
1. Remove nut (5) and the washer that hold coil assembly (4) to differential lock actuator valve (1).
2. Remove coil assembly (4) from differential lock actuator valve (1).
3. Remove cartridge (3) from differential lock actuator valve (1). Remove three O-ring seals (2) from cartridge (3).
NOTE: The following steps are for the assembly of the differential lock actuator valve.
4. Make sure that all components of the differential lock actuator valve and the matching components are clean prior to
installation. During the installation of the differential lock actuator valve, check the condition of all O-ring seals used. If
any of the seals are damaged, use new parts for replacement. Cartridge Seal kit 6G-5979 contains three O-ring seals.
5. Install three O-ring seals (2) to cartridge (3). Install cartridge (3) to differential lock actuator valve (1).
6. Install coil assembly (4) to differential lock actuator valve (1). Install nut (5) and the washer in order to secure coil
assembly (4) to differential lock actuator valve (1). Tighten nut (4) to a torque of 3 ± 0.5 N·m (27 ± 5 lb in).
End By:
a. install differential lock actuator valve


Fuel Tank
Remove Fuel Tank 1273-011
Start By:
a. remove hood *
*For procedure to remove the hood, refer to the "Engine Supplement for the 120H and 135H Motor Graders, SENR8538."

contain hot water or steam. Any contact can cause severe burns.
Look at the sight gauge to check the coolant level. The coolant
level should be in the green range. If necessary, remove the fill
cap only after the engine has been stopped and the cap is cool
enough to remove with your bare hand. Remove the cooling
system fill cap slowly to relieve pressure. Cooling system
condition contains alkali that can cause personal injury. Avoid
contact with the skin and eyes and do not drink. Allow cooling
system components to cool before draining.
cooling system by placing a drain hose through the hole in the back of the bumper, attaching the hose to the drain valve
fitting and opening the drain valve: Drain the coolant from the engine and cooling system in a suitable container for
storage or disposal. Refer to the "Operation & Maintenance Manual" for cooling system capacities. Drain the engine
coolant to a level below the top hose.
2. Loosen the two hose clamps and remove top coolant hose (1).
3. Disconnect two fuel hose assemblies (2). Plug the hose fittings in order to prevent dirt and debris to enter the fuel
system.
4. Shut off the main fuel valve and disconnect hose assembly (4).
5. Disconnect wire connector (6).
6. Remove bolts (3) from pump and filter assembly (5). Remove pump and filter assembly (5) from the side of the fuel
tank.
7. Remove bolt (7) and the clip.
8. Remove three bolts (8) and the clips from under the fuel tank.
9. Remove bolts (9) and the clips from under the fuel tank.
10. Remove bolt (10) and the clip.
The radiator has been removed for photo clarity.
11. Disconnect wire connector (12) from the fuel sensor.
12. Remove six bolts (11) and the clips from the wiring harness.
13. Remove bolts (13) from the starting aid. Move the starting aid out of the way.
14. Remove screws (14) and circuit breaker assembly (15) from the fuel tank leg.
15. Attach a hoist to the lifting lugs on the fuel tank.
16. Remove four bolts and nuts (16) that hold the fuel tank to the machine frame. Remove the fuel tank from the
machine frame. The weight of the fuel tank is 173 Kg (381 lb).
Install Fuel Tank 1273-012
1. Attach a hoist to the lifting lugs on the fuel tank.
2. Position the fuel tank to the machine frame. Install four bolts (16) and the nuts that hold the fuel tank to the machine
frame.
3. Install circuit breaker assembly (15) with screws (14) to the fuel tank leg.
4. Install starting aid with bolts (13).
5. Install six bolts (11) and the clips to the wiring harness.
6. Connect wire connector (12) to the fuel sensor.
7. Install bolt (10) and the clip.
8. Install bolts (9) and the clips under the fuel tank.
9. Install bolts (8) and the clips under the fuel tank.
10. Install bolt (7) and the clip.
11. Position pump and filter assembly (5) to the side of the fuel tank. Install bolts (3) that hold pump and filter assembly
(5) to the side of the fuel tank.
12. Connect wire connector (6).
13. Connect hose assembly (4).
14. Connect two fuel hose assemblies (2).
15. Connect top coolant hose (1) and tighten the two hose clamps.
16. Open the main fuel valve.
End By:
a. install hood *
*For procedure to install the hood, refer to the "Engine Supplement for the 120H and 135H Motor Graders, SENR8538."


Articulation Cylinders
Remove & Install Articulation Cylinders 7058-010
Start By:
a. remove batteries & battery boxes *
*Refer to the "3116 Engine Supplement for 120H and 135H Motor Graders SENR8538", for instructions on the removal of the batteries and battery boxes.

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
2. Drain the oil from hydraulic tank in a suitable container for storage or disposal. The capacity of the hydraulic system
is 38 L (40 quarts).
3. Remove bolt (1) and the clamp holding the wiring harness to hydraulic tank support (4).
4. Position block (6) to support the hydraulic tank.
5. Remove bolt (2), the nut and the washer from hydraulic tank support (4). Remove bolt (3), the nut and two washers
from hydraulic tank support (4) and the bracket on the hydraulic oil tank. Remove bolts (5) and washers from hydraulic
tank support (4).
6. Remove hydraulic tank support (4) from the cab.
Tandem is removed for photo clarity
7. Disconnect oil line (8) and oil line (9) from articulation cylinder (10). Plug the fittings on these lines in order to
prevent the loss of hydraulic oil, and in order to keep dirt out of the hydraulic system.
8. Fasten a lifting sling and a hoist to articulation cylinder (10).
9. Remove bolts (7) and (11) and washers from the bottom of the articulation cylinder retention pins.
10. Install Tooling (A) and remove the articulation cylinder retention pins.
11. Remove washers (12) while removing articulation cylinder (10). The weight of articulation cylinder (10) for the
120H and 135H is 31.5 Kg (69 lb).
12. Use Tooling (B) in order to remove the two seals and the bearing from each end of articulation cylinder (10).
13. Repeat Steps 3 through 11 to remove the remaining articulation cylinder on the other side of the machine.
NOTE: The following steps are for the installation of the articulation cylinders.
14. During the installation of the articulation cylinders, check the condition of all the O-ring and lip seals used in the
assemblies. If any of these seals are damaged, use new parts for replacement.
NOTE: Do not use impact type tools in order to install the bearings in the articulation cylinders.
15. Use Tooling (C) in order install the bearing and the two seals to each end of articulation cylinder (10). The bearings
must be installed 7.14 ± 0.25 mm (.281 ± .010 in) below face (X). The seals must be seated to the bearings and with the
sealing lips facing outward.
16. Fasten a lifting sling and a hoist to articulation cylinder (10). Position the rod end of articulation cylinder (10) in its
mounting. Install washers (12), in order to level articulation cylinder (10), and install pin (13) in order to hold
articulation cylinder (10) to its mounting.
17. Position the other end of articulation cylinder (10) in its mounting. Install the remaining pin in order to hold
articulation cylinder (10) to the mounting.
18. Install bolts (7) and (11) and washers to the pins. Tighten bolts (7) and (11) in order to seat the pins.
19. Connect oil lines (8) and (9) to articulation cylinder (10).
20. Position hydraulic tank support (4) and install bolts (5) and the washers. Install bolt (3), the nut and the two washers
to hydraulic tank support (4) and the bracket on the hydraulic oil tank. Install bolt (2), the nut and the washer to the
hydraulic tank and support (4).
21. Repeat Steps 14 through 19 in order to install articulation cylinder (10) on the other side of the machine.
22. Remove block (6) from under the hydraulic tank.
23. Install bolt (1) and the clamp to hydraulic tank support (4).
procedure.
End By:
a. install batteries & battery boxes *
*Refer to the "3116 Engine Supplement for 120H and 135H Motor Graders SENR8538", for instructions on the installation of the batteries and battery boxes.
Disassemble Articulation Cylinders 7058-015
Start By:
a. remove articulation cylinder
1. Remove two lip seals (2), (10) and bearing sleeve (9) from cylinder assembly (1). Remove two lip seals and bearing
sleeve (8) from rod end (7) of the cylinder.
2. Install the articulation cylinder in Tooling (A). The weight of the articulation cylinder is 27 Kg (60 lb).
(7).
assembly (14).
(5) from head (14).
Assemble articulation Cylinders 7058-016
1. Make sure that all of the components of the articulation cylinders are clean prior to assembling the unit. Check the
condition of the seals, O-ring seals and back-up rings used in the articulation cylinders. If any of these components are
(18), ring (15), U-cup seal (17), seal assembly (16) wear ring (15), back-up ring (6) and O-ring seal (5) with clean
hydraulic oil.
3. Temporarily install head (14) in cylinder assembly (1). Tighten the head by hand. Carefully install rod assembly (7) in
6. Use 1P-0808 General Purpose Lubricant in order to lubricate the threads of head (14). Lubricate seal assembly (3)
96 lb ft).
End By:
a. install articulation cylinder


Supplemental Steering
Remove Supplemental Steering 4339-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
2. Drain the oil from the hydraulic tank in a suitable container for storage or disposal. The capacity of the hydraulic
system is 38 L (10 gal U.S.).
3. Remove oil supply hose (2) from electric drive pump group (3). Removehose assembly (1) from electric drive pump
group (3).
4. Remove nut (6), the washer and ground cable (5) from electric drive pump group (3).
5. Remove boot (7), the nut, the washer and power cable (8) from electric drive pump group (3).
6. Remove bolts (4), the washers and electric drive pump group (3) from the side of the frame.
Install Supplemental Steering 4339-012
1. Position electric drive pump group (3) and install bolts (4) and the washers that secure it to the side of the frame.
2. Install power cable (8), the washer, the nut and boot (7) to electric drive pump group (3).
3. Install ground cable (5), the washer and nut (6) to the side of the frame.
4. Install hose assembly (1) and oil supply hose (2) to electric drive pump group (3).
procedure.


Main Frames
Main Frames, Separate & Connect 7051-029
Start By:
a. remove implement pump drive
b. remove articulation cylinders
1. Remove bolt, washer and clip (1) that holds wiring harness (2), air lines (5), and clutch cable (6).
2. Remove bolt, washer and clip (4) that hold the grease lines.
3. Remove bolt and washer (3) and bolt, washer and clip (9). Remove plate and two rubber grommets (7) holding ripper
oil lines (8) and air lines (5), wiring harness (2) and clutch cable (6).
4. Put identification on ripper oil lines (8) and air lines (5).
5. Remove bolt, washer and clip (11) that hold ripper oil lines (8). Disconnect ripper oil lines (8) from the control valve.
Plug the fittings of oil lines (8) in order to prevent the loss of oil, and keep dirt out of the hydraulic oil system.
6. Remove bolt, washer and clip (10) that hold wiring harness (2). Disconnect the wiring harness connecters on the left
side of the front frame.
7. Remove bolts and washers (12) from cover (13) on the control box and disconnect clutch cable connection (6).
8. Disconnect air lines (5) from the foot control valve.
9. Remove bolt and washer (14). Loosen nut (16) on cable (6). Remove rod end (15) from cable (6).
10. Loosen lower nut (17) and remove top nut (17) from clutch control cable (6). Slide clutch control cable (6) out of the
control housing.
11. Remove bolts and washers (26) and plate and grommets (27) that hold air lines (23), heater hoses (18) and (20),
brake cable (30), air conditioner hoses (24) and (29), transmission control cables (22), and wiring harnesses (25) and
(28).

refrigerant in the atmosphere. Refer to Caterpillar publication
SENR3334-01, SENR5664 and NEDG5065-01 for the proper
Always wear goggles when working on air conditioning systems.

The system is under pressure at all times, engine running or not.
Escaping refrigerant R-12 (C C12 F2 Dichloro Difluoro
Methane) and refrigerant R-134A can cause freezing of human
flesh. Do not smoke while working on air conditioning. Inhaling

Refrigerant R-12 or R-134A through any smoking material,
although not toxic or flammable, can cause violent illness. Also
heat must never be applied to a charged system. See the " Air
Conditioning And Heating Service Manual " Form No.
SENR3334-01, SENR5664 and NEDG5065-01 for more
information on removal and installation of lines and refrigerant
from the system.
12. Remove the refrigerant R-12 or R-134A from the system. See " Air Conditioning and Heating, Purging the System, "
Form No. SENR3334-01, SENR5664 and NEDG5065-01 for more information on removal and installation of lines and
refrigerant from the system.
13. Disconnect air conditioner lines (24) and (29).
14. Disconnect wiring harnesses (25) and (28). Disconnect air line (19).
15. Remove bolt, washer and clip (21) that holds transmission control cables (22).
16. Remove air lines (23) from the brake air control valve.
17. Remove bolts and washers (31) and cover (32) from throttle control housing. Disconnect foot throttle control cable
(30). Refer to photo D48743 for clarity of removing cable.
18. Remove three bolts (33) and cover (34) from the console.
NOTE: The seat assembly has been removed for better photo illustration
19. Remove bolt (36). Loosen nut (35) and remove rod end (37) from the transmission cable. Remove nut (42) and slide
the transmission cable out of the control panel.
20. Remove bolt (38). Loosen nut (40) and remove rod end (39) from the transmission cable. Remove nut (41) and slide
the transmission cable out of the control panel.

NOTE: Release the pressure in the cooling system by slowly loosening the fill cap on the radiator. Drain the coolant
from the cooling system by placing a drain hose through the hole in the back of the bumper, attaching the hose to the
drain valve fitting and opening the drain valve. Drain the coolant from the engine and cooling system in a suitable
container for storage or disposal. Refer to the "Operation & Maintenance Manual" for cooling system capacities.
21. Drain the coolant system. The capacity of the coolant system is 40 Liters (11 gal U.S.).
22. Loosen clamp (43) and remove heater hose (18) from left side of the engine. Heater hose has a clamp on the side of
the frame.
23. Loosen clamp (44) and remove heater hose (20), this hose has one clamp on the side of the block.
24. Remove all lines, wires and cables that were disconnected from the front and rear frames. Install the lock pin in the
wheel lean bar and the front axle. Put blocks under the front wheels so they can not move. Install Tooling (A) under the
platform on each side of the machine. Put a fork lift truck in position under the rear of the rear frame.
25. Remove grease line (45) from pin (48).
26. Remove bolts (46) that hold pin (48) to the frame. Install two 3/8 in - 16 NC Forcing Screws in pin (48). Remove
pin (48) with the forcing screws.
NOTE: Lift or lower the frame with the fork lift truck to remove any pressure from pin (48).
27. Remove bolts (51) that hold plate (49) to the frame. Remove bolts (50) that hold plate (49) to bottom pin (52).
28. Remove plate (49) and the shims from the frame.
29. Put an appropriate hydraulic jack (53) in position under bottom pin (52).
30. Remove bottom pin (52) from the bottom pin bearing with the hydraulic jack.
31. Remove spacer (54) from the bottom pivot pin bearing.
NOTE: Separation of the frames is not possible until spacer (54) is removed from the bottom pivot pin bearing.
32. Connect an air supply to the parking brake release valve. Release the parking brake.
33. Move the rear frame back from the front frame with the fork lift truck.
34. Put Tooling (B) under the radiator end of the rear frame. Remove the air supply from the parking brake release valve.
Remove the fork lift truck. Note that Tooling (B) is under both sides of the radiator.
NOTE: The following steps are for the connection of the main frames.
35. During the connection of the main frames, check the condition of all the O-ring seals used on the hydraulic lines that
were disconnected. Check the condition of any gaskets that were removed. If any of these seals or gaskets are damaged,
36. Put a fork lift truck in position under the rear of the rear frame. Remove Tooling (B) from under the rear frame.
Connect an air supply to the parking brake release valve. Release the parking brake.
37. Move the rear frame in position on the front frame with the fork lift truck.
38. Lift or lower the rear frame with the fork lift truck to get the pin bore of the bottom pin in alignment. Use a hydraulic
jack to put the bore in alignment from side to side.
39. Put spacer (54) in position in the bottom pin bore bearing and the rear frame. Use bolts (51) in order to install plate
(49) on the frame and hold the spacer.
NOTE: For easier pin installation, lower the temperature of the pins to -57°C to -68°C (-70°F to -90°F).
40. Put bottom pin (52) in position in the bottom pin bore. Install two long bolts through plate (49) and in the bottom of
pin (52) to help keep the holes in the bottom of pin (52) in alignment with the holes in plate (49).
41. Install pin (52). Remove the two long bolts.
42. Remove bolts (51) that hold plate (49) to the frame. Install two bolts (50) 180 degrees apart that hold the plate to the
pin. Tighten bolts (50) to a torque of 135 ± 14 N·m (100 ± 10 lb ft).
43. Measure the distance between plate (49) and the frame with a feeler gauge at each bolt hole. Remove bolts (50) and
plate (49).
44. Install a thickness of shims, the same as the minimum distance measured in Step 43, minus 0.25 mm (.010 in) on
plate (49). Put plate (49) and shims in position on the bottom pin. Install all the bolts that hold the plate to pin (52) and
the frame.
45. Put pin (48) in position in the top pin bore. Make sure the bolt holes in cover (47) for pin (48) are in alignment with
the bolt holes in the frame. Install bolts (46).
NOTE: A bar can be used to put the top pin bore in alignment.
46. Tighten bolts (46) evenly to a torque of 100 ± 14 N·m (75 ± 10 lb ft) with the following procedure:
a. Tighten a bolt in the corner of the cover.
b. Tighten the bolt across from the bolt tightened in Step a.
c. Tighten the next two bolts in the other corners of the cover.
47. Remove the air supply from the parking brake release valve.
48. Remove Tooling (A) from under the front frame. Remove the fork lift truck from the rear of the rear frame.
49. Install grease line (45) to the pin.
50. Install heater hose (18) and clamp (43) to the left side of the engine. Install clamp (43) to heater hose (18) on the side
of the frame.
51. Install heater hose (20) and clamp (44). Install heater hose (20) and clamp (44) on the side of the block.
52. Install all lines, wires and cables that were disconnected from the front and rear frames.
NOTE: The seat assembly has been removed for better photo illustration.
53. Slide the transmission cable in control panel and install nut (42) finger tight. Install rod end (37) to the transmission
cable. Install and tighten bolt (36). Tighten nut (42) at this time.
54. Slide the transmission cable in control panel and install nut (41) finger tight. Install rod end (39) to the transmission
cable. Install and tighten bolt (38). Tighten nut (41) at this time.
55. Install cover (34) and bolts (33) to the console.
56. Connect foot throttle control cable (30). Install cover (32), bolts and washers (31) to the throttle control housing.
Refer to photo D48743 for clarity of installing cable.
57. Install air lines (23) to the brake air control valve.
58. Install clip, washer and bolt (21) in order to hold transmission control cables (22).
59. Connect air conditioner lines (24) and (29).
60. Connect wiring harnesses (25) and (28). Connect air line (19).
61. Position clutch cable (6) in clutch control housing. Install nut (17) to clutch cable (6).
62. Install rod end (15) to clutch cable (6) and tighten nut (16). Install bolt and washer (14).
63. Install cover (13) and bolts and washers (12) to clutch control housing.
64. Connect air lines (5) to the foot brake control valve.
65. Connect the wiring harness connecters on the left side of the front frame. Install bolt, washer and clip (10) holding
wiring harness (2).
66. Connect ripper oil lines (8) to the implement control valve. Install bolt, washer and clip (11) holding ripper oil lines
(8).
67. Install plate and rubber grommets (7) holding ripper oil lines (8) and air lines (5), wiring harness (2) and clutch cable
(6). Install bolt and washer (3) and bolt, washer and clip (9).
68. Install bolt, washer and clip (1) that holds wiring harness (2), air lines (5), and clutch cable (6).
69. Install bolt, washer and clip (4) that hold the grease lines.
70. Fill coolant system to proper level. Fill hydraulic system to proper level. Recharge the air conditioning system. Refer
to the Air Conditioning And Heating Service Manual, Form No. SENR5664-02, for information on removal and
installation of lines and refrigerant from the system.,
End By:
a. install implement pump drive
b. install articulation cylinders


Pivot Pin Bearings

Remove & Install Pivot Pin Bearings 7057-010
Start By:
a. separation of main frames
1. Remove spacer (2) from the top of the bottom bearing. Put floor jack (4) in position under the bottom bearing.
2. Remove bolts (1) and lockwashers that hold the top and the bottom caps on the bearing.
3. Remove the top cap. Remove bearing (3). Remove bottom cap (5). Remove the lip seals from the caps.
4. Remove the collar from the front frame with Tooling (A).
5. Remove bearing (6) from the front frame with Tooling (B).
6. Remove the two lip seals from the upper pin bore on the rear frame.
7. Remove the bearing from the upper pin bore on the rear frame with Tooling (C).
NOTE: The following sreps are for the installation of the pivot pin bearings.
8. Install the bearing in the upper pin bore of the rear frame with Tooling (D). Install the bearing to a depth of 12.7 ± 0.5
mm (.50 ± .02 in) from each surface.
9. Put clean grease on the lip of the lip seals. Install the two lip seals in the upper pin bore of the rear frame with Tooling
(E). Install the lip seals with the lips toward the outside surfaces.
10. Install the collar in the upper pin bore of the front frame with Tooling (F).
11. Lower the temperature of the bearing for the upper pin bore of the front frame to -57°C to -91°C (-70°F to -131°F).
12. Install the bearing in the upper pin bore of the front frame with Tooling (G).
13. Install the seals in the upper and lower caps with Tooling (H). Install the seals with the lips toward the caps.
14. Put clean grease on the lips of the seals on the upper and lower caps.
15. Put bearing (3) in position on bottom cap (5). Put bottom cap (5) and bearing (3) in position on floor jack (4).
16. Install bearing (3) in the bottom pin bore of the front frame.
17. Put upper cap (6) in position over the bearing with no shims. Install four bolts (1) equally spaced around cap (6) and
tighten diagonally opposite bolts to an equal amount. Repeat procedure until all bolts are tightened to 85 ± 7 N·m (65 ± 5
lb ft). Check to see that the lower cap is flush with the frame.
18. Measure the distance between cap (6) and the frame with feeler gauge (7) at each bolt location.
19. Remove bolts (1) and upper cap (6).
20. Put the upper cap and a thickness of shims same as the minimum distance measured in Step 18 in position over the
bottom pin bore. Install all lockwashers and bolts (1) and tighten evenly.
21. Install spacer (2) on the bearing. Remove the floor jack.
End By:
a. connection of main frames


Rear Bumper
Remove Rear Bumper 7156-011
1. Remove three bolts (1) and washers from support assembly (3). Loosen three bolts (2). Pull the left side of support
assembly (3) away from the radiator frame. Disconnect wire assembly (4) from support assembly (3). Remove three
bolts (2) and washers from support assembly (3). Use two people in order to remove support assembly (3) from the
radiator frame.
2. Remove five bolts (5) and washers from baffle assembly (6). Remove baffle assembly (6) from bumper (7).
3. Attach eyebolts, lifting chains and a hoist to bumper (7). Remove eight bolts (8) and washers from bumper (7).
Remove bumper (7) from the machine. The weight of bumper (7) is 45 Kg (100 lb).
Install Rear Bumper 7156-012
1. Attach eyebolts, lifting chains and a hoist to bumper (7). Position bumper (7) to the machine. Install eight bolts (8) and
washers to secure bumper (7) to the machine.
2. Position baffle (6) on bumper (7). Install five bolts (5) and washers, in order to secure baffle (6) to bumper (7).
3. Use two people in order to position support assembly (3) to the radiator frame. Partially install three bolts (2) and
washers in the right side of support assembly (3). Pull the left side of support assembly (3) away from the radiator frame.
Connect wire assembly (4) to support assembly (3). Install three bolts (1) and washers in support assembly (3). Tighten
three bolts (2).

Ripper Lift Cylinder

Remove Ripper Lift Cylinder 6312-011
1. Block up the platform.

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
3. Mark hose assemblies (1) and (2) for installation purposes. Disconnect hose assemblies (1) and (2) from the ripper
mounting group. Plug the fittings in hose assemblies (1) and (2) in order to prevent the loss of hydraulic oil, and in order
to keep dirt out of the hydraulic oil system.
4. Remove bolts (3) and lock (4) from link assembly (5). Remove pin (6) from the rod end of cylinder (7) and link
assembly (5).
5. Remove bolts (9) and locknuts (10) from bearings (8) and (11).
Use caution when removing bearings (8) and (11). Cylinder (7)
will come free as one of the bearings is removed.
6. Attach lifting slings and a hoist to cylinder (7). Use forcing bolts in order to remove bearings (8) and (11) from
carriage assembly (12).
7. Remove cylinder (7) from carriage assembly (12). The weight of cylinder (7) is 27 Kg (60 lb).
Install Ripper Lift Cylinder 6312-012
1. Attach lifting slings and a hoist to cylinder (7). Position the ripper lift cylinder to carriage assembly (12). The
hydraulic hose assembly fittings must face upwards.
2. Install bearings (8) and (11) carriage assembly (12) and cylinder (7). Install bolts (9) and locknuts (10) that hold
bearings (8) and (11). Tighten bolts (9) to a torque of 135 ± 20 N·m (99 ± 15 lb ft).
3. Position the rod end of cylinder (7) in link assembly (5). Align the pin retention holes. Install pin (6) to the rod end of
cylinder (7) and link assembly (5). Keep the lock retention slot in pin (6) aligned in order to match lock (4).
4. Install lock (4) and bolts (3) to link assembly (5). Tighten bolts (3) to a torque of 135 ± 20 N·m (99 ± 15 lb ft).
5. Install hose assemblies (1) and (2) to their original locations on the mounted fittings.
Disassemble Ripper Lift Cylinder 6312-015
Start By:
a. remove ripper lift cylinder
1. Remove two lip seals and bearing sleeve (17) from rod end (13) of the cylinder.
2. Install the ripper lift cylinder in Tooling (A). The weight of the ripper lift cylinder is 27 Kg (60 lb). Be careful not to
damage bearing surfaces (14) during disassembly.
6. Remove bolt (7) and washer (11) that hold piston (9) to rod assembly (13). Remove the piston from the rod assembly.
Pull the cylinder assembly and the head, as a unit, away from the rod assembly. Remove the head from the cylinder
assembly.
from head (10).
Assemble Ripper Lift Cylinder 6312-016
1. Make sure that all of the components of the ripper lift cylinder are clean prior to assembling the unit. Check the
condition of the seals, O-ring seals and back-up rings used in the ripper lift cylinder. If any of these components are
(4), ring (5), U-cup seal (3), seal assembly (2) wear ring (1), back-up ring (16) and O-ring seal (15) with clean hydraulic
oil.
3. Temporarily install head (10) in cylinder assembly (6). Tighten the head by hand. Carefully install rod assembly (13)
in the head and the cylinder assembly. Remove head (10) and rod assembly (13), as a unit, from cylinder assembly (6).
and wear ring (12) with clean hydraulic oil. Carefully install rod assembly (13) in cylinder assembly (6). Install head
(10) in cylinder assembly (6). With rod assembly (11) fully extended, tighten head (10) to a torque of 600 ± 130 N·m
(441 ± 96 lb ft).
End By:
a. install ripper lift cylinder


Ripper
Remove & Install Ripper 6312-010
1. Block up the platform.

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
3. Mark hose assemblies (1) and (2) for installation purposes. Disconnect hose assemblies (1) and (2) from the ripper
mounting group. Plug the fittings in hose assemblies (1) and (2) in order to prevent the loss of hydraulic oil, and in order
to keep dirt out of the hydraulic oil system.
4. Remove bolts (3) and lock (4) from link assembly (5). Remove pin (6) from the rod end of cylinder (7) and link
assembly (5).
5. Remove bolts (9) and locknuts (10) from bearings (8) and (11).
Use caution when removing bearings (8) and (11). Cylinder (7)
will come free as one of the bearings is removed.
6. Attach lifting slings and a hoist to cylinder (7). Use forcing bolts in order to remove bearings (8) and (11) from
carriage assembly (12).
7. Remove cylinder (7) from carriage assembly (12). The weight of cylinder (7) is 27 Kg (60 lb).
8. Use Tooling (A) in order to remove the bearing from the rod end of cylinder (7).
9. Attach a lifting sling and a hoist to link assembly (13).
10. Remove the bolts and the locknuts from pins (15). Remove pins (15) and spacers (14) from link assembly (13),
carriage assembly (12) and mounting bracket (16). Remove carriage assembly (12) from the ripper assembly. The weight
of link assembly (13) is 20 Kg (45 lb). Remove the second link assembly with same procedure that was used to remove
link assembly (13).
11. Use Tooling (C) in order to remove the two bearings and the four seals from each link assembly (13).
Left Hand Pin Joint
12. Attach lifting slings and a hoist to carriage assembly (12).
13. Remove two bolts (17) and locknuts from carriage assembly (12) and link assembly (5) pin joints.
14. Remove pins (18) from carriage assembly (12) and link assembly (5) joint. Remove carriage assembly (12) from the
ripper assembly. The weight of carriage assembly (12) is 500 Kg (1100 lb).
15. Attach a lifting sling and a hoist to link assembly (5). Remove bolts (19) and locknuts from mounting pins (21).
16. Remove mounting pins (21) towards the center of the ripper until shims (20) and link assembly (5) are free of the
assembly. Remove link assembly (5) from the assembly. The weight of link assembly (5) is 132 Kg (290 lb).
17. Use Tooling (F) in order to remove all the bearings and the seals from link assembly (5).
18. Remove side bolts (22), left and right shields (24) that attach to ripper mounting bracket (16). Remove bottom bolts
(23), left and right shields (24) from the bottom guard group.
19. Remove pin (28) from pin (29). Repeat this procedure with the remaining pin.
20. Place an appropriate floor jack under guard assembly (25).
21. Remove bolts (27) and caps (26).
22. Remove pin (29) from guard assembly (25). Repeat this procedure with the remaining pin. Use the floor jack in order
to remove the guard assembly (25) from the machine frame. The weight of guard assembly (25) is 68.1 Kg (150 lb).
23. Remove bolt (30) and locknut from pin (31).
24. Place a floor jack under stabilizer bar (32). Remove pin (31) from stabilizer bar (32) and bracket (33) Lower
stabilizer bar (32) to the floor. The weight of stabilizer bar (32) is 55 Kg (120 lb). Repeat this step on the remaining
stabilizer bar.
25. Attach a lifting sling and a hoist to stabilizer bar (32). Put identification marks on cam assembly (34) in order to
identify the orientation of the cam assembly (34) in relationship to mounting bracket (16). Slowly remove pin (21) and
spacer (36).
26. With pin (21) removed, carefully slide stabilizer bar (32) to the rear of the machine. Cam assembly (34) will come
free from mounting bracket (16). Follow same procedure on the remaining cam and stabilizer bar.
During removal of grill (36) wire harness (38) needs to be

disconnected before grill (36) can be moved away from the radiator
guard. Disconnect the wire when access to the wire harness is
available.
27. Remove bolts (35) from grill (36). Move the lower left corner of grill (36) forward. Disconnect wire harness (38).
Remove grill (36) from the machine.
28. Remove bolts (37) that hold plate (39) to the radiator guard. Remove wire (38) and grommet from plate (39), as you
remove plate (39) from the radiator guard.
Inside of Mounting Bracket (16)
29. Remove bolts (40) and washers from the bottom of mounting bracket (16).
30. Put identification marks on hose assemblies (41) for installation purposes. Disconnect hose assemblies (41) from the
mounting bracket. Plug the fittings in hose assemblies (41) in order to prevent the loss hydraulic oil, and in order to keep
31. Attach lifting slings and a hoist to mounting bracket (16).
32. Remove bolts (42) and washers from mounting bracket (16). Remove mounting bracket (16) from the machine
frame. The weight of mounting bracket (16) is 227 Kg (500 lb).
33. Remove cotter pin (43) and pin (44) from carriage assembly (12) and tooth group (45). Remove tooth group (45)
from carriage assembly (12).
34. Use a hammer and a punch in order to remove pin (46) from tooth group (45).
35. Remove tip (47) from tooth group (45).
NOTE: The following steps are for the installation of the ripper.
36. During the installation of the ripper, check the condition of all the O-ring seals used on the hydraulic hose assemblies
37. Install tip (47) to tooth group (46). Install the rest of the tips to the tooth groups.
38. Install pin (46) in order to hold the tip to the tooth group. Repeat this step on the remaining tooth groups.
39. Install tooth group (45) to carriage assembly (12). Install the rest of the tooth groups in the carriage assembly.
40. Install pin (44) and cotter pin (43) in order to secure tooth group (45) to carriage assembly (12). Repeat this step on
the rest of the tooth groups.
41. Attach lifting slings and a hoist to mounting bracket (16). Position mounting bracket (16) to the machine frame.
42. Install bolts (42) and washers that hold mounting bracket (16) to the machine frame. Tighten bolts (42) to a torque of
1050 ± 150 N·m (770 ± 110 lb ft).
43. Connect hose assemblies (41) to their original locations on the mounting bracket (16).
44. Install bolts (40) and washers to bottom of mounting bracket (16). Tighten bolts (40) to a torque of 1050 ± 150 N·m
(770 ± 110 lb ft).
45. Install wiring harness (38) and grommet to plate (39).
46. Position plate (39) to the radiator guard. Install bolts (37) and washers that hold plate (39) to the radiator guard.
47. Position grill (36) to the radiator guard. Before installing the grill (36), connect wiring harness (38).
48. Install six bolts (35) to grill (36) and the radiator guard.
49. Attach a lifting sling and a hoist to stabilizer bar (32). Position cam assembly (34) to its original orientation, as
marked.
50. Position pin (21) to the inside of mounting group (35). Position stabilizer bar (32) and spacer (37) to mounting group
(16). Align the pin retention holes.
51. Install pin (21) through spacer (37), stabilizer bar (32), cam assembly (34) and mounting group (35). Repeat this step
for the other spacer, cam and stabilizer bar.
52. Use a floor jack in order to raise stabilizer bar (32) to location in mounting (33). Align the pin retention holes and
install pin (31). Make sure that the retention holes for bolt (30) are in alignment.
53. Install bolt (30) and the locknut that hold pin (31) to bracket (33) and stabilizer bar (32). Tighten bolt (30) to a torque
of 50 ± 10 ·m (37 ± 7 lb ft). Repeat Steps 52 and 53 in order to install the right hand stabilizer bar to the machine.
54. Use an appropriate floor jack in order to position bottom guard (25) to the frame. Install caps (27) and bolts (26) to
bottom guard (25).
55. Install pin (29) through the frame and guard (25).
56. Install pin (28) to pin (29). Install the right hand pins in the same manner.
57. Position shields (24) to their original locations on the right and the left sides of the bottom guard and the machine
frame.
58. Install bolts (22) and (23) that hold shields (24) to the guard and machine frame.
Do not use an impact type driver to install the bearings in link

assembly (5).
59. Use Tooling (G) in order to install the four bearings in link assembly (5). The bearings must be installed to 6.9 ± 0.5
mm (.27 ± .02 in) below the face of the link assembly.
60. Use Tooling (E) in order to install the eight seals in link assembly (5). The sealing lips must face inward.
61. Attach a lifting sling and a hoist to link assembly (5). Position link assembly (5) and shims (20) to mounting bracket
(16). Align the pin retention holes. Install pins (21) through link assembly (5) and shims (20). Make sure that the
retention holes for bolts (19) are in alignment.
62. Install bolts (19) and the locknuts to pins (21). Tighten bolts (19) to a torque of 120 ± 20 N·m (88 ± 15 lb ft).
63. Attach lifting slings and a hoist to carriage assembly (12). Position (12) carriage assembly to link assembly (5) of the
ripper assembly. Place a suitable floor jack under carriage assembly (12) in order to hold it level.
64. Align the pin retention holes. Install pins (18) to carriage assembly (12) and link assembly (5).
65. Install bolts (17) and the locknuts that secure pin (18) to link assembly (5). Tighten bolts (17) to a torque of 135 ± 20
N·m (99 ± 15 lb ft).
Do not use an impact type driver in order to install the bearings in

link assemblies (13). Using this type of driver will damage the
bearings.
66. Use Tooling (D) in order to install the bearings in each end of link assemblies (13). Install the bearings to a depth of
5.6 ± 0.5 mm (.22 ± .02 in) below face (Y) of the link assemblies. Use Tooling (E) in order to install the lip seals in link
assemblies (13). Install the seals with the sealing lip facing inward, and until the seals come in to contact with the
bearings.
67. Attach a lifting sling and a hoist to link assembly (13). Position link assembly (13) in mounting bracket (16) and
carriage assembly (12). Use the floor jack and raise or lower carriage assembly (12) in order to align the pin retention
holes for pins (15). Position spacer (14) to its original location between link assembly (13) and mounting bracket (16).
Install pins (15) that secure link assembly (13) in carriage assembly (12) and mounting bracket (16). Make sure that the
bolt retention holes for the pins are lined up with the bolt retention holes in the carriage assemblies and the mounting
brackets. Install the bolts and locking nuts in pins (15). Tighten these bolts to a torque of 50 ± 10 N·m (37 ± 7 lb ft).
68. Use Tooling (B) in order to install the bearing in cylinder (7). The bearing must not extend beyond either side of the
rod end.
69. Attach a lifting sling and a hoist to cylinder (7). Position the rod end of cylinder (7) in link assembly (5). Align the
pin retention holes. Install pin (6) to the rod end of cylinder (7) and link assembly (5). Keep the lock retention slot in pin
(6) aligned in order to match lock (4).
70. Install lock (4) and bolts (3) to link assembly (5). Tighten bolts (3) to a torque of 135 ± 20 N·m (99 ± 15 lb ft).
71. Position cylinder (7) to carriage assembly (12). The hydraulic hose assembly fittings must face upwards. Install
bearings (8) and (11) to carriage assembly (12).
72. Install bolts (9) and locknuts (10) that secure bearing (11) to carriage assembly (12). Tighten bolts (9) to a torque of
135 ± 20 N·m (99 ± 15 lb ft).
73. Install hose assemblies (1) and (2) to their original locations on the mounted fittings.
74. Fill the hydraulic tank to the correct level, refer to the "Operation & Maintenance Manual" for the proper procedure.


Air Tank
Remove Air Tank 4272-011
Start By:
a. remove rear bumper
air tank underneath the rear bumper.
1. Close bleed valves (1) and (2).
2. Put identification marks on hose assemblies (3) and (4) for installation purposes. Disconnect the fittings on hose
assemblies (3) and (4) from the air tank. Plug the fittings in order to keep dirt out of the air system.
3. Put identification marks on hose assembly (5) for installation purposes. Disconnect the fittings on hose assembly (5)
from the air tank. Plug the fittings in order to keep dirt out of the air system.
4. Remove two bolts (6), their washers, their nuts and two grommet assemblies (8) from mounting bracket (7). Remove
the two bolts, their washers, their nuts and two grommet assemblies from the mounting bracket on the other end of the
air tank. Remove air tank (9). The weight of the air tank is 17 Kg (37 lb).
Install Air Tank 4272-012
1. Clean all of the components of the air tank and mating components before you install the air tank.
2. If four grommet assemblies (8) are non pliable or hard and misshapen, use new parts for replacement. Position the air
tank to the machine frame. Install two bolts (6), their washers, their nuts and two grommet assemblies (8) to mounting
bracket (7). Install the two bolts, their washers, their nuts and two grommet assemblies to the mounting bracket on the
other end of the air tank. Tighten bolts (6) to a torque of 15 ± 5 N·m (11 ± 4 lb ft).
3. Connect the fittings of hose assemblies (3), (4) and (5) to their original locations on the air tank.
4. Close bleeder valves (1) and (2).
End By:
a. install rear bumper


Scarifier Lift Cylinder

Remove Scarifier Lift Cylinder 5213-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.


circuit.
2. Attach a lifting sling and a hoist to cylinder (5) in order to prevent it from falling during removal.
3. Disconnect the fittings on hose assemblies (3) and (6). Plug the fittings in order to prevent the loss of oil, and in order
to keep dirt out of the hydraulic system.
4. Remove two bolts (2) and the washers from pin lock (1). Remove pin lock (1) from the mounting bracket.
5. Remove pin (4) that holds scarifier lift cylinder (5) to the mounting bracket.
6. Place a wood block on the circle draw bar. Lower scarifier lift cylinder (5) to the block.
7. Remove two bolts (7) and the washers from pin lock (8). Remove pin lock (8) from the mounting. Remove pin (9) that
holds the rod end of scarifier lift cylinder (5) to the mounting bracket. Remove scarifier lift cylinder (5) from the
machine. The weight of scarifier lift cylinder (5) is 32 Kg (71 lb).
Install Scarifier Lift Cylinder 5213-012
1. During the installation of scarifier lift cylinder (5), check the condition of all O-ring seals used in the ends of hose
assemblies that were disconnected. If any of these seals are damaged, use new parts for replacement.
2. Attach a lifting sling and a hoist to scarifier lift cylinder (5). Position scarifier lift cylinder (5) to the machine. Place a
wood block on the circle draw bar. Lower scarifier lift cylinder (5) to the block.
3. Position the rod end of scarifier lift cylinder (5) in the mounting bracket. Align the pin retention holes in the bracket
and the cylinder rod. Install pin (9) that holds the rod end of scarifier lift cylinder (5) to the mounting bracket. Make sure
that the lock retention slot in pin (9) is aligned to accept lock (8).
4. Position lock (8) to the bracket and pin (9). Install two bolts (7) and the washers that hold pin lock (8) to the mounting
bracket.
5. Raise scarifier lift cylinder (5) to the upper mounting bracket. Make sure that the fitting for hose assembly (3) is
facing down. Align the pin retention holes in the cylinder with the pin retention holes in the bracket.
6. Install pin (4) that holds the cylinder end of scarifier lift cylinder (5) to the mounting bracket. Make sure that the lock
retention slot in pin (4) is aligned to accept lock (1).
7. Position pin lock (1) to the mounting bracket and pin (4). Install two bolts (2) and the washers that hold pin lock (1) to
the mounting bracket.
8. Remove the lifting sling from scarifier lift cylinder (5). Remove the wooden block.
Disassemble Scarifier Lift Cylinder 5213-015
Start By:
a. remove scarifier lift cylinder
1. Remove two lip seals (16) and bearing sleeve (17) from rod end (15) of the cylinder.
2. Install the scarifier lift cylinder in Tooling (A). The weight of the scarifier lift cylinder is 32 Kg (71 lb).
(15).
assembly (6).
from head (14).
Assemble Scarifier Lift Cylinder 5213-016
1. Make sure that all of the components of the scarifier lift cylinder are clean prior to assembling the unit. Check the
condition of the seals, O-ring seals and back-up rings used in the scarifier lift cylinder. If any of these components are
(4), ring (5), U-cup seal (3), seal assembly (2) wear ring (1), back-up ring (13) and O-ring seal (12) with clean hydraulic
oil.
96 lb ft).
End By:
a. install scarifier lift cylinder


Scarifier
Remove Scarifier 6162-011

steering systems.
the operator.
d. Stop the engine.
or adjusted.

circuit.
2. Attach a lifting sling and a hoist to scarifier lift cylinder (5) in order to prevent it from falling during removal.
3. Disconnect the fittings on hose assemblies (3) and (6). Plug the fittings in order to prevent the loss of oil, and in order
to keep dirt out of the hydraulic system.
4. Remove two bolts (2) and washers from pin lock (1). Remove pin lock (1) from the mounting bracket.
5. Remove pin (4) that holds scarifier lift cylinder (5) to the mounting bracket.
6. Place a wood block on the circle draw bar. Lower scarifier lift cylinder (5) to the block.
7. Remove two bolts (7) and washers from pin lock (8). Remove lock (8) from the mounting. Remove pin (9) that holds
the rod end of scarifier lift cylinder (5) to the mounting bracket. Remove scarifier lift cylinder (5) from the machine. The
weight of scarifier lift cylinder (5) is 31.3 Kg (69 lb).
8. Remove two bolts (10) and washers from cap (11). Remove cap (11) and shims from sleeve assembly (12).
9. Loosen bolt (14) on sleeve assembly (12). Remove pin (13) from sleeve assembly (12) and link assembly (15).
Remove sleeve assembly (12) from link assembly (15). Pivot link assembly (15) and lower it to the ground.
10. Remove two bolts (16) and washers from cap (17). Remove cap (17) and the shims from link assembly (15). Remove
link assembly (15) from its mounting.
11. Repeat Steps 8 through 10 for the removal of sleeve assembly (12) and link assembly (15) on the other side of the
machine.
12. Loosen two nuts (18) on arm assembly (19). Remove arm assembly (19) and key (20) from shaft (21). The weight of
arm assembly (19) is 20 Kg (45 lb).
13. Repeat Step 12 for the arm assembly on the other side of the machine.
14. Attach lifting slings and a hoist to shaft (21) and apply a slight lifting pressure. Remove four nuts (22), bolts and
washers from two brackets (23). Remove shaft (21).and two brackets (23), as a unit, from the mounting bracket. The
combined weight of the shaft and brackets is 100 Kg (220 lb).
15. Note the position of bracket (23) for installation purposes. Remove two brackets (23) from shaft (21). The weight of
each bracket is 25 Kg (55 lb).
16. Use a press and Tooling (A) in order to remove two bearing sleeves from each of two brackets (23).
17. Attach lifting slings and a hoist to right side draw bar assembly (25). Place an appropriate floor jack under block
assembly (27) in order to prevent block assembly (27) from falling during removal of draw bar assemblies (25).
18. Remove two bolts (26), washers and nuts that hold right side draw bar assembly (25) to block assembly (27).
19. Remove bolt (28), washer and nut from collar (29). Remove collar (29) from shaft (30).
20. Remove draw bar assembly (25). The weight of draw bar assembly (25) is 140 Kg (305 lb).
21. Attach lifting slings and a hoist to left side draw bar assembly (24). Repeat Steps 18 through 20 for removal of left
side draw bar assembly (24).
22. Remove shaft 930) from bolster assembly (32). Remove four bolts (31) and washers that secure bolster assembly
(32) to its mounting plate. Remove bolster assembly (32) from the mounting plate.
23. Remove shank (33) by lifting lock pin (34) and pulling shank (33) out of the bottom of block assembly (27). Repeat
this step to remove all of the shanks.
24. Remove tooth (35) from shank (34) by striking it with a hammer in order to drive it down and off of shank (34).
Repeat this step to remove all of the teeth.
Install Scarifier 6162-012
1. Make sure that all of the components of the scarifier are clean prior to assembly. During assembly, check the
condition of all O-ring seals used in the hose assemblies that were disconnected. If any of the seals are damaged, use
2. Install tooth (35) on shank (34) by striking it with a hammer in order to drive it on shank (34). Repeat this step to
install all of the teeth. Install shank (33) in block assembly (27) and lock in place with pin (33). Repeat this step to install
all of the shanks. Position block assembly (27) under the machine. Place an appropriate floor jack under block assembly
(27) in order to hold it level during assembly to the two draw bar assemblies (25).
3. Position bolster assembly (32) to its mounting plate and install four bolts (31) and washers that secure bolster
assembly (32) to the plate. Install shaft (30) in bolster assembly (32).
4. Attach lifting slings and a hoist to right side draw bar assembly (25). Install draw bar assembly (25) on shaft (30).
Install two bolts (26), washers and nuts that hold right side draw bar assembly (25) to block assembly (27). The weight
of draw bar assembly (25) is 140 Kg (305 lb).
5. Attach lifting slings and a hoist to left side draw bar assembly (24). Install the draw bar on shaft (30). Install two bolts
(26), washers and nuts that hold left side draw bar assembly (25) to block assembly (27). The weight of draw bar
assembly (24) is 140 Kg (305 lb).
6. Position draw bars (24) and (25) to block assembly (27). Install two bolts (26), washers and nuts that hold right side
draw bar assembly (25) to block assembly (27). Install two bolts (26), washers and nuts that hold left side draw bar
assembly (24) to block assembly (27).
7. Install collar (29) from shaft (30). Install bolt (28), washer and nut to collar (29).
8. Use Tooling (A) and a press in order to install the two bearing sleeves in each bracket (23). Position bracket (23) in
the press as shown. Install of the first bearing to a depth of 68 ± 0.5 mm (2.7 ± 02 in) below the top edge of the bracket.
Install the second bearing to a depth of 10.0 ± 0.5 mm (.39 ± .02 in) below the top edge of the bracket. Do not use an
impact type driver to install the bearings. If the grease zerks were removed, they need to be tightened to a torque of 25 ±
5 N·m (220 ± 44 lb in).
9. Install two brackets (23) to their original positions on shaft (21).
10. Attach lifting slings and a hoist to shaft (21). Position shaft (21) and two brackets (23), as a unit, to their mounting
bracket. The combined weight of the shaft and brackets is 100 Kg (220 lb). Install four nuts (22), bolts and washers that
secure two brackets (23) to the machine.
11. Install two arm assemblies (19) and two keys (20) to their original locations on shaft (21). The weight of each arm
assembly is 20 Kg (45 lb). Tighten two nuts (18) on each arm assembly (19).
12. Position both link assemblies (15) to their mountings. Install cap (17) and the shims to each link assembly (15).
Install two bolts (16) and washers to each cap (17).
13. Position sleeve assemblies (12) on link assemblies (15). Install pin (13) in sleeve assembly (12) and link assembly
(15). Pivot link assembly (15) and sleeve assembly (12) up and position the sleeve ball socket to its ball joint. Position
caps (11) and the shims on the ball joints. Use as many 6F-6992 Shims needed in order to obtain a 0.38 to 1.14 mm
(.015 to .045 in) loose fit. Install bolts (10) and washers that secure the cap to the sleeve. Tighten bolt (14) on sleeve
assemblies (12) to a torque of 170 ± 60 N·m (125 ± 44 lb ft).
14. Attach a lifting sling and a hoist to scarifier lift cylinder (5). Position the rod end of scarifier lift cylinder (5) to its
bracket. The weight of scarifier lift cylinder (5) is 31.3 Kg (69 lb). Install pin (9) that holds the rod end of scarifier lift
cylinder (5) to the mounting bracket. Position lock (8) to the mounting. Install two bolts (7) and washers in pin lock (8).
15. Raise scarifier lift cylinder (5) in position in its mounting. Install pin (4) that holds scarifier lift cylinder (5) to the
mounting bracket. Position pin lock (1) to the mounting bracket. Install two bolts (2) and washers in pin lock (1).
16. Connect the fittings on hose assemblies (3) and (6).
17. Use 9P-0960 Multi-purpose Grease in order to lubricate the components at the grease zerks.



SMCS Code: 4300-035; 5050-035
Personal injury or death can result from sudden machine

movement.

pressure can cause injury to persons on or near the machine.
To help prevent possible injury, perform the procedure that

follows before testing and adjusting the hydraulic and steering
system:
Check valves in the hydraulic system may allow pressure to exist

in the hydraulic lines after the engine has been stopped. Pressure
must be relieved prior to servicing the components of the
hydraulic system. Failure to relieve pressure prior to servicing
may result in personal injury.
1. Move the machine to a smooth horizontal location. Move away from operating machines and move away from all
personnel. Lower all implements to the ground. If equipped, place the control lever for the blade lift control valve in the
FLOAT position.
2. Install the wheel lean locking bolt in the front axle. Install the frame lock pin. Engage the parking brake and stop the
engine.
3. Permit only one operator on the machine. Keep all other personnel away from the machine. Also, all personnel should
be visible to the operator.
4. Place chocks in front of the wheels and behind the wheels.
5. Carefully loosen the filler cap on the hydraulic tank in order to release the pressure in the tank.
6. Make sure that all hydraulic pressure is released before you perform any of the following procedures:
· Loosen any fitting, any hose, or any component.

· Tighten any fitting, any hose, or any component.
· Remove any fitting, any hose, or any component.
· Adjust any fitting, any hose, or any component.
7. Tighten the filler cap on the hydraulic tank.
8. After the pressure in the system has been released, carefully loosen fittings and remove lines or components.


General Information
SMCS Code: 4300-035; 5050-035
Visual checks are the first steps in order to troubleshoot a problem. When the visual inspections are complete and the
problem is not fully understood, perform operational checks. After visual inspections and operation checks are complete
and the problem is not fully understood, perform test procedures. These procedures will help identify system problems.
These procedures are located in the Testing and Adjusting module for your machine.
For the locations of your individual system components, refer to the Systems Operation module for your machine.
For more information on the electrical system, refer to the Electrical Schematic for your machine.
For more information on the hydraulic system, refer to the Hydraulic Schematic for your machine.


Visual Inspection
SMCS Code: 4300-035; 5050-035
Always use a board or cardboard when checking for a leak.

Escaping fluid under pressure, even a pin hole leak, can
penetrate body tissue, causing serious injury and possible death.
If fluid is injected into your skin, it must be treated immediately
by a doctor familiar with this type of injury.
When you identify a problem, visually inspect the hydraulic system, the steering system and the different components.
Stop the engine and lower the implements to the ground. To remove the hydraulic tank filler cap, slowly turn the filler
cap until the cap is loose. If the hydraulic oil starts to splash up onto the hydraulic tank, allow the tank pressure to
decrease before you remove the filler cap. Move the sideshift cylinder to the right in order to reduce pressure in the
hydraulic tank. Also, move the sideshift cylinder to the right in order to reduce the oil level in the hydraulic tank. Make
the following inspections:
1. Trace all of the hydraulic implement lines from the implement connections to the valve connections. Check the
following components for damage and check the following components for leaks:
· All of the hydraulic implement lines

· All of the connections on the components
2. Trace all of the hydraulic fan drive lines from the hydraulic fan pump to the hydraulic fan motor. Check the following
components for damage and check the following components for leaks:
· All of the hydraulic fan drive lines

· The hydraulic fan pump
· The hydraulic fan motor
· All of the connections on the components
3. Check the control valves for leaks.
4. Check the following components for damage and check the following components for leaks:
· The hydraulic and steering pump

· The connections on the components
5. Trace the lines from the hydraulic and steering pump to the hydraulic tank. Also, trace the lines from the hydraulic and
steering pump to the valves. Check the following components for damage and check the following components for leaks:
· The lines from the hydraulic and steering pump to the hydraulic tank
· The lines from the hydraulic and steering pump to the valves
· The hydraulic tank
· The connections on the components
6. Check the hydraulic tank oil level.
7. Immediately after the machine has stopped, use a clean, clear bottle or use a clean, clear container in order to obtain an
oil sample from the hydraulic tank. Check for air bubbles in the oil sample.
8. Remove the filter element and the strainer. Check for particles that have been removed from the oil by the filter
element. A magnet will separate ferrous particles from nonferrous particles. Ferrous materials such as piston rings
contain iron. If necessary, replace the filter and clean the strainer.


Operational Checks
SMCS Code: 4300-035; 5050-035
The operation checks can be used to find leakage in the system. Also, the operation checks can be used to find a failed
valve or a failed hydraulic and steering pump.
The oil in the hydraulic system must be at an operating temperature of 46 to 52°C (115 to 125°F).
Extend the implement cylinders and retract the implement cylinders several times. Allow the implement cylinders to
travel full stroke in each direction.
1. Watch the cylinder as the cylinder is extended and retracted. The movement of the cylinder must be smooth and
regular.
2. Listen to the hydraulic and steering pump for noise.
3. Move each control valve into the HOLD position while the implement is off the ground. Watch for cylinder rod drift.
If the cylinder moves more than 19.0 mm (0.75 inch) in 60 minutes, then the cylinder drift is excessive.
Implement cylinder drift is caused by oil leakage past cylinder piston seals, by line relief valves or by a leaking lock
valve in the implement control valve.



SMCS Code: 4300-035; 5050-035
Hydraulic Pump and the Hydraulic System

Problem
The temperature of the oil is too hot.
Probable Cause
· The viscosity of the oil is incorrect.

· The signal relief valve is set too high.
· The implement relief valve is set too low.
· The hydraulic and steering pump has too much wear (high leakage).
· There is a restriction in an oil passage.
· The load of the system is too high.
· The signal purge valve has malfunctioned in the CLOSED position. The signal purge valve is in the combination
valve.
· Oil aeration.
· Outside air temperature is too hot.
Problem
The hydraulic and steering pump makes unusual noise.
· The cylinder rods do not move evenly.
· Air bubbles are in the oil.

Probable Cause
· The viscosity of the oil is incorrect.

· The implement relief valve opens at low oil pressure.
· There is a loose oil line connection on the inlet side of the hydraulic and steering pump. Oil aeration.
· The hydraulic and steering pump has too much wear.
Problem
There is a large amount of air in the oil.
Probable Cause
· A leak in the oil line between the hydraulic tank and the hydraulic and steering pump
· The hydraulic system needs to be correctly purged. Refer to the Testing and Adjusting, "Steering System Purge"
section in this manual. Refer to the Testing and Adjusting, "Signal Network Procedure" section in this manual.
· The relief valve constantly opens and the relief valve constantly closes.
· Leakage in the cylinder seals and leakage around the cylinder seals
Problem
The maximum pressure of the hydraulic and steering pump is too low.
Probable Cause
· The signal relief valve is set too low.

· A leak in the signal network or a plugged signal network
· The pressure compensator valve is set incorrectly. Refer to the Testing and Adjusting, "Hydraulic System
Pressure - Test and Adjust" section in this manual.
· The low standby pressure is set low. Refer to the Testing and Adjusting, "Low Pressure Standby Test and
Adjust" section in this manual.
· The hydraulic and steering pump is not upstroking. The swashplate is blocked.
Problem
The pressure of the hydraulic and steering pump is too high.
Probable Cause
· The signal relief valve is set too high. Refer to the Testing and Adjusting, "Hydraulic System Pressure - Test and
Adjust" section in this manual.
· The hydraulic and steering pump is not destroking. The actuator piston is stuck or the swashplate is blocked.
Problem
The hydraulic and steering pump has no pressure.
Probable Cause
· The hydraulic system is low on oil.

· The hydraulic and steering pump has malfunctioned or the pump drive shaft has malfunctioned.
· The pressure compensator valve is set incorrectly.
Problem
The hydraulic and steering pump remains at standby pressure.
· When the implements are used or the steering is used, the pump will not upstroke.
Probable Cause
· The hydraulic and steering pump is not receiving a signal. Refer to the Testing and Adjusting, "Signal Network -
Test" section in this manual.
· The pressure and flow compensator valve is not working.

· The hydraulic and steering pump is not upstroking. The swashplate is blocked.
Problem
Low standby pressure is too high.
Probable Cause
· All controls are not in the HOLD position. When the controls are in the HOLD position the signal pressure
should be less than 690 kPa (100 psi).
· The margin pressure is set too high. Refer to the Testing and Adjusting, "Flow Compensator (Margin Pressure)
Test and Adjust" section in this manual.
Steering System
Problem
The front wheels vibrate, when you steer the machine.
Probable Cause
· Air is in the steering cylinders and air is in the steering system. Refer to the Testing and Adjusting, "Steering
System - Purge" section in this manual.
· The steering metering pump has failed.

· Check the steering priority valve that is in the combination valve.
Problem
When an implement is used, you can feel hard spots in the steering.
Probable Cause
· The signal resolver in the combination valve has been installed incorrectly after assembly.
· Nitrogen precharge is lost in the steering accumulator (If equipped). Refer to the Testing and Adjusting,
"Accumulator (Steering) - Check" section in this manual.
Problem
The steering wheel kicks back, when the steering wheel is steered against the stop.
Probable Cause
· Air is in the steering cylinders and air is in the steering system. Refer to the Testing and Adjusting, "Steering
System - Purge" section in this manual.
· The check valve is missing or the check valve is not working. This check valve is in the steering metering pump
at the hydraulic pump pressure port.
Problem
The steering wheel has a tendency to stick when the steering wheel is against the stop.
Probable Cause
· The steering metering pump has failed and the steering metering pump has trapped pressure in the steering
system.
· An incorrect steering metering pump has been installed on the machine.

Problem
When the steering wheel is released, the steering wheel oscillates more than three times.
Probable Cause
· The steering metering pump has failed.

· An incorrect steering metering pump has been installed on the machine.
· The steering system relief valve is set too high.
Problem
When the steering wheel is steered against the stop, the steering wheel does not stop.
Probable Cause
· The steering relief valve is set too high. This allows the relief valve to remain open. Refer to the Testing and
Adjusting, "Steering System Maximum Pressure - Test and Adjust" section in this manual.
· The relief valve in the steering metering pump is set too low.
· The steering metering pump has failed. This allows the wheel to continuously turn.
· The steering cylinder has failed or the steering cylinder is leaking.
· The port is blocked on the steering metering pump or the steering metering pump has a loose connection. This
allows air to enter the steering system.
Problem
The steering does not work but the implements do work.
Probable Cause
· The hydraulic and steering pump is not receiving a signal pressure from the steering system. Refer to the Testing
and Adjusting, "Signal Network - Test" section in this manual.
· The steering priority valve is malfunctioning. The pressure from the hydraulic and steering pump is blocked to
the steering circuit.
· There is blockage or damage to the steering circuit or components.

Problem
The steering wheel does not turn the correct number of turns.
Probable Cause
· The steering metering pump is leaking internally.

· The steering cylinders are leaking or the cylinders have incorrect parts.
· An incorrect steering metering pump is installed on the machine.
Implement System
Problem
The response of one implement is too slow.
Probable Cause
· The lever linkage is restricted or the travel is restricted.

· The valve spool that is installed in the control valve is incorrect for the implement.
· The signal check valve in the signal network is functioning incorrectly. Refer to the Testing and Adjusting,
"Signal Network - Test" section in this manual.
· The implement control valve has failed.

· The implement relief valve is set too low.
· The signal relief valve is set too low.
Problem
The response of all the implements are too slow.
Probable Cause
· Air is in the signal system. Refer to the Testing and Adjusting, "Signal Network - Purge" section in this manual.
· The check valve is leaking or the ball resolver in the signal network is leaking. Refer to the Testing and
Adjusting, "Signal Network - Test" section in this manual.
· There is contamination in any of the control valves.

· Air is in the system.
· The signal purge valve is stuck open.
· The signal relief valve malfunctions.

· The margin pressure is set too low.
· The implement relief valve is set too low or the implement relief valve leaks.
· The steering priority valve in the combination valve has malfunctioned.
Problem
Implement circuits will not operate when one cylinder is stalled.
Probable Cause
· The pressure compensator is set too low or the signal relief valve is set too high. Refer to the Testing and
Adjusting, "Hydraulic System Pressure - Test and Adjust" section in this manual.
Problem
The performance of the implement is erratic.
Probable Cause
· The implement control valve is contaminated.

· The control valve stem is incorrect for this circuit.
· The margin pressure is set incorrectly.
Problem
All of the implement circuits are erratic.
Probable Cause
· The hydraulic oil in the hydraulic system has not reached normal operating temperature.
· The hydraulic and steering pump has failed or the pressure and flow compensator valve has failed.
· Air is in the hydraulic system.

Problem
Any implement moves with the control lever in the HOLD position.
Probable Cause
· The cylinder piston seals have failed or the cylinder piston seals are worn.
· The lock check valve has failed or the port relief has failed.
· The relief valve for the implement line is malfunctioning.
Problem
When the implement is first activated, the implement surges.
Probable Cause
· The slots in the control stem are incorrectly machined.

· Air is in the circuit.
· The margin pressure is set too high.
· The discharge pressure of the hydraulic and steering pump remains too high after the signal pressure drops.
Problem
Too much effort is needed to move the control lever.
Probable Cause
· The lever linkage is restricted or the lever linkage has interference.

· The bias spring in the implement control valve is missing or the bias spring in the implement control valve is
incorrect.
· The implement control valve has a sticking control stem or the implement control valve has a failed control
stem.
Problem
The implements do not work but the steering does work.
Probable Cause
· The combination valve has a failed ball resolver. The combination valve has a failed signal check valve. Refer to
the Testing and Adjusting, "Signal Network - Test" section in this manual.
· The steering priority valve is stuck. This stops the oil flow to the implements.
· The signal relief valve has failed in the OPEN position or the pressure setting is set incorrectly.
Problem
The response of the implements is too fast.
Probable Cause
· An incorrect control stem is installed in the implement control valve.

· The implement control valve has failed.
· The margin pressure is set too high.
Problem
The hydraulic and steering pump does not return to the low standby pressure after the implement is used.
Probable Cause
· The control lever has interference. The control lever does not return to the HOLD position. The signal pressure
is still sent to the pressure and flow compensator valve.
· The signal purge valve has malfunctioned in the CLOSED position.

· The steering signal from the steering metering unit is greater than 690 kPa (100 psi). The signal port of the
steering metering pump is contaminated. Replace the steering priority valve. Replace the steering metering pump.
· The hydraulic and steering pump has failed or the pressure and flow compensator valve has failed.
Problem
When you steer the machine, the implements slow down or the implements stop.
Probable Cause
· The low standby pressure of the hydraulic and steering pump is set low. Refer to the Testing and Adjusting,
"Low Pressure Standby - Test and Adjust" section in this manual.
· The steering priority valve has failed.

· The hydraulic and steering pump has insufficient flow.

Solenoid Valve (Air Horn)

SMCS Code: 5509; 7402
Part No.: 7T-9074
Illustration 5
The solenoid valve is normally in the closed position.
(1) Diameter of both orifices . . . 2.39 mm (.094 inch)
(A) Hydraulic Schematic
(B) Electrical Schematic
Operating Voltage . . . 24 voltage direct current
Duty . . . continuous
Coil resistance at 25 ± 5°C (77 ± 9°F) . . . 74.0 ± 7.4 ohms
Operating temperature range . . . -40° to 85°C (-40° to 153°F)
Maximum operating pressure . . . 1034 kPa (150 psi)


Air Compressor Governor

SMCS Code: 1803; 1804
Part No.: 6I-1240
Illustration 2
Governor settings
Minimum cut-in pressure . . . 793 kPa (115 psi) Cut-out pressure . . . 965 ± 34 kPa (140 ± 5 psi)


Relief Valve (Air Tank)

SMCS Code: 4272-PV
Part No.: 2G-1034
Illustration 4
Pressure to open valve . . . 1207 ± 55 kPa (175 ± 8 psi)


Air Tank
SMCS Code: 4272
Part No.: 8W-6259
Illustration 3
(1) Torque for four bolts and four nuts that hold the tank in position . . . 15 ± 5 N·m (11 ± 4 lb ft)


Check Valve (Parking Brake Release)

SMCS Code: 4281; 5067
Part No.: 6D-1432
Illustration 14


Parking Brake
SMCS Code: 3077; 4267
Part No.: 9W-5132
Illustration 19
(1) 7G-0437 Plate
Thickness of one new plate . . . 3.18 ± 0.13 mm (.125 ± .005 inch) Minimum allowable thickness of a worn plate . . .
2.97 mm (.117 inch)
(2) 6Y-5352 Friction Disc
Thickness of one new disc . . . 4.95 + 0.08 - 0.13 mm (.195 + .003 - .005 inch) Minimum allowable thickness of a worn
disc . . . 4.51 mm (.178 inch)
(A) Assembled thickness
Six new plates and five new friction discs . . . 43.83 ± 1.43 mm (1.725 ± .056 inch) Minimum allowable thickness of
worn plates and of worn friction discs . . . 40.38 mm (1.590 inch)
(3) Lightly lubricate the sealing lip with the lubricant that is being sealed.
(5) 9W-4430 Outer Spring
inch) Outside diameter . . . 24 mm (.9 inch)
(6) 9W-4431 Inner Spring
(7) Lightly lubricate the bore with the lubricant that is being sealed.


Air Control Valve (Parking Brake)

SMCS Code: 4282; 5506-PJ
Part No.: 5D-4382
Illustration 13
The valve has a normally closed position.
(1) 4J-3957 Spring
Free length . . . 17.0 mm (.67 inch) Inside diameter . . . 10.7 mm (.42 inch)


Service Brakes
SMCS Code: 4002; 4205; 4234; 4251; 4255
Part No.: 5T-8144
PIN: 5FM800-Up
Part No.: 5T-8144
PIN: 6TM366-Up
Illustration 17
(1) Shims
Outer diameter of all shims . . . 63.5 mm (2.50 inch) Thickness of 8D-8791 Shim . . . 0.18 mm (.007 inch) Thickness of
8D-8792 Shim . . . 0.13 mm (.005 inch) Thickness of 9D-7085 Shim . . . 0.51 mm (.020 inch)
(2) Torque for bolts . . . 130 ± 7 N·m (96 ± 5 lb ft)
(3) Lubricate the seals and bores with a thin covering of the lubricant that is being sealed.
(4) Lubricate the friction discs at assembly with the lubricant that is being used.
(5) 9J-5498 Spring
Quantity . . . 6 Test length . . . 46.02 mm (1.812 inch) Test force . . . 200 ± 10 N (45 ± 2 lb) Free length after test . . . 68.8
mm (2.71 inch) Outside diameter . . . 20.96 mm (.825 inch)
(6) All surfaces that contact the rubber toric rings and the actual rings must be cleaned and dry at assembly. Also apply a
thin film of oil to the contacting surfaces of the seals.


Front Wiring
SMCS Code: 1408
Part No.: 112-5978
Illustration 9
(1) Final installation torque for two low brake air pressure switches . . . 30 ± 5 N·m (22 ± 4 lb ft)
(2) Maximum final installation torque for stop lights air pressure switch . . . 22 ± 3 N·m (16 ± 2 lb ft)
(3) Final installation torque for parking brake air pressure switch . . . 30 ± 5 N·m (22 ± 4 lb ft)
(4) Platform
Illustration 10
(5) Torque for centershift indicator . . . 9.5 ± 0.5 N·m (84.10 ± 4.43 lb in)


Pressure Switch (Low Brake Air)

SMCS Code: 1435; 4265
Part No.: 112-2404
Illustration 7
Torque for switch . . . 30 ± 5 N·m (22 ± 4 lb ft)
Quantity . . . 2
The switch is normally in the closed position.
With an increase in pressure, the pressure switch closes at the following pressure: . . . 640 kPa (92 psi)
With a decrease in pressure, the pressure switch opens at the following pressure: . . . 530 ± 40 kPa (76 ± 6 psi)


Pressure Switch (Brake Air) (Parking Brake)

SMCS Code: 1435; 7486
Part No.: 112-2404
Illustration 16
Torque for switch . . . 30 ± 5 N·m (22 ± 4 lb ft)
The switch is normally in the closed position.
With an increase in pressure, the pressure switch closes at the following pressure: . . . 640 kPa (92 psi)
With a decrease in pressure, the pressure switch opens at the following pressure: . . . 530 ± 40 kPa (76 ± 6 psi)


Pressure Switch (Brake Air) (Stop Lamp)

SMCS Code: 1432; 1435; 4265
Part No.: 166-7781
Illustration 8
(1) Final Installation Torque . . . 1.0 ± 0.2 N·m (8.85 ± 1.77 lb in)
(2) Final Installation Torque for the pressure switch . . . 22 ± 3 N·m (16 ± 2 lb ft)
Note: Mount the pressure switch with the terminals in the down position.
Switch Type . . . pressure
Medium . . . air
Operating Temperature Range . . . -40° to +85°C (-40° to +185°F)
Maximum actuation pressure in the operating temperature range . . . 45 kPa (7 psi)
Deactuation pressure in the operating temperature range . . . 5.0 kPa (.73 psi)
Contact Position . . . normally open below deactuation pressure


Solenoid Valve (Parking Brake)

SMCS Code: 4282; 4284; 5479
Part No.: 7T-9074
Illustration 15
The solenoid valve is normally in the closed position.
(1) Diameter of both orifices . . . 2.39 mm (.094 inch)
(A) Hydraulic Schematic
(B) Electrical Schematic
Operating Voltage . . . 24 voltage direct current
Duty . . . continuous
Coil resistance at 25 ± 5°C (77 ± 9°F) . . . 74.0 ± 7.4 ohms
Operating temperature range . . . -40° to 85°C (-40° to 153°F)


Service Brake Control

SMCS Code: 4265; 4269
Part No.: 8W-4740
PIN: 5FM800-Up
Part No.: 8W-4740
PIN: 6TM366-Up
Illustration 11
(1) Tighten the nuts until the rubber clamps make contact with each other.
(2) Assembled length of rod from centerline to centerline . . . 530.0 ± 2.0 mm (20.80 ± .10 inch)


Air Horn
SMCS Code: 7402
Part No.: 123-5668
Illustration 6
(1) 3G-1701 Spring
Test length . . . 26.2 mm (1.03 inch) Test force . . . 0.0 N (.00 lb) Free length after test . . . 26.2 ± 0.8 mm (1.03 ± .03
(2) 009-4184 Spring
Quantity . . . 4 Free length after test . . . 38.0 mm (1.50 inch) Outside diameter . . . 4.83 mm (.190 inch)


Air Compressor
SMCS Code: 1803
Part No.: 145-4539
Illustration 1
Note: Install bolts (2), (3), and (4) in the following sequence:
1. Install two bolts (2) and tighten two bolts (2) to standard torque.
2. Finger tighten bolt (3).
3. Finger tighten two bolts (4).
4. Tighten bolt (3) to standard torque.
5. Tighten two bolts (4) to standard torque.


General Information
SMCS Code: 4250
Illustration 1
Air Line Schematic
(1) Air dryer. (2) Four Service Brakes. (3) Air Compressor Governor. (4) Four Junction Blocks. (5) Air Compressor. (6)
Two Check Valves (Air Tank). (7) Two Drain Plugs. (8) Two Relief Valves (Air Tank). (9) Air tank. (10) Transmission
Flange. (11) Air Control Valve (Service Brake). (12) Two Pressure Switches (Low Brake Air). (13) Two Air Gauges.
(14) Pressure Switch (Brake Air) (Stop Lamp). (15) Air Horn. (16) Pressure Switch (Brake Air) (Parking Brake). (17)
Check Valve (Parking Brake Release). (18) Air Control Valve (Parking Brake). (19) Solenoid Valve (Parking Brake).
(20) Solenoid Valve (Air Horn).
Note: Air compressor governor (3) senses low air pressure only from the left side of the tank.
Note: Pressure switch (14) is part of the front wiring group.
Note: Attachments on the air line schematic are represented by dashed lines.
(1) The air dryer is an attachment.
(22) The air horn is an attachment on the standard machines.
(27) The solenoid valve for the air horn is an attachment on the standard machines.
The brake system is actuated by direct air. There is a brake that is located at each rear wheel. Air compressor (5) sends
air pressure to air tank (9). This air is sent through two check valves (6) for the air tank. Air can only flow in one
direction through the check valves. The air tank is divided into two separate sections. Each section of the air tank has a
relief valve (8) and a drain plug (7).
Air pressure flows from air control valve (11) for the service brake in order to activate the brakes. The brakes are
activated by independent circuits. The independent circuits are for the right side of the machine and the left side of the
machine. The air tank can provide enough air pressure in order to actuate the brakes five times after the engine stops and
the air compressor stops. In case an air line fails or a circuit fails, one section of the air tank will still have air pressure.
The air pressure will be used to engage the brakes on one tandem drive.
Illustration 2
Air tank (9) is located at the rear of the machine. Check valves (6) are located on each end of air tank (9).


Air Control Valve (Parking Brake)

SMCS Code: 4282; 5506-PJ
The location of the parking brake control valve is in the console to the right of the operator's seat. The parking brake is a
function of the transmission direction and speed control (lever).
Illustration 19
Parking Brake Control Valve
(1) Piston
(2) Stem
(3) Chamfer on stem
(4) Spring
(5) Supply port
(6) Exhaust port
(7) Delivery port
The flow of air is through the parking brake check valve to supply port (5). When the lever is moved out of PARKING
BRAKE ENGAGED position to the NEUTRAL position, piston (1) moves in the parking brake control valve. The
piston forces down stem (2) in order to open a passage from supply port (5) to delivery port (7). Chamfer (3) closes the
opening from delivery port (7) to exhaust port (6). Air pressure then releases the parking brake.
When the lever is pushed to the PARKING BRAKE ENGAGED position, spring (4) moves stem (2) and piston (1)
upward in order to stop the flow of air to delivery port (7). This opens the passage from delivery port (7) to exhaust port
(6). The parking brake springs will engage the parking brake.


Parking Brake
SMCS Code: 3077; 4267
Illustration 28
(1) Parking brake. (2) Air inlet to parking brake. (3) Outer plug.


Parking brake (1) is located on the transmission output shaft. The parking brake is spring engaged. Air pressure releases
the parking brake. The parking brake includes outer plug (3), which can be removed in order to access the inner plug
(not shown). When the outer plug is removed, the small amount of oil should be drained into a suitable container.
Remove the inner plug in order to drain moisture from the machine air system.
Illustration 29
(4) Transmission direction and speed control (lever) in the PARKING BRAKE ENGAGED position.
Air from the air control valve for the service brakes flows through the check valve for the parking brake. When lever (4)
is depressed and the lever is moved backward, pressure air flows through the air control valve for the parking brake.
Then, air flows through a junction block and into parking brake (1) at air inlet (2), which is on the transmission flange.
This disengages the parking brake.
Illustration 30
(5) Plates. (6) Brake housing. (7) Dowel. (8) Hub. (9) Discs. (10) Transmission output shaft. (11) Piston. (12) Piston.
(13) Springs. (14) Air chamber. (15) Transmission cover.
The parking brake consists of several components. Hub (8) is connected to transmission output shaft (10) and discs (9)
are splined to hub (8). Plates (5) are held stationary by dowels (7), which are inserted into transmission cover (15) and
into brake housing (6). Brake housing (6) is bolted to transmission cover (15). Piston (11) provides a passage for the
necessary flow of air to air chamber (14) in order to activate piston (12). This releases the parking brake when lever (4)
is moved from the PARKING BRAKE ENGAGED position. Springs (13) provide clamping force across the brake pack
in order to engage the parking brake when air chamber (14) is depressurized.
When lever (4) is in the PARKING BRAKE ENGAGED position, air pressure is not available to air chamber (14).
Springs (13) force piston (12) so that the piston contacts plates (5) and discs (9). Piston (12) forces plates (5) and discs
(9) against transmission cover (15). Springs (13) generate enough force in order to create sufficient friction between
plates (5) and discs (9) so that discs (9) stop spinning. Since discs (9) are splined to hub (8) and the hub is connected to
transmission output shaft (10), the transmission output shaft does not turn. When lever (4) is in the PARKING BRAKE
ENGAGED position or air chamber (14) is depressurized, the machine cannot move.
When the machine is stopped and lever (4) is pushed into the PARKING BRAKE ENGAGED position, the transmission
remains in the NEUTRAL position.
When lever (4) is in the NEUTRAL position, in any of the FORWARD positions, or in any of the REVERSE positions,
the parking brake is in the OFF position and air is pressurized within air chamber (14). Pressurized air then forces piston
(12) against springs (13). The clamping force across the brake pack is eliminated. Discs (9) are allowed to rotate freely
with hub (8) and with transmission output shaft (10).
Do not engage the parking brake while the machine is moving

unless the primary service brake fails. The use of the parking brake
as a service brake in regular operation will cause severe damage to
the parking brake system.


Air Control Valve (Service Brake)

SMCS Code: 4265; 5506-BRK
Illustration 18
Service Brake Control Valve
(1) Plunger
(2) Screw
(3) Spring seat
(4) Rubber spring
(5) Piston
(6) Seat
(7) Exhaust passage
(8) Seat
(9) Inlet and exhaust valve
(10) Delivery port
(11) Supply port
(12) Relay piston
(13) Spring
(14) Exhaust seat
(15) Exhaust passage
(16) Spring
(17) Supply port
(18) Delivery port
(19) Seat
(21) Exhaust port
Application of the Right Brakes

When the service brake control (pedal) is depressed, plunger (1) applies force on spring seat (3), on rubber spring (4),
and on piston (5). Seat (6) seats on inlet and exhaust valve (9) and exhaust passage (7) closes. Air pressure from supply
port (11) flows out of delivery port (10) and to the service brakes for the right side of the machine.
Note: Only a small amount of pedal movement and a small amount of air are needed in order to move relay piston (12).
Therefore, the service brakes for the left side of the machine are applied almost at the same time as the service brakes for
the right side of the machine.
Application of the Left Brakes

When inlet and exhaust valve (9) is moved off seat (8), exhaust seat (14) seats on inlet and exhaust valve (20) and
exhaust passage (15) closes. Inlet and exhaust valve (20) is moved off seat (19) so that air pressure from supply port (17)
flows out of delivery port (18) and to the service brakes for the left side of the machine.
Releasing the Brakes

When the pedal is released, mechanical force is removed from spring seat (3), from rubber spring (4), and from piston
(5). Air pressure and spring force move piston (5), which moves relay piston (12) by way of screw (2). Seat (6) is moved
away from inlet and exhaust valve (9). Inlet and exhaust valve (9) contacts seat (8). Air pressure in the air lines that flow
to the service brakes for the right side of the machine flows through the center of inlet and exhaust valve (9) and out of
exhaust port (21). The service brakes for the right side of the machine are released. At the same time, exhaust seat (14)
moves away from inlet and exhaust valve (20). The inlet and exhaust valve contacts seat (19). Exhaust passage (15) is
closed in order to stop the flow of air from supply port (17) to delivery port (18). Air pressure in the air lines that flow to
the service brakes for the left side of the machine flows through the center of inlet and exhaust valve (20) and out of
exhaust port (21). The service brakes for the left side of the machine are released.
Loss of Brakes for the Left Side

If air pressure in the brake circuit for the left side is lost, the brake circuit for the right side will still provide air pressure
to the brakes on the right side.
Loss of Brakes for the Right Side

If air pressure in the brake circuit for the right side is lost, the service brakes on the left side of the machine can still be
applied. If the pedal is depressed and there is no air pressure at supply port (11) and at delivery port (10), the service
brakes for the right side of the machine will not function. Piston (5) will mechanically move relay piston (12) in order to
close inlet and exhaust valve (20). This allows air pressure from supply port (17) to flow out of delivery port (18) and to
the service brakes for the left side of the machine.
Balancing the Right Side Brakes

When the air pressure at delivery port (10) is identical to the mechanical force of the pedal, piston (5) will move and
inlet and exhaust valve (9) will close. This stops the flow of air from supply port (11). Inlet and exhaust valve (20) will
stay closed and air pressure will not be allowed to flow out of exhaust port (21).
Balancing the Left Side Brakes

When the air pressure under relay piston (12) is near the air pressure on the top of relay piston (12), relay piston (12)
moves in order to close exhaust passage (15). This stops the flow of air from supply port (17) to delivery port (18).
Exhaust port (21) will stay closed as the air pressure for the service brakes on the left side becomes identical to the air
pressure for the service brakes on the right side.
During gradual brake applications, a balance position is reached in the valve section for the service brakes on the right
side when the air pressure at delivery port (10) is identical to the pressure of the operator's foot on the pedal. A balance
position is reached in the valve section for the brakes on the left side when the air pressure under relay piston (12)
approaches the air pressure on the top of relay piston (12).
When the pedal is depressed all the way, inlet and exhaust valves (9) and (20) are open and full air pressure from the air
tank flows to the service brakes on both sides of the machine.


Air Compressor
SMCS Code: 1803; 1804
Illustration 12
(1) Air compressor governor. (2) Air compressor.
Note: Orientation of the air compressor governor will depend on your specific engine arrangement.
The engine operates air compressor (2) through the timing gears. The air compressor governor (1) controls the air
pressure for the system.
The air compressor governor keeps the air pressure constant in the system. When the engine is started, the air
compressor operates until the pressure in the system is at the cutout setting of 965 ± 34 kPa (140 ± 5 psi). At this cutout
setting, the air pressure moves the piston in the air compressor governor. This allows the air to flow through the air
compressor governor. Then, the air flows to the unloading valves in the air compressor. Air pressure holds the unloading
valves open in order to stop the flow of air from the air compressor.
The pressure air from the left section of the air tank provides the signal to the air compressor governor. When the system
air pressure reaches the minimum cut in setting of 793 kPa (115 psi), the force of the spring in the air compressor
governor moves the piston in the air compressor governor. This action stops the flow of air to the unloading valve. The
unloading valves close and the air compressor again sends air pressure to the system.


Air Dryer
SMCS Code: 4285
Illustration 13
Example of Air Line Schematic for the Air Dryer
(1) Two air tank check valves. (2) Air tank. (3) Inlet line from the air compressor. (4) Air compressor governor. (5) Air
compressor. (6) Outlet line to the air tank. (7) Air dryer. (8) Unloader line from the air compressor governor. (A) Left
side of air tank. (B) Right side of air tank.
Air dryer (7) is used to remove the moisture, the carbon, and the oil from the compressed air before the air gets to air
tank (2). The clean, dry air is very important for safe operation and safe performance of the brake system that uses
compressed air. The clean, dry air will also prevent corrosion of parts.
Air dryer (7) is installed in a vertical position. The air dryer is in the air system between the air compressor (5) and the
air tank (2).
With the use of the air dryer, you must drain the air tank daily. The cartridge of the air dryer can be removed and
replaced as a unit. The different parts of the cartridge can be removed and replaced separately.
During cold weather, the heating element in the air dryer keeps moisture from freezing in the bottom of the air dryer
housing.
Note: For further information, refer to Service Manual, SENR2065, "Air Dryer".


Monitoring System
SMCS Code: 7400; 7402; 7450; 7451
PIN: 2FM400-Up
PIN: 5FM800-Up
PIN: 5HM1150-Up
PIN: 6TM366-Up
PIN: 7MM249-Up
PIN: 8JM280-Up
PIN: 9JM350-Up
PIN: 8WN350-Up
PIN: 4ER500-Up
Illustration 8
(1) Panel for the alert indicators. (2) Two air pressure gauges.
Illustration 9
Panel for the Alert Indicators
(3) Alert indicator for the brake air pressure.
Illustration 10
(4) Service brake control valve.
Illustration 11
View A-A
(4) Service brake control valve. (5) Low brake air pressure switch. (6) Low brake air pressure switch. (7) Stop lights air
pressure switch.
The monitoring system consists of an action alarm and a monitoring panel with individual alert indicators for each
machine system. The monitoring system provides three warning categories. The first warning category requires only
operator awareness. The second warning category needs operator response. The third warning category requires
immediate shutdown of the machine systems.
The alert indicator (3) for brake air pressure is a Warning Category 3. A low brake air pressure switch (5) is located on
one side of the service brake control valve. The other low brake air pressure switch (6) is located on the other side of the
service brake control valve. These switches are connected to the control of the monitoring system. The electronic circuit
within the control of the monitoring system makes all the decisions. The control of the monitoring system activates the
action alarm and the alert indicator for the brake air pressure. If either circuit of the air system fails, the appropriate low
brake air pressure switch will open at approximately 530 kPa (77 psi). This opens the circuit in order to signal the control
of the monitoring system. This is a Warning Category 3. This indicates low air pressure to the brakes. The operator must
stop the machine immediately. Engage the parking brake and stop the engine. The operator can look at the air pressure
gauges (2) on the instrument panel in order to determine the circuit that has failed. Do not operate the machine until the
cause has been corrected.
Note: The action alarm is located in the console to the right of the operator's seat.
The last circuit is for the stop lights. Stop lights air pressure switch (7) is between the service brake control valve and
one of the air lines that connects to the brakes. When the service brake control (pedal) is depressed, the stop lights air
pressure switch closes. This completes a circuit in order to operate the stop lights.
Each circuit is connected to the battery through a separate fuse in the fuse box.
For further information, refer to the appropriate Operation and Maintenance Manual and the Service Manual,
SENR2945, "Electronic Monitoring System (EMS)".


Service Brakes
SMCS Code: 4002; 4205; 4234; 4251; 4255
PIN: 2FM400-Up
PIN: 5FM800-Up
PIN: 5HM1150-Up
PIN: 6TM366-Up
PIN: 7MM249-Up
PIN: 8JM280-Up
PIN: 9JM350-Up
PIN: 8WN350-Up
PIN: 4ER500-Up
Illustration 24
(1) Air inlet port. (2) Tandem housing. (3) Wheel spindle housing.
Illustration 25
(3) Wheel spindle housing. (4) Sprocket. (5) Shims. (6) Brake hub. (7) Cover. (8) Stationary discs. (9) Air piston. (10)
Revolving discs. (11) Springs. (12) Air compartment. (13) Duo-Cone seal. (14) Wheel spindle.
Power from the differential flows through the drive chain to sprocket (4). Inside the wheel spindle housing (3), the
sprocket (4) turns wheel spindle (14), brake hub (6), and revolving discs (10). The drive wheels are connected to wheel
spindle (14).
There is one disc type brake in each wheel spindle housing (3). The four disc type brakes are used for the service brake
system. The brakes are cooled through the oil in tandem housing (2). The service brakes are activated by air pressure
from the air control valve for the service brakes. There is a Duo-Cone seal (13) that is located between the wheel spindle
(14) and the wheel spindle housing (3). The Duo-Cone seal will seal in the oil. The Duo-Cone seal will also keep out the
dirt, the water, and the other contaminants.
Stationary discs (8) are splined into wheel spindle housing (3). Revolving discs (10) are splined onto brake hub (6). The
brake hub (6) is splined onto wheel spindle (14).
Illustration 26
Instrument Panel
(15) and (16) Air pressure gauges.
Air from each section of the air tank flows into the respective air pressure gauge (15) and (16) on the instrument panel
and to the air control valve (17) for the service brakes.
Illustration 27
Location of Air Control Valve (Service Brake)
(17) Air control valve for the service brakes.
When you depress the service brake control (pedal), a rod actuates air control valve (17) for the service brakes. Then, the
air control valve for the service brakes will send part of the air pressure from the sections of the air tank to the service
brakes. The position of the pedal regulates the amount of air pressure to the brakes.
Air pressure flows through air inlet port (1) into air compartment (12). Air then moves air piston (9) against stationary
discs (8) and revolving discs (10). The air piston pushes the discs against cover (7). As the air pressure increases, air
piston (9) is forced against the discs. This will cause friction between the discs. As the friction becomes greater,
revolving discs (10), brake hub (6) and wheel spindle (14) will start to slow down, since stationary discs (8) and wheel
spindle housing (3) cannot turn. The brakes are in the BRAKE ON position, but the brakes are not fully engaged.
If the operator continues to depress the pedal downward, the air pressure will increase in air compartment (12). The
friction between discs will then become great enough to stop revolving discs (10), brake hub (6) and wheel spindle (14).
Air pressure is held in the brakes in order to keep the brakes in the BRAKE ON position.
When the operator releases the pedal, the air pressure in the air compartment (12) is released through air inlet port (1) to
the service brake control valve (17). Then, springs (11) force air piston (9) back to the BRAKE OFF position. Revolving
discs (10) are again free to turn between stationary discs (8).
There is a plug at the bottom of the wheel spindle housing (3). This plug can be removed in order to check the wear of
the friction discs. The wear of the friction disc can be checked by observing the piston travel with a 5P-7389 Transparent
Plug Assembly.
Before you inspect the brake pack for wear, refer to Testing and Adjusting, "Brake Disc Wear - Check". The information
is in this manual.


Relief Valve (Air Tank)

SMCS Code: 4272-PV
Illustration 14
Location of Air Relief Valve
Illustration 15
Air Relief Valve
An air relief valve is fastened to each section of the air tank. If the air compressor governor does not operate correctly,
the air relief valve will open at approximately 1207 ± 55 kPa (175 ± 8 psi) in order to prevent damage to the air system.
The setting of the two air relief valves cannot be adjusted.



SMCS Code: 4250-035


Sudden movement of the machine or release of air under

prevent possible injury, perform the procedure that follows
before testing and adjusting the air system and brakes.
2. Install the wheel lean locking bolt in the front axle. Install the frame lock pin. Engage the parking brake and stop the
engine.
3. Permit only one operator on the machine. Keep all other personnel away from the machine. Also, all personnel should
be visible to the operator.
4. Place chocks in front of the wheels and behind the wheels.
Illustration 31
(1) Parking brake. (2) Outer plug.
Illustration 32
(3) Transmission direction and speed control (lever).
5. Remove outer plug (2) and an inner plug (not shown) behind outer plug (2). Start the engine. Make sure that the air
system pressure reaches 965 ± 34 kPa (140 ± 5 psi). Make sure that the service brake control (pedal) is down. Move
lever (3) from PARKING BRAKE ENGAGED position to the NEUTRAL position and back to the PARKING BRAKE
ENGAGED position. Move the lever many times in order to drain the moisture from parking brake (1). Stop the engine
and allow the air to escape from the system. Replace the inner plug and outer plug (2).
Note: When the outer plug (2) is removed, a small amount of oil should be drained into a suitable container.
Illustration 33
(4) Drain valve for the left section of the air tank. (5) Drain valve for the right section of the air tank.
Illustration 34
Air Tank for European Roading Arrangement
(6) Drain Valve
6. Start the engine and allow the air system to reach 965 ± 34 kPa (140 ± 5 psi). Open drain valves (4), (5) and (6) (if
equipped) in order to release any water in the sections of the air tank. The water will lower the capacity in the air tank
and water in the air tank can cause the air compressor to operate constantly. Close the drain valves when all the water
has been released. Stop the engine.
7. Depress the service brake control pedal many times until all the air pressure has been released from the system.
8. Make sure that all air pressure is released before you perform any of the following procedures:
· Loosen any fitting, any hose, or any component.

· Tighten any fitting, any hose, or any component.
· Remove any fitting, any hose, or any component.
· Adjust any fitting, any hose, or any component.


SMCS Code: 4250-035
When you are defining a problem with the air system and/or a problem with the brake air system, perform the procedures
that follow. First, perform visual inspections. The information is in this manual. When the visual inspections are
complete and the problem is not fully understood, perform operational checks. The operational checks are in this manual.
After visual inspections and operation checks are complete and the problem is not fully understood, perform test
procedures. The test procedures are in this manual. These procedures will help identify system problems.


Visual Inspection
SMCS Code: 4250-035
Before making any Operation Checks to the air system and to the brakes, visually inspect the complete system, as
follows:
· Check for cracks or wear in hoses and air lines.

· Check for any restrictions. These restrictions may include the following problems: sharp bends, clamps that are
incorrectly installed, damaged hoses and damaged air lines.
· Check for loose connections.

· Check for damage to components.

Operation Checks
SMCS Code: 4250-035
Operation Checks of the air system and of the brakes can be used to find the source of leakage in the system. Also, the
Operation Checks can make a diagnosis of bad performance.
Sudden movement of the machine or release of air under

prevent possible injury, perform the procedure that follows
before testing and adjusting the air system and brakes.
Leakage Checks
Note: You can hear the sound of air leakage. Air leakage can be seen when soapy water is applied to connections, valves
and hoses.
1. Start the engine and allow the air pressure to reach the maximum pressure. Stop the engine.
2. Check the air control valve for the parking brake in the console to the right of the operator's seat.
3. Check air lines and fittings at the junction blocks. The junction blocks are located at the top of the tandem housings.
4. Check all the valves on the air tank.
5. Check for leakage in the hoses and the connections from the air compressor and the air compressor governor to the air
tank.
6. Check for leakage in hoses, lines, connections, and components from the air tank to the air control valve for the
service brake.
7. Check for leakage in the air control valve for the service brake.
8. Depress the service brake control (pedal) and hold the service brake control (pedal) down. Check for leakage in hoses,
in air lines and in connections from the air control valve for the service brake to the service brakes. Release the pedal.
9. Push down and pull back on the transmission direction and speed control (lever) to the NEUTRAL position. Check for
leakage in the hose and in the connections from the air control valve for the parking brake to the parking brake.
Note: If the air pressure in the air tank lowers to the cut-in pressure, start the engine and operate the engine. When the air
pressure reaches the maximum pressure, stop the engine.
Note: When you check the control valves for leakage, check the exhaust passages for any restrictions such as mud or
dirt. Restrictions in an exhaust passage of the control valves may prevent the release of air pressure during normal
operation. Also, restrictions may slow the release of air pressure during normal operation.
Performance Checks
If the Performance Checks indicate that the air pressure is not available at the air supply passage of the air control valve
for the service brake, loosen the connection at the air supply passage. Use soapy water to check for leaking air pressure.
If the Performance Checks indicate leakage through the air control valve for the service brake, disconnect the delivery
hose at the end opposite the delivery passage. Place the end of the hose in a pan of water to check for leakage.
Problem
The parking brake engages incorrectly.
Probable Cause
· Clearance adjustment for the air control valve for the parking brake is incorrect.
· Wear or damage to the air control valve for the parking brake prevents the release of air pressure to the parking brake.
· Wear or damage to the air control valve for the parking brake permits leakage of air pressure to the parking brake in
the BRAKE OFF position.
· The parking brake has wear or damage.

Problem
The parking brake releases incorrectly.
Probable Cause
· There is no air pressure at the supply port of the air control valve for the parking brake.
· The clearance adjustment is incorrect for the air control valve for the parking brake.
· Wear or damage to the air control valve for the parking brake permits little air pressure or no air pressure to the air
inlet of the parking brake.
· The parking brake has wear or damage.

Problem
Service brakes engage incorrectly.
Probable Cause
· There is no air pressure at the supply port of the air control valve for the service brake.
· Adjustment of the stop for the service brake control pedal does not allow enough travel of the pedal.
· Adjustment of the screw on the plunger of the air control valve for the service brake does not permit enough travel of
the piston in the air control valve for the service brake.
· Wear or damage to the air control valve for the service brake permits little air pressure or no air pressure at the service
brakes.
· The seal on the piston in one or more of the wheel spindle housings has wear or damage.
· Service brakes have wear or damage.
Problem
Service brakes release incorrectly.
Probable Cause
· Adjustment of the screw on the plunger of the air control valve for the service brake does not allow the piston in the air
control valve for the service brake to release completely.
· Wear or damage to the air control valve for the service brake may prevent the release of air pressure from the hoses to
the service brakes. Also, wear or damage to the air control valve for the service brake may slow the release of air
pressure from the hoses to the service brakes.
· Wear or damage to the air control valve for the service brake permits leakage of air pressure to one or both of the
service brakes in the BRAKE OFF position.


Air Pressure Gauge - Test

SMCS Code: 7450-081-AI; 7461-081
1. Release the air pressure from the air tanks by opening drain valves (3), (4) and (6).
Illustration 35
Drain Valves.
(2) Air tank. (3) Drain valve for the left section of the air tank. (4) Drain valve for the right section of the air tank.
Illustration 36
(5) Air tank. (6) Drain Valve.
2. Install a 3B-7722 Pipe Bushing and a 6V-3966 Valved Nipple Assembly in the opening for each drain valve.
3. Install the 6V-4143 Coupler on the 8T-0849 Pressure Gauge and connect the 6V-4055 Pressure Hose Assembly to the
air tank(s) and the test pressure gauges.
4. Start the engine and allow the air pressure to increase to the maximum pressure.
5. Make a comparison of the air pressure gauges on the machine with test pressure gauges of known accuracy.
Illustration 37
Air Pressure Gauges
6. The air pressure gauge on the left side of the instrument panel is for the left section of air tank (2). The air pressure
gauge on the right side of the instrument panel is for the right section of air tank (2). If the machine is equipped with the
European Roading Arrangement, then the air pressure gauge on the left side of the instrument panel is for air tank (5).
The air pressure gauge on the right side of the instrument panel is for air tank (2).
7. If the difference between the air pressure gauges on the instrument panel and the test pressure gauges is more than 35
kPa (5 psi), install a new air pressure gauge.
To prevent possible injury, make sure all of the air pressure is

released from the air tank before you disconnect the test gauges
and the hose assemblies.


Air Compressor Governor - Test and Adjust

SMCS Code: 1804-025; 1804-081
Illustration 38
Drain Valves.
Illustration 39
5. Read the cut-out pressure on the test pressure gauge that is connected to the left section of the air tank.
6. Depress the service brake control (pedal) and release the pedal several times. Perform this action rapidly.
7. Read the cut-in pressure on the test pressure gauge.
Illustration 40
(7) Air compressor. (8) Air compressor governor.
Note: Orientation of the air compressor governor will depend on your specific engine arrangement.
8. The correct cut-in pressure is 793 kPa (115 psi) minimum. The correct cut-out pressure is 965 ± 34 kPa (140 ± 5 psi).
If necessary, make the following adjustment to the air compressor governor:
Illustration 41
a. Remove cover (9) from the top of air compressor governor (8).
b. Loosen the locknut on the adjustment screw.
c. Turn the adjustment screw counterclockwise in order to raise the cut-in pressure.
d. Turn the adjustment screw clockwise in order to lower the cut-out pressure.
9. If the adjustment screw does not change the cut-out pressure, the unloading valves in the air compressor are operating
incorrectly.
10. If the difference to the cut-in pressure to the cut-out pressure is incorrect, the air compressor governor is operating
incorrectly.


Pressure Switch (Low Brake Air) - Test

SMCS Code: 1435-081; 4265-081
Illustration 42
Drain Valves.
Illustration 43
5. The low air pressure (alarm) and the brake pressure (indicator) will operate until the pressure is above approximately
640 kPa (93 psi).
6. Allow the air pressure to increase to the cut-out pressure of 965 kPa (140 psi).
7. Stop the engine. Turn the engine start switch to the ON position.
8. While you are looking at the test pressure gauges, depress the service brake control (pedal) and release the pedal
several times. Perform this action rapidly in order to release the air pressure.
9. The alarm and the indicator for the low brake air pressure must operate at 530 ± 40 kPa (77 ± 6 psi).
10. If the alarm and/or the indicator does not operate, turn the engine start switch to the OFF position. Also, if the alarm
and/or the indicator does not operate at the correct air pressure, turn the engine start switch to the OFF position. Check
the electrical connections for the alarm, the indicator and the low brake air pressure switches. Check the bulb for the
indicator.

11. Remove the hose assemblies from the air tank(s) and from the test pressure gauges. Remove the couplers from the
test pressure gauges.
12. Remove the reducing bushing and valved nipple assemblies.


Pressure Switch (Brake Air) (Stop Lamp) - Test

SMCS Code: 1432-081; 1435-081; 4265-081
1. Make sure that all of the air pressure is released from the air tank.
2. Depress the service brake control (pedal) completely.
3. Start the engine and look at the test pressure gauge for the right section of the air tank.
Illustration 44
Air tank (1) is under the frame on the rear of the machine.
Illustration 45
Air Pressure Gauges
4. The air pressure gauge on the left side of the instrument panel is for the left section of air tank (1). The air pressure
gauge on the right side of the instrument panel is for the right section of air tank (1).
5. The stop lights must operate when the pressure is approximately 45 kPa (6.5 psi).
6. Release the pedal.
7. If the stop lights do not operate, stop the engine. Also, if the stop lights do not operate at the correct air pressure, stop
the engine. Check the stoplight bulbs and the electrical connections for the stop lights air pressure switch on the service
brake control valve.
8. If necessary, install a new stop lights air pressure switch.
European Roading Arrangement

1. Make sure that all of the air pressure is released from the air tanks.
2. Depress the service brake control (pedal) completely.
3. Start the engine and look at the test pressure gauge for air tank (1).
Illustration 46
Air tank (1) is under the frame on the rear of the machine.
Illustration 47
Air tank (2) is behind the cab. Air tank (2) is for the European Roading Arrangement. (If equipped)
Illustration 48
Air Pressure Gauges
4. If the machine is equipped with the European Roading Arrangement, then the air pressure gauge on the left side of the
instrument panel is for air tank (2). The air pressure gauge on the right side of the instrument panel is for air tank (1).
5. The stop lights must operate when the pressure is approximately 45 kPa (6.5 psi).
6. Release the pedal.
7. If the stop lights do not operate, stop the engine. Also, if the stop lights do not operate at the correct air pressure, stop
the engine. Check the stoplight bulbs and the electrical connections for the stop lights air pressure switch on the service
brake control valve.
8. If necessary, install a new stop lights air pressure switch.


Service Brake - Test

SMCS Code: 4251-081
Personal injury can result if the machine moves while checking

the service brakes.
If the machine begins to move during the check, reduce the

engine speed immediately and engage the parking brake.
If it is necessary to engage the parking brake while the machine is

moving, damage may occur to the transmission and/or the parking
brake.
The following check is used to determine if the service brakes are functional. This check is not intended to measure
maximum brake holding effort for the service brakes.
1. Make sure that the area around the machine is clear of personnel and obstacles.
2. Test the brakes on a hard dry, level surface.
3. Fasten your seat belt before checking the service brakes.
4. Start the engine and slightly raise the blade. Depress the decelerator control pedal and the service brake control pedal
simultaneously.
Illustration 49
(1) Transmission direction and speed control (lever).
5. Move lever (1) to THIRD SPEED FORWARD position. Increase the engine speed to high idle.
6. Gradually release the decelerator control pedal. The machine should not move and the engine should stall.
7. Engage the parking brake with lever (1). Lower the blade to the ground.
8. Refer to the performance check for the service brake, if the following conditions exist:
· Wheels rotate.
· The engine does not stall.
· No leakage is found in the brake circuit.

Parking Brake - Test

SMCS Code: 4267-081
Personal injury can result if the machine moves while checking

the parking brakes.
The following check is used to determine whether the parking brake is functional. This check is not intended to measure
the maximum brake holding effort of the parking brake.
1. Make sure that the area around the machine is clear of personnel and obstacles.
2. Test the parking brake on a hard dry surface.
3. Fasten your seat belt before checking the parking brake.
4. Position the machine upward on a 20 percent slope.
5. Engage the parking brake and release the service brakes. The wheels should not rotate. If the wheels rotate, apply the
service brakes.
6. If the wheels rotate and no air leakage was found in the brake circuit, refer to the performance check for the parking
brake.


Service Brake Control (Pedal) - Adjust

SMCS Code: 4269-P9; 4269-FU
Illustration 50
Drain Valves.
Illustration 51
Illustration 52
Pedal Adjustment for Service Brake Control
(7) Pedal. (8) Splined shaft. (9) Stop screw. (10) Cab floorplate. (11) Rod end. (12) Rod end. (A) Approximately 114
mm (4.5 inch).
Illustration 53
Tandem Housing
(13) Plug.
Note: There should be 530 ± 2 mm (20.9 ± .1 inch) from the centerline to the centerline of the holes in the rod ends (11)
and (12). Pedal height (A) should be approximately 114 mm (4.5 inch) from the bottom edge of pedal (7) to cab
floorplate (10).
5. Make sure that the air pressure in the air tank is 965 ± 34 kPa (140 ± 5 psi).
6. Remove plug (13) from the tandem housing. Install 3B-7722 Pipe Bushing and 8T-0849 Pressure Gauge Group.
7. Turn stop screw (9) inward until the stop screw is all the way down.
8. Depress pedal (7) downward until the pressure gauge on the tandem housing matches the air pressure in the air tank.
This is the maximum stroke of the service brake control valve.
9. With the pedal in the maximum stroke position, adjust stop screw (9) until the screw makes contact with pedal (7).
While you hold the stop screw, tighten the locknut.
10. Check the operation of pedal (7) several times. When the pedal is released, there should be 0 kPa (0 psi) air pressure
on the pressure gauge at the tandem housing.
11. Repositioning of pedal (7) on splined shaft (8) may be required to obtain sufficient travel.



Parking Brake Control - Adjust

SMCS Code: 4284-025
Illustration 57
(1) Transmission direction and speed control (lever). (2) Parking brake control valve.
With lever (1) in the PARKING BRAKE ENGAGED position, adjust parking brake control valve (2) in order to allow
0.75 ± 0.25 mm (.029 ± .010 inch) clearance with the actuator.


Service Brake Control Valve - Check

SMCS Code: 4265-535
A change in the braking characteristics or a low pressure

warning may be an indication of a failure in one of the brake
circuits. Personal injury or death may occur if the machine is
operated before repairs have been made or before all circuits
have been checked. Always check the brakes after brake repairs
have been made and before the machine is put back into use.
Use two 8T-0849 Pressure Gauge Group in order to check the delivery pressure for the service brakes on both sides of
the machine. Connect the gauges to delivery ports (4) and (6).
Illustration 54
Service Brake Control Valve
(1) Plunger boot
(2) Plunger
(3) Rubber spring
(4) Delivery port
(6) Delivery port
(8) Exhaust port
Apply the air control valve for the service brakes and release the air control valve for the service brakes several times.
Check the delivery pressure on the test pressure gauges in order to verify that the air pressure changes. The air pressure
should be the same amount for both the left service brakes and the right service brakes when the pedal is moved.
Apply the service brakes fully. Release the service brakes. Immediately after releasing the service brakes, the reading on
the test pressure gauges should read 0 kPa (0 psi).
When the air pressure in each section of the air tank is identical, the delivery air pressure should be within 35 kPa (5 psi)
of each test pressure gauge. This is normal for this service brake control valve.
Note: If the machine is equipped with the European Roading Arrangement, then the air pressure gauge is measuring the
difference between the delivery air pressure of the tank under the machine frame and the tank behind the cab.
Remove the pressure gauge groups and install hoses to ports (4) and (6).
Check the Service Brake Control Valve for Leakage

Keep the air pressure at 795 to 965 kPa (115 to 140 psi) while you apply the service brakes and hold. Apply a mixture of
soap and water on exhaust port (8). Permissible leakage is a 25.0 mm (1.00 inch) bubble in three seconds. If the leakage
is more than a 25.0 mm (1.00 inch) bubble in three seconds, repair the service brake control valve. After the repair has
been made retest the service brake control valve.


Brake Disc Wear - Check

SMCS Code: 4255-535
Illustration 56
The wear of the brake pack can be determined by viewing the punch mark on the piston. Viewing the punch mark on the
piston can be accomplished by removing plug (1) from the drain port and installing a 5P-7389 Transparent Plug
Assembly in the drain port.
When you install the piston and the new brake pack, make sure that the previous punch mark is aligned with the drain
port.
Perform the following marking method when a new brake pack has been installed and there is not a punch mark on the
piston.
1. Remove plug (1) from the drain port.
2. Install a 5P-8678 Marking Punch Assembly in the drain port.
3. Remove the air inlet line and apply air to the inlet port. This will move the piston to the brake ON position. Do not
exceed 965 ± 34 kPa (140 ± 5 psi).
4. With the piston in the brake ON position, strike the 5P-8678 Marking Punch Assembly. Make a mark that is 2.3 ± 0.8
mm (.09 ±.03 inch) in diameter.
Note: The marking method should not produce any chips inside the spindle housing (2).
5. Relieve the air pressure from the brake. Remove the punch assembly from the drain port.
6. Install the air inlet line and install the plug (1) into the drain port.
Note: Before you install the plug, apply 5P-3413 Pipe Sealant to the threads of the plug.
Dimension Guidelines for Parts in Service Brakes

The acceptable dimensions for each brake disc and each friction disc are shown in the table which follows. The table
lists the dimensions that indicate when a brake pack is worn and/or a brake pack needs inspection. The table also lists the
dimensions that are needed for the replacement of parts.
Check each friction disc for possible damage. Also, check for burned friction material. If only one surface of the friction
disc is worn, the grooves must be at least 0.127 mm (.0050 inch) deep. During brake installation, place the thicker
friction disc in the middle of the pack because wear is faster there.
Table 1 is for the following serial numbers.
· (PIN: 2ZK2392-UP)
· (PIN: 9ZN205-UP)
· (PIN: 9TN400-UP)
· (PIN: 4XM1396-UP)
· (PIN: 2WR642-UP)
· (PIN: 8MN500-UP)
· (PIN: 3AS450-UP)
· (PIN: 2GS360-UP)
· (PIN: 8JM280-UP)
· (PIN: 5HM1150-UP)
· (PIN: 4ER500-UP)
· (PIN: 9EJ510-UP)
· (PIN: 3GM80-UP)
· (PIN: 5AK156-UP)
· (PIN: 1AL408-UP)
· (PIN: 9JM350-UP)
· (PIN: 2FM400-UP)
Table 1
Discs
Part Number 7D-8434
Quantity Of Discs For Each Brake 10
New Thickness 1.91 ± 0.05 mm (.075 ± .002 inch)
Friction Discs
Part Number 6Y-7916
New Minimum Groove Depth 0.40 mm (.016 inch)
Complete Brake Pack
New Thickness 50.14 ± 1.65 mm (1.974 ± .065 inch)
Note: Inspection is needed when the mark on the brake piston moves out of view of the transparent plug assembly.
Table 2 is for the following serial numbers.
· (PIN: 4MK404-UP)
· (PIN: 2AN104-UP)
· (PIN: 3YK267-UP)
· (PIN: 6TM366-UP)
· (PIN: 5FM800-UP)
· (PIN: 7MM249-UP)
· (PIN: 8WN350-UP)
· (PIN: 6NM255-UP)
· (PIN: 9YR330-UP)
· (PIN: 8KM1-UP)
· (PIN: 2HS380-UP)
· (PIN: 6WM1-UP)
· (PIN: 2LR1-UP)
Table 2
Discs
Part Number 8D-8794

Friction Discs
Part Number 6Y-7915
New Minimum Groove Depth 0.30 mm (.012 inch)
Complete Brake Pack
New Thickness 44.72 ± 1.96 mm (1.761 ± 0.077 inch)
Note: Inspection is needed when the mark on the brake piston moves out of view of the transparent plug assembly.


Starting Motor
SMCS Code: 1453
37-MT Starting Motors

The identification tag on the starting motor displays two numbers: Part Number and Consist Number. The Part Number
is used to order a complete starting motor. The Consist Number is used for identifying the specific starting motor and
acquiring serviceable parts for the starting motor. In some cases, the Caterpillar part number and the Caterpillar consist
number are identical.
Table 1
37-MT Part Numbers

Part Number Consist Number Replaced By Serviced By
104-7040 6V-5720 207-1511 106-8558
103-0875 103-0875 - -
146-3505 146-3505 207-1509 -
207-1507 207-1507 - -
207-1508 207-1508 - -
207-1509 207-1509 - -
207-1510 207-1510 - -
207-1511 207-1511 - 207-1517
3E-7676 3E-7676 - -
3E-7677 3E-7677 207-1507 -
3Q-6610 3Q-6610 - -
6V-4212 6V-4212 207-1508 -
6V-4236 6V-4236 - -
6V-4237 6V-4237 - 6V-4238
6V-4238 6V-4238 207-1510 -
7C-1260 7C-1260 9X-1371 -
7X-5987 7X-5987 6V-4212 6V-4212

8C-4774 3E-1944 104-7040 106-8558
8C-4774 8C-4775 - -
8C-4774 9X-3416 - 106-8558
9X-1371 9X-1371 6V-4236 6V-4236
9X-1489 9X-1489 - 6V-4238
9X-1490 9X-1490 131-1275 6V-4238
9X-3491 9X-3491 3E-7677 -
9X-3492 9X-3492 3E-7676 -
Illustration 1
37-MT Typical cross section view
(1) Nut (Battery)
(2) Solenoid Mounting Screws
(3) Pinion
(4) Pinion Drive Housing Bolts
(5) Shift Lever Housing Bolts
(6) Field Winding Screws
(7) Laminated Core
(8) Rear Housing Bolts
(9) Brush
(10) Commutator
(11) Brush Lead Screws
(12) Motor Terminal Bolt
(13) Motor Terminal Nut
Illustration 2
37-MT Typical end view
(1) Nut (Battery)
(12) Bolt (Motor Terminal)
(14) Nut (Terminal)
(15) Ground Terminal Nut
Table 2
37-MT Complete Starting Motor Specifications

Rated Voltage: 12 V 24 V
(1)
Pull-In Resistance 0.17 to 0.19 O 0.64 to 0.70 O
Hold-In Resistance (1) 0.50 to 0.56 O 2.96 to 3.48 O
Solenoid Winding
(1)
Pull-In Current 89 ± 5 Amp at 12 V 36 ± 2 Amp at 20 V
(1)
Hold-In Current 23 ± 2 Amp at 12 V 6.75 Amp max at 20 V
Voltage 11.0 V 23.0 V
No-Load Test Current 127.5 ± 27.5 A 84 ± 16 A

Speed 7018 ± 1517 rpm 3628 ± 413 rpm
(2) Current 1400 A 750 A
Load Test
Speed 800 rpm 1200 rpm
Diameter 54.0 mm (2.13 inch) 54.0 mm (2.13 inch)
Diameter (min) 51.9 mm (2.04 inch) 51.9 mm (2.04 inch)
Commutator (5)
Depth Of Insulation Between The insulation cannot be
0.64 mm (0.025 inch)
Commutator Bars (min) undercut.
Total Indicator Runout (max) 0.13 mm (0.005 inch) 0.13 mm (0.005 inch)
1.0 ± 0.8 mm (0.04 ± 0.03 1.0 ± 0.8 mm (0.04 ± 0.03
Pinion (12) Clearance
inch) inch)
(3)
Length 23.0 mm (0.91 inch) 23.0 mm (0.91 inch)
Brush (6)
(4)
Laminated Core
(8)
Nut (Battery) (1) 30 ± 3 N·m (22 ± 2 lb ft) 30 ± 3 N·m (22 ± 2 lb ft)
17.8 ± 3.7 N·m (13 ± 3 lb 17.8 ± 3.7 N·m (13 ± 3 lb
Solenoid Mounting Screws (2)
ft) ft)
23.7 ± 6.1 N·m (17 ± 4 lb 23.7 ± 6.1 N·m (17 ± 4 lb

Pinion Drive Housing Bolts (4)
ft) ft)
18.9 ± 2.6 N·m (14 ± 2 lb 18.9 ± 2.6 N·m (14 ± 2 lb
Shift Lever Housing Bolts (5)
ft) ft)
5.7 ± 1.1 N·m (4 ± 1 lb ft) 5.7 ± 1.1 N·m (4 ± 1 lb ft)
Rear Housing Bolts (8)
2.9 ± 1.0 N·m (26 ± 9 lb in) 2.9 ± 1.0 N·m (26 ± 9 lb in)
Brush Lead Screws (11)
9.6 ± 1.1 N·m (7.1 ± 0.8 lb 9.6 ± 1.1 N·m (7.1 ± 0.8 lb
Torques Motor Terminal Bolt (12)
ft) ft)
(5) 14.7 ± 3.4 N·m (10.8421 ± 14.7 ± 3.4 N·m (10.8421 ±

Motor Terminal Nut (13)
2.5077 lb ft) 2.5077 lb ft)
(6) 20.3 ± 2.3 N·m (180 ± 20 lb 20.3 ± 2.3 N·m (180 ± 20

Field Winding Screws (6)
in) lb in)
2.6 ± 0.8 N·m (1.9 ± 0.6 lb 2.6 ± 0.8 N·m (1.9 ± 0.6 lb
Nut (Terminal) (14)
ft) ft)
30.5 ± 3.5 N·m (22 ± 2.5 lb 30.5 ± 3.5 N·m (22 ± 2.5 lb
Ground Terminal Nut (15)
ft) ft)
(1) Measured at 20 °C (68 °F)

(3) New brush
(4) Minimum brush length
(5) Hold the terminal with 1U-8007 Torxalign bit and 1U-7182 Ratchet while nut (14) is being tightened.
(6) Put 9S-3263 Thread Lock on the threads of screws (11) before installation.

Table 3
41-MT Part Numbers

106-8558 106-8559 207-1517 -
131-1275 131-1275 207-1514 -

143-8434 143-8434 207-1519 -
150-4247 150-4247 207-1516 -
168-3499 168-3499 - -
177-4715 177-4715 207-1513 177-4715
204-9742 204-9742 - -
207-1513 207-1513 - -
207-1514 207-1514 - -
207-1516 207-1516 - -
207-1517 207-1517 - -
207-1519 207-1519 - -
9X-9995 3E-2298 106-8558 -
Illustration 3
41-MT Typical cross section view
(1) Nut (Battery)
(3) Pinion
(7) Laminated Core
(9) Brush
(10) Commutator
Illustration 4
41-MT Typical end view
(1) Nut (Battery)
(14) Nut (Terminal)
Table 4

(1)
(1)
Solenoid Winding Hold-In Resistance 0.50 to 0.59 O 1.37 to1.77 O
Pull-In Current (1) 92.5 ± 7.5 Amp at 10 V 56.5 ± 4.5 Amp at 20 V
(1)
Hold-In Current 23 Amp at 10 V 14.6 Amp at 20 V
No-Load Test Current 127.5 ± 27.5 A 65.0 ± 15.0 A

Speed 7018 ± 1517 rpm 8450 ± 1250 rpm
(2) Current 1400 A 750 A
Load Test
Commutator (5)
0.64 mm (.025 inch)
4.57 ± 0.76 mm (0.18 ± 4.57 ± 0.76 mm (0.18 ±
0.03 inch) 0.03 inch)
Length (3) 23.0 mm (0.91 inch) 23.0 mm (0.91 inch)
Brush (6)
(4)
Laminated Core
(8) Total Indicator Runout (max) 0.13 mm (0.005 inch) 0.13 mm (0.005 inch)
17.8 ± 3.7 N·m (13 ± 3 lb 17.8 ± 3.7 N·m (13 ± 3 lb
Solenoid Mounting Screws (2)
ft) ft)
23.7 ± 6.1 N·m (17 ± 4 lb 23.7 ± 6.1 N·m (17 ± 4 lb
ft) ft)
18.9 ± 2.6 N·m (14 ± 2 lb 18.9 ± 2.6 N·m (14 ± 2 lb
ft) ft)
(5) 20.3 ± 2.3 N·m (180 ± 20 lb 20.3 ± 2.3 N·m (180 ± 20

in) lb in)
5.7 ± 1.1 N·m (4 ± 1 lb ft) 5.7 ± 1.1 N·m (4 ± 1 lb ft)
Torques
2.9 ± 1.0 N·m (26 ± 9 lb in) 2.9 ± 1.0 N·m (26 ± 9 lb in)
Brush Lead Screws (12)
9.6 ± 1.1 N·m (7.1 ± 0.8 lb 9.6 ± 1.1 N·m (7.1 ± 0.8 lb
Motor Terminal Bolt (13)
ft) ft)
(6) 14.7 ± 3.4 N·m (10.8421 ± 14.7 ± 3.4 N·m (10.8421 ±

2.5077 lb ft) 2.5077 lb ft)
2.6 ± 0.8 N·m (1.9 ± 0.6 lb 2.6 ± 0.8 N·m (1.9 ± 0.6 lb
Nut (Terminal) (15)
ft) ft)
30.5 ± 3.5 N·m (22 ± 2.5 lb 30.5 ± 3.5 N·m (22 ± 2.5 lb
ft) ft)

(3) New brush

Table 5
42-MT Part Numbers

104-5724 104-5724 3T-2648 -
104-6547 104-5725 207-1535 3T-2648
104-7041 104-7042 - 6V-5539
104-7044 104-7044 - 6V-5795
106-8553 106-8553 207-1548 -
106-8555 6V-5207 207-1554 6V-5227
120-8967 120-8898 - -
128-3172 128-3172 - -
145-2413 145-2413 - -
146-3503 146-3503 207-1521 -
150-8750 150-8750 - -
151-8090 151-8090 - -
156-5461 156-5461 - 6V-5227
165-4619 165-4619 - -
193-9185 193-9185 - -
193-9186 193-9186 - -
198-7746 207-1521 - 207-1521
200-6962 200-6962 - -
200-6963 200-6963 - -
207-1520 207-1520 - 207-1532
207-1522 207-1522 - 207-1525
207-1523 207-1523 - -
207-1524 207-1524 - -
207-1525 207-1525 - -
207-1527 207-1527 - -
207-1529 207-1529 - 207-1525

207-1531 207-1531 - 207-1525
207-1532 207-1532 - -
207-1533 207-1533 - -
207-1535 207-1535 - 207-1533
207-1537 207-1537 - 207-1524
207-1539 207-1539 - -
207-1541 207-1541 - 207-1551
207-1542 207-1542 - 207-1560
207-1543 207-1543 - 207-1560
207-1545 207-1546 - 207-1545
207-1547 207-1547 - -
207-1548 207-1548 - 207-1558
207-1549 207-1549 - 207-1556
207-1551 207-1551 - -
207-1552 207-1553 - 207-1560
207-1554 207-1555 - 207-1560
207-1556 207-1557 - -
207-1558 207-1558 - 207-1560
207-1560 207-1561 - 207-1560
207-1562 207-1562 - 207-1558
207-1564 207-1564 - 207-1556
3E-7863 3E-7863 201-1524 -
3E-7864 3E-7864 207-1531 6V-3948
3E-8845 3E-8845 - 8C-4090
3T-2646 8C-3645 6V-4246 6V-5539
3T-2648 8C-3646 - -
3T-2648 104-5724 207-1533 -
3T-2650 8C-3649 207-1549 6V-5539

3T-2652 8C-3647 207-1558 6V-5227
3T-2655 8C-3648 207-1529 -
3T-2657 8C-3643 207-1527 -
3T-2764 8C-3594 6V-4641 -
3T-4586 8C-3650 207-1552 6V-5227
4N-3181 8C-3651 6V-5227 -
4Q-5708 4Q-5708 128-3172 -
4Q-5709 4Q-5709 - -
4Q-5739 4Q-5739 - 4Q-5708
5R-7873 5R-7873 - 6V-5227
6N-1889 8C-3644 207-1564 -
6V-3948 6V-3969 207-1525 -
6V-4031 6V-4031 - -
6V-4213 6V-4213 207-1532 -
6V-4214 6V-4214 207-1523 -
6V-4215 6V-4215 - 6V-3948
6V-4215 6V-4215 6V-3948 -
6V-4246 106-8551 207-1562 6V-5539
6V-4451 6V-4458 207-1543 6V-5227
6V-4641 6V-4646 207-1545 6V-4641
6V-5207 6V-5207 6V-5227 -
6V-5227 6V-5537 207-1560 6V-5227
6V-5539 106-8554 207-1556 -
6V-5795 6V-5795 - -
6V-5821 6V-5821 - -
8C-3592 8C-3592 207-1537 3E-7863
8C-3593 8C-3593 207-1520 6V-4213
8C-3595 8C-3595 6V-4214 -

8C-3596 8C-35960 207-1522 6V-3948
8C-3597 8C-3597 104-7044 6V-5795
8C-4090 8C-4090 207-1547 -
8Q-1863 8Q-1863 - -
8T-9685 8T-9685 106-8553 -
9G-4339 9G-4339 207-1542 -
9W-0058 9W-0058 3E-7864 6V-3948
Illustration 5
42-MT Cross section view
(1) Nut (Battery)
(3) Pinion
(7) Laminated Core
(8) Brush
(9) Commutator
(12) Rear Housing Bolt
Illustration 6
42-MT End View
(1) Nut (Battery)
(15) Nut (Terminal)
Table 6

(1)
Hold-In Resistance (1) 0.5 to 0.59 O 1.37 to1.77 O
Solenoid Winding
(1)
Pull-In Current 92.5 ± 7.5 Amp at 10 V 56.5 ± 4.5 Amp at 20 V
(1)
Hold-In Current 23 Amp at 10 V 14.6 Amp at 20 V
No-Load Test Current 127.5 ± 27.5 A 67.5 ± 7.5 A

Speed 6900 ± 1800 rpm 7643 ± 1683 rpm
(2) Current 1400 A 750 A
Load Test
Commutator (6)
0.64 mm (0.025 inch)
9.1 ± 0.8 mm (0.36 ± 0.03 9.1 ± 0.8 mm (0.36 ± 0.03
inch) inch)
(3)
Brush (7)
(4)
Laminated Core
(8)
17.8 ± 3.7 N·m (13 ± 3 lb 17.8 ± 3.7 N·m (13 ± 3 lb
Solenoid Mounting Bolts (2)
ft) ft)
23.7 ± 6.1 N·m (17 ± 4 lb 23.7 ± 6.1 N·m (17 ± 4 lb

ft) ft)
18.9 ± 2.6 N·m (14 ± 2 lb 18.9 ± 2.6 N·m (14 ± 2 lb
ft) ft)
(5) 20.3 ± 2.3 N·m (180 ± 20 lb 20.3 ± 2.3 N·m (180 ± 20

in) lb in)
5.7 ± 1.1 N·m (4 ± 1 lb ft) 5.7 ± 1.1 N·m (4 ± 1 lb ft)
2.9 ± 1.0 N·m (26 ± 9 lb in) 2.9 ± 1.0 N·m (26 ± 9 lb in)
Torques Brush Lead Screws (10)
9.6 ± 1.1 N·m (7.1 ± 0.8 lb 9.6 ± 1.1 N·m (7.1 ± 0.8 lb
Motor Terminal Bolt (13)
ft) ft)
(6) 14.7 ± 3.4 N·m (10.8421 ± 14.7 ± 3.4 N·m (10.8421 ±

2.5077 lb ft) 2.5077 lb ft)
2.6 ± 0.8 N·m (1.9 ± 0.6 lb 2.6 ± 0.8 N·m (1.9 ± 0.6 lb
Nut (Terminal) (15)
ft) ft)
30.5 ± 3.5 N·m (22 ± 2.5 lb 30.5 ± 3.5 N·m (22 ± 2.5 lb
ft) ft)

(3) New brush


Alternator
SMCS Code: 1405
Illustration 1
(1) Output terminal nut
(2) Pulley nut
Table 1
Specifications
Alternator 7N-9720 9G-9538 100-5046
Voltage rating 28V
Polarity Negative ground
Speed for testing 4000 rpm 5000 rpm
Rotation Either direction
Output (cold) (1) 47A 63A
Output rating at operating temperature 37A 50A
The field current at 28 V and 25 °C (77°F) 1.8A 2.5A
(2 )Torque rating for the pulley nut 97.5 ± 2.5 N·m (72 ± 2 lb ft)
(1)Torque rating for the output terminal nut 8.5 ± 1.5 N·m (6 ± 1 lb ft)
(2)
Voltage regulator 9G-7567
Voltage range 28 ± 1 V
(1) Fasten the carbon pile across the battery in order to get the maximum output.
(2) nonadjustable


Alternator
SMCS Code: 1405
Illustration 1
Front View of the 26-SI Alternator
Illustration 2
Side View of the 26-SI Alternator
Illustration 3
Rear View of the 26-SI Alternator
Table 1
Specifications for 26-SI Alternators

Part Number 3E-7577 3E-7578 112-5041 3E-7892
Remanufactured Part Number OR-3615 OR-5206 OR-5206 OR-3616
Voltage Rating 24V 24V 24V 12V
Current 75A 50A 50A 85A
Application Extra Heavy Duty Extra Heavy Duty Heavy Duty Extra Heavy Duty
Weight 12.5 kg (27.6 lb) 12.5 kg (27.6 lb) 12.5 kg (27.6 lb) 12.5 kg (27.6 lb)
Polarity Negative Case Negative Case Negative Case Negative Case

Ground Ground Ground Ground
Minimum Full Load Current (Cold) 67A 47A 47A 77A
at 5000 rpm
Minimum Full Load Current (Cold) (1) (2)
29A 18A 18A 38A
at 1500 rpm
Amperes at 27 °C (80 °F)and 1800
45 33 33 56
rpm
Amperes at 27 °C (80 °F) and 5000
75 50 50 85
rpm
Rotation (3) CW CW CW CW
CCW CCW CCW CCW
(1) Minimum Full Load Current (Cold) at 2000 rpm

(2) The minimum speed of the alternator should be 1800 rpm at low engine idle.
(3) The rotation is viewed from the pulley.
The results for a 12 volt 26-SI Alternator's rotor field winding test at 27 °C (80 °F) are in the following list:
· 3.0 to 4.3 Amperes

· 2.8 to 4.0 Ohms
The results for a 24 volt 26-SI Alternator's rotor field winding test at 27 °C (80 °F) are in the following list:
· 2.0 to 2.8 Amperes

· 8.5 to 12.0 Ohms
Table 2
Torque Specifications for the 26-SI Alternator
Part Number
3E-7577 3E-7578 112-5041 3E-7892
Remanufactured Part
OR-3615 OR-5206 OR-5206 OR-3616
Number
102 ± 7 N·m (75 ± 5 102 ± 7 N·m (75 ± 5 102 ± 7 N·m (75 ± 5 102 ± 7 N·m (75 ± 5
Pulley Nut
lb ft) lb ft) lb ft) lb ft)
Cover for the Rectifier 5.3 N·m (47 lb in) 5.3 N·m (47 lb in) 5.3 N·m (47 lb in) 5.3 N·m (47 lb in)
Cover Plate
Regulator and Mounting
3 N·m (27 lb in) 3 N·m (27 lb in) 3 N·m (27 lb in) 3 N·m (27 lb in)
Plate
Heat Sink
13.5 ± 1.3 N·m 13.5 ± 1.3 N·m 13.5 ± 1.3 N·m 13.5 ± 1.3 N·m
Battery Terminal (119.5 ± 11.5 lb in) (119.5 ± 11.5 lb in) (119.5 ± 11.5 lb in) (119.5 ± 11.5 lb in)
R Terminal
Nut for the Regulator 2 N·m (18 lb in) 2 N·m (18 lb in) 2 N·m (18 lb in) 2 N·m (18 lb in)
Stud
Nut for the Hex
Mounting Bolt
88 N·m (65 lb ft) 88 N·m (65 lb ft) 88 N·m (65 lb ft) 88 N·m (65 lb ft)
Bolt for the Adjusting
Lug
Frame Bolts 6.2 N·m (55 lb in) 6.2 N·m (55 lb in) 6.2 N·m (55 lb in) 6.2 N·m (55 lb in)
Ground Screw 6 N·m (55 lb in) 6 N·m (55 lb in) 6 N·m (55 lb in) 6 N·m (55 lb in)
Illustration 4
26-SI Alternator Schematic


General Information
SMCS Code: 1453
Illustration 7
42-MT Starting Motor
The heavy-duty starting motors are offered in 24Vand 12V versions. The 37-MT and 41-MT are similar in operation and
appearance. The significant differences between the 37-MT, 41-MT, and 42-MT starting motors are noted. A list of
starting motors that are covered in this manual is located in the Specifications section.
The starting motor rotates the engine flywheel. The engine will run when the engine flywheel has reached an adequate
speed. The starting motor has a solenoid. Electricity will cause the solenoid to move the pinion drive toward the flywheel
ring gear of the engine when the key start switch is activated on the 37-MT and 41-MT starting motors. The electrical
contacts in the solenoid close the circuit between the battery and the starting motor before the pinion engages the ring
gear. This will cause the starting motor to rotate. This is a positive shift starting motor. Electricity will cause the solenoid
to move the pinion drive in order to engage the flywheel ring gear of the engine when the key start switch is activated on
the 42-MT starting motors. The electrical contacts in the solenoid close the circuit between the battery and the starting
motor. This causes the starting motor to rotate. This is a positive engagement starting motor.
Damage to the armature can be caused by excessive speeds. The overrunning clutch portion of the pinion drive prevents
damage to the armature when the engine begins to run. This is done by breaking the mechanical connection. The pinion
will stay meshed with the ring gear however, until the key start switch is released. A return spring in the overrunning
clutch returns the clutch assembly to the rest position.


Component Description
SMCS Code: 1453
Illustration 8
(1) Rear Housing
(2) Solenoid
(3) Plunger
(4) Shift Lever Housing
(5) Shift Lever
(6) Drive Housing
(7) Pinion Drive
(8) Brushes
(9) Brush Holder
(10) Pole shoes
(11) Field Winding (Coil)
(12) Armature
(13) Starting Motor Housing
The major components of the starting motor are the following items:
· Starting motor housing (13)

· Field winding (coil) (11)
· Pole shoes (10)
· Armature (12)
· Brushes (8)
· Brush holder (9)
· Pinion drive (7)
· Shift lever (5)
· Plunger (3)
· Solenoid (2)
· Housings (1), (4), and (6)
Illustration 9
Field Winding and Starting Motor Housing
(10) Pole Shoes
(11) Field Winding (Coil)
(13) Starting Motor Housing
The starting motor housing (13) supports the field winding (coil) (11), the pole shoes (10), the brush holder (9), and the
brushes (8). These parts are removable. The field winding (11) and the pole shoes (10) provide the magnetic field for the
armature. The field winding also contains a shunt coil on 37-MT starting motors. The armature rotational speed is
limited by the shunt coil during engagement. This prevents damage to the pinion drive.
Illustration 10
Armature
(12) Armature
Armature (12) consists of a laminated iron core which is assembled on the armature shaft. The armature also has a
commutator on one end. The commutator is made of copper segments (bars) insulated from each other and insulated
from the armature shaft. The armature windings are wound in the slots of the core. The armature windings are also
connected to the commutator segments.
The armature is positioned in the field winding and the pole shoes. The armature is supported by the brushings in the
drive housing (6), the shift lever housing (4), and the rear housing (1).
The armature and the field winding are connected in series. The same current flows through each component. This
generates high torque primarily when the motor is first started.
Illustration 11
Brush Holder
(9) Brush Holder
(14) Brush Springs
The brush holder (9) is mounted over the commutator to the starting motor housing. Four brushes are held against the
commutator. Brush springs (14) keep pressure on the brushes so the brushes stay in contact with the commutator. Two
brush holders are connected to the field winding positive (+) leads. The two negative brush holders are not insulated
from the brush holder assembly onthe 37-MT and 41-MT starting motors. The two negative brush holders are connected
to the negative terminal on the 42-MT starting motors.
Illustration 12
Brushes
(8) Brush
The brushes (8) are made of carbon. The brushes (8) conduct electricity. The brushes transmit current from the field
winding to the commutator. There are four brushes. Two brushes are positive and two brushes are negative.
Illustration 13
37-MT Pinion Drive
(7) Pinion Drive
(15) Pinion Gear
Illustration 14
41-MT and 42-MT Pinion Drive
(7) Pinion Drive
(15) Pinion Gear
As the engine starts to run, the speed eventually exceeds the starting motor speed. The overrunning clutch portion of the
pinion drive (7) protects the starting motor from this overspeed condition. The mechanical connection between the
engine flywheel and the starting motor is disengaged.
The pinion drive (7) has a pinion gear (15) that engages the flywheel ring gear. The pinion gear will stop in case of butt
engagement on the 37-MT starting motors. The pinion drive spring is compressed by the shift lever until the solenoid
contacts meet the solenoid terminals as a result. The starting motor is now turned on. The starting motor turns the pinion
until the pinion meshes with the ring gear. The pinion gear will stop in case of butt engagement on the 41-MT and 42-
MT starting motors. The clutch assembly continues to rotate. This rotation will allow the pinion gear to rotate and the
pinion gear will engage onto the flywheel ring gear.
Illustration 15
Solenoid
(2) Solenoid
(3) Plunger
(5) Shift Lever
(16) Windings
(17) Solenoid Contacts
(18) Return Spring
Solenoid assembly (2) contains the following components: windings (16), plunger (3) and solenoid contacts (17). When
the key start switch is closed, the pull-in winding and the hold-in winding are energized. The energized windings (16)
will pull the plunger (3) to the left. The plunger movement pulls the shift lever assembly (5) which will allow the pinion
to engage. When the solenoid contacts (17) close, full battery current is sent to the motor and the engine begins to crank.
When the engine starts, the pinion drive protects the armature from excessive speed until the key start switch is released.
After the switch is released, the return spring (18) moves shift lever (5) to the right which will disengage the pinion.


Normal Operation
SMCS Code: 1453
General Information
Illustration 16
Rest Position
(1) Return Spring
(2) Solenoid
(3) Pull-In Winding
(4) Start (S) Terminal
(5) Hold-In Winding
(6) Battery (Bat) Terminal
(7) Key Start Switch
(9) Motor (Mtr) Terminal
(10) Shift Lever
(11) Field Winding
(12) Pinion Drive
(13) Pinion
(14) Armature
(15) Battery
A DC series wound motor is used as the starting motor. The starting motor has field winding (11) and armature (14). The
excitation and armature windings are connected in series. The pinion end of the armature shaft has splines for pinion
drive (12).
The solenoid is an integral part of the starting motor. The solenoid pushes the pinion drive (12) with the pinion (13)
forward through the shift lever (10) and the plunger. The end of the plunger is a spool which is connected to the shift
lever. Return spring (1) helps return pinion drive (12) and shift lever (10) to the rest position after key start switch (7) is
released and solenoid contacts (8) have been opened. A semi-solid link mechanism prevents welding of the solenoid
contacts.
The starting motor has a two-stage mechanical pinion drive (12) that protects armature (14) from an overspeed condition.
The pinion drive also allows a smooth engagement of pinion (13) into the flywheel ring gear. The pinion drive is held on
the splines of the armature shaft. The pinion drive is connected to the pinion (13) through the teeth of the integral
overrunning clutch. Shift lever (10) moves the pinion drive (12) axially in the direction of the ring gear.
37-MT And 41-MT Operation
Illustration 17
Partial Engagement
(1) Return Spring
(2) Solenoid
(3) Pull-In Winding
(5) Hold-In Winding
(6) Battery (Bat)Terminal
(10) Shift Lever
(11) Field Winding
(12) Pinion Drive
(13) Pinion
(14) Armature
(15) Battery
When the key start switch (7) is closed, the following components are energized: start (S)terminal (4), pull-in winding
(3) and hold-in winding (5). The solenoid plunger pulls the shift lever (10) against the force of the spring (1). The shift
lever pushes the pinion drive (12) toward the engine flywheel. The armature (14) has not yet turned. The solenoid
contacts (8) have not closed. This sends starting motor current to the excitation windings and the armature windings. If
the pinion (13) can immediately engage the flywheel ring gear, the pinion moves forward. When the pinion reaches the
end of the drive pinion shaft and the solenoid contacts (8) close. The starting motor is now in partial engagement.
Illustration 18
Blocked Engagement
(1) Return Spring
(2) Solenoid
(3) Pull-In Winding
(5) Hold-In Winding
(10) Shift Lever
(11) Field Winding
(12) Pinion Drive
(13) Pinion
(14) Armature
(15) Battery
If a pinion tooth meets a ring gear tooth, the pinion cannot immediately mesh with the ring gear. The solenoid contacts
(8) close as the meshing spring is compressed through the shift lever (10). The starting motor is now turned on. The
operation turns the pinion (13). The pinion initially meshes with the teeth of the ring gear. The pressure from the
meshing spring causes the pinion (13) to fully mesh. The pressure from the meshing spring causes the ring gear to fully
mesh.
Illustration 19
Full Engagement
(1) Return Spring
(2) Solenoid
(3) Pull-In Winding
(5) Hold-In Winding
(10) Shift Lever
(11) Field Winding
(12) Pinion Drive
(13) Pinion
(14) Armature
(15) Battery
At the end of solenoid armature travel, solenoid contacts (8) close. This allows full battery voltage to be applied to
battery (Bat) terminal (6) and motor (Mtr) terminal (9). The starting motor current energizes the field winding (11). The
starting motor current powers the starting motor. Armature (14) now begins to rotate and the helical spline forces the
pinion farther into the ring gear until the pinion contacts the stop ring of the armature shaft.
The pull-in winding (3) is turned off when the starting circuit is closed. Hold-in winding (5) remains energized. The
hold-in winding magnetic force is enough to hold the solenoid plunger in the pull-in position until the engine is started.
When the engine starts and the ring gear turns pinion (13) faster than the starting motor, the clutch section of the pinion
drive (12) breaks the connection between the pinion and the armature shaft. This prevents damage to the armature from
being rotated too fast. The pinion remains meshed with the ring gear while the shift lever (10) is held in the engaged
position. The shift lever assembly and pinion drive are returned to the rest position by the return spring (1) only when the
key start switch is released. The return spring also keeps the pinion in the rest position until the starting motor is again
operated.
42-MT Operation
Illustration 20
Partial Engagement
(1) Return Spring
(2) Solenoid
(3) Pull-In Winding
(5) Hold-In Winding
(10) Shift Lever
(11) Field Winding
(12) Pinion Drive
(13) Pinion
(14) Armature
(15) Battery
When the key start switch (7) is closed, the following components are energized: start terminal (4), pull-in winding (3)
and hold-in winding (5). The activation of the pull-in winding (3) and the hold-in winding (5) produces a magnetic force.
The magnetic force will pull the plunger to the right. The plunger will pull the shift lever (10) which will compress the
return spring (1). The shift lever will push the pinion assembly along the armature shaft toward the flywheel ring gear.
Illustration 21
Blocked Engagement
(1) Return Spring
(2) Solenoid
(3) Pull-In Winding
(5) Hold-In Winding
(6) Battery (Bat)Terminal
(10) Shift Lever
(11) Field Winding
(12) Pinion Drive
(13) Pinion
(14) Armature
(15) Battery
The pinion gear (13) may meet a tooth of the flywheel ring gear as the pinion gear tries to move forward. The other drive
components will continue to be pushed forward. The helical spline of the overrunning clutch portion of the pinion drive
assembly (12) rotates the pinion gear in the cranking direction. The spring of the pinion drive assembly is being
compressed. The pinion tooth will slide past the tooth on the flywheel ring gear until the next gap is found. The pinion
gear will then engage onto the flywheel due to the pressure that is built up in the compressed spring. At the same time,
the overrunning clutch rotates in the overspeed direction.
The pinion gear may also meet a damaged ring gear tooth or a notched ring gear tooth. While the pinion drive assembly
(12) is being pushed forward, the armature assembly (14) is being rotated in the opposite direction. This is due to the
helical spline. The spring of the pinion drive assembly is also becoming compressed. Due to the forces that are being
applied to the drive components onto the damaged tooth, the starting motor current may not have force enough to turn
the armature. The starting attempt must be stopped. When the key start switch is released, the pinion drive assembly will
release the compression of the spring. This will cause the pinion gear to rotate. The pinion gear is now ready to mesh
with the flywheel ring gear. The starting attempt can now be retried.
Illustration 22
Full Engagement
(1) Return Spring
(2) Solenoid
(3) Pull-In Winding
(5) Hold-In Winding
(10) Shift Lever
(11) Field Winding
(12) Pinion Drive
(13) Pinion
(14) Armature
(15) Battery
When the pinion gear (13) meshes completely with the flywheel ring gear, solenoid contacts (8) close. Full battery
voltage is then applied to the battery terminal "Bat" (6) and the motor terminal "Mtr"(9). Starting motor current will then
energize the field winding (11) and the armature (14). The pull-in winding (3) will become de-energized. The hold-in
winding (5) will still have enough force to hold in the plunger assembly until the solenoid contacts (8) are open. The
starting motor starts to crank the engine with full torque.
As soon as the engine starts, the flywheel ring gear turns the pinion gear (13) faster than the starting motor's normal
speed. The overrunning clutch breaks the mechanical connection between the two gears. The pinion gear turns on the
helical spline which will compress the spring in the pinion drive assembly. The pinion gear will then be pulled from the
flywheel gear. Flyweights also help to break the mechanical connection between the two gears. This process must take
place in order to prevent the starting motor from being rotated at speeds higher than maximum permissible speed. When
the key start switch (7) is released, the shift lever assembly and pinion drive assembly will return to the rest position. The
solenoid contacts open and the starting motor turns off. The rotating armature is quickly stopped by a mechanical brake
disc.


General Information
SMCS Code: 1405
Illustration 2
Alternator 7N-9720 Alternator Gp (35 amperes), 9G-9538 Alternator Gp (50 amperes) and 100-5046 Alternator Gp (50
amperes)
The N3 series alternator is a brushless, electromechanical component that converts mechanical energy into electrical
energy. The alternator charges the battery. The alternator also supplies power for the machine's electrical systems during
engine operation.
The alternator has a full-wave rectified output that is three-phase. There are two different output versions that are rated at
35 and 50 amperes.
The alternator is divided into a front frame and an end frame. The following stationary parts are located inside the two
frames: stator, field winding, rectifier and regulator. Stationary parts are bolted to the frames. The rotor is the only
moving part in the alternator. The rotor is mounted by ball bearings or by roller bearings.
A belt (not shown) provides the mechanical energy for the alternator. The belt is attached to the shaft of the rotor. The
belt is used to turn the rotor which also rotates the fan. Air is drawn through baffles in the rear cover. Air exits from the
front frame behind the fan.


SMCS Code: 1405
Illustration 10
(1) Bearing
(2) Front frame
(3) Diode assembly
(4) Stator winding lead
(5) Bearing
(6) Spacer
(7) Ring
(8) Regulator
(9) Rectifier
(10) Rotor assembly
(11) Field winding
(12) Stator assembly
(13) Ring
(14) Rear frame (Drive end)
(15) Fan
The following items are the main parts for the N3 series alternator:
Stator
Illustration 11
Stator
(16) Stator
(17) Rectifier
The stator (16) consists of a stator core and three independent windings. As the rotor turns, a varying magnetic field
causes the stator windings to produce three-phase AC voltage. The stator is supported by the front frame and by the rear
frame.
Rectifier
Illustration 12
Rectifier
(18) Rectifier
(19) Negative diodes
(20)"D+" lead
(21)"B-" terminal
(22) Excitation diodes
(23) Positive diodes
(24)"D+" terminal
(25)"B+" terminal
The rectifier (18) is a three-phase full wave rectifier. The rectifier changes the AC voltage that is produced by the stator
to DC voltage. The rectifier contains positive diodes (23) and negative diodes (19). The DC voltage from the diodes is
delivered to the battery terminals.
The rectifier also contains excitation diodes (22). DC voltage from the excitation diodes energizes the field winding.
Field Winding
Illustration 13
Field winding and leads
(26) Rear frame
(27) Two leads for the winding
(28) Field winding
The field winding (28) is the stationary coil that provides a magnetic field for the rotor.
Rotor
Illustration 14
Rotor
(29) Rotor
(30) Nonmagnetic ring
The rotor (29) consists of a shaft and a magnetic core. The rotor rotates on the shaft. The rotor provides a magnetic field
between the field winding and the stator.
When the current flows in the field winding, the core is magnetized. One side becomes the "N" pole. The other side
becomes the "S" pole. With this form (pawl pole), both poles are magnetized by one field winding. The "N" pole and the
"S" pole are separated by a nonmagnetic ring (30).
Regulator
Illustration 15
The identification of the terminals for the regulator and alternator
(31) Regulator
(32)"DF" regulator terminal (field winding lead)
(33)"R" terminal
(34)"B-" terminal
(35)"D-" terminal
(36)"D+" regulator terminal (lead for the field winding and lead for the rectifier)
(37) Suppression capacitor
(38)"B+" terminal
(39)"D+" terminal
The regulator (31) limits the output voltage of the alternator to a preset value by controlling the current through the field
winding. The regulator electronically switches the connection between the field winding and the ground. The switching
occurs at variable rates. The regulator is mounted on the rear frame of the alternator. The regulator is totally enclosed,
and the regulator cannot be adjusted.
Suppression Capacitor
The suppression capacitor (37) will protect the diodes in the alternator from spikes in the voltage. The suppression
capacitor also suppresses radio interferences. This capacitor is mounted on the rear frame of the alternator. The lead for
the capacitor is connected to the "D+" terminal (39).


Normal Operation
SMCS Code: 1405
The field winding uses DC voltage to create a magnetic field. The magnetic field is used to magnetize the rotor. The
stator is a stationary component that surrounds the rotor. When the rotor rotates voltage is produced. The stator will then
send the voltage to the rectifier. The rectifier changes the AC voltage into DC voltage. Part of the DC voltage returns to
the field winding in order to maintain the magnetic field. The remainder of the DC voltage is supplied to the battery.
Electrical components on the machine will then receive the voltage from the battery. The regulator limits the DC voltage
at the battery terminals to 28 ± 1 volts by controlling the current in the field winding.
Alternator Operation Schematics
Illustration 3
Electrical schematic of the N3 series alternator (35 amperes)
B- - Frame to battery ground
B+ - Alternator to battery positive terminal
D+ - Output for the excitation circuit and regulator input
D- - Ground for the alternator and regulator
DF - Alternator output and regulator input
G - Field winding
R - Auxiliary terminal
U - Stator winding
V - Stator winding
W - Stator winding
Illustration 4
Electrical schematic of the N3 series alternator (50 amperes)
(1) Diodes for protection against load dump
B- - Frame to battery ground
B+ - Alternator to battery positive terminal
D+ - Output for the excitation circuit and regulator input
D- - Ground for the alternator and regulator
DF - Alternator output and regulator input
G - Field winding
R - Auxiliary terminal
U - Stator winding
V - Stator winding
W - Stator winding
Note: The "R" terminal may be used by one of the following components:
· Charge indicator
· Tachometer
· Hour meter
Illustrations 3 and 4 show the electrical schematics for the N3 series alternators.
The alternator has two circuits: the charging circuit and the excitation circuit. The charging circuit functions during
normal operation. The excitation circuit functions during normal operation and during start-up. An independent circuit
exists for each phase of the stator. Phases are noted as "U", "V", and "W". The 50 amp alternator has two extra diodes.
Diodes are connected to the neutral point of the stator. Diodes also add extra current to the output. However, the 35
ampere alternator lacks the extra diodes.
The descriptions that follow show the N3 series alternator (35 ampere).
Charging Circuit
The charging circuit supplies current to the battery and to the electrical systems during normal operation. Stator windings
in the alternator generate three-phase AC voltage. Positive diodes and the negative diodes change the AC voltage into
DC voltage. DC voltage allows the current to flow to the battery terminals.
Illustration 5
Charging circuit with phase angle of 120°
The flow of current at a 120° phase angle is shown in Illustration 5. The polarity for the stator winding is described
below:
· Positive at the output of winding "U"

· Zero at the output of winding "V"
· Negative at the output of winding "W"
Illustration 6
Charging circuit with phase angle of 150°
below:

· Positive at the output of winding "V"
Excitation Circuit (Normal)
The N3 series alternator is self-excited. The excitation circuit supplies current to the field winding (exciter) during
normal operation. The rotor contains an iron core that acts as a rotating magnet. The rotating magnetic field induces
voltages in the stator windings. Stator windings generate three-phase AC voltage. Exciter diodes and negative diodes
change the AC voltage into DC voltage. DC voltage allows current to flow in the field winding. The current induces a
stationary magnetic field in the field winding that will keep the rotor core magnetized. This process continues as the
rotor operates normally.
Illustration 7
Excitation circuit with phase angle of 120°
below:

· Zero at the output of winding "V"

Excitation Circuit (Start-up)
The exciter diodes and the negative diodes change the AC voltage into a uniform DC voltage. Stator windings generate
three-phase AC voltage.
The excitation circuit also supplies current to the field winding (exciter) during start-up. N3 series alternators depend on
the residual magnetism in the rotor core in order to achieve normal operation. Once the rotor begins to move, the residual
magnetism induces a weak voltage in the stator windings. The voltages cause a small amount of current to flow through
the excitation circuit. The current then produces a stationary magnetic field in the field winding. The stationary magnetic
field strengthens the magnetism in the rotor core, and the voltage in the stator windings increases. The effect is
cumulative. The regulator controls the output voltage by varying the current in the field winding (exciter).
The alternator functions normally when the excitation circuit produces the breakdown voltage of two diodes in series.
The rotor generates the breakdown voltage by 2000 rpm. When the rotor reaches 2000 rpm, the alternator generates an
output.
Regulator Operation
N3 series alternators charge the battery. N3 series alternators will also supply the power for the electrical system. In
order to prevent overcharging the battery or damaging the systems, the voltage regulator keeps the output voltage at a
constant level. The regulator maintains the voltage regardless of variations in load or variations in rotor speed.
The alternator output voltage is directly related to the exciting current. For example, increasing the exciting current
increases the output voltage. By controlling the exciting current, the regulator compensates for variations in load. As a
result, the terminal voltage remains constant up to the maximum current output.
The alternator is regulated by periodically increasing and decreasing the exciting current. If the output of the alternator is
below 29 volts, the exciting current rises and the voltage rises. If the voltage exceeds 29 volts, the regulator turns off the
exciting current. The drop in current reduces the output voltage. When the voltage drops below the specified lower limit
of 27 volts, the regulator turns on the exciting current. The rise in current increases output voltage to 29 volts. The cycle
will then repeat. The cycles are repeated quickly in order for the voltage to remain constant at the desired level.
The alternator output voltage is directly related to rotor speed for a given electrical load. For example, increasing the
rotor speed increases the output voltage. By controlling the exciting current, the regulator compensates for variations in
rotor speed. At low speeds, a higher average exciting current results. At high speeds, a lower average exciting current
results.
Illustration 8 shows the connection between the solid state regulator and the alternator. The regulator is totally enclosed
and nonadjustable.
Illustration 8
Connection between the alternator and the regulator
Illustration 9
Solid state regulator
(D+) Input for the excitation circuit to the regulator
(DF) Output for the regulator to the field winding
(D-) Ground for the regulator


General Information
SMCS Code: 1405
The alternator is an electronic component that is belt driven. The alternator is used to charge the storage battery during
engine operation. The alternators that are covered by this manual are inside cooled. Air is drawn through baffles. The
baffles are located in the rear cover. The air exits from the drive end frame behind the fan.
The alternator converts a combination of mechanical energy and magnetic energy to alternating current and voltage. This
is done by rotating a direct current electromagnetic field on the inside of a three-phase stator. The alternating current and
voltage are generated by the stator. The current and the voltage are changed to direct current by a three-phase full wave
rectifier. The rectifier uses six silicon rectifier diodes.
The 26-SI is a self-rectifying alternator. The 26-SI is also a brushless unit. The voltage regulator is built in the alternator.
The only movable part in the assembly is the rotor. The rotor is mounted on a ball bearing at the drive end. The rotor is
mounted on a roller bearing at the end with the rectifier. The conductors that carry current are stationary. These
conductors are in the field winding, the stator windings, the six rectifying diodes, and the regulator circuit components.
The regulator and diodes are enclosed in a sealed compartment.
The voltage regulator limits the voltage that is produced by the alternator at the output terminal. This is done by
controlling the magnetic field that is present in the stationary field. The voltage allows current to flow in order to satisfy
the electrical loads that are placed on the system.
An internal sense lead is used in order to control voltage. The lead is installed between the diode trio and the regulator.
Some of the 26-SI alternators use a .25 inch threaded stud as an output terminal. With this type of terminal, the exposed
metal parts are not insulated. The exposed metal parts will have battery voltage when the parts are connected to the
battery.
An "R" terminal is located on the side of the alternator. The "R" terminal is on the opposite side from the output
terminal. This terminal may be used to operate the one of the following components:
· A Charge Indicator
· A Tachometer
· An Hour Meter
· A Similar Device
The component is provided voltage pulses at a frequency of 8 pulses for each revolution of the alternator. The "R"
terminal's components must not draw more than 4 amperes.
The alternator's case is grounded. However, do not operate the unit without an external path to ground. A screw and a
lockwasher are installed in a .25 inch threaded hole. The hole is located in the housing by the rectifier. The hole is
between the output terminal and the "R" terminal. The "R" terminal is provided in order to connect a ground lead if a
ground lead is used. Otherwise, the ground path is through the mounting hardware and brackets to the engine. A paper
tag is located on a replacement. The tag identifies the "GROUND SCREW". Remove the tag and discard the tag. The
screw and the lockwasher should be installed in the housing. This is done in order to prevent the entry of dirt and water.


SMCS Code: 1405
Illustration 7
(1) Fan
(2) Drive End Housing
(3) Rotor Assembly
(4) Field Coil
(5) Stator
(6) Rectifier End Housing
(7) Cover
(8) Plate
(9) Gasket
(10) Bearing Retainer
(11) Bearing
Rotor
Illustration 8
The rotor provides a magnetic field. The rotor rotates on a shaft. Therefore, this alternator is called a rotary magnetic
field alternator. A rotor consists mainly of the following parts: pole core (magnetic pole), field coil and shaft.
The rotor contains the field coil. When current flows in the field coil, one side of the core is magnetized. This side
becomes the "N" pole. The other side becomes the "S" pole. With this form (pawl pole), all poles are magnetized by one
field coil.
Stator
Illustration 9
The stator consists of a stator core and stator coil. The stator is supported by the front and rear frames of the alternator.
The stator core is made of a number of thin iron plates. The stator has many slots on the inner surface. The slots
accommodate the stator coil. Three independent coils are provided. The coils generate AC voltage during rotation of the
rotor. A hydraulic press is used to insert the stator into the front frame. This arrangement allows heat to easily dissipate
through the frame. Cooling efficiency is increased.
Pulley
These alternators are usually equipped with a pulley with two slots. Tighten the pulley nut to 102 ± 7 N·m (75 ± 5 lb ft).
Frame
The frame supports the stator and the rotor. The frame also provides mounting points in order to mount the alternator on
the engine. Holes for ventilation are provided on all sides of the frame for efficient cooling. The rectifier, and the
regulator are fastened to the rear end frame by screws. The stator is pressed into the front end frame.
Rectifier
Illustration 10
The rectifier is a one-piece design. The rectifier changes the three-phase AC into direct current.
Regulator
Illustration 11
The regulator controls the output of the alternator. The regulator limits the alternator voltage to a preset value by
controlling the field current. The regulator operates electronically in order to turn on the voltage across the field winding.
The regulator then switches off the voltage. The switching can occur at a low rate such as 10 times in one second. The
switching can occur at a high rate such as several thousand times in one second.


Normal Operation
SMCS Code: 1405
Illustration 5
26-SI Alternator Schematic
The 26-SI series alternator is a brushless, heavy-duty integral charging system. The alternator has a built-in diode
rectifier and a voltage regulator. The system produces DC current for electrical systems.
The solid state integrated circuit voltage regulator that is built into the 26-SI alternator limits the system voltage by
switching the ground circuit for the rotor field on and off. When the ground circuit is on, field current passes from a
diode trio through the stationary field coil. Nominal regulated voltages of 13.5 to 14.5 volts are available for 12 volt
systems. The nominal regulated voltage for the 24 volt system is between 27.0 and 29.0 volts.
As the alternator begins operating, the regulator detects battery voltage that is applied to the ignition terminal. The initial
exciting current then flows through the rotor coil. When the ignition switch is turned ON the regulator turns on and off.
This occurs intermittently in order to reduce battery discharge. Current is kept to a minimum of approximately 0.17
amperes.
The voltage regulator turns ON the field current and the voltage regulator turns OFF the current many times in one
second in order to keep the voltage at a preset level.
For 12 volt systems, an output rating of 85 amperes is standard. For 24 volt systems, output ratings of 50 or 75 amperes
are available. The output ratings of a specific 26-SI model are located in Specification, "Alternator".
The 26-SI alternator is designed for a one-wire charging system configuration. One wire refers to the minimum number
of connections that are necessary at the alternator for operation. The output of the alternator must be connected to the
positive terminal of the battery. A ground path is also required. The ground path should run between the alternator
housing and the ground terminal for the battery.
The initial voltages at start-up are generated by residual magnetism in the rotor. As the speed increases and the output
increases, the voltage that is available at the diode trio becomes sufficient to supply field current for normal operation.
When output voltage exceeds battery voltage, the alternator begins to drive the system voltage. The residual magnetism
can be lost. This results in no output. Loss of the residual magnetism can be caused by extended downtime or a severe
shock to the alternator. Refer to Troubleshooting, "T6 Residual Magnetism Restoration".
While the system voltage is below the setting of the voltage regulator, the regulator turns on the field current. This
allows the alternator to produce the maximum output. When the voltage setting is reached, the regulator turns off the
field current. When the field current is off, the magnetic field in the rotor collapses and the alternator output voltage
begins to fall. The falling voltage causes the regulator to turn on the field current and the current rebuilds the magnetic
field. This cycle continues rapidly. The cycle keeps the output and the system voltage very close to the voltage setting.
The cycle will continue unless the electrical demands of the system cause the system voltage to fall below the voltage
setting. If the system voltage falls below the voltage setting, the regulator will allow full field current to flow so that the
alternator's maximum output is realized.
Illustration 6
(1) Positive Terminal
(2) Relay Terminal
External connections to the 26-SI alternator are made to the terminals that are shown in illustration 6. The standard
output terminal is a female type. The connecting bolt is insulated. The cable for charging has a special connector. When
the connection is installed, the electrical connection is sealed from moisture. No voltage exists at the exposed parts. The
head of the connector bolt is normally stamped "NO VOLTS" in order to indicate the insulated type.
All of the electronic parts of the alternator are sealed in a compartment in order to keep out the moisture and the dirt.


Field Winding - Test

SMCS Code: 1453-081
Table 21
Tools Needed
Field Winding Ground - Test
Illustration 28
Field winding ground test
(1) Field winding leads
(2)"Mtr" Motor terminal
Note: A visual check of the field windings should be done first. Check for wear and damage. Check all of the
connections for imperfections in the solder joints.
1. Place the multimeter in the "20M O" range. Touch the multimeter leads between each field winding lead (1) and the
case of the starting motor.
2. Touch the multimeter leads between the "Mtr" motor terminal (2) and the case of the starting motor.
3. Each reading should be greater than 100,000 Ohms. The multimeter should read "0.10" or a value that is greater.
4. If the meter reading is less than 100,000 Ohms, the field winding is grounded. The case of the starting motor and field
windings must be replaced.
Field Winding Continuity - Test
Illustration 29
Field winding continuity test
(1) Field winding leads
(2)"Mtr" Motor terminal
Note: A visual check of the field windings should be done first. Check for wear and damage. Check all of the
connections for imperfections in the solder joints.
1. Place the multimeter on the "200 O" range. Touch the meter leads between the field winding leads (1).
2. Touch the meter leads between each field winding lead (1) and motor terminal lead (2).
3. Each reading should be "00.0" to "00.1" Ohms.
4. If the meter reading is higher than the meter reading in Step 3, there is an open in the field winding. The case of the
starting motor and the field windings must be replaced.


Armature - Test
SMCS Code: 1453-081
Table 22
Tools Needed
4C-4912 Growler Tester
8T-0447 Dial Caliper
Armature Short Circuit - Test
Illustration 30
Armature short circuit check
(3) Armature assembly
(A) Growler tester
1. Place armature (3) on growler tester (A). The tester needs to be turned to the ON position.
2. Hold a hacksaw blade against the armature core. Slowly rotate the armature while the blade is against the core.
3. The blade should not vibrate or the blade should not be attracted to the armature core.
4. If the blade vibrates or the blade is attracted to the core, the armature has a short. The armature must be rebuilt or
replaced.
Armature Ground - Test
Illustration 31
Armature winding ground test
1. Place the multimeter in the "20M O" range. Touch one meter lead on each commutator bar and the other lead on the
armature core.
2. Each multimeter reading should be greater than 100,000 Ohms. A meter reading of "0.10" or a value that is greater is
acceptable.
3. If the meter reading is lower than 100,000 Ohms, the armature is grounded. The armature must be rebuilt or replaced.
Armature Continuity - Test

Special equipment is needed to test the armature for an open. If the commutator is pitted or the bars are burned, the
armature has an open. The armature must be replaced.
Armature Runout - Check
Illustration 32
Armature runout check
(4) Commutator
(5) Core
(B) Dial indicator
1. Check the runout "TIR" of the commutator (4) on the armature assembly (3). Check the "TIR" of the core (5) on the
armature assembly (3). The maximum "TIR" that is allowed is 0.13 mm (0.005 inch).
2. If the "TIR" is too great, the armature must be replaced.
Commutator Outside Diameter - Check
Illustration 33
Commutator outside diameter check
(4) Commutator
(C) Caliper
1. Use the caliper (C) to check the outside diameter of commutator (5). The new diameters of the commutator is 58.8 ±
0.10 mm (2.3150 ± 0.0040 inch). The minimum diameters of the commutator is 56.7 mm (2.230 inch).
2. If the armature is worn, the armature must be replaced.
Illustration 34
Depth Of Segment Mica
(X) Depth of segment mica
3. Measure the depth of segment mica of the commutator. The minimum depth should be 0.64 mm (0.025 inch).
4. If the depth is under the minimum, the segment mica can be undercut. If the mica is undercut, remove all shavings and
mica particles.


Pinion Drive - Check

SMCS Code: 1453-535
Illustration 37
Pinion drive check
(9) Pinion housing
(10) Pinion
1. Visually inspect the overrunning clutch of the pinion drive assembly for damage.
2. Hold housing (9) and turn pinion (10) in the direction of operation. A clicking noise should be heard during this check.
3. Hold housing (9) and turn pinion (10) in the opposite direction of operation. The pinion should not rotate.
4. Hold housing (9) and press pinion (10) completely into the housing. Release the pinion. The pinion must spring back
into the rest position.
5. If any of the checks in Steps 1 through 4 are not correct, replace the pinion drive assembly.


No Load - Test
SMCS Code: 1453-081
Table 12
Tools Needed
8T-0900 Ammeter
1U-6602 Photo-Tachometer
The following procedure is used in order to perform the no-load test after the starting motor has been repaired. The test
should also be performed when the starting motor is removed from the machine. In order to completely check a starting
motor, the complete procedure should be followed. To check the starting motor components, refer to the Testing and
Adjusting section.
Illustration 24
No load test diagram (24V)
1. Illustration 24 shows a 24 volt system with two 12 volt batteries that are connected in series to a starting motor.
Connect one 12 volt battery for a 12 volt system. Connect the positive side of the battery cable to the "BAT" terminal of
the starting motor solenoid. Connect the negative side of the battery cable to the negative terminal of the starting motor.
2. As shown, connect an open switch between the "S" terminal and the "BAT" terminal of the solenoid.
3. Connect the multimeter red lead to the "Mtr" terminal on the solenoid. Connect the multimeter black lead to the
negative terminal of the starting motor.
4. Use a phototach or a rpm indicator in order to measure the speed of the armature.
5. Close the switch. The measurements in Table 13 should be observed:
Table 13
37-MT 37-MT 41-MT 41-MT 42-MT 42-MT

No Load Test
12 V 24 V 12 V 24 V 12 V 24 V
Minimum Voltage 11 V 23 V 11 V 23 V 11 V 23 V
Minimum Speed 5501 rpm 3215 rpm 5501 rpm 7200 rpm 5100 rpm 5960 rpm
Maximum Speed 8535 rpm 4041 rpm 8535 rpm 9700 rpm 8700 rpm 9326 rpm
Minimum Current Draw 100 Amp 68 Amp 100 Amp 68 Amp 100 Amp 68 Amp
Maximum Current Draw 155 Amp 100 Amp 155 Amp 100 Amp 155 Amp 100 Amp
6. If the voltage is below the minimum, the batteries are low and the batteries need to be charged.
Note: If the voltage is higher, the speed will be proportionally higher.
No Load Test Results

The following information provides some results of a no-load test and the possible problems.
1. A rated current draw at a no-load speed indicates a normal starting motor.
2. A low free speed and a high current draw indicates:
a. An increase in friction could be caused by tight bearings, dirty bearings, or worn bearings. A bent armature or
loose field pole shoes that would allow the armature to drag are possible causes of increased friction.
b. A shorted armature could cause a high current draw. This can be checked on a growler tester after disassembly.
c. A grounded armature or a grounded field winding could cause a high current draw. Check for grounds after
disassembly.
3. Failure to operate with a high current draw indicates:
a. A direct ground in the terminal or field windings.
b. The bearings cease to operate properly. This can be seen by turning the armature by hand.
4. Failure to operate with no current draw indicates:
a. An open field circuit will cause a failure. The system can be checked for an open field circuit with a multimeter
after disassembly.
b. An open armature will cause a failure. Inspect the commutator for badly burned bars.
c. Broken brush springs, worn brushes or high insulation between the commutator bars could prevent good contact
between the brushes and the commutator.
5. A low no-load speed and a low current draw indicates:
a. An internal resistance that is high is possibly caused by poor connections, leads that are faulty, a commutator
that is dirty, and/or causes that are listed in step 4.
6. A high free speed and a high current draw indicates:
a. A shorted field circuit will cause a failure. Check the field winding for shorts after disassembly.


Brush and Brush Holder - Check

SMCS Code: 1453-535
Table 23
Tools Needed
Brush Holder Test
Illustration 35
Typical example of a brush holder test
(6) Brush spring
(7) Brush holder
(8) Brush holder plate
1. Check the brush springs (6) for damage or rust. If necessary, replace the brush springs.
2. Place the multimeter in the "20M O" range. Touch one meter lead to each positive brush holder (7) and the other lead
to brush holder plate (8). Check the three positive brush holders (7).
3. Each multimeter reading should be greater than 100,000 Ohms. A meter reading of "0.10" or a value that is greater is
acceptable.
4. If the meter reading is less than 100,000 Ohms, the brush holder is grounded. The brush holder must be replaced.
Brush Length Check
Illustration 36
Typical example of a brush length measurement
(X) Brush length
1. Measure brush length (X) for wear. The new brush length is 23.0 mm (0.91 inch). The minimum brush length is 10.0
mm (0.40 inch).
2. If the brushes are worn below the minimum length, replace the brush holder.


Pinion Clearance - Adjust

SMCS Code: 1453-025
37-MT Starting Motors (12 Volt Systems)
Illustration 38
Connections for pinion clearance check for 12 volt system
(1) Battery
(2) Starting motor
(3) Solenoid mounting bolt
Illustration 39
(4) Adjustment nut
(5) Pinion drive housing
(6) Pinion
(7) Retainer
(X) Pinion clearance
When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment should be made with the
1. Disconnect the terminal connector for the starting motor "MTR" from the solenoid.
2. Connect the battery to the solenoid per Illustration 38. The illustration shows a 12 volt system with a battery that is
connected in series to a starting motor. Connect the negative side of the battery cable to the solenoid mounting bolt (3) of
the starting motor (2).
3. Temporarily, touch a wire from the solenoid mounting bolt terminal (3) to the "MTR" terminal. The pinion will shift
to the crank position and the pinion will stay there until the battery is disconnected.
4. Push the pinion toward the commutator in order to remove free movement.
5. Measure the clearance (X) from the pinion (6) to the pinion drive housing (5). Pinion clearance (X) must be 1.0 ± 0.8
mm (0.04 ± 0.03 inch).
6. If the clearance is not correct, remove the plug on the shift lever housing (5). Turn the adjustment nut (4) until the
clearance is correct. Turning the nut clockwise will decrease the clearance (X).
Note: The plunger may turn when the adjustment nut (4) is being turned. If the plunger turns, disconnect the battery
from the solenoid. Remove the solenoid from the starting motor. Hold the plunger from turning and adjust the nut (4).
This procedure may need to be performed several times until the correct clearance is obtained.
7. Disconnect the batteries and install the plug into the shift lever housing (5).
Illustration 40
(1) Battery
Illustration 41
(4) Adjustment nut
(6) Pinion
(7) Retainer
1. Disconnect the terminal connector of the starting motor "MTR" from the solenoid.
2. Connect the battery to the solenoid per Illustration 40. The Illustration shows a 24 volt system with two 12 volt
batteries that are connected in series to a starting motor. Connect the positive side of the battery cable to the "S"
terminal. Connect the negative side of the battery cable to the "G" terminal of the starting motor.
3. Temporarily, touch a wire from the "G" terminal to the "MTR" terminal. The pinion (6) will shift to the crank position
and the pinion will stay there until the battery is disconnected.
mm (0.04 ± 0.03 inch).
7. Disconnect the batteries (1) and install the plug into the shift lever housing (5).
Illustration 42
(1) Battery
(2) Starting motor
Illustration 43
(4) Adjustment nut
(6) Pinion
(7) Retainer
1. Disconnect the terminal connector for the starting motor (MTR) from the solenoid.
2. Connect the battery to the solenoid per Illustration 42. The Illustration shows a 12 volt system with a battery that is
the starting motor.
3. Temporarily, touch a wire from the solenoid mounting bolt terminal (3) to the "MTR" terminal. The pinion will shift
to the crank position and the pinion will stay there until the battery is disconnected.
4. Push the pinion (6) toward the commutator in order to remove free movement.
5. Measure the clearance (X) from the pinion (6) to the pinion drive housing (5). Pinion clearance (X) must be 4.57 ±
0.76 mm (0.18 ± 0.03 inch).
7. Disconnect the batteries (1) and install the plug into the shift lever housing (5).
Illustration 44
Illustration 45
Pinion clearance check
(1) Adjustment nut
(3) Pinion
1. Disconnect the starting motor negative wire from the "G" ground terminal of the solenoid.
2. Connect the batteries to the solenoid per Illustration 44. The Illustration shows a 24 volt system with two 12 volt
batteries that are connected in series to a starting motor. Connect four 8 volt batteries in series for a 32 volt system.
Connect eight 8 volt batteries in series for a 64 volt system. Connect the positive side of the battery cable to the "S"
terminal of the starting motor solenoid. Connect the negative side of the battery cable to the "G" terminal of the starting
motor.
3. Temporarily, touch a wire from the "G" terminal to the "MTR" terminal. The pinion will shift to the crank position
mm (0.36 ± 0.03 inch).
7. Disconnect the batteries and install the plug into the shift lever housing (2).
Illustration 46
(1) Battery
(2) Starting motor
Illustration 47
(4) Adjustment nut
(6) Pinion
(7) Retainer
1. Disconnect the terminal connector of the starting motor (MTR) from the solenoid.
2. Connect the battery to the solenoid per Illustration 46. The Illustration shows a 12 volt system with a battery that is
the starting motor.
3. Temporarily, touch a wire from the solenoid mounting bolt terminal (3) to the "MTR" terminal. The pinion (6) will
shift to the crank position and the pinion will stay there until the battery is disconnected.
mm (0.36 ± 0.03 inch).
7. Disconnect the batteries and install the plug into the shift lever housing.
Illustration 48
Illustration 49
Pinion clearance check
(1) Adjustment nut
(3) Pinion
1. Disconnect the starting motor negative wire from the "G" ground terminal of the solenoid.
2. Connect the batteries to the solenoid per Illustration 48. The Illustration shows a 24 volt system with two 12 volt
batteries that are connected in series to a starting motor. Connect four 8 volt batteries in series for a 32 volt system.
Connect eight 8 volt batteries in series for a 64 volt system. Connect the positive side of the battery cable to the "S"
terminal of the starting motor solenoid. Connect the negative side of the battery cable to the "G" terminal of the starting
motor.
3. Temporarily, touch a wire from the "G" terminal to the "MTR" terminal. The pinion will shift to the crank position
5. Measure the clearance (X) from the pinion to the pinion drive housing. Pinion clearance (X) must be 9.10 ± 0.8 mm
(0.36 ± 0.03 inch).
7. Disconnect the batteries and install the plug into the shift lever housing.


Starting Motor Solenoid - Test

SMCS Code: 1453-081
Note: The graphics that are illustrated in this section refer to the solenoids that are 24 VDC. Solenoids that are 12 VDC
use the same procedure, but only one battery that is 12 VDC is used.
Table 14
Required Tools
6V-7070 Digital Multimeter 1
8T-0900 AC/DC Clamp-on Ammeter 1
4C-4911 Battery Load Tester 1
Illustration 25
Basic solenoid circuit
A basic four terminal starting motor solenoid circuit is shown in Illustration 25. The two windings that are found in the
solenoid are the hold-in winding and the pull-in winding. The windings can be checked with the following procedures.
Hold-in Winding Test
Illustration 26
Hold-in winding test
1. Refer to Illustration 26 in order to make the connections to the solenoid. Disconnect all other leads to the solenoid.
2. Close the switch. Observe the reading on the multimeter. Use the battery load tester to adjust the battery voltage until
the correct voltage is obtained. Refer to Table 15.
Table 15
Voltage
Specifications
Model Operating Voltage Measured Voltage

37-MT 12V 12V
37-MT 24V 20V
41-MT 12V 10V
41-MT 24V 20V
42-MT 12V 10V
42-MT 24V 20V
3. Observe the reading on the clamp-on ammeter. Refer to Table 16 for the correct amperage.
Note: A high reading indicates a shorted winding. A low reading indicates excessive resistance.
Table 16
Current Specifications
Model Operating Voltage Measured Current
37-MT 12V 23±2A
6.75A
37-MT 24V
max
41-MT 12V 23.0A
41-MT 24V 14.6A
42-MT 12V 23.0A
42-MT 24V 14.6A
4. The hold-in winding can also be checked by measuring the resistance. Disconnect the batteries. Select the "200 O"
range on the multimeter. Connect one of the leads of the multimeter to the "S" terminal and connect the other lead to the
"G" terminal. Refer to Table 17 for the correct resistance reading.
Table 17
Resistance Specifications
Model Operating Voltage Measured Resistance
37-MT 12V .50 to .56O
37-MT 24V 2.96 to 3.48O

41-MT 12V .50 to .59O
41-MT 24V 1.37 to 1.77O
42-MT 12V .50 to .59O
42-MT 24V 1.37 to 1.77O
5. Replace the solenoid if any of the above readings are incorrect.
Pull-in Winding Test
Illustration 27
Pull-in winding test
1. Refer to Illustration 27 in order to make the connections to the solenoid. Disconnect all other leads to the solenoid.
2. Close the switch. Observe the reading on the multimeter. Use the battery load tester in order to adjust the battery
voltage. Refer to Table 18 for the correct voltage.
Table 18
Voltage
Specifications
Model Operating Voltage Measured Voltage
37-MT 12V 12V
37-MT 24V 20V
41-MT 12V 10V
41-MT 24V 20V
42-MT 12V 10V
42-MT 24V 20V
3. Observe the reading on the clamp-on ammeter. Refer to Table 19 for the correct current value.
Note: A high reading indicates a shorted winding. A low reading indicates excessive resistance. To avoid excessive heat,
do not leave the switch closed for more than 10 seconds at a time. The current will decrease as the heat increases.
Table 19
Current Specifications
Model Operating Voltage Measured Current
37-MT 12V 36±2A
37-MT 24V 89±5A
41-MT 12V 56.5±4.5A
41-MT 24V 92.5±7.5A
42-MT 12V 56.5±4.5A
42-MT 24V 92.5±7.5A
4. The pull-in winding can also be checked by measuring the resistance. Disconnect the batteries. Select the "200 O"
range on the multimeter. Connect one of the leads of the multimeter to the "S" terminal and connect the other lead to the
"Mtr" terminal. Refer to Table 20 for the correct resistance reading.
Table 20
Resistance Specifications
Model Operating Voltage Measured Resistance
37-MT 12V .17 to .19O
37-MT 24V .64 to .70O
41-MT 12V .11 to .15O
41-MT 24V .43 to .49O
42-MT 12V .11 to .15O
42-MT 24V .43 to .49O
5. Replace the solenoid if any of the above readings are incorrect.


Residual Magnetism - Restore

SMCS Code: 1405-025
Reduced residual magnetism results in charging problems during start-up. Follow the procedure below in order to restore
the residual magnetism of the alternator.
1. Connect the positive terminal of a 24 volt battery to the "B+" terminal of the alternator.
2. Connect the negative terminal of a 24 volt battery to the "B-" terminal of the alternator.
3. Connect one end of a jumper wire to the "B+" terminal.
4. Connect the other end of the jumper wire to the "R" terminal.
5. Wait for two seconds.
6. Disconnect the jumper wire from the "R" terminal.
Expected Result : The residual magnetism is restored.
Alternator Residual Magnetism Loss

The residual magnetism is reduced by the following conditions:
· Dropping the alternator

· Handling the alternator roughly
· Storing the alternator at temperatures above 38 °C (100 °F)
· Storing the alternator for longer than 3 to 6 months
· Disassembling the alternator for repairs or for testing
· Having an alternator with poor manufacturing tolerances

Field Winding - Test

SMCS Code: 1405-081-RX
Illustration 21
Field winding
(1) Rear frame
(2) Leads for the field winding
(3) Field winding
The illustrations below show The N3 series alternator (35 amperes).
Field Winding Continuity Test
Illustration 22
Field winding continuity test
(4) Lead for the rectifier
1. Remove the rear cover.
2. If the alternator has a capacitor, remove the capacitor.
3. Remove the regulator.
4. Connect the multimeter leads across field winding leads (2). This is shown in Illustration 22.
5. Measure the resistance between the field winding leads.
Expected Results :
N3 Series Alternators (50 amperes) . . . 8 ± 1 ohms N3 Series Alternators (35 amperes) . . . 12.9 ± .65 ohms
Results :
OK - The resistance is within tolerance. The field winding is normal. STOP.
NOT OK - The resistance is above tolerance. The field winding has an open circuit. Replace the field winding. STOP.
NOT OK - The resistance is below tolerance. The field winding has a short circuit. Replace the field winding. STOP.
Field Winding Ground Test
Illustration 23
Field winding to ground test
(4) Lead for the rectifier
(5)"B-" terminal
1. The rear cover, the capacitor, and the regulator remain removed from the alternator.
2. Connect one multimeter lead to the "B-" terminal. Connect the other multimeter lead to one of the field winding leads
(4). This is shown in Illustration 23.
3. Measure the resistance.
Expected Result : The resistance is greater than 100000 ohms.
Results :
OK - The resistance is greater than 100000 ohms. Repeat steps 1 to 3 for the other field winding lead (2). If all of the
results are OK, the stator is normal. STOP.
NOT OK - The resistance is NOT greater than 100000 ohms. The field winding lead is shorted to the frame. Replace the
field winding. STOP.


Capacitor - Test
SMCS Code: 1405
Personal injury or death can result from a spark.
An incompletely discharged capacitor can cause a spark.
Discharge the suppression capacitor before testing. This

prevents the igniting of flammable fluid from sparks caused by
capacitor discharge.
The illustrations below show the N3 series alternator (35 amperes).
Illustration 20
(1) Lead for the suppression capacitor
(B-)"B-" terminal
(D+) "D+" terminal
1. Remove the rear cover.
2. Disconnect the lead for the suppression capacitor (1) from the "D+" terminal on the back of the alternator.
3. Touch the wire assembly (1) to one of the capacitor mounting screws in order to discharge the capacitor.
4. Connect one lead of the multimeter to the lead of the suppression capacitor (1). Connect the other lead of the
multimeter to the "B-" terminal. This is shown in illustration 20.
5. Measure the resistance between the terminals.
Expected Result : The resistance is low for a short period of time. The resistance stabilizes above 200000 ohms.
Results :
OK - The resistance stabilizes above 200000 ohms. The capacitor is normal. Repeat step 3. STOP.
NOT OK - The resistance does NOT stabilize above 200000 ohms. The capacitor has failed. Replace the capacitor.
STOP.


Rectifier - Test
SMCS Code: 1405-038
Negative Diode Check
Illustration 24
(1) stator
(2) stator leads
1. Disconnect all stator leads (2) from the rectifier.
2. Disconnect the lead for the capacitor from the "D+" terminal.
3. Set the multimeter to the diode scale.
Illustration 25
(3) Frame
(4) Rectifier terminals
4. Connect one of the multimeter leads to one of the rectifier terminals (4). Connect the other multimeter lead to the
frame (ground).
5. Record the multimeter reading.
6. Reverse the multimeter leads.
Expected Result : One reading is "0L" and the other reading is .4 to .9 volts.
Results :
OK - One reading is "0L" and the other reading is .4 to .9 volts. The diode is normal. Repeat steps 4 through 7 for the
other rectifier terminals (4). STOP.
NOT OK - Both readings are "00". The diode is shorted. Replace the rectifier. STOP.
NOT OK - Both readings are "0L". The diode is open. Replace the rectifier. STOP.
Positive Diode Check
Illustration 26
Positive diode check (inside view)
(4) rectifier terminals
(5) Connection to the "B+" terminal
Illustration 27
Positive diode check (outer view)
(4) Connection to the rectifier terminals
(5)"B+" terminal
1. Stator leads (2) remain disconnected from the rectifier.
2. The multimeter remains on the diode scale.
3. Connect the multimeter leads across one of the rectifier terminal (4) and "B+" terminal (5).
Results :
Exciter Diode Check
Illustration 28
Test for the Excitation diodes (inner view)
(5)(To the D+ terminal)
Illustration 29
Test for the excitation diodes (outer view)
(5)(To the D+ terminal)
1. Stator leads (2) remain disconnected from the rectifier.
2. The multimeter remains on the diode scale.
3. Connect the multimeter leads across one of the rectifier terminal (4) and "D+" terminal (6).
Results :
Note: The 35 amp alternator has three exciter diodes and three stator leads. The remaining alternators have three exciter
diodes and four stator leads. If the alternator has four stator leads, do not test the stator lead with the black mark. The
stator with the black mark lacks an exciter diode. Ignore the result for that stator lead. See Systems Operation,
"Component Description" for more information on the stator and on the stator leads.


Stator - Test
SMCS Code: 1405-081
Stator Winding Continuity Test
Illustration 31
(1) Stator
(A) Stator lead
(B) Stator lead
(C) Stator lead
1. Remove the stator (1) from the frame assembly.
2. Unsolder all the stator leads from the rectifier: (A), (B) and (C)
3. Connect the multimeter leads across a pair of stator leads: (AB), (AC) and (BC).
4. Measure the resistance between the stator leads.
Expected Results :
Table 4
Alternator Resistance
7N-9728 .25 ± .05 ohms

9G-9538 .20 ± .05 ohms
100-5046 .20 ± .05 ohms
Results :
OK - The resistance is within tolerance. Repeat steps 1 through 4 for all other possible pairs of stator leads: (AB), (AC)
and (BC). If all of the results are OK, the stator is normal. STOP.
NOT OK - The resistance is above tolerance. The stator (1) has an open circuit. Replace the stator. STOP.
NOT OK - The resistance is below tolerance. Stator (1) has a short circuit. Replace the stator. STOP.
Stator Winding Ground Test
Illustration 32
(1) Stator assembly
(2) Test lead to frame
(A) Stator lead
(B) Stator lead
(C) Stator lead
1. The stator assembly remains removed from the alternator.
2. Connect the multimeter leads acrossthe frame (2) and one of the stator leads (A), (B), or (C).
3. Measure the resistance.
Expected Result : The resistance is greater than 100000 ohms.
Results :
OK - The resistance is greater than 100000 ohms. Repeat steps 1 to 3 for the other stator leads (A), (B), or (C). If all of
the results are OK, the stator is normal. STOP.
NOT OK - The resistance is NOT greater than 100000 ohms. Stator (1) is shorted to the frame. Replace the stator.
STOP.


Regulator - Test
SMCS Code: 1405-081
Test Conditions and Connections
Illustration 30
Disconnect the battery from the alternator only when the alternator
is not rotating. Alternator must not be in operation (rotating) when
the regulator is connected and disconnected. Do not recharge the
battery during tests. Do not operate the alternator without the
battery.
Alternator and voltmeter must each be connected in parallel with

the battery. Conduct tests when the alternator and regulator are
cold 20 °C (68 °F).
1. Connect the carbon pile in parallel with the battery.
2. Connect the negative battery cable to the "D-" or "B-" alternator terminal.
3. Connect one lead of the ammeter to the positive battery cable.
4. Connect the other lead from the ammeter to the "B+" alternator terminal.
Observe correct polarity when connecting the voltmeter.
5. Connect the positive voltmeter lead to the "B+" alternator terminal.
6. Connect the negative voltmeter lead to the "D-" or "B-" alternator terminal.
Note: The N3 series alternator must be externally excited, if the alternator has been reassembled with a new rotor. The
alternator can be externally excited by a 3 Watt resistor or a 24 V indicator lamp (3 Watt). Thereafter, the alternator is
self-excited.
Refer to the Service Manual, "Specifications" section of this manual for additional information.
Test Procedure
The following table outlines the alternator speed during testing.
Table 3
Alternator Test Speed

7N-9720 4000 rpm
9G-9538 5000 rpm
100-5046 5000 rpm
1. Set the load current to five amperes by adjusting the carbon pile.
2. Readjust the alternator speed. Refer to 3 for the test speeds.
Expected results :
In about one minute, the regulated voltage should read 27.9 ± 0.4 V.
Results :
OK - Disconnect the alternator from test equipment.
NOT OK - The regulator is damaged. Replace the regulator.
Note: The N3 series alternator must be externally excited, if the alternator has been reassembled with a new rotor. The
alternator can be externally excited by a 3 Watt resistor or a 24 V indicator lamp (3 Watt). Thereafter, the alternator is
self-excited.


T1 Alternator Output - Test

SMCS Code: 1405-081
1. Ensure that the batteries are NOT fully charged.
a. Fully charged batteries have open circuit voltage above 12.5 volts on 12 volt systems or 25 volts on 24 volt
systems.
b. If the batteries are fully charged then crank the engine for 30 seconds. This action reduces the battery voltage.
Operate the lights for 10 minutes while the engine is off as an alternative.
2. Connect the 9U-5795 Current Probe or 8T-0900 Ammeter to a DMM (digital multimeter). The multimeter must have
a peak hold feature. Clamp the probe around alternator output wire "B+". Before you clamp the probe around the wire,
ensure that the probe is "zeroed".
3. Set the digital multimeter to "peak hold" or "max mode" on the "mV" scale.
4. Turn on all electrical accessories: lights, air conditioning and radio.
5. Start the machine, and immediately set the throttle to at least 75%. The peak current will appear on the voltmeter in
"peak hold" or "max" mode.
Expected Result : This current reading should be at least 90% of the specified peak output.
Results :
· OK - The current is at least 90%. For 85 amp alternators, the current should be over 76 amperes. For 75 amp
alternators, the current should be over 67 amperes. For 50 amp alternators, the current should be over 45 amperes. Go to
Testing and Adjusting, "T2 Electrical System Current - Test".
· NOT OK - The current is less than 90%. Go to Testing and Adjusting, "T4 Alternator Drive System - Check".

T2 Electrical System Current - Test

SMCS Code: 1405-081
T2a - Undesired Electrical System Current - Test (For Machines Equipped

With a Main Disconnect Switch)
1. Turn off all of the accessories. Turn the keyswitch to the OFF position.
2. Clamp a 9U-5795 Current Probe or 8T-0900 Ammeter around the main ground cable. Clamp the tool with the positive
side away from the battery. Reset the probe (zero) before you clamp the probe around the wire. Read the current.
Expected Result : The current is below 2 amperes.
Results :
· YES - The current is below 2 amperes. Continue to Step 3.

· NO - The current is above 2 amperes. There is a current draw in the system. Go to Testing and Adjusting, "T5
Alternator Current - Test"
3. Turn the disconnect switch to the ON position. Connect an ammeter across the disconnect switch terminals. Connect
the red lead to the terminal on the frame side. Connect the black lead to the terminal on the battery side. If a multimeter
is being utilized for this test, use the 10A connections in order to avoid damage.
4. Turn off the disconnect switch and read the current.
Expected Result : The current is below .050 amperes (50 milliamperes).
Note: The standard acceptable current draw is 50 milliamperes. A current draw above 50 milliamperes usually indicates
a problem. However, some large machines with multiple electronic control modules have a higher acceptable limit.
Contact a Caterpillar dealer for more information.
Results :
· YES - The current is below 0.050 amperes. The charging system is currently good. The fault is possibly an intermittent
draw in the system. The batteries may be faulty. Check that NO accessories were ON during the test.
· NO - The current is above 0.050 amperes. There is a draw in the system. Go to Testing and Adjusting, "T5 Alternator
Current - Test".
T2b - Undesired Electrical System Current - Test (For Any Machine)

1. Turn off all accessories. Turn the keyswitch to the OFF position.
side away from the battery. Reset the probe (zero) before the probe is clamped around the wire. Read the current.
Expected Result : The current is below 2 amperes.
Results :
· YES - The current is below 2 amperes. Continue to Step 3.

· NO - The current is above 2 amperes. There is a current draw in the system. Go to Testing and Adjusting, "T5
Alternator Current - Test"
3. Remove the ground cable from the battery terminal. For systems with 4 batteries, or 12 volt systems with 2 batteries,
disconnect the ground cables from both negative batteries.
4. Connect an ammeter between the disconnected battery ground cable and one of the negative battery terminals.
Connect the red positive lead of the ammeter to the cable. The negative lead should be connected to the battery terminal.
If a multimeter is being utilized for this test, use the 10 ampere connections in order to avoid damage.
Expected Result : The current is below .050 amperes (50 milliamperes).
Results :
draw in the system. The batteries may be faulty. Check that NO accessories were ON during the test.
· NO - The current is above 0.050 amperes. There is a draw in the system. Go to Testing and Adjusting, "T5 Alternator
Current - Test".


T3 Charging System - Test

SMCS Code: 1405-081
1. Verify that the alternator "B+" terminal nut is tight and verify that the wire has a good connection to the "B+"
terminal.
2. Many Caterpillar machines are equipped with a connector for the 6V-2150 Starting/Charging Analyzer. Use of this
tester replaces the testing below.
3. Start the engine and set the throttle to at least 75 percent. Turn ON all electrical accessories for all test steps below.
Allow the engine to run for at least 3 minutes before continuing to Step 4. The following table will assist in making
calculations during this test.
Table 3
Test Step Voltage Voltage should be below this for 12 Voltage should be below this for 24
Reading volt system volt system
4
5
4 minus 5 1.0 volt 2.0 volts
6
7
6 minus 7 0.5 volt 1.0 volt
8 0.5 volt 1.0 volt
4. Measure the voltage between the alternator "B+" terminal and the alternator case ground.
5. Measure the voltage across the battery. Put the red lead on the + battery terminal, and put the black lead on the
negative battery terminal. Step 5 should be completed as quickly as possible after Step 4.
Expected Result : On a 12 volt system, the voltage should not be greater than the voltage that was recorded in Step 4.
The voltage must also be within one volt. On 24 volt systems, the voltage is within 2 volts.
Results :
· YES - If the voltage in Step 4 is not more than 1 volt for 12 volt systems (2 volts for 24 volt systems) higher than the
voltage in Step 5, this test is complete and the related wiring is correct at this time. Replace the alternator or go to
Testing and Adjusting, "Component - Test" in order to test the internal parts of the alternator.
· NO - If the voltage in Step 4 is more than 1 volt for 12 volt systems (2 volts for 24 volt systems) higher than the
voltage in Step 5, there is high circuit resistance: corrosion, loose connections and damaged wiring. Continue to Step 6.
6. Check the voltage between the machine frame and the alternator "B+" terminal. Record the voltage.
7. Check the voltage between the machine frame and the + battery post. Step 7 should be completed as quickly as
possible after Step 6.
Expected Result : The voltage difference between Step 6 and Step 7 does not exceed 1 volt on 24 volt systems or 0.5
volts on 12 volt systems.
Results :
· YES - The voltage difference does not exceed the tolerance. The charging circuit is good. Go to Step 8.
· NO - The voltage difference exceeds the tolerance. There is high resistance in the charging circuit: loose cables,
corroded cables, damaged cables, faulty circuit breaker and faulty main relay. Correct the problem and retest the system.
8. Check the voltage between the negative battery post and the alternator case ground.
Expected Result : The voltage does not exceed 1 volt on 24 volt systems or 0.5 volts on 12 volt systems.
Results :
· YES - The voltage difference does not exceed the tolerance. The ground circuit is good. There is an internal problem
with the alternator. Replace the alternator or go to Testing and Adjusting, "Component - Test" in order to test the internal
parts of the alternator.
· NO - The voltage difference exceeds the tolerance. There is high resistance in the ground circuit: loose cables,
corroded cables, loose alternator mounting and poor engine ground. Correct the problem and retest the system.


T4 Alternator Drive System - Check

SMCS Code: 1405-081
1. Check the condition of the alternator drive belt. If the drive belt is oily, clean the pulleys. Replace the drive belt, and
retest the system. If the drive belt is wet, dry the belt and retest the system. If the drive belt is worn, replace the belt and
retest the system.
2. Check the tension of the alternator drive belt. If the tension is off, adjust the tension.
3. Check the nut on the alternator pulley. If the nut is loose, tighten the nut and retest the system.
4. If all of the previous steps find no problems go to Testing and Adjusting, "T3 Charging System - Test".


T5 Alternator Current - Test

SMCS Code: 1405-081
1. Turn the keyswitch to the OFF position.
2. Connect the 9U-5795 Current Probe or 8T-0900 Ammeter to a DMM (digital multimeter). Clamp the probe around
the alternator output wire ("B+"). Before you clamp the probe around the wire, ensure that the probe is "zeroed".
3. Read the current.
Expected Result : The current is under 2 amperes.
Results :
· YES - The current is under 2 amperes. Continue to Step 4.

· NO - The current is over 2 amperes. There is an internal problem with the alternator. Replace the alternator or go to
Testing and Adjusting, "Component - Test".
4. Disconnect the B+ terminal wire from the alternator. Connect the red lead of the multimeter to the wire that was just
disconnected. Connect the black lead of the multimeter to the alternator's B+ terminal. Set the multimeter on the 10 amp
scale. Read the current.
Expected Result : The current is under 0.015 amperes.
Results :
· YES - The current is under 0.015 amperes. The alternator is operating correctly. There is a current draw on the
machine. Go to Testing and Adjusting, "T7 Identifying Source Of Current Draw - Test".
· NO - The current is over 0.015 amperes. There is an internal problem with the alternator. Replace the alternator or go
to Testing and Adjusting, "Component - Test".


T6 Residual Magnetism Restoration

SMCS Code: 1405-081
Reference: Service Magazine, SEBD1672, July 1986, "Brushless Alternators May Not Charge In Certain Conditions"
1. Start the engine and set the throttle to at least 75%.
2. Connect a voltmeter between the "B+" terminal and the alternator case ground.
3. If a wire is connected, disconnect the wire from the "R" terminal.
Expected Result : The voltage does not change.
Results :
· YES - The voltage stays the same. Continue to Step 4.

· NO - The voltage rises and the alternator begins charging. The wire to the "R" terminal is shorted. Repair the wiring or
replace the wiring. Go to Troubleshooting, "Initial Troubleshooting Procedure" and retest the system.
4. Connect one end of a jumper wire to the "B+" terminal of the alternator.
5. Connect the other end of the jumper wire to the "R" terminal of the alternator for two seconds.
Expected Result : The voltage output rises on the "B+" terminal.
Results :
· YES - The voltage output rises. The alternator is now charging. Go to Troubleshooting, "Initial Troubleshooting
Procedure" and retest the system.
· NO - The voltage output does not rise. Repair the alternator or replace the alternator.

T7 Identifying Source of Current Draw - Test

SMCS Code: 1405-081
1. Make sure that every electrical component is turned OFF. Make sure that the keyswitch is turned OFF. Make sure that
the dome lights are OFF.
side away from the battery. Reset the probe (zero) before clamping the probe around the wire. Use the current probe if
the draw is above approximately 2 amperes. Use the Ammeter if the draw is below approximately 2 amperes.
3. Monitor the current and remove fuses and breakers one at a time. Check the current after each fuse (breaker) is
removed. After removing a fuse (breaker) and observing the current, reinstall the fuse (breaker). Start with the main
fuses (circuit breakers) first, and proceed to smaller circuits.
4. If a removal of a fuse causes the current to drop, then the problem is in that circuit.
a. Check if any components on the circuit are ON.
b. If everything is OFF, disconnect electrical components on that circuit one at a time and monitor current.
c. After all of the components in that circuit have been disconnected, check the current. If the problem still exists
then check the wiring for corrosion or shorts to ground.


T8 Alternator Overcharging - Test

SMCS Code: 1405-081
1. Verify that the nut for the "B+" terminal is tight. Verify that the wire has a good connection to the "B+" terminal.
2. Many Caterpillar machines are equipped with a connector for the 6V-2150 Starting/Charging Analyzer. See Systems
Operation, SENR2947, "Starting and Charging Systems". Use of this analyzer replaces the testing that is listed below. If
the analyzer finds a problem, correct the problem and retest the system. Go to Troubleshooting, "Initial Troubleshooting
Procedure".
3. Run the engine at 75 percent. Turn ON all electrical accessories for all test steps below. Allow the engine to run for at
least 3 minutes before you continue to 4. The following table will assist in making calculations during the test.
Table 4
Test Step Voltage Voltage should be below this for 12 Voltage should be below this for 24
Reading volt system volt system
4
5
4 minus 5 1.0 volt 2.0 volts
6
7
6 minus 7 0.5 volt 1.0 volt
4. Measure the voltage between the "B+" terminal and ground.
5. Measure the voltage across the battery. Put the red lead on the + battery terminal, and put the black lead on the
negative battery terminal. Step 5 should be completed as quickly as possible after Step 4.
Expected Result : On 12 volt systems, the voltage is within one volt of the voltage that was recorded in Step 4. On 24
volt systems, the voltage is within 2 volts.
Results :
· YES - If the voltage in Step 4 is not more than 1 volt for 12 volt systems (2 volts for 24 volt systems) higher than the
voltage in Step 5, this step is complete and the related wiring is correct at this time. There is an internal malfunction in
the alternator. Refer to Testing and Adjusting, "Component - Test".
· NO - If the voltage in Step 4 is more than 1 volt for 12 volt systems (2 volts for 24 volt systems) higher than the
voltage in Step 5, there is high circuit resistance: corrosion, loose connections and damaged wiring. Go to Step 7.
6. Check the voltage between the machine's frame and the "B+" terminal. Record the voltage.
7. Check the voltage between the machine frame and the + battery post. Step 7 should be completed as quickly as
possible after Step 6.
Expected Result : The voltage difference between Step 6 and Step 7 does not exceed 1 volt on 24 volt systems or 0.5
volts on 12 volt systems.
Results :
· YES - The voltage difference does not exceed the tolerance. The charging circuit is good. There is an internal
malfunction in the alternator. Refer to Testing and Adjusting, "Component - Test".
· NO - The voltage difference exceeds the tolerance. There is high resistance in the charging circuit: loose cables,
corroded cables, damaged cables, faulty circuit breaker and faulty main relay. Correct the problem. Go to
Troubleshooting, "Initial Troubleshooting Procedure" and retest the system.


Initial Troubleshooting Procedure

SMCS Code: 1405; 7569
1. CHECK THE SYSTEM VOLTAGE.
a. Before you start the machine, connect a voltmeter between the "B+" terminal and the case of the alternator.
Turn OFF all electrical loads.
b. Turn the key to the ON position but do not start the engine.
Expected Result : This voltage should be system voltage.
Results :
· YES - The voltage is system voltage. Go to Step 2

· NO - The voltage is less than system voltage. Verify that the batteries are good and verify that battery connections are
good. Go to Troubleshooting, "T4 Alternator Drive System - Check" if the batteries are good.
2. INITIAL CHECK OF ALTERNATOR OPERATION
a. The voltmeter remains connected in the configuration from Step 1.
b. Start the machine. Set the throttle to at least 75%. Read the voltage on the voltmeter.
Expected Result : The voltage is higher than the voltage recorded in the previous Step 1.
Results :
· YES - The voltage is higher than the voltage observed in the previous Step 1. The voltage is also lower than the
maximum voltage that is listed in the specifications for the alternator. The alternator is partially charging the battery. See
the following diagnostic flow chart for reference in continued testing. Proceed to Troubleshooting, "T1 Alternator
Output - Test".
· YES - The voltage is higher than the voltage observed in the previous Step 1. The voltage is also higher than the
maximum voltage that is listed in the specifications for the alternator. The alternator is over charging. Proceed to
Troubleshooting, "T8 Alternator Overcharging - Test".
· NO - The voltage is not higher than the voltage observed in Step 1. Proceed to Troubleshooting, "T4 Alternator Drive
System - Check".
Note: Severely discharged batteries can cause low system voltage. This can occur even while the engine is running
above idle, and the alternator is working properly. Proper low engine idle is also important. The alternator is self-excited.
Self-excited alternators must exceed a turn-on speed before charging will begin. Alternator output can be very low at
idle.
Illustration 12


General Information
SMCS Code: 1405
Often when problems with the charging system are being investigated, the alternator is not the problem. If a low battery
condition is present, test the batteries first. See Special Instruction, SEHS7633, "Battery Test Procedure" for more
information. If the engine cranks slowly, then test the starting system. See Service Magazine, SEPD0020, "Testing The
Starter On The Engine" for more information. If a warning indicator for the charging system is ON, see Service
Magazine, SEBD1751, "Difference Between Alternator Indicator In Electronic Monitoring System (EMS) And Low
Voltage Indicator In Operating Monitoring System (OMS)". When a problem with the charging system is suspected,
then complete the testing that is outlined in this Special Instruction.
See Troubleshooting, "Initial Troubleshooting Procedure" in order to begin troubleshooting. These procedures are
designed to guide you to the problem with as little testing as possible. In most cases, you will only use a few of the tests
to diagnose a problem. The tests are labelled as T1 - T8 for easy reference. A descriptive title for each test is included as
well.


Component - Test
SMCS Code: 1405-081
Stator
Check the resistance that is between each of the phases. Measure the resistance between the end of each lead wire and
neutral point. The resistance should be less than 1 ohm.
Measure the insulation resistance between the core and the coil. Use the 142-5055 Insulation Tester Group. Set the
insulation tester at 500V. The resistance should be more than 100000 ohms. When there is no continuity, check the lead
wire connection. Disconnection of the stator coil is unlikely.
Rectifier Diodes
Illustration 13
Use the "Check Diode" function of the multimeter.
1. Place one of the meter leads on heat sink (1).
2. Connect the other meter lead to each of the diode leads (2).
3. Record the meter readings.
4. Reverse the meter leads.
5. Place the meter lead that was connected to the diode leads during 8 on heat sink (1).
6. Connect the other meter lead to each of the diode leads (2).
7. Record the meter readings.
The diode is functioning properly when the leads are connected one way and the multimeter shows "0L". Then, the
multimeter shows approximately .5 volts when the lead connections are reversed.
The diode is shorted when the leads are connected one way and the multimeter shows "00". Then, the multimeter shows
"00" when the lead connections are reversed.
The diode is open when the leads are connected one way and the multimeter shows "0L". Then, the multimeter shows
"0L" when the lead connections are reversed.
Regulator
The test for the regulator does not cover all of the possible failures. The test verifies a few common problems.
Illustration 14
The regulator controls the output of the alternator. The regulator limits the alternator voltage to a preset value by
controlling the field current. The regulator operates electronically in order to turn on the voltage across the field winding.
The regulator then switches off the voltage. The switching can occur at a low rate such as 10 times in one second. The
switching can occur at a high rate such as several thousand times in one second.
The voltage should not vary more than 0.3 volts during the procedure. The test measures the voltage when the regulator
changes the state of the field current. This test will determine problems in the following components: Diode Trio, Field
Coil and Regulator.
Illustration 15
1. Connect a variable power supply and two multimeters to the alternator. The setup is shown in illustration 15.
2. Adjust the variable power supply until multimeter (A) indicates a current draw.
3. Measure the voltage. This voltage is the "Turn On" voltage. Record your results.
When the alternator is operating correctly, the voltage is 14.0 ±0.3 volts for a 12 volt system and 27.4 ±0.6 volts for a 24
volt system. If the voltage is out of specifications, replace the regulator.
4. Multimeter (A) reads the field current. When the alternator is operating correctly, the field current is 5.7 to 7.1
amperes for a 12 volt system and 2.5 to 3.8 amperes for a 24 volt system.
If the amperage is 0, the field coil is open or the regulator is open. If the amperage is high, the field coil is shorted.
5. Divide the voltage from 3 by the field coil resistance. Refer to Specifications, "Alternator" for the field coil resistance
of your alternator.
6. Adjust the variable power supply to the "Turn On" voltage. The "Turn On" voltage was measured in 2.
7. Adjust the voltage until multimeter (A) reads 0 amperes. Record your results. This is the "Turn Off" voltage.
8. Subtract the "Turn On" voltage from the "Turn Off" voltage. The difference should not be greater than 0.3 volts. A
difference that is larger than 0.3 volts indicates a regulator malfunction.


General Information
SMCS Code: 1453
37-MT and 41-MT Starting Motors
Illustration 50
37-MT and 41-MT Cross section view
(1) Nut (Battery)
(3) Pinion
(7) Laminated Core
(9) Brush
(10) Commutator
Illustration 51
42-MT Cross section view
(1) Nut (Battery)
(3) Pinion
(7) Laminated Core
(8) Brush
(9) Commutator
(12) Rear Housing Bolt


Starting Motor - Disassemble (37-MT and 41-MT)

SMCS Code: 1453-015
Disassemble the Starting Motor

Start By:
a. Remove the starting motor from the machine.
Note: The disassembly of the 12 volt starting motor is similar to the disassembly of the 24 volt starting motor.
Table 25
Required Tools
Tool Part Number Description Quantity
A 1P-1855 Retaining Ring Pliers 1
Illustration 64
1. Disconnect and remove shunt wire assembly (4) and motor terminal connector "MTR" (3) from the solenoid (1) and
starting motor.
Illustration 65
Illustration 66
2. Remove the plug (5) and seal from the shift lever housing. Remove the nut (6) that is inside the shift lever housing.
The nut holds the plunger to the shift lever.
3. Remove bolts (2) and solenoid (1) from the shift lever housing. Do not disassemble the solenoid. The parts inside the
solenoid are not serviceable.
Illustration 67
Illustration 68
4. Mark the following components for correct assembly: rear housing (8), pinion drive, shift lever housing and starting
motor housing. Remove four bolts (7) and rear housing (8). Remove washer (9) from the armature. Remove the O-ring
seal from the starting motor housing, if necessary.
Illustration 69
5. Remove bushing (10) from the rear housing, if necessary.
Illustration 70
6. Lift each brush spring (12) and put the spring on the left side of the brush (14). Disconnect three leads (11) and
remove brush holder (13).
7. Remove brushes (14) from the brush holder.
Illustration 71
8. Remove six bolts (16) and pinion drive housing (15).
Illustration 72
9. Remove bushing (17) from the pinion drive housing, if necessary.
Illustration 73
Illustration 74
Illustration 75
10. Drive retainer (18) backward away from ring (20) that is below the retainer. Remove the ring and the retainer.
Remove armature (19) from pinion drive (21) and the starting motor and the shift lever housing (23). Remove the washer
(22) from the armature (19).
Note: The pinion drive that is on the 41-MT starting motor is not the same pinion drive that is shown. The pinion drive
is similar to a 42-MT starting motor. Refer to Disassembly and Assembly, "Starting Motor - Disassemble".
11. Remove pinion drive (21) from the shift lever forks (25).
12. Remove five bolts (26) and shift lever housing (23). Remove ring (24) with tool (A), pin (27) and shift lever (25).
Remove the seals from the pin, if necessary.
13. Remove the O-ring seal from the shift lever housing, if necessary.
Illustration 76
14. Remove seal (28) and bushing (29) from the shift lever housing, if necessary.
Illustration 77
15. Remove eight screws (32), field winding coil (30), and pole shoes (31) from the starting motor housing. It may be
necessary to use an impact driver to remove screws (32). One of the screws is the negative terminal.
16. Clean the armature, field winding coil, and pinion drive with mineral spirits and a brush.
Note: If the commutator is dirty, the commutator may be cleaned with Number 00 sandpaper. Do not use emery cloth.
17. Inspect all parts for wear and damage.


Starting Motor - Assemble (37-MT and 41-MT)

SMCS Code: 1453-016
Assemble the Starting Motor
Table 27
Required Tools
Tool Part Number Description Quantity
B 1P-0510 Driver Gp 1
Illustration 90
1. Put SAE 20W oil on all bushings, seals and oil wicks.
2. Put field winding coil (29) and pole shoes (30) in position in the starting motor housing. Put 9S-3263 Thread Lock
Compound on the threads of screws (31). Tighten to a torque of 20.3 ± 2.3 N·m (179.7 ± 20.4 lb in).
Illustration 91
3. Install bushing (27) and seal (28) into the shift lever housing. Use tool group (B).
Illustration 92
4. Put the O-ring on the shift lever housing (22).
5. Install the seals on pin (26). Hold shift lever (24) in shift lever housing (22) and install pin (19) through the housing
and lever (24). Install ring (23) with tool (A).
Illustration 93
6. Put shift lever housing (22) in position on the starting motor housing. Install bolts (25) and tighten bolts (25) to a
torque of 18.9 ± 2.6 N·m (167.3 ± 23.0 lb in).
Illustration 94
7. Put 5P-0960 Molybdenum Grease on the armature bushing areas. Do not put grease on the armature core or the
commutator. Install washer (21) on armature (18). Put armature (18) into the starting motor housing. Hold pinion drive
(20) in the shift lever fork and insert armature (18) through the shift housing and pinion drive.
Note: The pinion drive that is on the 41-MT starting motor is not same pinion drive that is shown. The pinion drive is
similar to a 42-MT starting motor. Refer to Disassembly and Assembly, "Starting Motor - Assemble".
Illustration 95
8. Put retainer (17) on armature shaft (18). Install ring (19) into the groove and force retainer (17) over ring (19) in order
to lock the ring in position.
Illustration 96
9. Install bushing (16) into the pinion drive housing with tool group (B).
Illustration 97
Illustration 98
10. Put pinion drive housing (14) in position on shift lever housing (22). Install bolts (15) and tighten the bolts to a
torque of 23.7 ± 6.1 N·m (209.8 ± 54.0 lb in).
Illustration 99
Illustration 100
11. Install brushes (11) on brush holder (12). Tighten the screws to a torque of 2.9 ± 1.0 N·m (25.7 ± 8.9 lb in).
12. Put the brush holder in position on the starting motor housing. Connect three leads (10). Tighten the screws to a
torque of 2.9 ± 1.0 N·m (25.7 ± 8.9 lb in). Push the brushes against the commutator so the brush springs are on top of the
brushes.
Illustration 101
13. Install bushing (10) into rear of the housing with tool group (B).
Illustration 102
Illustration 103
14. Install the O-ring seal on the back of the starting motor housing. Put washer (9) on the back of the armature. Put rear
housing (6) in position on the starting motor housing. Install bolts (7) and tighten the bolts to a torque of 5.7 ± 1.1 N·m
(50.4 ± 9.7 lb in).
Illustration 104
15. Put the O-ring seal on the shift lever housing. Put solenoid (1) in position on the shift housing. Make sure that the
end of the plunger is inserted into the shift lever.
Illustration 105
16. Install the three bolts and tighten the bolts to a torque of 14.1 N·m (124.8 lb in) to 21.5 N·m (190.3 lb in).
17. Connect motor terminal "MTR" (3) to the starter motor housing. Hold the terminal with a T40 TORX wrench.
Tighten the nut on the solenoid motor terminal to a torque of 14.7 ± 3.4 N·m (130.1 ± 30.1 lb in). Tighten the motor
terminal bolt to 9.6 ± 1.1 N·m (85.0 ± 9.7 lb in).
18. Connect the shunt wire assembly (4) to the solenoid (1) and to the starting motor. Tighten the nuts for the shunt wire
assembly to a torque of 2.6 ± 0.8 N·m (23.0 ± 7.1 lb in).
Illustration 106
19. Install the nut (6) for the plunger finger tight. The plunger must be adjusted for the correct pinion clearance.
20. Check pinion clearance. Refer to Testing and Adjusting, "Pinion Clearance Adjustment" for the proper adjustment
procedure.
Illustration 107
21. Install plug (5) and seal to the shift lever housing.
End By:
a. Install the starting motor.


Starting Motor - Disassemble (42-MT)

SMCS Code: 1453-015
Disassemble the Starting Motor

Note: The disassembly and assembly that follows is of the 24 volt starting motor. The 12 volt is similar.
Table 24
Required Tools
Tool Part Number Part Description Quantity
Illustration 52
1. Disconnect wire assembly (4) from solenoid (1). Disconnect motor terminal connector (3) from the starting motor
housing.
2. Remove three bolts (2) from the shift lever housing. Do not disassemble the solenoid. The parts inside the solenoid are
not serviceable.
Illustration 53
3. Remove the O-ring seal and bushing (5).
Illustration 54
4. Remove the nut (6). Remove the solenoid from the shift lever housing.
Illustration 55
5. Remove the negative terminal nuts "-", wire assembly (2), and washers. Remove six bolts (8) and rear housing (7).
Illustration 56
6. If necessary, remove bushing (9) from the rear housing.
Illustration 57
7. Remove washer (12) from the armature shaft. Lift brush springs (10) and pull the brushes away from the commutator.
Position the brush springs (10) on the side of the brushes in order to hold the brushes in the holders.
8. Disconnect field winding leads (13) from brush holder (11). Remove the brush holder.
Illustration 58
9. Remove brushes (15) and negative "-" terminal (14) from the brush holders.
Illustration 59
10. Scribe a line on the pinion drive, the shift lever and the starting motor housings for the correct alignment at assembly.
11. Remove six bolts (17) and pinion drive housing (16).
Illustration 60
12. Remove retainer (18) with tool (A). Remove shift lever pin (20). If necessary, remove the O-ring seals from the shift
lever pin.
13. Remove pinion drive (19) and the shift lever.
Illustration 61
14. Remove the brake disc from the armature shaft. Remove five bolts (22), shift lever housing (21) and the washer. If
necessary, remove the outside O-ring seals.
15. If necessary, remove the seal and the bushing from the shift lever housing.
Illustration 62
16. Remove armature (22) from the starting motor housing.
Illustration 63
17. Remove the following components from the starting motor housing: eight screws (26), pole shoes (25) and field
winding coil (24). It may be necessary to use an impact driver to remove screws (26).
18. Clean the armature, field winding coil and pinion drive with mineral spirits and a brush.
Note: If the commutator is dirty, the commutator may be cleaned with Number 00 sandpaper. Do not use emery cloth.
19. Inspect all parts for wear and damage.


Starting Motor - Assemble (42-MT)

SMCS Code: 1453-016
Assemble the Starting Motor
Table 26
Required Tools
Tool Part Number Part Description Quantity
Illustration 78
1. Put SAE 20W oil on all bushings, seals and oil wicks.
2. Put field winding coil (24) and pole shoes (25) in position in the starting motor housing. Put 9S-3263 Thread Lock
Compound on the threads of screws (26). Tighten screws (26) to a torque of 20.3 ± 2.3 N·m (179.7 ± 20.4 lb in).
Illustration 79
3. Put 5P-0960 Molybdenum Grease on the armature bushing areas. Do not put grease on the armature core or the
commutator. Put armature (23) into the starting motor housing.
Illustration 80
4. Install the outside O-ring seals if it is necessary. Install the shift lever housing (21). Install five bolts (22). Install the
brake disc on the armature shaft.
Illustration 81
5. Install the pinion drive (19) and the shift lever. Install the O-ring seal if it is necessary. Install the shift lever pin (20).
Install the retainer (18) with tool (A).
Illustration 82
6. Align the pinion drive housing (16). Install six bolts (17).
Illustration 83
7. Install brushes (15) and negative "-"terminal (14) in the brush holders. Install brush spring (10) against the side of
each brush.
Illustration 84
8. Install the brush holder. Connect the field winding leads (13) to the brush holder (11).
9. Put the washer (12) onto the armature assembly. Push the brushes (10) into the holders so that the springs are on top of
the brushes.
Illustration 85
10. Install the bushing (9) into the rear housing if it is necessary.
Illustration 86
11. Install six bolts (8) and rear housing (7). Torque bolts (8) to 5.7 ± 1.1 N·m (50.4 ± 9.7 lb in). Install wire assembly
(2), washers, and negative terminal nuts "-".
Illustration 87
12. Install solenoid (1). Align the solenoid link with the hole in the shift lever. Install three bolts (2) in the shift lever
housing. Torque bolts (2) to 17.8 ± 3.7 N·m (157.5 ± 32.7 lb in).
13. Install wire assembly (4). Connect motor terminal "MTR" (3) to the starter motor housing.
Illustration 88
14. Install pinion clearance adjustment nut (6).
15. Adjust pinion clearance. Refer to Testing and Adjusting, "Pinion Clearance - Adjust" for pinion clearance
adjustments.
Illustration 89
16. Install the O-ring seal and bushing (5).


Alternator - Assemble
SMCS Code: 1405-016
Assembly Procedure
Note: Cleanliness is an important factor. Before assembly, all parts should be thoroughly cleaned in cleaning fluid.
Allow the parts to air dry. Wiping cloths or rags should not be used to dry parts. Lint may be deposited on the parts
which may cause later trouble. Inspect all parts. If any parts are worn or damaged, use new parts for replacement.
Note: Do not strike the diodes. The shock of such an impact can damage the diodes. Use proper tools in order to press
the diodes in the mountings.
Illustration 37
1. Install 3 diodes (11) in heat sink (12).
Illustration 38
Note: Do not strike the bushing. Shocks from striking the housing can cause damage.
2. Press bushing (43) in housing (14).
3. Install 3 diodes (13) in housing (14).
Illustration 39
4. Press collar (42) on rotor (39).
5. Slide retainer (41) on rotor (39).
6. Press bearing (40) on rotor (39).
Illustration 40
7. Press housing (31) on rotor (39) and bearing (40).
8. Install 4 screws (38) in housing (31).
Illustration 41
Note: Do not strike the bearing. Shocks from striking the housing can cause damage.
9. Install the inner race. Press bearing (37) into the housing.
Illustration 42
10. Press cap (36) in housing (14).
Illustration 43
11. Install the coil and support (34) in housing (14). Guide the field leads and the grommet through the hole as the coil is
installed in housing (14). Install 3 screws (33).
Illustration 44
12. Press the stator (32) and housing (14) together. Guide the stator leads and the grommet through the hole as the stator
is installed in housing (14).
Illustration 45
Note: Do not damage exposed stator windings or field windings. Bumping the windings or scraping the windings may
break the insulation. Broken insulation may create a short circuit or a ground.
13. Join housing (31) and housing (14). Install 4 bolts (30).
Illustration 46
Note: Many of the alternator's internal components are covered with dielectric grease. If the grease is removed, reapply
the grease.
Illustration 47
14. Install Insulator (29). Install the heat sink and diode assembly (12) in housing (14).
Illustration 48
15. Install separator (28).
16. Install alternator output terminal (27). Install insulator (26). Install the nut and washer (25).
17. Install diode trio (24) and install screw (23).
Illustration 49
18. Install the 3 screws and insulators (18). Connect wire (19).
19. If the "R" terminal is used, install the following components: nut (20), lead (21), the washer and terminal (21).
Illustration 50
20. Install the screw and insulator (16). Connect capacitor lead (17).
Illustration 51
Note: The 3 output diodes (11) are located in heat sink (12). These diodes are identical in polarity. Diode (11) has red
insulation on the wire. The 3 ground diodes (13) are located in housing (14). These diodes are identical in polarity.
Diode (13) has black insulation on the wire.
21. Connect 6 diode leads. Connect 3 phase leads. Connect 3 stator phase leads. Install 3 nuts (15).
Table 7
Alternator Ground Current Flow of the Output Diodes Current Flow of the Ground Diodes
Lead to the Heat Sink Housing to the Lead
Negative
Red Wire Black Wire
Illustration 52
22. Install mounting plate (10).
Illustration 53
23. Install regulator (9).
24. Install grounded mounting screw (8).
Illustration 54
25. Install 2 insulated screws (6). Connect the 3 leads.
Note: The regulator and the mounting plate are coated with dielectric grease. If the grease is removed, reapply the
grease.
26. Install nut (7) and connect the wire.
Illustration 55
27. Install gasket (5).
Illustration 56
28. Position cover (4). Install 7 screws (3).
Illustration 57
29. Position plate (2). Install 4 screws (1).
30. Install the fan, the pulley, the washer, and the pulley nut.


Alternator - Disassemble
SMCS Code: 1405-015
Table 5
Required Tools
A 6V-7070 Digital Multimeter 1
B Variable Power Supply 1
Start By:
a. Remove the alternator. Refer to Disassembly and Assembly, "Alternator - Remove" for the machine that is being
serviced.
Note: Cleanliness is an important factor. Before the disassembly procedure, the exterior of the component should be
thoroughly cleaned. This will help to prevent dirt from entering the internal mechanism.
1. Remove the pulley nut, the washer, the pulley, and the fan.
Illustration 16
2. Remove 4 screws (1). Remove plate (2).
Illustration 17
3. Remove 7 screws (3). Remove cover (4).
Illustration 18
4. Remove gasket (5).
Illustration 19
5. Remove 2 insulated screws (6). Remove the 3 leads.
Note: The regulator and the mounting plate are coated with dielectric grease. If the grease is removed, reapply the
grease.
6. Remove nut (7).
Illustration 20
7. Remove grounded mounting screw (8).
8. Remove regulator (9).
Illustration 21
9. Remove mounting plate (10). The mounting plate may be stuck to the regulator.
Illustration 22
Note: The 3 output diodes (11) are located in heat sink (12). These diodes are identical in polarity. Diode (11) has red
insulation on the wire. The 3 ground diodes (13) are located in housing (14). These diodes are identical in polarity.
Diode (13) has black insulation on the wire.
10. Remove 3 nuts (15). Disconnect 3 stator phase leads. Disconnect 3 phase leads. Disconnect 6 diode leads.
Table 6
Alternator Ground Current Flow of the Output Diodes Current Flow of the Ground Diodes
Lead to the Heat Sink Housing to the Lead
Negative
Red Wire Black Wire
Illustration 23
11. Remove the screw and insulator (16). Disconnect capacitor lead (17).
Illustration 24
12. Remove the 3 screws and insulators (18). Disconnect wire (19).
13. If the "R" terminal is used, remove the following components: nut (20), lead (21), the washer and terminal (21).
Illustration 25
14. Remove screw (23) and remove diode trio (24).
15. Remove the nut and washer (25). Remove insulator (26). Remove alternator output terminal (27).
16. Remove separator (28).
Illustration 26
Note: Many of the alternator's internal components are covered with dielectric grease. If the grease is removed, reapply
the grease.
Illustration 27
17. Remove the heat sink and diode assembly (12) from housing (14). Insulator (29) may be stuck to heat sink (12).
Illustration 28
Note: Do not damage exposed stator windings or field windings. Bumping the windings or scraping the windings may
break the insulation. Broken insulation may create a short circuit or a ground.
18. Remove 4 bolts (30). Carefully separate housing (31) from housing (14).
Illustration 29
19. Pull apart stator (32) and housing (14). Guide the stator leads and the grommet through the hole as the stator is
removed from housing(14).
Illustration 30
20. Remove 3 screws (33). Remove the coil and support (34) from housing (14). Guide the field leads and the grommet
through the hole as the coil is removed from housing(14).
Illustration 31
21. Position a small screwdriver in slot (35). Pry cap (36) from housing (14).
Illustration 32
Note: Do not strike the bearing. Shocks from striking the housing can cause damage.
22. Wipe the excess grease from the bearing well. Press bearing (37) into the housing. Remove the inner race.
Illustration 33
23. Remove 4 screws (38) from housing (31).
24. Lift rotor (39) and bearing (40) from housing (31).
Illustration 34
25. Pull bearing (40) from rotor (39).
26. Pull retainer (41) from rotor (39).
27. Pull collar (42) from rotor (39).
Illustration 35
Note: Do not strike the bushing. Shocks from striking the housing can cause damage.
28. Press bushing (43) from housing (14).
Note: Do not strike the diodes. The shock of such an impact can damage the diodes. Use proper tools in order to press or
pull the diodes from the mountings. As much as 890 N (200 lb) of force may be needed to remove a diode.
29. Remove 3 diodes (13) from housing (14).
Illustration 36
30. Remove diode (11) from heat sink (12).


Alternator - Disassemble
SMCS Code: 1405-015
Start By:
a. Remove the alternator from the machine. Refer to Disassembly and Assembly, "Alternator - Remove" for the machine
that is being serviced.
Note: Before disassembly, clean the exterior of the alternator in order to prevent dirt from entering the unit.
Table 5
Tooling that is needed A B C

Soldering iron (180 watt)
Vise or clamping support with vee blocks
Press
6V-2166 Puller Group 1
5F-7465 Puller 1
9S-9152 Bearing Pulling Attachment 1
1P-0456 Spacer 1
5B-9603 Bolt (3/8 - 16 NC) 2
5M-2894 Washer (3/8 inch flat) 2
1P-0074 Slide Hammer Puller Group 1
2P-2312 Legs 2
5/8 - 18 Hardened Flat Washer 1
5/8 - 18 Jam Nut 1
The following disassembly procedure shows the disassembly of the N3 series alternator (35 amperes).
Care must be taken in the following step not to damage the

alternator. Do not overtighten the vise.
1. Position the alternator in a vise or a similar clamping device.
2. Remove the following components: the pulley nut, the pulley and the fan.
Illustration 33
3. Remove the two screws (1). Then remove the regulator cover.
Illustration 34
4. Remove the nut from the "D+" terminal (2).
5. Disconnect the lead for the suppression capacitor (3).
6. Remove the two screws (4) that mount the regulator.
Note: The step may be unnecessary, if the component will not be tested or replaced.
Illustration 35
7. Pull the regulator (5) partially away from the frame. This will expose the terminals for the regulator. The terminals for
the regulator are the "D+" (7) and the "DF" terminals (6).
8. Disconnect the two leads for the "D+" terminal (7). Disconnect the one lead for the "DF" terminal (6).
Illustration 36
9. Mark the following components with a marker for proper alignment during assembly:front frame, stator, end frame
and drive end housing face
Illustration 37
10. Remove the four hex socket head bolts (8). Separate the drive end housing face (9) and the rotor as an assembly from
the rear housing (10) and the stator frame (11).
Illustration 38
11. Position the following items in the press: drive end housing face, rotor assembly and the tooling (12).
In the next step, the bearing may be damaged.
Illustration 39
12. Use the press to remove the rotor assembly from the drive end housing face.
Illustration 40
13. Remove the spacer ring (13).
Illustration 41
14. Inspect the bearing inner race (14). Replace the bearing inner race (14), if the bearing inner race is worn, damaged, or
the bearing has been replaced.
Illustration 42
15. Use tooling (C) to remove the bearing race.
Illustration 43
Epoxy putty (16) covers the lead for the field winding (15). Care
must be taken in the next step when removing the epoxy, so that the
lead is not damaged.
16. Remove the epoxy (16) from the deep groove in the drive end housing face.
Illustration 44
17. Remove the six screws (18) on the front side of the drive end housing face.
Illustration 45
18. Remove the lead for the field winding (15) and the field winding (17).
Illustration 46
19. Remove the intermediate ring (19).
20. Remove the bearing (20) from the seat in the drive end housing face.
Illustration 47
21. Disconnect the three leads for the stator windings (24) from the three rectifier bridge terminals (21).
22. Remove the stator frame (23) from the rear frame assembly.
Illustration 48
When unsoldering the "R" terminal in the next step, do not grip
both of the outside edges of the sleeve. The sleeve will collapse with
too much pressure. While heating with the soldering iron, grip the
edge with long nose pliers.
Illustration 49
23. Unsolder the soldering sleeve from the "R" terminal.
24. Remove the two screws (25).
Illustration 50
25. Remove the following retaining nuts for the rectifier terminal on the outside of the rear frame assembly: (B+), (D+)
and (B-).
26. Remove the following components: rectifier, washers for the rectifier terminal and insulators.
Illustration 51
27. Remove the three screws (26).
Illustration 52
28. Remove the ring (27) from the rear frame.
Illustration 53
Illustration 54
Do not remove the bearing in the next step. The bearing will be
destroyed if removed in the next step.
29. Use tooling "A" in order to remove the roller bearings (29) and the retaining cage (28).
Illustration 55
30. Remove bearing outer race (30) with tooling (B).


Alternator - Assemble
SMCS Code: 1405-016
Assembly Procedure
Table 6
Tooling that is needed A B

Soldering iron (180 watt)
Vise or clamping support with vee blocks
Press
8H-8581 Feeler Gauges 3
1P-0510 Driver Set 1
1P-0466 Plate 1
1P-0529 Handle 1
6L-5897 Bolt 1
Illustration 56
1. Install the roller bearing (1) with tooling (B).
Note: If necessary, apply grease to the bearing.
Illustration 57
2. Install the ring (2) in the rear frame.
Illustration 58
3. Install the insulators for terminal "B+" and terminal "D+".
Illustration 59
4. Install the "R" terminal, if the "R" terminal was replaced.
5. Install the rectifier (3) in the rear frame.
6. Install the two screws. Solder the sleeve (4) over terminal "R".
7. Install the following components on terminals: "D+", "B+" and B-: terminal insulators, washers and nuts.
Illustration 60
8. Position the stator frame (7) on the rear frame (5). Use the marks on the alternator that were made in the disassembly
procedure for alignment.
Illustration 61
9. Solder the leads for the stator winding (8) to the terminals for the rectifier (6).
Illustration 62
10. Install the bearing (9) in the rear frame.
Note: The bearing is a loose fit.
Illustration 63
11. Install the intermediate ring (10).
Illustration 64
12. Install the field winding (11). The leads for the winding must fit in the deep groove. Install the six screws on the
reverse side of the frame.
13. Apply the epoxy putty 5P-3321 Adhesive over the lead and the groove.
Illustration 65
14. Install the spacer ring (12).
In the next step you must support the spacer ring. The spacer ring
is supported in order to support the bearing inner race.
Illustration 66
15. Install the rotor assembly (13) in the drive end frame (14).
Illustration 67
16. Heat the bearing race (15) to 135 °C (275 °F). Install the bearing race on the shaft.
Illustration 68
17. Connect the drive end and the rotor (16) to the rear housing and the stator frame (17). The marks that were made
during the disassembly procedure will help align the alternator. Install the four hex socket screws. Do Not Tighten the
hex socket screws.
Illustration 69
18. Insert three 0.3 mm (0.01 inch) feeler gauges (18) between the rotor and the stator. Tighten the screws to a torque of
4.8 ±.7 N·m (3.5 ±.5 lb ft).
Illustration 70
19. Connect the lead for the field coil to the regulator (21). The screw is large in diameter (19).
20. Connect the lead for the rectifier and the remaining lead for the field coil (20) to the regulator terminal.
Note: In order to maintain the proper polarity, one lead for the field coil has a hole that is small in diameter.
Illustration 71
21. Install the regulator (21) on the rear frame assembly. Install the two screws for the regulator.
22. Install the lead for the suppression capacitor on the "D+" terminal (22).
Illustration 72
23. Install the regulator cover (23). Install the screws for the regulator cover.


Service Tools
SMCS Code: 0785
Table 7
Tools Needed
8T-0900 AC/DC Clamp-on Ammeter
1U-6602 Phototach or RPM Indicator
4C-4911 Battery Load Tester
4C-4912 Growler Tester
8T-0447 Dial Caliper
1P-0510 Driver Gp
1P-1855 Retaining Ring Pliers


Pinion Does Not Engage Ring Gear

SMCS Code: 1453-035
The possible causes of this failure are listed below:
· The flywheel ring gear is damaged.

· The shift lever is damaged.
· The pinion drive is damaged.
Test Step 1. CHECK THE FLYWHEEL RING GEAR
A. Remove the starting motor.
B. Visually inspect the flywheel ring gear.
Expected Result:
The ring gear should be in good condition. The ring gear teeth should not be worn.
Results:
· OK - The flywheel ring gear is in good condition. Go to test step 2.

· NOT OK - The flywheel ring gear is damaged.
Repair:
Repair the ring gear or replace the ring gear. STOP.
Test Step 2. TEST THE INTERNAL COMPONENTS OF THE STARTING MOTOR
A. Disassemble the starting motor. See Disassembly and Assembly.
B. Thoroughly clean the following items:
· Starting motor case

· Shift lever assembly
· Armature shaft
C. Visually inspect the shift lever for damage.
Expected Result:
The shift lever is in good condition.
Results:
· OK - The shift lever is in good condition. Proceed to test step 3.

· NOT OK - The shift lever is damaged.
Repair:
Repair the shift lever or replace the shift lever. STOP.
Test Step 3. TEST THE OPERATION OF THE PINION
A. Apply ground to the starter by attaching a ground cable to the case of the starter.
B. Connect the + Battery to the "Bat" terminal.
C. Place the starter on the bench. Apply the correct system voltage to the "S" terminal of the starter.
Expected Result:
The armature turns and the pinion gear extends properly.
Results:
· YES - The armature turns and the pinion gear extends properly. STOP.
· NO - The starter is not operating properly.
Repair:
Replace the pinion drive assembly. STOP.


Starting Motor Continues to Operate after Start Switch Has Been Released
SMCS Code: 1453-035
· The ignition switch is faulty.

· The solenoid of the starting motor is faulty.
Test Step 1. TEST THE IGNITION SWITCH
A. Use the electrical schematic to locate the "start" terminal of the ignition switch.
B. Measure the voltage at the "start" terminal while the switch is in the "run" position.
Expected Result:
The voltage should be 0 Volts.
Results:
· OK - The voltage is 0 Volts. The ignition switch is operating properly. Proceed to test step 2.
· NOT OK - The voltage is not 0 Volts.
Repair:
Replace the ignition switch. STOP.
Test Step 2. CHECK FOR ADDITIONAL CIRCUITS AT THE "S" TERMINAL
A. Locate the "S" terminal of the starter solenoid.
B. Check for additional circuits at the "S" terminal.
C. Remove any additional circuits.
Expected Result:
The starter does not operate properly.
Results:
· YES - The starter does NOT operate properly. The additional circuits are not the cause of the failure. Proceed to test
step 3.
· NO - The starter operates properly. The additional circuits are causing the solenoid to latch.
Repair:
Find an alternative power source for the additional circuits. STOP.
Test Step 3. TEST THE SOLENOID OF THE STARTING MOTOR
B. Perform the solenoid tests. See Testing and Adjusting, "Starting Motor Solenoid - Test".
Expected Result:
The solenoid operates properly.
Results:
· OK - The solenoid operates properly. Proceed to test step 4.

· NOT OK - The solenoid has failed. Replace the solenoid. STOP.
Test Step 4. CHECK FOR SHORT TO +BATTERY
A. Disconnect the wire from the "Start" terminal of the ignition switch.
B. Disconnect the wire from the "S" terminal of the solenoid.
C. Disconnect the wire from the "S" terminal of the solenoid.
Expected Result:
The voltage should be 0 Volts.
Results:
· OK - The voltage is 0 Volts. An intermittent problem is present.
Repair:
Exit this procedure. Perform this procedure again. Look for a recurrence of the problem. STOP.
· NOT OK - The voltage is greater than 0 Volts. The start relay has failed or a wire has a short to the + battery.
Repair:
Use the electrical schematic of the machine to test the wiring. Test the wiring between the start switch and the solenoid.
If the wiring is correct replace the start relay. STOP.


Pinion Continues to Engage after Engine Starts

SMCS Code: 1453-035
· The solenoid return spring is weak.

· The solenoid return spring is broken.
· The shift lever assembly is binding.
· The shift lever assembly is broken.
· The solenoid of the starting motor is faulty.
Test Step 1. INSPECT THE SOLENOID RETURN SPRING
B. Disassemble the starting motor. See the Disassembly and Assembly section.
C. Visually inspect the solenoid return spring.
Expected Result:
The return spring is not weak. The return spring is not broken.
Results:
· OK - The return spring is not weak and the return spring is not broken. Proceed to test step 2.
· NOT OK - The return spring is weak or the return spring is broken.
Repair:
Replace the solenoid return spring. STOP.
Test Step 2. INSPECT SHIFT LEVER ASSEMBLY
A. Visually inspect the shift lever assembly.
Expected Result:
The shift lever assembly is not binding. The shift lever assembly is not broken.
Results:
· OK - The shift lever assembly is not binding and the return spring is not broken.
Repair:
The starting motor solenoid has failed. Replace the solenoid. STOP.
· NOT OK - The shift lever assembly is binding or the shift lever assembly is broken.
Repair:
If the shift lever assembly is binding, thoroughly clean the shift lever and thoroughly clean the armature shaft. If the shift
lever assembly is broken, replace the shift lever assembly. STOP.


Engine Does Not Crank with Starting Motor On and Pinion Engaging Ring
Gear
SMCS Code: 1453-035
· The battery is discharged or the battery is faulty.

· The cables to the starter have failed.
· The ignition switch has failed.
· The engine is locked.
· The starting motor solenoid has failed.
· The starting motor has an internal problem.
The following tables will be referenced in troubleshooting the starting motor.
Table 10
TYPICAL SYSTEM VOLTAGE DURING CRANKING AT VARIOUS AMBIENT TEMPERATURES

Temperature 12 Volt System 24 Volt System
-23 °C (-9.4 °F) to -7 °C (19.4 °F) 6 to 8 Volts 12 to 16 Volts
-7 °C (19.4 °F) to 10 °C (50 °F) 7 to 9 Volts 14 to 18 Volts
10 °C (50 °F) to 27 °C (80 °F) 8 to 10 Volts 16 to 20 Volts
Table 11
MAXIMUM ACCEPTABLE VOLTAGE DROPS DURING CRANKING
Circuit 12 Volt System 24 Volt System

Battery positive post to the positive terminal on the starting motor 0.3 Volts 0.5 Volts
Battery negative post to the negative terminal on the starting motor 0.7 Volts 1.4 Volts
Drop across disconnect switch 0.5 Volts 1.0 Volts
Battery positive post to the positive terminal on the solenoid 0.4 Volts 1.0 Volts
Battery terminal of the solenoid to the motor terminal of the solenoid 0.4 Volts 0.8 Volts
Test Step 1. CHECK THE BATTERY VOLTAGE
A. Attempt to crank the engine. Measure the battery voltage with the digital multimeter. Measure the voltage at the
battery posts. Do not measure the voltage at the terminal of the battery cable.
B. Compare the voltage to table 10.
Expected Result:
The battery voltage is equal to or greater than the voltage in table 10.
Results:
· OK - Battery voltage is correct. Go to test step 2.

· NOT OK - Battery voltage is too low.
Repair:
Check the charging system. See Special Instruction, REHS0354, "Charging System Troubleshooting". STOP.
Test Step 2. TEST THE DISCONNECT SWITCH
A. Ensure that the disconnect switch is in the CLOSED position.
B. Measure the resistance across the terminals of the disconnect switch.
Expected Result:
Results:
· OK - The resistance is less than 5 ohms. Proceed to test step 3.
· NOT OK - The resistance is greater than 5 ohms.

Repair:
Replace the battery disconnect switch. STOP.
Test Step 3. TEST CABLES FROM THE BATTERY TO THE STARTING MOTOR
A. Visually inspect the battery cable terminals for the following conditions:
· Loose connections
· Corroded cables
Expected Result:
The cables should be clean and the cables should be tight.
Results:
· OK - Battery cables are in good condition. Proceed to test step 4.

· NOT OK - Battery cables are not in good condition.
Repair:
Clean the terminals or replace the terminals. Tighten the terminals. STOP.
Test Step 4. TEST CABLES FROM THE BATTERY TO THE STARTING MOTOR FOR VOLTAGE DROP
A. Attempt to crank the engine. Measure the voltage from "Mtr" terminal to ground.
Expected Result:
The battery voltage is less than the voltage in table 11.
Results:
· OK - The voltage drop is less than the specified voltage drop. Proceed to test step 5.
· NOT OK - The voltage drop is greater than the specified voltage drop.
Repair:
Repair the cables or replace the cables. Repeat the voltage measurement. If the voltage remains low, measure the voltage
drop across each component that is listed in table 11. Replace all components that are out of specification. STOP.
Test Step 5. CHECK ENGINE ROTATION
A. Remove the starter from the engine.
B. Turn the engine by hand.
Expected Result:
The engine turns with normal effort.
Results:
· YES - The engine turns with normal effort. Proceed to test step 6.
· NO - The engine turns with more than normal effort. The engine needs to be serviced.
Repair:
Repair the engine. Refer to the Disassembly and Assembly manual for the engine. STOP.
A. Check starting motor brushes. See Testing and Adjusting, "Brush and Brush Holder - Check".
Expected Result:
The brushes of the starting motor are in good condition.
Results:
· OK - The brushes of the starting motor are in good condition.

Repair:
Perform the component tests for the starting motor. See the proper test in the Testing and Adjusting section. STOP.
· NOT OK - The brushes are not in good condition.

Repair:
Replace brushes or repair brushes. Repair the brush holder or replace the brush holder. STOP.


Starting Motor Does Not Turn or Turns Slowly

SMCS Code: 1453-035
· The battery is discharged or the battery has failed.

· The cables to the starter have failed.
· The ignition switch has failed.
· The engine is locked.
· The starting motor solenoid has failed.
· The starting motor has an internal problem.
The following tables will be referenced in troubleshooting the starting motor.
Table 8
TYPICAL SYSTEM VOLTAGE DURING CRANKING AT VARIOUS AMBIENT TEMPERATURES

Temperature 12 Volt System 24 Volt System
-23 °C (-9.4 °F) to -7 °C (19.4 °F) 6 to 8 Volts 12 to 16 Volts
-7 °C (19.4 °F) to 10 °C (50 °F) 7 to 9 Volts 14 to 18 Volts
10 °C (50 °F) to 27 °C (80 °F) 8 to 10 Volts 16 to 20 Volts
Table 9
MAXIMUM ACCEPTABLE VOLTAGE DROPS DURING CRANKING
Circuit 12 Volt System 24 Volt System

Battery negative post to the negative terminal on the starting motor 0.7 Volts 1.4 Volts
Drop across disconnect switch 0.5 Volts 1.0 Volts
Battery positive post to the positive terminal on the solenoid 0.5 Volts 1.0 Volts
Battery terminal of the solenoid to the motor terminal of the solenoid 0.4 Volts 0.8 Volts
Test Step 1. CHECK THE BATTERY VOLTAGE
A. Attempt to crank the engine. Measure the battery voltage with the digital multimeter. Measure the voltage at the
battery posts. Do not measure the voltage at the terminal of the battery cable.
B. Compare the voltage to table 8.
Expected Result:
The battery voltage is equal to or greater than the voltage in table 8.
Results:
· OK - Battery voltage is correct. Go to test step 2.

· NOT OK - Battery voltage is too low.
Repair:
Check the charging system. See Special Instruction, REHS0354, "Charging System Troubleshooting". STOP.
Test Step 2. TEST THE DISCONNECT SWITCH
A. Ensure that the disconnect switch is in the CLOSED position.
B. Measure the resistance across the terminals of the disconnect switch.
Expected Result:
Results:
· OK - The resistance is less than 5 ohms. The disconnect switch operates properly. Proceed to test step 3.
· NOT OK - The resistance is greater than 5 ohms. The disconnect switch has failed.
Repair:
Replace the battery disconnect switch. STOP.
Test Step 3. TEST CABLES FROM THE BATTERY TO THE STARTING MOTOR
A. Visually inspect the battery cable terminals for the following conditions:
· Loose connections
· Corroded cables
Expected Result:
The cables should be clean and the cables should be tight.
Results:
· OK - Battery cables are in good condition. Proceed to test step 4.

· NOT OK - Battery cables are faulty.
Repair:
Clean the terminals or replace the terminals. Tighten the terminals. STOP.
Test Step 4. TEST CABLES FROM THE BATTERY TO THE STARTING MOTOR FOR VOLTAGE DROP
A. Attempt to crank the engine. Measure the voltage from "Mtr" terminal to ground.
Expected Result:
The battery voltage is less than the voltage in table 9.
Results:
· OK - The voltage drop is less than the specified voltage drop. Proceed to test step 5.
· NOT OK - The voltage drop is greater than the specified voltage drop.
Repair:
Repair the cables or replace the cables. Repeat the voltage measurement. If the voltage remains low, measure the voltage
drop across each component that is listed in table 9. Replace all components that are out of specification. STOP.
Test Step 5. CHECK ENGINE ROTATION
A. Remove the starter from the engine.
B. Turn the engine by hand.
Expected Result:
The engine turns with normal effort.
Results:
· YES - The engine turns with normal effort. Proceed to test step 6.
· NO - The engine turns with more than normal effort. The engine needs to be serviced.
Repair:
Repair the engine. Refer to the Disassembly and Assembly manual for the engine. STOP.
Test Step 6. TEST THE START RELAY
A. Locate the start relay for the starter.
B. Attempt to crank the engine. Measure the resistance across the start relay.
Expected Result:
Results:
· OK - The resistance is less than 5 ohms. The start relay operates properly. Proceed to test step 7.
· NOT OK - The resistance is greater than 5 ohms. The start relay has failed.
Repair:
Replace the start relay. STOP.
Test Step 7. TEST THE STARTING MOTOR SOLENOID
A. Perform the starting motor solenoid test. See Testing and Adjusting, "Starting Motor Solenoid - Test".
Expected Result:
The solenoid operates properly.
Results:
· OK - The solenoid operates properly. Go to test step 8.

· NOT OK - The solenoid has failed.
Repair:
Replace the solenoid. STOP.
A. Check starting motor brushes. See Testing and Adjusting, "Brush and Brush Holder - Check".
Expected Result:
The brushes of the starting motor function properly.
Results:
· OK - The brushes of the starting motor function properly.

Repair:
Perform the component tests for the starting motor. See the proper test in the Testing and Adjusting section. STOP.
· NOT OK - The brushes have failed.

Repair:
Replace brushes or repair brushes. Repair the brush holder or replace the brush holder. STOP.


General Information
SMCS Code: 1453
Illustration 23
Typical 24 volt starting circuit
(1) Test point
(2) Test point
(3) Test point
(4) Test point
(5) Test point
(X) Hold-in coil
(W) Pull-in coil
The following troubleshooting procedures are intended to help the technician find the cause of the starting motor
problem. The procedures are not intended to cover all possible problems and conditions. A common 24 volt circuit is
shown. This 24 volt circuit will be discussed. If the troubleshooting procedures do not determine the cause of the
malfunction, use Testing and Adjusting, "No Load - Test". On machines that are equipped with a diagnostic connector,
use the 6V-2150 Starting/Charging Analyzer in order to diagnose common problems. The Special Instruction,
SEHS7768, "Using the 6V-2150 Starting/Charging Analyzer Group" is provided with the analyzer.
All starting systems are made up of four elements:
· Start switch
· Start relay
· Starting motor solenoid
· Starting motor
Note: On some small engines, the start relay may not be required. In this case, the start switch powers the starting motor
solenoid directly.
Start switches are relatively low current devices. These switches are rated for 5 to 20 Amperes. Because the coil of a
start relay draws about 1 Ampere, the start switch can easily turn on the start relay. The coil of a start relay is between
test points (1) and (2) on Illustration 23.
The switch contacts of a typical start relay are rated for 100 to 300 Amperes. Because a starter solenoid requires 5 to 50
Amperes, the start relay can easily switch this load.
The starting motor solenoid is a high current switch that is rated at about 1000 Amperes. The starting motor solenoid
engages the pinion with the flywheel and turns on the starting motor. The starting motor solenoid has two coils:
· Pull-in coil (W)

· Hold-in coil (X)
Pull-in coil (W) draws about 40 Amperes. Hold-in coil (X) requires about 5 Amperes. When the start relay closes, both
coils receive power. Battery voltage is applied to the high end of both coils at test point (3) which is the start terminal
(S). The low end of hold-in coil is permanently grounded to the ground post of the starting motor. Grounding for the low
end of pull-in coil (test point (4)) is momentary. Grounding takes place through the DC resistance of the starting motor.
When the magnetic force builds up in both coils, the pinion moves toward the flywheel ring gear. On 37-MT models, the
pinion will stop short of engagement. On 41-MT and 42-MT models, the pinion will engage the flywheel ring gear.
Then, the solenoid contacts will close in order to power the starting motor. Closing the contacts will temporarily remove
the ground from the pull-in coil. The battery voltage will be applied to both ends of the pull-in coil while the motor
cranks. During this period, the pull-in coil is out of the circuit. Cranking continues until the start switch is released.
The above switches and relays permit a 5 Amp dash-mounted switch to turn on a 500 to 1000 Amp motor that is used to
crank an engine.


General Information
SMCS Code: 1405
Often when problems with the charging system are being investigated, the alternator is not the problem. If a low battery
condition is present, test the batteries first. See Special Instruction, SEHS7633, "Battery Test Procedure" for more
information. If the engine cranks slowly, then test the starting system. See Service Magazine, SEPD0020, "Testing The
Starter On The Engine" for more information. If a warning indicator for the charging system is ON, see Service
Magazine, SEBD1751, "Difference Between Alternator Indicator In Electronic Monitoring System (EMS) And Low
Voltage Indicator In Operating Monitoring System (OMS)". When a problem with the charging system is suspected,
then complete the testing that is described in Diagnostic Function, "Charging System".


Service Tools
SMCS Code: 0785
The following service tools should be used to aid in the troubleshooting of the alternator charging system.
Table 2
Service Tools
Part Number Part
9U-7330
146-4080
6V-2150 Starting and Charging Analyzer
9U-5795 Current Probe
8T-0900 Ammeter
- Variable DC Power Supply 30VDC / 10A
Illustration 16
6V-7070 Digital multimeter
Illustration 17
9U-7330 Digital multimeter
Illustration 18
Variable DC power supply


Charging System
SMCS Code: 1405-038
Use the diagnostic flow chart as a reference, while you are troubleshooting the alternator charging system.
Illustration 19
Diagnostic flow chart
Note: Severely discharged batteries can cause a low system voltage. This condition can occur even when the alternator is
working properly. This condition can also occur while the engine is running above idle. Proper low engine idle is
important. Alternator output can be very low at idle.
Note: The alternator is self-excited. Self-excited alternators must exceed a turn-on speed before charging will begin.
Test Step 1. CHECK THE SYSTEM VOLTAGE.
A. Before you start the machine, connect a voltmeter between the "B+" terminal and the case of the alternator. Turn OFF
all electrical loads.
B. Turn the key to the ON position but do not start the engine. Read the voltage on the voltmeter. Make a note of the
voltage that was measured.
Expected Result:
This voltage should be approximately system voltage.
Results:
· YES - The voltage is approximately system voltage. Proceed to test step 2.

· NO - The voltage is less than system voltage. Proceed to test step 4.
Test Step 2. CHECK THE OPERATION OF THE ALTERNATOR.
Note: For test instructions refer to the indicated diagnosticprocedure for your productFor the proper output voltage, refer
to Specification, "Alternator".
A. The voltmeter remains connected between the "B+" terminal and the case of the alternator.
B. Start the machine. Set the throttle to at least 75 percent. Read the voltage on the voltmeter. Make a note of the voltage
that was measured.
Expected Result:
The voltage measurement is greater than the voltage that was recorded in the previous test step "Check The System
Voltage".
Results:
· VOLTAGE HIGHER - The voltage measurement is greater than the voltage that was observed in the previous test step
"Check The System Voltage". The voltage is also less than the maximum voltage that is listed in the specifications for
the alternator. The alternator is partially charging the battery. Proceed to test step 3.
· VOLTAGE TOO HIGH - The voltage measurement is greater than the voltage that was observed in the previous test
step "Check The System Voltage". The voltage is also greater than the maximum voltage that is listed in the
specifications for the alternator. The alternator is over charging. Proceed to test step 16.
· VOLTAGE LOWER - The voltage is not higher than the voltage that was observed in the previous test step. Proceed
to test step 4.
Test Step 3. TEST THE ALTERNATOR OUTPUT.
Note: For test instructions refer to the indicated diagnosticprocedure for your productFor the proper output current, refer
to Specification, "Alternator".
A. Ensure that the batteries are NOT fully charged.
Note: A fully charged battery may have open circuit voltage above 12.5 volts on 12 volt systems. 24 volt systems may
be as high as 25 volts.
B. If the batteries are fully charged, then crank the engine for 30 seconds. This action reduces the battery voltage.
Operate the lights for 10 minutes while the engine is off as an alternative.
C. Connect the 9U-5795 Current Probe or 8T-0900 Ammeter to a DMM (digital multimeter). The multimeter must have
a peak hold feature. Clamp the probe around the alternator output wire "B+". Before you clamp the probe around the
wire, ensure that the probe is "zeroed".
D. Set the digital multimeter to "peak hold" or "max mode" on the "mV" scale.
E. Turn on all electrical accessories: lights, air conditioning and radio.
F. Start the machine, and immediately set the throttle to at least 75%. The peak current will appear on the voltmeter in
"peak hold" or "max" mode.
Expected Result:
The current reading should be at least 90% of the specified peak output.
Results:
· YES - The current is at least 90% of the specified peak output. Proceed to test step 10.
· NO - The current is less than 90% of the specified peak output. Proceed to test step 4.
Test Step 4. CHECK THE DRIVE SYSTEM OF THE ALTERNATOR.
A. Check the condition of the alternator drive belt. Clean the pulley and replace the drive belt if the drive belt is oily. Dry
the drive belt if the belt is wet. Replace the drive belt, if the belt is worn.
B. For test instructions refer to the indicated diagnosticprocedure for your productCheck the tension of the alternator
drive belt. Adjust the drive belt to the correct tension. Refer to Specification, "Alternator" for the correct tension of the
alternator drive belt.
C. For test instructions refer to the indicated diagnosticprocedure for your productCheck the nut on the alternator pulley.
Tighten the nut if the nut is loose. Refer to Specification, "Alternator" for proper torque of the pulley nut.
Expected Result:
The drive system of the alternator is functioning correctly. No corrections to the drive system were necessary.
Results:
· YES - The drive system of the alternator is functioning correctly. No corrections were necessary. Proceed to test step
5.
· NO - The drive system of the alternator was not functioning correctly. Corrections were necessary.
Repair:
Ensure that the problems have been corrected. Exit this procedure and retest the alternator charging system. STOP.
Test Step 5. TEST THE CHARGING CIRCUIT.
A. Verify that the nut on the "B+" alternator terminal is tight. Also, verify that the wire has a good connection to the
"B+" terminal.
B. Many Caterpillar machines are equipped with a connector for the 6V-2150 Starting/Charging Analyzer. Use of this
tester replaces the remainder of this test step. To operate the analyzer, refer to Tool Operating Manual, SEHS7768,
"Using the 6V-2150".
C. Start the engine and set the throttle to at least 75 percent. Turn ON all electrical accessories for the remainder of this
test step. Allow the engine to run for at least 3 minutes before continuing.
D. Measure the voltage between the "B+" alternator terminal and the alternator case ground. Make a note of the
measured voltage. Perform the next measurement immediately.
E. Measure the voltage across the battery. Put the red lead on the battery positive terminal, and put the black lead on the
battery negative terminal. Make a note of the voltage that was measured.
Expected Result:
The voltage at the battery should be less than the voltage at the alternator. The difference in voltages should not be more
than 1 volt on 12 volt systems. The difference should not be more than 2 volts on 24 volt systems.
Results:
· YES - The voltage at the battery is less than the voltage at the alternator. Also, the difference in voltages is less than 1
volt for 12 volt systems and the difference is less than 2 volts for 24 volt systems. The wiring that is related to the
alternator is correct at this time.
Repair:
For test instructions refer to the indicated diagnosticprocedure for your productThere is an internal problem with the
alternator. Replace the alternator or proceed to Systems Operation, "Component Description". Use the descriptions of the
components in order to determine the component that has failed. Proceed to the appropriate component test. STOP.
· NO - The voltage at the battery is less than the voltage at the alternator. However, the difference in voltages is greater
than 1 volt for 12 volt systems and the difference is greater than 2 volts for 24 volt systems. Proceed to test step 6.
Test Step 6. TEST THE POSITIVE SIDE OF THE CHARGING CIRCUIT.
A. Measure the voltage between the frame ground and the "B+" alternator terminal. Make a note of the voltage that was
measured. Perform the next measurement immediately.
B. Measure the voltage between the frame ground and the + battery post. Make a note of the voltage that was measured.
Expected Result:
The voltage difference does not exceed 1 volt on 24 volt systems or 0.5 volts on 12 volt systems.
Results:
· YES - The voltage difference does not exceed the tolerance. The positive circuit is good. Proceed to test step 7.
· NO - The voltage difference exceeds the tolerance.
Repair:
There is high resistance in the positive side of the charging circuit that is caused by one of the following conditions:
· An electrical connection has loosened.

· An electrical connection has corroded.
· The main relay has failed.
· A circuit breaker has failed.
Repair the problem or replace any component that has failed. Exit this procedure and retest the alternator charging
system. STOP.
Test Step 7. TEST THE NEGATIVE SIDE OF THE CHARGING CIRCUIT.
A. Check the voltage between the negative battery post and the alternator case ground.
Expected Result:
The voltage does not exceed 1 volt on 24 volt systems or 0.5 volts on 12 volt systems.
Results:
· YES - The voltage difference does not exceed the tolerance. The negative circuit is good. Proceed to test step 8.
Repair:
There is high resistance in the negative side of the charging circuit that is caused by one of the following conditions:

· The alternator ground has loosened.
· The engine ground has opened.
system. STOP.
Test Step 8. TEST THE CIRCUIT OF THE "R" TERMINAL.
A. Start the engine and set the throttle to at least 75%.
B. Connect a voltmeter between the "B+" terminal and the alternator case ground.
C. Disconnect the wire from the "R" terminal. Select "YES" if the "R" terminal is not used on the machine.
Expected Result:
The voltage does not change.
Results:
· YES - The voltage does not change. Proceed to test step 9.
· NO - The voltage rises and the alternator begins charging.

Repair:
The wire to the "R" terminal is shorted. Repair the wiring or replace the wiring. Exit this procedure and retest the
alternator charging system. STOP.
Test Step 9. RESTORE THE RESIDUAL MAGNETISM OF THE ROTOR.
A. Connect one end of a jumper wire to the "B+" terminal of the alternator.
B. Connect the other end of the jumper wire to the "R" terminal of the alternator for two seconds.
Expected Result:
The voltage output rises on the "B+" terminal. The residual magnetism of the rotor has been restored.
Results:
· YES - The voltage output rises. The residual magnetism of the rotor has been restored. The alternator is now charging.
Repair:
Exit this procedure and retest the alternator charging system. STOP.
· NO - The voltage output does not rise.

Repair:
Test Step 10. TEST FOR UNDESIRABLE CURRENT FLOW IN THE ALTERNATOR CHARGING SYSTEM.
A. Turn off all of the accessories. Turn the keyswitch to the OFF position.
B. Clamp a 9U-5795 Current Probe or 8T-0900 Ammeter around the main ground cable. Clamp the tool with the
positive side away from the battery. Reset the probe (zero) before you clamp the probe around the wire. Read the current
on the meter. Make a note of the current that was measured.
Expected Result:
The current is below 2 amperes. The "YES" selection is dependent on the presence of a main disconnect switch on the
machine that is being tested.
Results:
· YES - WITH DISCONNECT SWITCH - The current is below 2 amperes. For machines with a main disconnect
switch, proceed to test step 11.
· YES - WITHOUT DISCONNECT SWITCH - The current is below 2 amperes. For machines without a main
disconnect switch, proceed to test step 12.
· NO - The current is above 2 amperes. There is a current draw in the system. Proceed to test step 13.
Test Step 11. MEASURE THE CURRENT OF THE SYSTEM BY USING THE MAIN DISCONNECT
SWITCH.
A. Turn the disconnect switch to the ON position.
B. Connect an ammeter across the disconnect switch terminals. Connect the red lead to the terminal on the frame side.
Connect the black lead to the terminal on the battery side. If a multimeter is being utilized for this test, use the 10A
connections in order to avoid damage.
C. Turn the disconnect switch to the OFF position and read the current. Make a note of the measured current.
a problem. However, some large machines with multiple electronic control modules have a higher acceptable limit. For
more information, contact a Caterpillar dealer or contact the business unit that produces the machine.
Expected Result:
The current is below 0.050 amperes (50 milliamperes).
Results:
· YES - The current is below 0.050 amperes. The charging system is functioning properly at this time. The failure is
possibly an intermittent draw in the system. The batteries may have failed. Ensure that NO accessories were ON during
the test. Exit this procedure and retest the alternator charging system. STOP.
· NO - The current is above 0.050 amperes. There is a draw in the system. Proceed to test step 13.
Test Step 12. MEASURE THE CURRENT OF THE SYSTEM BY REMOVING THE NEGATIVE BATTERY
CABLE.
A. Disconnect the ground cable from the negative battery post. There may be more than one battery that is connected to
ground. Disconnect all of the batteries that are connected to ground. Do not disconnect cables that are between batteries
that are connected in series.
B. Connect an ammeter between the disconnected battery ground cable and one of the negative battery terminals.
Connect the red positive lead of the ammeter to the cable. The negative lead should be connected to the battery terminal.
If a multimeter is being utilized for this test, use the 10 ampere connections in order to avoid damage.
Expected Result:
The current is below .050 amperes (50 milliamperes).
Results:
draw in the system. The batteries may be faulty. Check that NO accessories were ON during the test. STOP.
· NO - The current is above 0.050 amperes. There is excessive current flow in the system. Proceed to test step 13.
Test Step 13. TEST THE CURRENT OF THE ALTERNATOR OUTPUT BELOW 2 AMPERES.
A. Turn the keyswitch to the OFF position.
B. Connect the 9U-5795 Current Probe or 8T-0900 Ammeter to a DMM (digital multimeter). Clamp the probe around
the "B+" wire of the alternator. Before you clamp the probe around the wire, ensure that the probe is "zeroed".
C. Read the current on the meter. Make a note of the current that was measured.
Expected Result:
The current is under 2 amperes.
Results:
· YES - The current is under 2 amperes. Proceed to test step 14.

· NO - The current is over 2 amperes.
Repair:
Test Step 14. TEST THE OUTPUT CURRENT OF THE ALTERNATOR BELOW 0.015 AMPERES.
A. Disconnect the wire from the "B+" terminal of the alternator. Set the multimeter on the 10 amp scale. Connect the red
lead of the multimeter to the wire that was disconnected. Connect the black lead of the multimeter to the "B+" terminal
of the alternator. Make a note of the current that was measured.
Expected Result:
The current is less than 0.015 amperes.
Results:
· YES - The current is under 0.015 amperes. The alternator is operating correctly. There may be a current draw on the
machine. Proceed to test step 15.
· NO - The current is over 0.015 amperes.

Repair:
Test Step 15. IDENTIFY THE SOURCE OF EXCESSIVE CURRENT DRAW.
A. Make sure that every electrical component is turned OFF. Make sure that the keyswitch is turned OFF. Make sure that
the dome lights are OFF.
B. Clamp a 9U-5795 Current Probe or 8T-0900 Ammeter around the main ground cable. Clamp the tool with the
positive side away from the battery. Reset the probe (zero) before clamping the probe around the wire. Use the current
probe if the draw is above approximately 2 amperes. Use the Ammeter if the draw is below approximately 2 amperes.
C. Remove the fuses or open the circuit breakers one at a time. Check the current after each fuse has been removed or
each circuit breaker has been opened. After observing the current, reinstall the fuse or close the circuit breaker. Start with
the main circuits first, and proceed to smaller circuits.
D. Check if any components on the circuit are ON.
E. If everything is OFF, then disconnect electrical components on the circuit one at a time. Monitor the current after each
component is disconnected.
F. All of the components in the circuit should be disconnected. If the problem still exists, then check the wiring in the
circuit. There may be circuit leakage through corrosion or circuit leakage through a short.
Expected Result:
The source of the excessive current draw was determined.
Results:
· YES - The source of the excessive current draw was determined.

Repair:
system. STOP.
· NO - The source of the excessive current draw was not determined.

Repair:
Exit this procedure and retest the alternator charging system. STOP.
Test Step 16. TEST FOR AN OVERCHARGING CONDITION FROM THE ALTERNATOR.
A. Verify that the nut on the "B+" alternator terminal is tight. Also, verify that the wire has a good connection to the
"B+" terminal.
B. Many Caterpillar machines are equipped with a connector for the 6V-2150 Starting/Charging Analyzer. Use of this
tester replaces the remainder of this test step. To operate the analyzer, refer to Tool Operating Manual, SEHS7768,
"Using the 6V-2150".
C. Start the engine and set the throttle to at least 75 percent. Turn ON all electrical accessories for the remainder of this
test step. Allow the engine to run for at least 3 minutes before continuing.
D. Measure the voltage between the "B+" terminal of the alternator and the case of the alternator. Make a note of the
voltage that was measured. Perform the next measurement immediately.
E. Measure the voltage across the battery. Put the red lead on the positive terminal of the battery, and put the black lead
on the negative terminal of the battery. Make a note of the voltage that was measured.
Expected Result:
The voltage at the battery should be less than the voltage at the alternator. On systems that are 12 volt, the difference in
voltages should not be more than 1 volt. On systems that are 24 volt, the difference should not be more than 2 volts.
Results:
· YES - The voltage at the battery is less than the voltage at the alternator. Also, the difference in voltages is less than 1
volt for 12 volt systems and the difference is less than 2 volts for 24 volt systems. The wiring that is related to the
alternator is correct at this time.
Repair:
· NO - The voltage at the battery is less than the voltage at the alternator. However, the difference in voltages is greater
than 1 volt for 12 volt systems and the difference is greater than 2 volts for 24 volt systems. Proceed to test step 17.
Test Step 17. TEST THE POSITIVE SIDE OF THE CHARGING CIRCUIT.
A. Measure the voltage between the frame of the machine and the "B+" terminal of the alternator. Make a note of the
voltage that was measured. Perform the next measurement immediately.
B. Measure the voltage between the frame of the machine and the positive terminal of the battery. Make a note of the
voltage that was measured.
Expected Result:
The voltage difference does not exceed 1 volt on 24 volt systems or 0.5 volts on 12 volt systems.
Results:
· YES - The voltage difference does not exceed the tolerance. The positive circuit is good.
Repair:

Repair:
There is high resistance in the positive side of the charging circuit that is caused by one of the following conditions:

· An electrical connection has corroded.
· The main relay has failed.
· A circuit breaker has failed.
Correct the problem. Exit this procedure and retest the alternator charging system. STOP.

RENR1432
June 1997
120H and 135H Motor Graders

Standard Versions
Hydraulic Systems
5FM800-UP
6TM366-UP
7MM249-UP
8WN350-UP
© 1997 Caterpillar Printed in U.S.A.

All Rights Reserved
4 3 2 1
21 22
D D
Attachment Circuits
Machine
Schematic
18 Location Component Description
Location
Item No.
15 Snow Plow/ Bulldozer Control Valve C-1
16 Blade Tip Control Valve C-2
17 Sideshift Control Valve C-3
18 Swivel C-3
C C 19 ScaBrifier Control Valve C-3
20 Ripper Control Valve C-4
16 21 Sideshift Cylinder D-3

20 19 17 15
22 Blade Tip Cylinder D-2
B B
A A
E00162
4 3 2 1
7 6 5 4 3 2 1
8
18 14 12 8 10 9 17 11 7 2 1 16
7 9 10 11 12 13 14 7
E E
D D 13 8 19 6 5 3 15
20 4
4
E00588
Location Of Components (Top View)
C C
Hydraulic System For Implement And Steering Circuits

B B
Machine
Schematic
Location Component Description
5 6 Location
Item No.
1 Hydraulic Tank and Filter B-7
2 Hydraulic and Steering Pump A-5
3 Combination Valve A-4
4 Steering Metering Pump D-4
1 5 Left Implement Control Valve Group B-7
6 Right Implement Control Valve Group B-1
7 Blade Lift Cylinders E-1, E-7
8 Circle Drive E-6
9 Left Steering Cylinder E-5
10 Right Steering Cylinder E-5
11 Left Articulation Cylinder E-5
A A 12 Right Articulation Cylinder E-4
13 Centershift Cylinder E-3
14 Wheel Lean Cylinder E-2
2 3
E00185
7 6 5 4 3 2 1
Connector Location¹ Component Location
Schematic Machine Component
Schematic Machine
Component
Schematic Machine RENR1426-01
Connector Number Location Location Location Location
Location Location June 1998
CONN 1 C-15 26 Alarm - Action B-8 C Sender - Transmission Speed D-15 14
CONN 2 E-15 26 Alarm - Backup F-15 1 Sensor - Transmission Oil Temp E-15 26
CONN 3 E-15 26 Alternator (35A STD) D-14 2 Solenoid - Centershift B-3 16
CONN 4 F-14 6 Batteries C-14 3,4 Solenoid - Differential Unlock E-4 17
CONN 5 A-14 5
Breaker - Alternator (35A) D-1 3 5 Solenoid - Dual Horsepower A-13 5
CONN 6 B-13 29
Breaker - Headlamp (15A) D-10 B Solenoid - Engine Shutdown D-13 5
CONN 7 B-13 29
CONN 8 D-13 30 Control - Neutral Start B-9 10 Solenoid - Forward Horn A-3 16
CONN 9 D-13 29 Control - Transmission A-7 E Solenoid - Park Brake B-12 16
CONN 10 B-12 25 Fuses B-6 C Solenoid - Start Aid A-13 18 3
CONN 11 A-11 C 8 23
Fuses D-9 B Solenoids - Transmission Valve (8) D-15,E-15 14 6 26
CONN 12 D-10 B F-5 A B-6 C 22
CONN 13 D-10 23
Gauge Cluster Switch - Beacon 18 14 13 17 11 7 D
21
Ground-Engine C-13 12 Switch - Blower (Heater) A-10 C
CONN 14 D-10 23 1 E 9 A 19
Ground - Front Frame D-6 21 Switchs - Brake Air Pressure A-2 16 B
12 20
CONN 15 A-9 10 2 5 29 30 24
CONN 16 A-9 10 Ground - Rear Frame C-13 28 Switch - Centershift Indicator B-3 19 C
1615
CONN 17 Service Tool A-9 C Ground Strap - Cab to Front Frame D-6 24 Switch - Centershift Pin B-9 C 25 10
4
CONN 18 B-9 25 Ground Strap - Front Frame to Rear Frame C-12 20 Switch - Defroster (Front) A-6 C 27
CONN 19 E-9 B Horn - Forward F-3 16 Switch - Defroster (Rear) B-6 C
CONN 20 E-9 B
Meter - Service E-10 B Switch - Differential Unlock D-8 B
CONN 21 B-8 10
Motor - Blower (Heater group) A-10 E Switch - Disconnect C-14 13
CONN 22 B-8 10
CONN 23 E-6 24 Motor - Blower/Defroster A-11 E Switch - Engine Coolant Temp (Start Aid) A-14 11
CONN 24 E-6 24 Motor - Blower/Defroster E-4 E Switch - Flood Lamp D-8 B
CONN 25 C-6 24 Motor - Starter C-13 5 Switch - Forward Horn E-9 B
CONN 26 C-6 27 Motor - Washer (Front Lower) F-6 8 Switch - Fuel Pressure B13 13
120H and 135H Motor Grader

CONN 27 C-6 27 F-6 8 E-8 B
Motor - Washer (Front Upper) Switch - Head/Tail Lamp
CONN 28 A-6 27
Motor - Washer (Rear) F-6 8 Switch - Headlamp Dimmer E-9 B
Standard Version
CONN 29 C-5 27
CONN 30 C-5 27 Motor - Wiper (Front Lower) C-4 9 Switch - Inching Pedal Pressure C-15 14
CONN 31 B-3 15 Motor - Wiper (Front Upper) D-4 0 Switch - Key Start B-9 C
CONN 32
CONN 33
E-3
F-3
23
23
Motor - Wiper (Rear)
Relay - Start
B-11
D-13
0
5
Switch - Park Brake Pressure
Switch - Start Aid
B-11
E-8
16
B 27 D Electrical System
CONN 34 F-3 23 C-10 8 A-2 16
Relay - Transmission Action Lamp Switch - Stoplamp Pressure
¹ The connectors shown in this chart are for harness to harness connectors.
Connectors that join a harness to a component are generally located at
Resistor - Blower Speed A-12 E Switch - Tail Lamp D-8 B A 120H: 135H:
or near the component. See the Component Location Chart. Resistor - Blower Speed E-4 E Switch - Transmission Direction & Speed A-8 C
22
11
B 9 5FM800-UP 7MM249-UP
Resistor - Blower Speed (Heater) A-10 E Switch - Wiper (Front Lower) A-5 C
Sender - Articulation C-12 7 Switch - Wiper (Front Upper) B-5 C
18
12
C
24 6TM366-UP 8WN350-UP
Sender - Engine Coolant Temp A-14 11 Switch - Wiper (Rear) A-5 C 13 E 15
30 23 16
Sender - Engine Oil Pressure B-14 13 5 8 19
4 3 29
Machine locations are repeated for components located close together. 1 25 10 21
20
2
A = Operator’s compartment (Dash). 6 14 28
B = Operator’s compartment (Steering console). 26 7
C = Operator’s compartment (Right side console). 17
D= Operator’s compartment (Headliner).
E = Operator’s compartment (Under seat).
E20367
Related Electrical Service Manuals Machine Harness Connector And Component Locations
Title Form Number
Alternator (6N-9294 35A): STD
Consist No. 3T-6352 SENR4978
Consist No. 7N-9720 SENR2082
Consist No. 9G-4574 SENR4130
Alternator (100-5047 50A): ATT SENR2082
Transmission Electronic Shift Control SENR91 67
Starting Motor: (106-8558)
Consist No. 106-8557 SENR3559
Consist No. 106-8559 5ENR3581 Wire Description
Wire Wire Wire Wire
Description Description © 1998 Caterpillar Printed in U.S.A.
Number Color Number Color
Power Circuits Accessory Circuits (Continued)
All Rights Reserved
101 RD Bat(+) 504 YL Wiper - Rear (Low)
102 BU HdLmp 505 BU Wiper - Rear (Hi)
103 RD AuxCkt 506 PU Washer - Front
105 RD Key Start Sw 507 WH Washer - Rear
108 BU AuxCkt 515 GY Blower Motor (Hi)
109 OR Alt Output (+) Term. 516 GN Blower Motor (Medium) Harness And Wire Electrical Schematic Symbols
113 RD Opr Mon Panel 517 BU Blower Motor (Low)
114 RD Warning Horn (Forward) 521 YL A/C SW To Refrigerant SW
Resistor, Sender and Solenoid Specifications 116 RD AuxCkt 522 WH A/C Clutch To Thermostat SW A AA 1 1
Transmission Diagnostic Code Conversion Part No. Component Description Resistance (Ohms)¹ 118 GY AuxCkt 556 WH Differential Lock
Electrical Schematic Symbols And Definitions 1 2 2
Code
3E-5383 Sender - Articulation Position Range - 3 to 97 Ohms 119 PK AuxCkt 575 YL Wiper - Aux (Park)
Flashed CID - FMI Description Typical representation of a Typical representation of a
11 N/A 560 to 716 @ 54°C (1 30°F) 124 RD A/C 576 PK Wiper - Aux (Low) Deutsch connector. The Sure-Seal connector. The
No diagnostics active 7N-8532 Sender - Engine Coolant Temp
12 N/A
72 tO 82 @ 110°C(230°F) 126 PK XMSNCTRL 577 PU Wiper - Aux (Hi) Plug Receptacle plug contains all sockets plugand receptacle contain
No logged diagnostic codes
21 641 F05 Transmission Solenoid A open circuit
7T-4003 Resistors - Defroster Blower 10.0 ± 0.5 129 BU Aux Ckt 578 BU Washer - Aux and the receptacle contains both pins and sockets.
7T-9073 Solenoid - Differential Unlock 33.6 ± 1.0 130 RD AuxCkt 584 YL Wiper SW Jumper 2 all pins.
22 642 F05 Transmission Solenoid B open circuit
Solenoids - Forward Horn 135 BU AuxCkt A503 PK Front Defroster Fan (Low) T
23 643 F05 Transmission Solenoid C open circuit 7T-9074 55.17 ± 5.77
Park Brake
24 644 F05 Transmission Solenoid D open circuit 141 PK Aux Ckt A504 GN Rear Defroster Fan (Low) Pressure Temperature Level Flow
Pin or Socket
25 645 F05 Transmission Solenoid E open circuit
Solenoid - Engine Shutdown
1.55 ± 0.15 144 GN Aux Ckt A506 OR Front Defroster Fan (Hi) Symbol Symbol Symbol Symbol
8C-3663 Start (Latch) Coil Number
10.3 ± 1.03 149 RD A507 YL
26 646 F05 Transmission Solenoid F open circuit Stop (Unlatch) Coil AuxCkt Rear Defroster Fan (Hi)
27 647 F05 Transmission Solenoid G open circuit
8T-8808 Solenoid - Centershift 34.3 ± 1.7 151 GN AuxCkt Lighting Circuits Wire, Cable, or Harness Component
9G-1 950 Resistor - Blower Speed Overall 2.00 ± .10 Tap 1.00 ± .05
152 BU 603 PK
Assembly Identification Part Number
28 648 F05 Transmission Solenoid H open circuit AuxCkt Rotary Beacon
9G-4365 Solenoid - Start Aid 6 Single Wire
31 641 F06 Transmission Solenoid A short to ground 165 RD Aux Ckt 604 OR Stop Lamp
104-6387 Sender - Transmission Speed 1000 to 1200 Connector
32 642 F06 Transmission Solenoid B short to ground 111-0570 Solenoid - Dual Horsepower 31.1 ± 2.4 Ground Circuits 608 GN Flood Lamp - Rear
21.5-49.5 @552 kPa (80.1 psi) Normally open switch that will close with an increase of a specific condition (temp-press-etc.). C A A AA 9X-1123
33 643 F06 Transmission Solenoid C short to ground 116-9937 Sender - Engine Oil Pressure 201 BK Main Chassis 609 YL Flood Lamp - Side
227 - 257 @ 21 kPa (3.0 psi)
202 BK 611 PU 325-PK-14 1 325-PK-14
34 644 F06 Transmission Solenoid D short to ground XMSN CTRL Head Lamp Hi
127-0574 Solenoids - Transmission 31 ± 3
35 645 F06 Transmission Solenoid E short to ground ¹ At room temperature unless otherwise noted. 276 BK XMSN CTRL Ident Code 0 614 PU Park/Tail/Dash/Lamp Wire
Normally open switch that is closed due to an applied condition, and will open again with a Pin Socket
36 646 F06 Transmission Solenoid F short to ground 277 BK XMSN CTRL Ident Code 1 619 GN Head Lamp LowControl Circuits Color
278 BK Control Circuits
specific decrease in that condition.
37 647 F06 Transmission Solenoid G short to ground XMSN CTRL Ident Code 2
38 648 F06 Transmission Solenoid H short to ground Basic Machine Circuits 710 GN XMSN Speed Pickup Signal
2 200-BK-14
41 641 F03 Transmission Solenoid A short to battery 301 BU Starter No. 1 Sol 751 GN XMSN Shift Sol No. 1 Or 3
42 642 F03 Transmission Solenoid B short to battery 304 WH Starter Relay No. 1 Output 752 YL XMSN Shift Sol No. 2 Normally closed switch that will open with an increase of a specific condition.
306 GN 754 BU Circuit Number Wire
43 643 F03 Transmission Solenoid C short to battery Starter Relay Coil To Neut Start SW Or Key Start SW XMSN Shift Sol No. 3 Or 1 Identification Gauge
44 644 F03 Transmission Solenoid D short to battery 307 OR Key Start SW To Neutral Start SW 755 OR XMSN Shift Sol No. 4 Or 5
45 645 F03 Transmission Solenoid E short to battery 308 YL Main Power Relay Coil 795 YL Dual Hp Sol Normally closed switch that is open due to an applied condition, and will close again
46 646 F03 Transmission Solenoid F short to battery 310 PU Start Aid SW To Start Aid Sol F775 BU Centershift Solenoid with a specific decrease in that condition. Electrical Schematic Symbols And Definitions
47 647 F03 Transmission Solenoid G short to battery 311 WH Start Aid Sol To Temp SW 892 BR Start Mod Right (-) Port/CAT Data Link (-)
48 648 F03 Transmission Solenoid H short to battery 321 BR Backup Alarm Lamp Travel Alarm 893 GN Start Mod Right (+) Port/CAT Data Link (+)
FUSE - A component in an electrical circuit that will open the circuit if too much current flows
52 637 F06 Backup alarm short to ground 322 GY Warning Horn (Forward) F843 YL Inching Pedal through it.
Off Machine Switch Specification The circle indicates that the component has screw terminals and a wire can be disconnected
58 688 F06 VHP solenoid short to ground 326 PU Key Start SW C Term. 900 PU XMSN Shift Sol No. 5 or 4
Part No. Function Actuate Deactuate Contact Position
from it.
59 688 F03 VHP solenoid short to battery Monitoring Circuits 901 WH XMSN Shift Sol No. 6 REED SWITCH - A switch whose contacts are controlled by a magnet. A magnet closes the
45 kPa MAX 5 kPa MIN contacts of a normally open reed switch; it opens the contacts of a normally closed reed switch.
61 668 F02 Shift lever input invalid 2W-9346 Stop Lamp Pressure
(6.5 psi MAX) (0.5 psi MIN)
Normally Open 403 GN Alternator (R) Term. 902 BR XMSN Shift Sol No. 7
62 668 F03 Shift lever open/short to +battery 38 ± 3°C 27 °C MIN 439 YL Lamp Indicator 903 GY XMSN Shift Sol No. 8
8C-3569 Coolant Temperature (Start Aid) Normally Closed
63 269 F00 Sensor supply voltage above normal (100.4° ± 5.4°F) (80.6°F MIN) 441 OR Eng Coolant Temp Gauge 921 WH XMSN Sol No 1 Or 3 Return No circle indicates that the wire cannot be disconnected from the component.
75.0 kPa MAX 50.0 kPa MIN SENDER - A component that is used with a temperature or pressure gauge. The sender
64 269 F01 Sensor supply voltage below normal 111-7088 Inching Pedal Pressure Normally Open 460 WH Opr Mon Panel Program Pin E937 PU MG MESH CNTL - Redundant Neutral measures the temperature or pressure. Its resistance changes to give an indication to the
(10.9 psi MAX) (7.3 psi MIN)
65 701 F02 Transmission output speed signal incorrect Brake Air Park 640 kPa MAX 530 ± 40 kPa 498 WH Diff. Lock Indicator E938 OR MG MESH CNTL - First Gear T gauge of the temperature or pressure.
112-2024 Normally Open
68 168 F01 System voltage below normal Brake Pressure (92.0 psi MAX) (77.0 ± 6.0 psi) A429 YL Articulation Indicator E939 WH MG MESH CNTL - Second Gear
71 520 F02 Invalid transmission configuration code 93 ± 21 kPa 69 ± 21 kPa A476 PU E940 BU
115-7103 Fuel Pressure (EMS) Normally Closed Eng Oil Press Gauge To Sender - Eng #1 MG MESH CNTL - Third Gear
72 268 F02 Check programmable parameters
(13.5 ± 3.0 psi) (10.0 ± 3.0 psi)
B476 BU E941 YL
This indicates that the component has a wire connected to it that is connected to ground. RELAY (Magnetic Switch) - A relay is an electrical component that is activated by electricity.
(NFND) Transmission Indicator Lamp MG MESH CNTL - Fourth Gear It has a coil that makes an electromagnet when current flows through it. The electromagnet
73 764 F05 Transmission indicator lamp open circuit C491 PU Park Brake Pressure E942 GN MG MESH CNTL - Filth Gear can open or close the switch part of the relay.
74 764 F06 Transmission indicator lamp short to ground E458 YL Low Air Pressure Lamp E943 BR MG MESH CNTL - Sixth Gear
75 764 F03 Transmission indicator lamp short to battery E459 WH Low Air Pressure Alarm E944 GY MG MESH CNTL - Seventh Gear CIRCUIT BREAKER (C/B) - A component in an electrical circuit that will open the circuit if too
76 177
Transmission oil temperature signal Open/Short
F03 to +battery E460 BR Trans Cntl To Relay Coil E945 PU MG MESH CNTL - Eighth Gear This indicates that the component does not have a wire connected to ground. It is grounded much current flows through it. This does not destroy the circuit breaker and it can be reset to
F473 YL Transmission Warning E946 OR MG MESH CNTL - Forward Direct by being fastened to the machine. become part of the circuit again.
Transmission oil temperture switch short
77 762 F04 to ground
G460 GN Transmission Temperature E947 WH MG MESH CNTL - Reverse Direct
81 868 F05 Auto/Manual lamp open Accessory Circuits E948 BU MG MESH CNTL - Park SOLENOID - A solenoid is an electrical component that is activated by electricity. It has a coil
82 868 F06 Auto/Manual lamp short to ground that makes an electromagnet when current flows through it. The electromagnet can open or
500 BR Wiper - Front (Park) E949 YL MG MESH CNTL - Neutral
83 868 F03 Auto/Manual lamp short to +battery close a valve or move a piece of metal that can do work.
501 GN Wiper - Front (Low) E975 PU MESH Lamp
502 OR Wiper - Front (Hi) M917 PK TOS Sensor +
MAGNETIC LATCH SOLENOID - A magnetic latch solenoid is an electrical component that is
503 BR Wiper - Rear (Park) M91 8 PK TOS Sensor activated by electricity and held latch by a permanent magnet. It has two coils (latch and unlatch)
M998 OR Xmsn Autoshift Mode that make electromagnet when current flows through them. It also has an internal switch that places
the latch coil circuit open at the time the coil latches.
15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
A A 200-BK
BACKUP REAR MOTOR 507-WH
A A WASHER - + L76 L76
ALARM 200-BK 200-BK 200-BK
123-6449 FRONT LOWER MOTOR FRONT UPPER MOTOR 7T-8891 200-BK 200-BK
WASHER A - + A WASHER + - 200-BK 200-BK
CCC 7T-8891 7T-8891 507-WH 200-BK
BK 1 321-BR 506-PU L21 200-BK L21
BK 2 921-WH CONN 4 578-BU
CCC E P CONN 34
A
604-OR 2 REAR FLOOD 1
L51 LAMP L16
614-PU 3 L16 L16 L16 L16 L12 2
619-GN
321-BR 4 9X-6775 A L12 L12 L12 611-PU 3 611-PU
L65
921-WH 5 GROUND 6 200-BK L65 L65 619-GN 4 619-GN
CCC 200-BK 1 DD HH + BATTERY 3 200-BK L65 114-RD 5 200-BK
F STOP/TAIL S RD 1 604-OR 6 608-GN 1 608-GN L69 GROUND (RADIO) 5 135-BU PP 322-GY F
LAMP T WH 3 614-PU 7 200-BK 2 200-BK +12V RADIO 4 135-BU 609-YL 619-GN
8C-6207 G BK 2 200-BK 24 TO 12 VOLT +24V IN 1 165-RD 200-BK INSTRUMENT PANEL P
CONVERTER LO BEAM
L51 L51 +12V MEMORY 2 165-RD CONN 33 619-GN HEADLAMP
119-1733
200-BK
12V POWER 1 135-BU 200-BK 9X-7169
2 200-BK A FFFF P
L69 PORT FFFF
200-BK
L69 COOLANT ARTICULATION FORWARD

WH 3 L16 L12 117-2311 1 114-RD
604-OR RD 1 108-BU TEMP 2 322-GY HORN
614-PU DOME LAMP BK 2 200-BK DIFF FFFF 7T0969
8C-9678 UNLOCK NOTE E
556-WH
200-BK
L50
GAUGE
200-BK
200-BK
K LAMP
614-PU CLUSTER IGN IGN 200-BK 200-BK
611-PU
L1
200-BK
614-PU 614-PU 7N-5876 200-BK
127-8314 SEND SEND P HI BEAM
614-PU M NOTE B 200-BK L1
HEADLAMP
609-YL 609-YL 308-YL 1 WH (24 V) GRD GRD 611-PU 9X-7170
308-YL 8 RD (12 V) P
556-WH 441-OR 6 OR M DEFROSTER 611-PU
614-PU 4 PU (24 V) 9X-9657
A 3 GN (12 V)
200-BK
498-WH
OPERATOR STATION
7
1
2
3
5
6
4
BLOWER
8
A429-YL A429-YL 9 GY
619-GN
611-PU
200-BK 200-BK 200-BK J 7 PK K 9X-0343
DIFFERENTIAL 403-GN A476-PU 5 YL A506-OR 1 RD
498-WH
556-WH
403-GN MOTOR
619-GN
322-GY
114-RD
611-PU
614-PU
308-YL
UNLOCK SOLENOID L55 CONN 19 IGN IGN
L55 608-GN 608-GN 200-BK 2 BK 200-BK 2 BK
7T-9073 441-OR A429-YL NN J 614-PU J START AID SW
L54 L54 J LAMP SEND SEND
123-6375
A429-YL
A476-PU A476-PU 2 200-BK 8M-6176
200-BK
E 1 GN E458-YL E458-YL 1 322-GY
L2
J J J 2 GRD GRD
TRANSMISSION 556-WH 1 2 GN 441-OR L65 101-RD + - 200-BK 308-YL A506-OR
OIL TEMP SENS CONN 3 3 J
200-BK 2 C491-PU SIG HORN SW 310-PU
3E-8700 NNN NNN F SERVICE ENGINE OIL VOLTMETER K
116-2145
105-8827 DIODE AS. METER J PRESSURE RESISTOR
614-PU
614-PU
V+ OR-18 A 126-PK A 308-YL
E 3E-9359 7T-4003
403-GN
GROUND BK-18 B 202-BK B 202-BK MUR440 SYMBOL DESCRIPTION ABBREV COLOR
L67
SIGNAL YL-18 C G460-GN C G460-GN 556-WH 1
609-YL
K BLADE, SPADE, RING,
200-BK 2 200-BK CONN 32 OR SCREW TERMINAL RD RED
200-BK 200-BK WH WHITE
L46 ARC SUPPRESSOR BLADE
L25
200-BK 200-BK A CC CIRCUIT CONNECTED OR ORANGE
N L46 106-8704 CONN 23 FLOOD
E 200-BK 200-BK 609-YL 1 609-YL YL YELLOW E
A506-OR
A503-PK
1 751-GN 200-BK A M 200-BK 2 200-BK LAMP PK PINK
L24 9X-6775 CIRCUIT NOT CONNECTED
SOL 1 2 921-WH 200-BK 200-BK 202-BK 9 BK BLACK
609-YL
127-0574 200-BK 3 GY GRAY
N TRANS COLD AIR PARKING L/S SYSTEM R/S SYSTEM ELECTRICAL CONNECTION
103-RD A429-YL 441-OR 2 TO MACHINE STRUCTURE PU PURPLE
1 752-YL C491-PU A429-YL 7 ACTION TEMP PRESSURE BRAKE AIR PRESS AIR PRESS
M BR BROWN
2 921-WH A476-PU F473-YL 1 LAMP LAMP LAMP LAMP GAUGE M M M GAUGE INTERNAL ELECTRICAL
L65
SOL 2
619-GN
L65 GN GREEN
L62
7N-5876 7N-5876
614-PU
614-PU
7N-5876 7N-5876 1W-3306 1W-3306
200-BK
200-BK
127-0574 202-BK 441-OR E458-YL 5 CONNECTION TO SURFACE BU BLUE
N G460-GN E458-YL 308-YL 8 NOTE B NOTE B NOTE B NOTE B OF COMPONENT
1 754-BU 308-YL C491-PU 6 LAMP LAMP CONNECTOR
SOL 3 2 921-WH 614-PU J 439-YL 4 7N-5876 7N-5876
N F HEADLAMP/ M M NOTE B NOTE B ATCH WIRE, CABLE &
127-0574 614-PU 614-PU M M M M M M
N TAIL SW COMPONENT
1 751-GN 200-BK 308-YL CONN 24
1 3E-9317 L6
L16
C'SHIFT PIN CIRCUIT GROUPING
C491-PU
L25
E975-PU
1 755-OR 9 921-WH 200-BK B476-BU
308-YL
E458-YL
A M
200-BK
200-BK
F473-YL
308-YL
J 2 L#
HEADLAMP DIMMER SW HI BEAM INDICATOR DESIGNATION
M
SOL 4 2 921-WH 2 752-YL 102-BU A476-PU 4
M917-PK AND M918-GN ARE TWISTED PAIR 1 103-5678 3 J INDICATOR M M LAMP
L46
127-0574 3 754-BU L46 619-GN 200-BK 1

N B 4 7N-5876 7N-5876
611-PU
200-BK
4 755-OR 619-GN J 5 614-PU 439-YL 614-PU 2
HEADLAMP J 2 J NOTE B NOTE B
200-BK
439-YL
1 900-PU 5 900-PU 611-PU 103-RD 611-PU 5
200-BK
200-BK
200-BK
108-BU
200-BK
6
614-PU
614-PU
614-PU
SOL 5 2 921-WH 10 921-WH BREAKER 614-PU E975-PU E975-PU 3
J J IDENT PART NO. CHG LOC LEVEL NOTE
127-0574 6 901-WH 3T-2662 614-PU 498-WH 6
N 7 902-BR 200-BK M998-OR 7
J
1 901-WH 8 903-GY
E458-YL
E458-YL
SOL 6 2 921-WH HARNESS AS.
15A
CONN 2 J A 141-5445 01 (PLATFORM) 120
127-0574
N 614-PU TAIL AAA 143-2445 00 (ENGINE) 220
L56 L56 LAMP SW CCC 144-0373 00 (RADIATOR GRILL) 203
1 902-BR 310-PU 200-BK 614-PU 614-PU
SOL 7 2 921-WH 202-BK 306-GN 3E9319 614-PU 614-PU E 144-0383 00 (R FRAME) 201
CONN 12
J 2
200-BK
127-0574 306-GN 326-PU AA 103-RD F 145-5999 00 (R FRAME-TRANS) 202
N 3K8782 FUSE (10A) 3 J G 142-5835 00 (XSMN CONSOLE) 170
1
2
795-YL 614-PU
L62 L62
L3
1 903-GY Y L53 E459-WH L38 J 8M8948 FUSE (15A) 200-BK H 101-8161 02 (CAB-REAR) 182 ATCH
L54 J 142-0776 01 (STEERING CONSOLE) 140
2
1
101-RD
102-BU
2 921-WH 614-PU
101-RD
SOL 8 START L54 J
M917-PK AND FUSE BLOCK 10A HORN 114-RD 200-BK BLADE K 142-0731 00 (CAB-FRONT) 181 ATCH
127-0574
M918-GN ARE
RELAY
9G-0747
J 1 J FLOOD L21 L21
3E-7279 10A TAIL LAMPS 103-RD J 2 609-YL 200-BK
J LAMP SW L4 L 142-0732 00 (SW PANEL) 180 ATCH
CONN 1 TWISTED PAIR 10A BLADE FLOODS 149-RD 149-RD 200-BK 200-BK
CONN 13
V J 3 2 123-5849 L4 M 142-7533 01 (GAUGE CONSOLE) 160
V F 109-OR-10 304-WH-10 10A J REAR FLOODS 116-RD 609-YL 200-BK 200-BK 200-BK
556-WH
4 L22 3
D BK-18 1 M918-GN 1 M918-GN Y Y 10A
J
DIFF LOCK 165-RD J 5
J
608-GN NOTE F 200-BK 200-BK-6
L76 L76
N
P
137-1120
127-1036
02
00
(TRANSMISSION)
(HEADLIGHTS-BAR)
270
100 ATCH
D
WH-18 2 M917-PK 4 M917-PK 10A GAUGES 113-RD 200-BK 116-RD
A J J L23 L24 6 FFF 127-1030 01 (CAB FUSE PANEL) 183 ATCH
TRANS SPD SENDER 3 15A HEATER 124-RD 200-BK
J J FLOOD U 143-3580 01 (XSMN CONSOLE-SWITCHES) 171
104-6387 M917-PK AND 2 CONN 9 1 101-RD-10 10A STOP LAMPS 130-RD 614-PU
J LAMP SW V 104-8588 02 (TRANS SPEED SENDER) 271
L62
M918-GN ARE 101-RD-10 10A KEY START SW 105-RD 200-BK
TWISTED PAIR Y Y A CONN 14 200-BK 9X-9632 X 124-1429 00 (HEATER GP) 154 ATCH
109-OR-4 101-RD-4 101-RD-4 A J 614-PU J NOTE G L62 Y 144-0382 00 (FUEL TANK) 230
Y 40A DIFFERENTIAL FFFF 142-8470 02 (FORWARD HORN) 121
10 403-GN 614-PU 200-BK-6
135-BU
200-BK
ALTERNATOR SHUTDOWN UNLOCK SW 4 AA 115-9446 00 (HEADLAMP BREAKER) 141 ATCH
9 310-PU 200-BK 202-BK
101-RD-4
ALT Y BREAKER SOL 8 200-BK 200-BK 123-5862 WIRES THAT HAVE BATTERY VOLTAGE CC 101-8190 02 (BLADE FLOOD LAMP) 106 ATCH
Y J 2 3J LO
2H-1507 STD 8C-3663 FRONT K WHEN THE KEY SWITCH IS OFF. JJJ 101-8192 01 (REAR FLOOD LAMP) 205 ATCH
101-RD-10
403-GN R + 109-OR-4 B STOP 1 105-RD 165-RD 556-WH 200-BK-8 200-BK-8

101-RD-4
9S-0174 ATCH FRAME A GND HI HH 101-8193 03 (REAR FLOOD LMP-FUEL TNK) 206 ATCH
CONN 8 326-PU 3 130-RD J 498-WH 200-BK 200-BK BK
ALTERNATOR 60A L23 1 ZZ ZZ K MOTOR WIRES THAT HAVE BATTERY VOLTAGE
F843-YL 2 124-RD 614-PU
6N-9294 35A STD Y Y L67 L67 T WHEN THE KEY SWITCH IS ON.
202-BK 4 113-RD 200-BK 501-GN 1 GN
100-5047 50A ATCH L55 L55 FRONT CAB B+ PARK WIRE AS.
B B 6 165-RD L19 118-GY 3 GY
FRAME GROUND L19 STARTING CIRCUIT. NN 116-2145 00 (HORN SWITCH) 143
L21
200-BK-10 5 608-GN 500-BR 4 BR
GND L56 L56 L63 L22 L21 GGGG 139-0071 00 (FUSE TO CIGAR LIGHTER)
301-BU-10 7 609-YL 502-OR 2 OR
200-BK-4 B START K GAUGE CIRCUIT.
F L71 CABLE AS.
301-BU-10 614-PU STEERING CONSOLE
BK 1 F843-YL ART L71 FRONT UPPER PANEL LAMP CIRCUIT. LL 8Y-9603 01 (START MTR TO ENGINE) 221
B SENDER WIPER KKK 111-0871 00 (POS BAT TO START MTR) 210
BK 2 202-BK STARTER 304-WH-10
106-8558 G S 3E-5383 A L63 L63 9X-3392 WASHER/WIPER CIRCUIT. RR 5T-1553 01 (NEG BAT/DISCONNECT SW) 211
L63
101-RD-4 1 A429-YL LLL 110-6399 01 (DISCONNECT SW TO GND) 212
INCHING PEDAL B MTR BAT A L67 HEATER AND AIR CONDITIONER CIRCUIT. TT 143-5963 00 (NEG BAT TO POS BAT) 213
2 200-BK 439-YL 200-BK
PRESSURE SW L28 200-BK L76 L76 UU 061-7661 03 (START MTR TO FRAME GND) 214
(TRANSMISSION) L63 GROUND CIRCUIT. VV 7G-1060 00 (GND-R FRAME TO F FRAME) 204
RD-00
111-7088 MOTOR QQ L44 MMM 1S-2342 02 (GND-F FRAME TO CAB) 105
165-RD CONN 25
165-RD 308-YL A K LO START AID CIRCUIT.
A
101-RD-10
152-BU 3 152-BU
101-RD-4
B L38 306-GN GND HI TRANSMISSION CONTROL CIRCUIT.
200-BK L38 L26 576-PK 1 576-PK 200-BK BK
L38 795-YL L26 L18 MOTOR
L29 200-BK L7 577-PU 2 577-PU
DISCONNECT SW UU L7 L38 326-PU L71 T
200-BK L7 575-YL 4 575-YL 576-PK 1 GN
200-BK-10
7N-0718 L36 L43 L14 L18 B+ PARK

L36 E459-WH 507-WH 6 507-WH 152-BU 3 GY ALL DASHED LINES ARE ATTACHMENTS.
L21
OPERATOR STATION
L36
BK-00
578-BU 7 578-BU 575-YL 4 BR

C RD-00 BK-00 L46 506-PU 5 506-PU
L71 L71
577-PU 2 OR C
RR SS 113-RD 614-PU 8
TT RR B L71 A
BK-00
439-YL 135-BU 9 135-BU L7

B L43 L43 L7
BK-00
POS NEG LL 200-BK CONN 26 L62 L14 L19 FRONT LOWER

12V BATTERY A K WIPER
3T-5760 SS ENGINE TRANSMISSION ACTION 101-RD-10 101-RD 9X-3392
Y UU LAMP RELAY
RD-00 L7 K K
106-9188 L7
308-YL
308-YL
308-YL
TT QQ REAR L7
101-RD 10
CONN 30
1
5
4
6
3
2
7
507-WH 7
578-BU 8
506-PU 6
118-GY 4
501-GN 3
500-BR 5
502-OR 9
614-PU 1
200-BK 2
L36 101-RD-10 CONN 29
12V BATTERY FRAME L L
NEG POS 604-OR FFF K
L36
108-BU
A503-PK
A506-OR
152-BU
576-PK
575-YL
577-PU
3T-5760 A 321-BR
CONN 27
PK 2 E460-BR
200-BK-4 1
L26
GY 308-YL B476-BU
101-RD
101-RD
101-RD
101-RD
101-RD
L6 L43 4K-5122 HOLDER AS.
BU 3 B476-BU 308-YL
200-BK WH 8 308-YL 3K-8782 FUSE
200-BK
E975-PU
E460-BR
L8
RD 5 308-YL
306-GN
307-OR
FFF
321-BR
202-BK
L
795-YL
308-YL
4 BK 6 308-YL 10A UPPER WIPER/WASHER 118-GY 118-GY
E459-WH
VV L13
F775-BU
VV
L9
BR 4 308-YL 118-GY
307-OR
105-RD
165-RD
FFF
326-PU
REAR L
308-YL
REAR WIPER PU 7 U U 10A LOWER WIPER/WASHER 152-BU
CONN 7 FRAME REAR FRAME FRONT FRAME 9X-3392
FFF L7 200-BK
A L
L56
M998-OR
Y 10A REAR WIPER/WASHER 119-PK 200-BK
E975-PU
614-PU
200-BK
E460-BR
A
921-WH
152-BU
L7
306-GN
307-OR
152-BU
200-BK
321-BR
2 306-GN
202-BK
795-YL
308-YL
L56 LO FFF L
H PANEL LAMP
4
1
2
3
1
2
3
4
5
6
7
3 310-PU GND CONN 18 10A FRONT DEFROSTER 141-PK
6 311-WH CONN 10 HI BK 200-BK U (SHIFT LEVER)
MOTOR FFF L
200-BK
200-BK
200-BK
200-BK
L55
E A H 7N-5876 THIS IS THE SCHEMATIC FOR THE 120H AND

101-RD
124-RD
10A REAR DEFROSTER 151-GN

614-PU
1 403-GN
200-BK
L13
L55 T NOTE B A
4 608-GN 7 GN 1 504-YL 135H STANDARD SERIES MOTOR GRADER(145-5118 CH01)
M918-GN
L
G460-GN
M917-PK
B+ L41 CONN 21 L
F843-YL
921-WH
921-WH
921-WH
901-WH
10
PARK
751-GN
755-OR
903-GY
921-WH 921-WH GY 3 119-PK 101-RD 10A DOME LAMP 108-BU
900-PU
902-BR
754-BU
2
6
4
1
9
3
7
8
5
5 202-BK
L11
6
202-BK
202-BK
752-YL
308-YL
614-PU 614-PU BR 4 503-BR 200-BK F COMPONENTS ARE SHOWN INSTALLED ON A FULLY
L51 L51 4 L
L36
OPERABLE MACHINE WITH THE KEY AND ENGINE OFF
921-WH
M998-OR
604-OR 2 604-OR OR 2 505-BU 200-BK 101-RD 10A BEACON 144-GN
306-GN
307-OR
118-GY
118-GY
E975-PU
E460-BR
321-BR
202-BK
795-YL
L36
308-YL
321-BR 1 321-BR 200-BK AND XMSN SHIFTER IN NEUTRAL
CONN 6 A
556-WH 5 556-WH 614-PU
B A 200-BK 3 200-BK RD 1 308-YL 614-PU 439-YL 2 UNLESS OTHERWISE SPECIFIED: ALL WIRES IN A SPLICE
L29 L71 L71 1 2
1 326-PU 200-BK BK 2 E459-WH 200-BK 113-RD 1 WH-18 WH-18 ARE THE SAME IDENT. NUMBER, COLOR, AND 16 GAUGE
2 311-WH J2 J1 4 WH-18 4 3 WH-18
BEACON SW L L
B B
L54
3 E458-YL ACTION ALARM U F843-YL 11 INCH PEDAL SOL RTN 7 921-WH 9X-9639 3 UNLESS OTHERWISE SPECIFIED: ALL WIRE IS 16 GAUGE
L54 9G-9813 L42 U L 2 L H NOTE A: NORMALLY OPEN BEFORE REFRIGERANT CHARGE
4 441-OR 614-PU 900-PU 7 SOLENOID 5 SOLENOID 1 10 751-GN 144-GN 502-OR B B
FUEL SW 3 L CENTERSHIFT NOTE B: TERMINAL 3T-3157
5 A476-PU 200-BK 902-BR 8 SOLENOID 7 SOLENOID 2 4 752-YL L 603-PK
115-7103 BU-18 7 E459-WH A 901-WH 1 SOLENOID 6 SOLENOID 3 17 754-BU 614-PU INDICATOR SW SPRING 3T-3159
L53 KEY START SW U 2 CONN 31 3E-9367 SOCKET 3T-3158
3 RD-18 6 795-YL C491-PU 1 BK-18 165-RD 903-GY 2 SOLENOID 8 SOLENOID 4 11 755-OR 200-BK
307-OR
105-RD
326-PU
308-YL
9G-7641 3 U L A CC BLADE CONTACT 6D4161
L2
E458-YL 2 8 921-WH 200-BK 2 BK-18 F775-BU 921-WH 921-WH 3 SOL RTN UNUSED 28
604-OR
130-RD
L8 L L FLOOD BOOT 3T-3278
200-BK
200-BK
E459-WH 1 BK-18 9 202-BK M917-PK 29 UNUSED 33 1 609-YL
311-WH
TOS + INP 501-GN

310-PU
PARK BRAKE CENTERSHIFT REAR P W LAMP NOTE C: TRANSMISSION SHIFT LEVER LOGIC TABLE:
B 10 202-BK E975-PU E460-BR 18 TRANS TEMP UNUSED 36 DEFROST SW 2 200-BK
PRESS SW R U PIN SW M998-OR M918-GN 23 L FRONT UPPER 9X-6775
TOS - INP UNUSED 15 9X-9638 TO
619-GN
611-PU
112-2404 9X-9634 795-YL 460-WH 28 EMS OUT UNUSED 16 500-BR WIPER SW 24V OUTPUTS
OFF C U L GND
200-BK 40 UNUSED UNUSED 27 614-PU 506-PU 3T-6655 A CENTERSHIFT
A ON S U SOLENOID SOLENOIDS S B D W/ SOL NEU
L5
202-BK 321-BR 37 UNUSED 14 308-YL 200-BK F775-BU 1 GN
101-RD
B ST B U BU ALARM 1 GEAR 1 2 3 4 5 6 7 8 T U HP AWD RET

ENGINE OIL A476-PU 308-YL 1 GN F CONN 22 F F 12 UNUSED +BATTERY 40 308-YL 152-BU 200-BK 2 GN 8T-8808
L 2 PARK
PRESSURE 200-BK 2 GN BAT + 1 307-OR 1 202-BK 10 UNUSED +BATTERY 1 308-YL L11 152-BU
SENDER CIGAR LIGHTER 3 L N
GROUND 2 202-BK 202-BK 2 276-BK 19 UNUSED +BATTERY 6 308-YL 584-YL L L
4 1F
200-BK
116-9937 PARK BRAKE NEUTRAL
200-BK
B U GGGG SOL 1 OUTPUT 3 306-GN 202-BK 3 277-BK 20 UNUSED GROUND 2 202-BK L 5 A504-GN L H
441-OR SOLENOID 10A START SW 2 INPUT 4 E949-YL 202-BK 4 278-BK 25 L 577-PU B B L1 L1 2F
UNUSED GROUND 5 202-BK
6 200-BK
7T-9074 CONTROL SW 1 INPUT 5 E948-BU 202-BK 202-BK 4 3F
L41 UNUSED START SW. 34 307-OR A507-YL 200-BK
T H L41 117-9364 SOL 2 OUTPUT 6 306-GN 202-BK 202-BK 5 A FORWARD 4F
UNUSED A/M LAMP 12 M998-OR
2 200-BK 24V CIGAR 6 HORN 5F
200-BK VHP SOL 8 795-YL 584-YL 114-RD 1 GN
L42
UNUSED
COOLANT TEMP 1 603-PK LIGHTER 307-OR 17 SOLENOID P 6F
CONN 17 UNUSED TRANS LAMP 18 E975-PU 151-GN
L9 L L 322-GY 2 GN
611-PU HI BEAM
SENDER 9W-0335 307-OR 9 576-PK 7T-9074 7F
UNUSED 32 HEADLAMP
119-PK
BEACON UNUSED W
200-BK
7N-8532 FRONT P NOTE E 200-BK 8F

9X-9556 SERVICE 306-GN 22 UNUSED DIA CODE 1 21 277-BK L P 9X-7170
DEFROSTER DEFROST SW L FRONT LOWER 1R
G
D
HEATER GP 8C-9787 129-BU 15 DIA CODE 0 22 276-BK

E
A
B
614-PU
F
UNUSED
J
9X-9657 TOOL 9X-9638 WIPER SW 2R

BULB 200-BK G 308-YL 24 UNUSED DIA CODE 2 38 278-BK 200-BK 575-YL
Y START AID CONNECTOR 1 3T-6655 3R
893-GN
U 578-BU
892-BR
308-YL 26 CAT LINK - 3 892-BR

202-BK
9X-7849 UNUSED
308-YL
9W-1951 L 2 4R
HH Y 311-WH 1 BK-18 SOLENOID BLOWER 308-YL 27 UNUSED CAT LINK + 9 893-GN
3 L 5R
608-GN 1 608-GN 310-PU 2 BK-18 9G-4365 9X-0343 308-YL 14 UNUSED RED NEUTR 26 E937-PU 584-YL
L69 H RESISTOR 4 6R
200-BK 2 200-BK CONN 16 308-YL 21 UNUSED FIRST 30 E938-OR L 5 A503-PK
9G-1950 1 L 119-PK
DUAL HORSEPOWER A507-YL 1 RD MOTOR 124-RD G F 30 UNUSED SECOND 24 E939-WH
2 TRANSMISSION DIRECTION 6 119-PK 119-PK NOTE D: THE FOLLOWING WIRES MUST BE TWISTED
SOLENOID 200-BK 2 BK 521-YL 4
202-BK 31 UNUSED THIRD 20 E940-BU A506-OR
5 AND SPEED SW. 119-PK P LO BEAM AT LEAST 1 TURN / 25 MILLIMETERS
111-0570 515-GY 5
308-YL 32 UNUSED FOURTH 29 E941-YL
4 BLOWER SW 8C-5337 CONN 28 619-GN HEADLAMP 710-GN & 202-BK: 892-BR & 893-GN
B 516-GN 6
892-BR 33 UNUSED FIFTH 35 E942-GN L L
B 3 6P-3236 H L 200-BK 9X-7169 NOTE E: ONLY ONE FORWARD HORN SHOULD BE INSTALLED
BK 1 311-WH H 517-BU 7
893-GN 34 UNUSED SIXTH 23 E943-BR 584-YL P
L H B B NOTE F: WITH FRONT FLOOD LAMPS ONLY USE
A 200-BK BK 2 200-BK 921-WH 2 BK 1
E947-WH 35 SEVENTH 19 E944-GY 2 200-BK 141-PK 505-BU A
119-PK
L50 L50 REAR FLOOD UNUSED
614-PU CONN 5 795-YL 1 BK RESISTOR BLOWER 2
E948-BU 36 UNUSED EIGHTH 13 E945-PU 7 A507-YL SWITCH 123-5849
LAMP
E939-WH
E947-WH
T
E938-OR
E942-GN
E946-OR
E944-GY
E937-PU
E943-BR
E945-PU
E940-BU
E948-BU
7T-4003 CONN 11 9X-9363 NOTE G: FRONT FLOOD LAMPS AND REAR FLOOD
E941-YL
E949-YL
604-OR 3
E949-YL 13 UNUSED FORWARD 39 E946-OR 5 A504-GN E458-YL A
202-BK
9X-6775 JJJ HH COOLANT SW U X L20 L3 BRAKE AIR SW LAMPS USE SWITCH 9X-9632
G F CONN 15 38 UNUSED REVERSE 31 E947-WH 3 603-PK E458-YL E458-YL 1 BK-18
CCC 8C-3569 H X 112-2404
608-GN 1 A504-GN 124-RD 3 1 E937-PU 39 UNUSED PARK 25 E948-BU 6 119-PK L 200-BK 2 BK-18
L10 L
STOP/TAIL S RD 1 604-OR 200-BK 2 A507-YL 5 515-GY 1 WH/RD-14 2 E938-OR 16 UNUSED NEUTRAL 37 E949-YL 1 505-BU 504-YL P W
G L10
LAMP T WH 3 614-PU 200-BK 200-BK 1 200-BK 2 BK-14 MOTOR 3 E939-WH F F 8 503-BR
L42 L REAR A BRAKE AIR SW
24
23
22
21
20
19
18
17
16
15
10
11
12
13
14
8C-6207 G BK 2 200-BK 504-YL 4 522-WH 4 E940-BU E948-BU 4 504-YL

1
3
4
5
6
7
8
9
L41 L20 TRANSMISSION CONTROL 112-2404

119-PK 614-PU 2 5 E941-YL E949-YL 503-BR WIPER SW E458-YL 1 BK-18
PANEL LAMP 132-2148
503-BR 6 E942-GN 307-OR 507-WH 3T-6655 200-BK 2 BK-18
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
RED NEUT
FIRST
SECOND
THIRD
FOURTH
FIFTH
SIXTH
SEVENTH
EIGHTH
FORWARD
REVERSE
PARK
NEUTRAL
GROUND
505-BU 8D-1429 7 E943-BR 306-GN

603-PK 200-BK BASE 8 E944-GY 306-GN
614-PU 7G-9730 9 E945-PU CAB SWITCH AND FUSE PANEL
L18
10 E946-OR L18 A
A A
130-RD 1 BK-18 STOP LAMP
L5 L5 SW
SHIFT CONSOLE 604-OR 2 BK-18
L20 L20 2M-9346
L20
E50102
15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
Wire Description Chart
Wire Wire Wire Wire SENR6986
Description Description
Number Color Number Color February 1996 Component Location Chart
Power Circuits Accessory Circuits (Continued) Schematic Machine Schematic Machine
Component Component
Location Location Location Location
Machine Harness Connector And Component Locations 101
102
RD
BU
BAT (+)
HD LMP
505
506
BU
PU
WIPER - REAR (HI)
WASHER - FRONT
Alarm - Action B-18 C Sender - Transmission Speed D-15 13
Alarm - Backup F-15 1 Solenoid - Centershift B-3 16
103 YL AUX CKT 507 WH WASHER - REAR
Alternator D-14 2 Solenoid - Differential Unlock E-14 17
105 BR KEY SWITCH 515 GY BLOWER MOTOR (HI)
Battery C-14 3 Solenoid - Dual Horsepower A-13 18
108 BU AUX CKT 516 GN BLOWER MOTOR (MEDIUM)
Battery C-14 4 Solenoid - Engine Shutdown D-13 18
109 OR ALT OUTPUT (+) TERM. 517 BU BLOWER MOTOR (LO)
Breaker - Alternator D-13 5 Solenoid - Forward Horn A-3 16
113 OR OPR MON PANEL B+ SWITCHED 521 YL A/C SW TO REFRIGERANT SW
Breaker - Headlamp D-10 B Solenoid - Park Brake B-12 16
114 GN WARNING HORN (FORWARD) 556 WH DIFFERENTIAL LOCK
Control - Transmission A-7 E Solenoid - Start Aid A-13 18
116 BR AUX CKT 575 YL WIPER - AUX (PARK)
Control - Transmission Shifter A-8 C Solenoids - Transmission Valves E-15 13
118 GY AUX CKT 576 PK WIPER - AUX (LO)
3
Fuses D-9 B Switch - Beacon B-6 C
7 119 PK AUX CKT 577 PU WIPER - AUX (HI)
8 Fuses (10A) B-6 C Switch - Blower (Heater Group) A-10 C
2
5 124 GN A/C 578 BU WASHER - AUX
10 18 Gage - Cluster F-5 A Switch - Brake Air Pressure A-2 16
13 1 15 10
14 17 7 21 3 130 GN AUX CKT 584 YL WIPER SW JUMPER
19 12 6 D Ground - Engine C-13 2 Switch - Centershift Indicator B-3 20
1 E B A 9 20 141 PK AUX CKT A503 PK FRONT DEFROSTER FAN (LO)
Ground - Front Frame C-12 21 Switch - Centershift Pin B-8 C
Failure Mode Identifiers (FMI)¹ 144 GN AUX CKT A504 GN REAR DEFROSTER FAN (LO)
8 11
FMI No. Failure Description 2
5 C Horn - Forward F-3 16 Switch - Defrost, Front A-6 C
22 149 PU AUX CKT A506 OR FRONT DEFROSTER FAN (HI)
0 Data valid but above normal operational range. 11 Meter - Service E-10 B Switch - Defrost, Rear B-6 C
4 16
4 9 151 GN AUX CKT A507 YL REAR DEFROSTER FAN (HI)
1 Data valid but below normal operational range. 6 Motor - Blower E-4 E Switch - Differential Unlock D-9 B
2 Data erratic, intermittent, or incorrect. 152 BU AUX CKT Lighting Circuits
Motor - Blower (Heater Group) A-10 E Switch - Disconnect C-14 14
3 Voltage above normal or shorted high. 165 YL AUX CKT 601 GY DASH LAMP HI
Motor - Blower, Defroster A-11 E Switch - Engine Coolant Temp (Start Aid) A-14 11
4 Voltage below normal or shorted low. Ground Circuits 603 PK ROTARY BEACON
Motor - Starter C-13 5 Switch - Flood Lamp D-8 B
5 Current below normal or open circuit. 200 BK MAIN CHASSIS 604 OR STOP LAMP
Motor - Washer, Front Lower F-6 8 Switch - Forward Horn E-9 B
6 Current above normal or grounded circuit.
120H And 135H

202 BK XMSN CTRL 608 GN FLOOD LAMP - REAR
7 Mechanical system not responding properly. Motor - Washer, Front Upper F-6 8 Switch - Fuel pressure B-13 18
276 BK XMSN CTRL IDENT CODE 0 609 YL FLOOD LAMP - SIDE
8 Abnormal frequency, pulse width, or period. Motor - Washer, Rear F-5 8 Switch - Head/Tail Lamp E-8 B
Motor Graders (Standard Version)

9 Abnormal update. 277 BK XMSN CTRL IDENT CODE 1 611 PU HEAD LAMP HI
Motor - Wiper, Front Lower C-4 9 Switch - Headlamp Dimmer E-9 B
10 Abnormal rate of change. 278 BK XMSN CTRL IDENT CODE 2 614 PU PARK/TAIL/DASH LAMP
Motor - Wiper, Front Upper D-4 D Switch - Inching Pedal Pressure D-15 13
11 Failure mode not identifiable. Basic Machine Circuits 619 GN HEAD LAMP LO
Electrical System
Motor - Wiper, Rear B-11 D Switch - Key Start B-9 C
12 Bad device or component. 301 BU STARTER NO. 1 SOL Control Circuits
Relay - Start D-13 5 Switch - Park Brake Pressure B-11 16
13 Out of calibration.
10 304 WH STARTER RLY NO. 1 OUTPUT 710 GN XMSN SPEED PICKUP SIGNAL Relay - Transmission Action Lamp C-10 8 Switch - Start Aid E-8 B
6 D
¹The FMI is a diagnostic code that indicates what type of failure has occurred. 406 GN STARTER RLY COIL TO XMSN CTRL 751 GN XMSN SHIFT SOL NO. 1 OR 3
120H: 135H:
Resistor - Blower Speed B-11 E Switch - Stop Lamp Pressure A-2 16
307 OR KEY START SW TO XMSN CTRL 752 YL XMSN SHIFT SOL NO. 2 Resistor - Blower Speed E-4 E Switch - Tail lamp D-8 B
A
B
3
308 YL MAIN POWER RLY COIL 754 BU XMSN SHIFT SOL NO. 3 OR 1 5FM1-UP 7MM1-UP Resistor - Blower Speed (Heater Group) A-10 E Switch - Wiper, Front Lower A-5 C
6TM1-UP 8WM1-UP
12
C 310 PU START AID SW TO START AID SOL 755 OR XMSN SHIFT SOL NO. 4 OR 5 Sender - Articulation C-12 7 Switch - Wiper, Front Upper B-5 C
9
19 15 11 311 WH START AID SOL TO TEMP SW 758 GN AWD CLUTCH SW Sender - Engine Coolant Temperature B-14 11 Switch - Wiper, Rear A-5 C
18
1 6 321 BR BCKP ALARM LAMP TRAVEL ALARM 795 YL DUAL HP SOL
E Sender - Engine Oil Pressure B-13 24
14
9 20
22 7 2 322 GY WARNING HORN (FORWARD) B751 BU CENTERSHIFT LOCK SOL
5 8 21 16 Machine locations are repeated for components located close together.
4 3 11 4 326 PU KEY START SW “C” TERM. 892 BR PORT/CAT DATA LINK (-)
1 2 8 A = Operator’s compartment (Dash).
13 Monitoring Circuits 893 GN PORT/CAT DATA LINK (+) B = Operator’s compartment (Steering console).
10 5
403 GN ALTERNATOR (R) TERM. 900 PU XMSN SHIFT SOL NO. 5 OR 4 C = Operator’s compartment (Right side console).
17 7 439 YL LAMP INDICATOR 901 WH XMSN SHIFT SOL NO. 6 D = Operator’s compartment (Headliner).
441 OR ENG COOLANT TEMP GAGE 902 BR XMSN SHIFT SOL NO. 7 E = Operator’s compartment (Under seat).
A429 YL ARTICULATION INDICATOR 903 GY XMSN SHIFT SOL NO. 8
A476 PU ENG OIL PRESS GAGE TO SENDER - ENG #1 921 WH XMSN SOL NO 1 OR 3 RETURN
B476 BU TRANSMISSION LAMP RELAY TO INDICATOR E937 PU MG XMSN CNTL - REDUNDANT NEUT
LAMP
C491 PU PARK BRAKE PRESSURE E938 OR MG XMSN CNTL - FIRST GEAR
E458 YL LOW AIR PRESSURE LAMP E939 WH MG XMSN CNTL - SECOND GEAR
White callouts are for components. Black callouts are for harness connectors. E459 WH LOW AIR PRESSURE ALARM E940 BU MG XMSN CNTL - THIRD GEAR
See Component Location Chart. See Connector Location Chart. E460 BR TRANS CNTL TO RELAY COIL E941 YL MG XMSN CNTL - FOURTH GEAR
Accessory Circuits E942 GN MG XMSN CNTL - FIFTH GEAR
500 BR WIPER - FRONT (PARK) E943 BR MG XMSN CNTL - SIXTH GEAR
501 GN WIPER - FRONT (LO) E944 GY MG XMSN CNTL - SEVENTH GEAR
502 OR WIPER - FRONT (HI) E945 PU MG XMSN CNTL - EIGHTH GEAR
503 BR WIPER - REAR (PARK) E946 OR MG XMSN CNTL - FORWARD DIRECT
504 YL WIPER - REAR (LO) E947 WH MG XMSN CNTL - REVERSE DIRECT
© 1996 Caterpillar Printed in U.S.A.
E948 BU MG XMSN CNTL - PARK
All Rights Reserved
E949 YL MG XMSN CNTL - NEUTRAL
E975 PU XMSN LAMP
Harness And Wire Electrical Schematic Symbols
A AA 1 1
1 2 2
Related Electrical Service Manuals
Title Form Number T Typical representation of a Typical representation of a
Deutsch connector. The Sure-Seal connector. The
Alternator (6N-9294):
Pressure Temperature Level Flow Plug Receptacle
Connector Location¹ Symbol plug contains all sockets plugand receptacle contain
TRANSMISSION DIAGNOSTIC CODE CONVERSION Symbol Symbol Symbol
Flash Schematic Machine Consist No. 3T-6352 SENR4978 and the receptacle contains both pins and sockets.
CID—FMI Description Connector Number Consist No. 7N-9720 SENR2082 2 all pins.
Codes Location Location
Consist No. 9G-4574 SENR4130
11 N/A No diagnostics active CONN 1 F-3 2
CONN 2 C-5 6 Electronic Transmission Shift Control SENR6982
12 N/A No logged diagnostic codes
21 641 F05 Transmission Solenoid A open circuit CONN 3 C-5 6
Starting Motor: (106-8558) Pin or Socket
22 642 F05 Transmission Solenoid B open Circuit CONN 4 F-6 3 Number
23 643 F05 Transmission Solenoid C open circuit
CONN 5 A-6 6 Consist No. 106-8557 SENR3859 Normally open switch that will close with an increase of a specific condition (temp-press-etc.).
Consist No. 106-8559 SENR3581
24 644 F05 Transmission Solenoid D open circuit
CONN 6 C-6 4 Wire, Cable, or Harness Component
CONN 7 E-6 3 Assembly Identification Part Number
25 645 F05 Transmission Solenoid E open circuit
CONN 8 E-6 3 Single Wire
26 646 F05 Transmission Solenoid F open circuit Normally open switch that is closed due to an applied condition, and will open again with a
CONN 9 Service tool Connector B-7 11 Connector
27 647 F05 Transmission Solenoid G open circuit CONN 10 B-7 9
specific decrease in that condition.
28 648 F05 Transmission Solenoid H open circuit C A A AA 9X-1123
CONN 11 A-8 11
31 641 F06 Transmission Solenoid A short to ground CONN 12 B-9 4 325-PK-14 1 325-PK-14
32 642 F06 Transmission Solenoid B short to ground CONN 13 E-9 2
Normally closed switch that will open with an increase of a specific condition. Wire
33 643 F06 Transmission Solenoid C short to ground CONN 14 D-10 2 Pin Socket Color
34 644 F06 Transmission Solenoid D short to ground CONN 15 A-11 2 Off Machine Switch Specification
CONN 16 E-12 4
35 645 F06 Transmission Solenoid E short to ground Part No. Function Actuate Deactuate Contact Position
CONN 17 E-12 4 Normally closed switch that is open due to an applied condition, and will close again
36 646 F06 Transmission Solenoid F short to ground 45.0 kPa Max 5.0 kPa MIN
CONN 18 E-12 4 2M-9346 Stop Lamp Pressure Normally Open 2 200-BK-14
37 647 F06 Transmission Solenoid G short to ground (6.5 psi Max) (0.5 psi MIN) with a specific decrease in that condition.
CONN 19 D-12 2 640 kPa MAX 530 ± 40 kPa
38 648 F06 Transmission Solenoid H short to ground 112-2404 Brake/Park Brake Air Pressure Normally Closed
CONN 20 B-12 7 (92.0 psi MAX) (77.0 ± 6.0 psi)
41 641 F03 Transmission Solenoid A short to battery Circuit Number Wire
CONN 21 F-14 10 37.8 ± 2.8°C 26.7°C MIN
42 642 F03 Transmission Solenoid B short to battery 8C-3569 Engine Coolant Temp (start aid) Normally Closed Identification Gauge
CONN 22 E-15 5 (100 ± 5°F) (80.0°F MIN) The circle indicates that the component has screw terminals and a wire can be disconnected
43 643 F03 Transmission Solenoid C short to battery CONN 23 D-15 5
115-7103 Fuel Pressure
93.0 ± 20.8 kPa 69 ± 21 kPa
Normally Open from it.
44 644 F03 Transmission Solenoid D short to battery CONN 24 B-13 8 (13.5 ± 3.0 psi) (10 ± 3 psi)
45 645 F03 Transmission Solenoid E short to battery CONN 25 B-13 8
111-7088 Inching Pedal Pressure
75.0 kPa MAX 50.0 kPa MIN
Normally Open
Electrical Schematic Symbols And Definitions
46 646 F03 Transmission Solenoid F short to battery (10.9 psi MAX) (7.3 psi MIN)
¹The connectors shown in this chart are for harness to harness connectors.
47 647 F03 Transmission Solenoid G short to battery Connectors that join a harness to a component are generally located at or near the ¹ A hysteresis band exists: with increasing pressure the closed condition can be maintained up to 2800 kPa (405 psi), with decreasing No circle indicates that the wire cannot be disconnected from the component. FUSE - A component in an electrical circuit that will open the circuit if too much current flows
component. See the Component Location Chart. pressure the closed condition can be maintained down to 170 kPa (25 psi).
48 648 F03 Transmission Solenoid H short to battery
² Contact position at the contacts of the harness connector.
through it.
52 637 F06 Backup alarm short to ground
54 444 F05 Starter relay open circuit REED SWITCH - A switch whose contacts are controlled by a magnet. A magnet closes the
55 444 F06 Starter relay short to ground contacts of a normally open reed switch; it opens the contacts of a normally closed reed switch.
56 444 F03 Starter relay short to battery
This indicates that the component has a wire connected to it that is connected to ground.
58 688 F06 VHP solenoid short to ground
59 688 F03 VHP solenoid short to battery SENDER - A component that is used with a temperature or pressure gauge. The sender
61 668 F02 Shift lever input invalid measures the temperature or pressure. Its resistance changes to give an indication to the
62 668 F03 Shift lever open/short to +battery
Resistor, Sender and Solenoid Specifications T gauge of the temperature or pressure.
Part No. Component Description Resistance (Ohms)¹ This indicates that the component does not have a wire connected to ground. It is grounded
65 701 F02 Transmission output speed signal incorrect
7T-4003 Resistor - Power 10 ± 0.5
68 168 F01 System voltage below normal by being fastened to the machine.
Overall 2.00 ± .10
71 520 F02 Invalid transmission configuration code
9G-1950 Resistor - Blower Speed
Tap 1.00 ± .05
RELAY (Magnetic Switch) - A relay is an electrical component that is activated by electricity.
72 268 F02 Check programmable parameters 8T-8808 Solenoid - Centershift 34.3 ± 1.7 It has a coil that makes an electromagnet when current flows through it. The electromagnet
7T-9073 Solenoid - Differential Unlock 33.6 ± 1.0 can open or close the switch part of the relay.
111-0570 Solenoid - Dual Horsepower 31.1 ± 2.4
8C-3663 Solenoid - Engine Shutdown

Start (Latch) 1.55 ± 0.15 CIRCUIT BREAKER (C/B) - A component in an electrical circuit that will open the circuit if too
Stop (Unlatch) 10.30 ± 1.03 much current flows through it. This does not destroy the circuit breaker and it can be reset to
7T-9074 Solenoid - Forward Horn 55.17 ± 5.77 become part of the circuit again.
9G-4365 Solenoid - Start Aid 6.0
127-0574 Solenoid - Transmission 31 ± 3
¹ At room temperature unless otherwise noted.
SOLENOID - A solenoid is an electrical component that is activated by electricity. It has a coil
that makes an electromagnet when current flows through it. The electromagnet can open or
close a valve or move a piece of metal that can do work.
MAGNETIC LATCH SOLENOID - A magnetic latch solenoid is an electrical component that is

activated by electricity and held latch by a permanent magnet. It has two coils (latch and unlatch)
that make electromagnet when current flows through them. It also has an internal switch that places
the latch coil circuit open at the time the coil latches.
15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
A A
REAR MOTOR 507-WH
- + L76 L76
A A WASHER 200-BK 200-BK 200-BK
FRONT LOWER MOTOR FRONT UPPER MOTOR 7T-8891
- + + - 200-BK 200-BK
WASHER A A WASHER 200-BK 200-BK
7T-8891 7T-8891 507-WH
506-PU L21 L21
578-BU
D E A P
604-OR 2 REAR FLOOD 1
L51 LAMP L16 L16
614-PU 3 L16 L16 L16 L12 2
9X-6775 L12
619-GN
321-BR 4 L65 L12 L12 611-PU 3 611-PU
L65
200-BK 1 L65 L65 200-BK 619-GN 4 619-GN
D DD HH A429-YL 114-GN 5 200-BK
CONN 21
F STOP/TAIL S RD 1 604-OR 608-GN 1 608-GN L69 322-GY
CONN 1 F
LAMP T WH 3 614-PU 200-BK 2 200-BK 609-YL 619-GN
8C-6207 G BK 2 200-BK INSTRUMENT PANEL P LO BEAM
L51 L51 619-GN HEADLAMP
200-BK
200-BK
P 9X-7169
A Z
L69
200-BK
L69
200-BK
COOLANT ARTICULATION Z FORWARD
L16
WH 3 L16 L12 1 114-GN
604-OR RD 1 108-BU TEMP 2 322-GY HORN
614-PU DOME LAMP BK 2 200-BK Z 7T0969
321-BR 8C-9678 619-GN GAUGE NOTE E
556-WH
K
200-BK
L37 L37 IGN IGN
200-BK 611-PU 614-PU CLUSTER 200-BK 200-BK
L1
611-PU
L1
200-BK
200-BK 614-PU 614-PU 127-8314 P HI BEAM 200-BK
M SEND SEND
614-PU 200-BK HEADLAMP
609-YL 609-YL 113-OR 1 WH (24 V) GRD GRD 611-PU 9X-7170
BACKUP 308-YL 8 RD (12 V) P
ALARM 441-OR 6 OR DEFROSTER 611-PU
604-OR
608-GN
321-BR
614-PU
200-BK
200-BK
3T-1815 556-WH 614-PU 4 PU (24 V) 9X-9657

C A A 3 GN (12 V)
OPERATOR STATION
BLOWER
7
1
2
3
5
6
4
6 A429-YL A429-YL 9 GY
619-GN
D
611-PU
200-BK 200-BK 7 200-BK J 113-OR 7 PK K 9X-0343
DIFFERENTIAL CONN 13 MOTOR
L55
403-GN 1 403-GN A476-PU 5 YL A506-OR 1 RD
556-WH
114-GN
619-GN
322-GY
611-PU
614-PU
308-YL
D UNLOCK SOLENOID L55 3 608-GN 608-GN 200-BK 2 BK IGN IGN 200-BK 2 BK
7T-9073 NN J J START AID SW
5 441-OR A476-PU 614-PU LAMP SEND SEND
L54 L54 J 123-6375
A429-YL
2 A476-PU E458-YL 2 200-BK 8M-6176
200-BK
B 1 GN 4 E458-YL 441-OR 1 322-GY GRD GRD
L65 J J J 2
L50
556-WH 1 2 GN 8 C491-PU 101-RD + - 200-BK 308-YL A506-OR

L50 HORN SW 3 J
200-BK 2 CONN 16 SIG 310-PU
SERVICE 116-2145 K
105-8827 DIODE AS. METER J ENGINE OIL VOLTMETER RESISTOR
614-PU
614-PU
3E-9359 PRESSURE 7T-4003 SYMBOL DESCRIPTION
403-GN
ABBREV COLOR
L67
G CONN 17 BLADE, SPADE, RING,
609-YL
F 200-BK K
OR SCREW TERMINAL RD RED
1 751-GN 200-BK 200-BK WH WHITE
2 752-YL 200-BK 200-BK A CC BLADE
A506-OR
A503-PK
L46 L46 CIRCUIT CONNECTED OR ORANGE
N FLOOD
E 1 751-GN
3
4
921-WH
754-BU 200-BK
200-BK 200-BK
200-BK
609-YL 1
2
609-YL
200-BK LAMP
YL YELLOW E
200-BK CIRCUIT NOT CONNECTED PK PINK
SOL 1 2 921-WH 5 755-OR 200-BK 200-BK A M 9X-6775 BK BLACK
609-YL
127-0574 6 202-BK 200-BK 113-OR 3 GY GRAY
N TRANS AIR PARKING L/S SYSTEM R/S SYSTEM ELECTRICAL CONNECTION
7 758-GN 103-YL A429-YL 441-OR 2 TO MACHINE STRUCTURE PU PURPLE
1 752-YL F G A429-YL 7 ACTION TRANS PRESSURE BRAKE AIR PRESS AIR PRESS
L62
L44 L44 BR BROWN
M
619-GN
LAMP LAMP LAMP LAMP GAUGE M M M GAUGE
L65
SOL 2 2 921-WH 1 900-PU C491-PU B476-BU 1 INTERNAL ELECTRICAL GN GREEN
L65 7N-5876 7N-5876 7N-5876 7N-5876 1W-3306 1W-3306 CONNECTION TO SURFACE
614-PU
614-PU
127-0574
200-BK
200-BK
2 901-WH A476-PU E458-YL 5 BU BLUE
N 3 902-BR E458-YL 308-YL 8 NOTE B NOTE B NOTE B NOTE B OF COMPONENT
1 754-BU 4 903-GY 441-OR C491-PU 6 LAMP LAMP CONNECTOR
SOL 3 2 921-WH 6 710-GN 614-PU J 439-YL 4 7N-5876 7N-5876
N F CONN 22 HEADLAMP/ M M M M NOTE B NOTE B ATCH WIRE, CABLE &
127-0574 5 202-BK 614-PU 614-PU M M M M
N TAIL SW CONN 8 COMPONENT
1 751-GN CONN 18 200-BK 308-YL
1 3E-9317
L16
C491-PU
1 755-OR 10 921-WH 200-BK B476-BU A M C'SHIFT PIN CIRCUIT GROUPING
L#
B476-BU
E975-PU
J 2
200-BK
200-BK
200-BK
E458-YL
308-YL
SOL 4 2 921-WH 2 752-YL 710-GN AND 202-BK HEADLAMP DIMMER SW 102-BU A476-PU 4 INDICATOR DESIGNATION
127-0574 1 103-5678 3 J M M LAMP
3 754-BU ARE TWISTED PAIR 619-GN 200-BK 1
L46
N B 4 7N-5876
4 755-OR NOTE D 619-GN 614-PU 439-YL 614-PU 2
200-BK
200-BK
J 2 J 5 L28 WIRES THAT HAVE BATTERY VOLTAGE
1 900-PU 5 900-PU 611-PU J 103-YL 113-OR 5 NOTE B WHEN THE KEY SWITCH IS OFF.
200-BK
108-BU
200-BK
200-BK
614-PU
614-PU
614-PU
439-YL
SOL 5 HEADLAMP 6
2 921-WH 9 921-WH J 614-PU E975-PU E975-PU 3
127-0574 6 901-WH BREAKER 614-PU J WIRES THAT HAVE BATTERY VOLTAGE IDENT PART NO. CHG LOC LEVEL NOTE
N 3T-2662 CONN 7 WHEN THE KEY SWITCH IS ON.
7 902-BR 200-BK
J
1 901-WH 8 903-GY
SOL 6 2 921-WH STARTING CIRCUIT. HARNESS AS.
127-0574 V F J A 127-0879 00 (PLATFORM) 120
15A
N 1 202-BK C A 614-PU TAIL GAUGE CIRCUIT. B 127-2246 00 (ENGINE) 220
L56 L56 LAMP SW C 127-1641 00 (R FRAME-ENGINE) 200
1 902-BR 2 710-GN 3 310-PU 200-BR 614-PU 614-PU
2 921-WH 200-BK 1 306-GN 3E9319 614-PU 614-PU CMS CIRCUIT. D 126-7238 00 (RADIATOR GRILL) 203
SOL 7 CONN 23 J 2
AA E 126-7570 00 (R FRAME) 201
200-BK
127-0574 306-GN 2 326-PU 103-YL
N L53 3K8782 FUSE (10A) 3 J PANEL LAMP CIRCUIT. F 101-8168 01 (R FRAME-TRANS) 202
1
2
758-GN 4 795-YL 614-PU
Y L38 J 8M8948 FUSE (15A) L62 L62 G 126-9172 00 (XSMN CONSOLE) 170
E458-YL
1 903-GY 202-BK 5 E459-WH 200-BK WASHER/WIPER CIRCUIT.
L54 L54 H 101-8161 02 (CAB-REAR) 182 ATCH
2
1
2 921-WH START 614-PU
101-RD
101-RD
102-BU
SOL 8 CONN 19 FUSE BLOCK J BLADE J 126-9204 00 (STEERING CONSOLE) 140
10A HORN 114-GN 200-BK HEATER AND AIR CONDITIONER CIRCUIT.
127-0574 V 710-GN AND
RELAY
9G-0747 J 1 J FLOOD L21 L21 K 127-0908 00 (CAB-FRONT) 181 ATCH
3E-7279 10A TAIL LAMPS 103-YL J 609-YL 200-BK
202-BK ARE J 2 LAMP SW L 127-1029 00 (SW PANEL) 180 ATCH
BK-18 1 202-BK 10A BLADE FLOODS 149-PU 149-PU 200-BK 200-BK GROUND CIRCUIT.
TWISTED PAIR J 3 2 123-5849 M 126-4027 00 (GAGE CONSOLE) 160
WH-18 2 710-GN 109-OR-10 304-WH-10 10A J REAR FLOODS 116-BR 609-YL 200-BK 200-BK 200-BK
556-WH
4 3
TRANS SPD SENDER
NOTE D Y Y 10A
J
DIFF LOCK 165-YL J 5 J
608-GN NOTE F 200-BK 200-BK-6
L76 L76
ENGINE SHUTDOWN CONTROL CIRCUIT. N 9U-9313 01 (TRANSMISSION)
P 127-1036 00 (HEADLIGHTS-BAR)
270
100 ATCH
D
10A GAGES 113-OR 200-BK 116-BR
104-6387 A J J 6 S 127-1030 00 (CAB FUSE PANEL) 183 ATCH
15A HEATER 124-GN 200-BK START AID CIRCUIT.
J J FLOOD U 126-9166 00 (XSMN CONSOLE-SWITCHES 171
1 101-RD-10 J 10A STOP LAMPS 130-GN 614-PU
J LAMP SW V 104-8588 01 (TRANS SPEED SENDER) 271
L62
F 101-RD-10 10A KEY SW 105-BR 200-BK TRANSMISSION CONTROL CIRCUIT.
Y Y C 9X-9632 L62 X 124-1429 00 (HEATER GP) 154 ATCH
BK 1 758-GN C A 200-BK
BK 2 202-BK 109-OR-4 101-RD-4 101-RD-4 101-RD-4 101-RD-4 A J 614-PU J NOTE G 4 Y 126-8197 00 (FUEL TANK) 230
D Y 40A
101-RD 10 403-GN 614-PU DIFFERENTIAL 200-BK-6 ALL DASHED LINES ARE ATTACHMENTS. Z 8W-1987 02 (FORWARD HORN) 121
ALTERNATOR PP SHUTDOWN UNLOCK SW AA 101-8197 01 (HEADLAMP BREAKER) 141 ATCH
9 310-PU 200-BK 202-BK
INCHING PEDAL BREAKER SOL 123-5862 BB 101-8196 01 (LOW BEAM BREAKER-BAR) 142 ATCH
101-RD-4
Y ALT Y 8 200-BK 200-BK J LO
PRESSURE SW 2H-1507 STD 8C-3663 J 2 K CC 101-8190 02 (BLADE FLOOD LAMP) 106 ATCH
403-GN R 109-OR-4 1 105-BR 165-YL 556-WH FRONT 200-BK-8 200-BK-8
101-RD-10
+ B STOP GND
101-RD-4
(TRANSMISSION) 9S-0174 ATCH 326-PU 3 130-GN 3 FRAME A 200-BK 200-BK BK HI DD 101-8192 01 (REAR FLOOD LAMP) 205 ATCH
60A J MOTOR
111-7088 ALTERNATOR 2 124-GN 614-PU ZZ ZZ HH 101-8193 03 (REAR FLOOD LMP-FUEL TNK) 206 ATCH
6N-9294 35A STD Y Y L67 L67 T PP 115-4599 02 (EEC SOCKET) 231 ATCH
L55 4 113-OR 200-BK 501-GN 1 GN
100-5047 50A ATCH L55 FRONT CAB B+ PARK
200-BK-4 B 6 165-YL L19 118-GY 3 GY
B FRAME GROUND L19
L21
200-BK-10 5 608-GN 500-BR 4 BR
GND L56 L56 L63 L21 WIRE AS.
301-BU-10 7 609-YL 502-OR 2 OR
B START K LL 9F-4337 07 (START MTR TO ENGINE) 221
L37 L37 CONN 14 L71 NN 116-2145 00 (HORN SWITCH) 143
L51
L69
PP STEERING CONSOLE
101-RD 301-BU-10 ART FRONT UPPER
200-BK STARTER 304-WH-10 SENDER WIPER
106-8558 G S B 3E-5383 C L63 L63 9X-3392 CABLE AS.
PP L63
SOCKET AS. 101-RD-4 1 A429-YL LL 8Y-9603 01 (START MTR TO ENGINE) 221
9R-7941 MTR BAT C 2 200-BK L67 439-YL L28 200-BK QQ 111-0871 01 (POS BAT TO START MTR) 210
B 113-OR 113-OR L28 200-BK L76 L76 RR 5T-1553 00 (NEG BAT/DISCONNECT SW) 211
L63 SS 110-6399 01 (DISCONNECT SW TO GND) 212
MOTOR RD-00 L44 113-OR
QQ L44 TT 115-6908 00 (NEG BAT TO POS BAT) 213
L44
UU 061-7661 03 (START MTR TO FRAME GND) 214
L37
308-YL A K LO
101-RD-4
101-RD-10
L37 VV 7G-1060 00 (GND-R FRAME TO F FRAME) 204
152-BU 3 507-WH A
B L38 L38 306-GN GND HI ZZ 1S-2342 02 (GND-F FRAME TO CAB) 105
200-BK L38 L26 L18 576-PK 1 578-BU 200-BK BK
795-YL L26 L18 MOTOR
200-BK L7 577-PU 2 506-PU
DISCONNECT SW UU L7 L38 326-PU L71 T
200-BK L7 575-YL 4 152-BU 576-PK 1 GN
200-BK-10
7N-0718 L43 L43 L18 B+ PARK

L36 L36 E459-WH 507-WH 6 576-PK 152-BU 3 GY
L36
OPERATOR STATION
L21
578-BU 7 577-PU 575-YL 4 BR
C C
BK-6
PP L71 L71
BK-00 BK-00 308-YL 506-PU 5 575-YL 577-PU 2 OR
200-BK-4
RR SS 113-OR 614-PU 8
TT RR B L71 A
BK-00
B L43 439-YL L43 CONN 6 L7 L7

BK-00
POS NEG LL 200-BK FRONT LOWER

12V BATTERY A L62 L19 WIPER
K
3T-5760 Y TRANSMISSION ACTION 9X-3392
SS ENGINE 101-RD-10 101-RD
L7 L7
200-BK
200-BK
RD-00 UU LAMP RELAY

L7 L7 K K
106-9188
REAR
10
TT QQ
7
8
6
4
3
5
9
1
2
101-RD-10 CONN 2 L CONN 3
1
5
4
6
3
2
7
12V BATTERY FRAME L36 L36 L
NEG POS 604-OR S K
507-WH
501-GN
502-OR
101-RD
118-GY
3T-5760
578-BU
506-PU
500-BR
614-PU
200-BK
A 321-BR
A506-OR
A503-PK
E460-BR
L52
PK 2
108-BU
152-BU
577-PU
576-PK
575-YL
GY 1 308-YL
101-RD
101-RD
101-RD
101-RD
101-RD
3 L43 4K-5122 HOLDER AS.
BU B476-BU
WH 8 3K-8782 FUSE
200-BK
RD 5 S L
4 BK 6 10A UPPER WIPER/WASHER 118-GY 118-GY
892-BR & 893-GN
E459-WH
VV
B751-BU
L26
VV BR 4 308-YL 118-GY
307-OR
124-GN
S L
105-BR
326-PU
614-PU
200-BK
REAR
308-YL
165-YL
U U ARE TWISTED PAIR
FRAME PU 7 10A LOWER WIPER/WASHER 152-BU
REAR FRAME FRONT FRAME REAR WIPER NOTE D
S L7 200-BK
9X-3392 L
E975-PU
E460-BR
CONN 9
L56
Y C 10A REAR WIPER/WASHER 119-PK 200-BK
306-GN
307-OR
614-PU
321-BR
A
200-BK
202-BK
G
D
H
795-YL
308-YL
E
A
B
F
L7
152-BU
5 306-GN U 200-BK
152-BU
LO ACTION ALARM S L
10
L56 H PANEL LAMP
1
2
3
4
5
6
7
8
9
3 310-PU CONN 12 9G-9813 RD 1 308-YL G 10A FRONT DEFROSTER 141-PK
HI GND U (SHIFT LEVER)
893-GN
892-BR
202-BK
6 311-WH BK 200-BK BK 2 E459-WH THIS IS THE SCHEMATIC FOR THE 120H AND
308-YL
L37 MOTOR A S L
200-BK
200-BK
200-BK
200-BK
H 7N-5876 SERVICE
L55
1 403-GN 10A REAR DEFROSTER 151-GN 135H STANDARD SERIES MOTOR GRADER FROM
L55
8
L68 T NOTE B TOOL
2
5
3
7
6
4
1
200-BK 4 608-GN GN 1 504-YL L L FIRST PRODUCTION AND UP
E A CONN 20 PARK B+ L41 CONNECTOR
L36
2 200-BK 611-PU GY 3 119-PK G 101-RD 10A DOME LAMP 108-BU
L36 CONN 10 9W-1951
200-BK 200-BK CONN 24 614-PU 4 619-GN BR 4 503-BR COMPONENTS ARE SHOWN INSTALLED ON A FULLY
L51 L51 L
604-OR 2 604-OR OR 2 505-BU 200-BK 101-RD 10A BEACON 144-GN OPERABLE MACHINE WITH THE KEY AND ENGINE OFF
118-GY
118-GY
321-BR 1 321-BR 200-BK AND XMSN SHIFTER IN NEUTRAL
556-WH 5 556-WH 614-PU A
B C 200-BK 3 200-BK 614-PU 439-YL 2 UNLESS OTHERWISE SPECIFIED: ALL WIRES IN A SPLICE
L71 L71 1 2
1
326-PU 200-BK 113-OR 1 WH-18 WH-18 ARE THE SAME IDENT. NUMBER, COLOR, AND 16 GAGE
4 3
614-PU
200-BK
200-BK
200-BK
2
311-WH E460-BR 8 EMS OUT 4 WH-18 WH-18
L L
B B
L54
BEACON SW
L54
3
E458-YL 7 NEUTRAL L 3 UNLESS OTHERWISE SPECIFIED: ALL WIRE IS 16 GAGE
L42 L 2 9X-9639 H B B
4
441-OR 202-BK 2 GROUND 144-GN 502-OR NOTE A: NORMALLY OPEN BEFORE REFRIGERANT CHARGE
FUEL SW 3 L CENTERSHIFT
5
A476-PU 308-YL 1 +BATTERY L 603-PK NOTE B: TERMINAL 3T-3157
115-7103 BU-18 7
E459-WH A 308-YL 307-OR 3 START SW. 614-PU INDICATOR SW SPRING 3T-3159
3E-9367
L53
3 RD-18 6
795-YL C491-PU 1 BK-18 306-GN 4 START REL. 200-BK SOCKET 3T-3158
E458-YL 2 200-BK 2 BK-18 795-YL 6 DUAL HP L A CC BLADE CONTACT 6D4161
604-OR
130-GN
CONN 25 L L FLOOD
200-BK
200-BK
200-BK
E459-WH 1 BK-18 321-BR 5 BU ALARM 501-GN 1 609-YL BOOT 3T-3278
311-WH
310-PU
P W
B PARK BRAKE KEY START SW 758-GN 20 INCH PEDAL 2 200-BK LAMP NOTE C: TRANSMISSION SHIFT LEVER LOGIC TABLE:
307-OR
326-PU
105-BR
308-YL
PRESS SW 9G-7641 REAR L FRONT UPPER 9X-6775
751-GN 10 SOLENOID 1
112-2404 752-YL 11 SOLENOID 2 DEFROST SW 500-BR WIPER SW TO
L 24V OUTPUTS
754-BU 12 SOLENOID 3 614-PU 9X-9638 506-PU 3T-6655 A CENTERSHIFT GND
B R U
L63
ENGINE OIL A SOLENOID SOLENOIDS S B D W/ SOL
L5
A476-PU 755-OR 13 SOLENOID 4 200-BK B751-BU 1 GN NEU
PRESSURE U CENTERSHIFT 1 8T-8808 GEAR 1 2 3 4 5 6 7 8 T U HP AWD RET
L44
308-YL 1 GN 614-PU 900-PU 14 SOLENOID 5 L 2 152-BU 200-BK 2 GN
SENDER 200-BK 2 GN OFF C U 200-BK
PIN SW L44 901-WH 15 SOLENOID 6 PARK
ON S U 9X-9634 3 L 152-BU
116-9937 902-BR 16 SOLENOID 7 584-YL L L N
PARK BRAKE ST B U U 2 4 1F
200-BK
200-BK
B 165-YL 903-GY 17 SOLENOID 8 A504-GN
619-GN
L
611-PU
SOLENOID 3 U L 5 L H B B 2F
441-OR B751-BU B751-BU 921-WH 18 SOLE RETN 577-PU
7T-9074 6 3F
L41
T 710-GN 9 TOS + INP A507-YL
H L41 E975-PU 19 A/M LAMP A FORWARD 4F
HORN 5F
202-BK
202-BK
202-BK
202-BK
202-BK
2 200-BK 200-BK 276-BK 21 DIA CODE 0 584-YL 114-GN 1 GN
L42
COOLANT TEMP 1 603-PK 277-BK 22 DIA CODE 1 151-GN 322-GY 2 GN SOLENOID 6F
SENDER L L 7T-9074 7F
BEACON 278-BK 23 DIA CODE 2 576-PK
119-PK
P W
200-BK
7N-8532 9X-9556 24 UNUSED FRONT NOTE H 8F

L L1 L1
DEFROSTER 25 BUFF TOS 614-PU DEFROST SW L FRONT LOWER 200-BK 1R
HEATER GP 8C-9787
BULB 9X-9657 892-BR 26 CAT LINK - 200-BK 9X-9638 575-YL WIPER SW 200-BK 2R
Y START AID 1 3T-6655 3R
L63
L63 9X-7849 893-GN 27 CAT LINK + L 578-BU

HH Y SOLENOID BLOWER 2 4R
311-WH 1 BK-18 E937-PU 28 RED NEUTR L P
9G-4365 9X-0343 3 HI BEAM 5R
202-BK
202-BK
202-BK
202-BK
202-BK
608-GN 1 608-GN 310-PU 2 BK-18 E938-OR 29 FIRST 584-YL 611-PU
4 HEADLAMP
L52
L69 200-BK 2 200-BK H RESISTOR E939-WH 30 SECOND A503-PK 200-BK 6R

DUAL HORSEPOWER 9G-1950 1 L 5 L 9X-7170
A507-YL 1 RD MOTOR 124-GN E940-BU 31 THIRD 119-PK P
SOLENOID 2 6
200-BK 2 BK 521-YL E941-YL 32 FOURTH A506-OR 119-PK 119-PK NOTE D: THE FOLLOWING WIRES MUST BE TWISTED
111-0570 5
200-BK
200-BK
515-GY E942-GN 33 FIFTH 119-PK AT LEAST 1 TURN / 25 MILLIMETERS

4 BLOWER SW
516-GN E943-BR 34 SIXTH L L 710-GN & 202-BK: 892-BR & 893-GN
B 3 6P-3236 H L
B B H 517-BU E944-GY 35 SEVENTH 584-YL NOTE E: ONLY ONE FORWARD HORN SHOULD BE INSTALLED
L
119-PK
H B B
A L50 L50
200-BK
614-PU
REAR FLOOD 311-WH 200-BK 200-BK
795-YL
2 BK
RESISTOR BLOWER
E945-PU
E946-OR
36
37
EIGHTH
FORWARD
2
7
200-BK
A507-YL
141-PK 505-BU NOTE F: WITH FRONT FLOOD LAMPS ONLY USE
SWITCH 123-5849
A
LAMP T 1 BK
E939-WH
E947-WH
E938-OR
E942-GN
E946-OR
E944-GY
7T-4003 9X-9363
E937-PU
E940-BU
E943-BR
E945-PU
E948-BU
A
E941-YL
E949-YL
604-OR 9X-6775 E947-WH 38 REVERSE L20 5 A504-GN NOTE G: FRONT FLOOD LAMPS AND REAR FLOOD
202-BK
DD HH COOLANT SW U X E948-BU 39 PARK 3 603-PK E458-YL 1 BK-18 BRAKE AIR SW LAMPS USE SWITCH 9X-9632
8C-3569 H P LO BEAM
D 608-GN 1 A504-GN 124-GN 3 X G G E949-YL 40 (N) NEUT 6 119-PK 200-BK 2 BK-18 112-2404 619-GN
L L HEADLAMP
STOP/TAIL S RD 1 604-OR 200-BK 2 A507-YL 5 515-GY 2 WH/RD-14 1 202-BK G 1 505-BU 504-YL 200-BK 9X-7169
MOTOR G P W
LAMP T WH 3 614-PU 200-BK 200-BK 1 200-BK 1 BK-14 202-BK 2 276-BK 8 503-BR P
24
23
22
21
20
19
18
17
16
15
10
11
12
13
14
8C-6207 G BK 2 200-BK 504-YL L42 4 202-BK 3 277-BK TRANSMISSION CONTROL 4 504-YL L REAR A BRAKE AIR SW
2
1
3
4
5
6
7
8
9
L41 L20
119-PK 614-PU 2 202-BK 4 278-BK 106-4458 503-BR WIPER SW E458-YL 1 BK-18 112-2404
FORWARD
GROUND
SECOND
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
UNUSED
FOURTH
REVERSE
SEVENTH
NEUTRAL
PARK
RED NEUT
PANEL LAMP TRANSMISSION DIRECTION
EIGHTH
CONN 5
THIRD
3T-6655
SIXTH
503-BR 507-WH 200-BK 2 BK-18
FIRST
FIFTH
CONN 15 8D-1429 AND SPEED SW. CONN 11
505-BU
603-PK 200-BK BASE 8C-5337
601-GY 7G-9730 CAB SWITCH AND FUSE PANEL
L18
L18
A A
130-GN STOP LAMP
L5 L5 SW
SHIFT CONSOLE 604-OR
L20 L20 2M-9346
L20 D49076
15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
6TM00434 120H MOTOR GRADER Torque Specifications

English (SAE) Fasteners

SMCS Code: 7553
English (SAE) Nuts and Bolts
Illustration 3
Table 6
Thread Size
Torque
Inch
1/4 12 ± 3 N·m (9 ± 2 lb ft)
5/16 25 ± 6 N·m (18 ± 4 lb ft)
3/8 47 ± 9 N·m (35 ± 7 lb ft)
7/16 70 ± 15 N·m (50 ± 11 lb ft)
1/2 105 ± 20 N·m (75 ± 15 lb ft)
9/16 160 ± 30 N·m (120 ± 22 lb ft)
5/8 215 ± 40 N·m (160 ± 30 lb ft)
3/4 370 ± 50 N·m (275 ± 37 lb ft)
7/8 620 ± 80 N·m (460 ± 60 lb ft)
1 900 ± 100 N·m (660 ± 75 lb ft)
1 1/8 1300 ± 150 N·m (960 ± 110 lb ft)
1 1/4 1800 ± 200 N·m (1320 ± 150 lb ft)
1 3/8 2400 ± 300 N·m (1780 ± 220 lb ft)
1 1/2 3100 ± 350 N·m (2280 ± 260 lb ft)
English (SAE) Taperlock Studs
Table 7
Thread Size
Standard Torque
Inch
1/4 8 ± 3 N·m (6 ± 2 lb ft)
5/16 17 ± 5 N·m (13 ± 4 lb ft)
3/8 35 ± 5 N·m (26 ± 4 lb ft)
7/16 45 ± 10 N·m (33 ± 7 lb ft)
1/2 65 ± 10 N·m (48 ± 7 lb ft)
5/8 110 ± 20 N·m (80 ± 15 lb ft)
3/4 170 ± 30 N·m (125 ± 22 lb ft)
7/8 260 ± 40 N·m (190 ± 30 lb ft)
1 400 ± 60 N·m (300 ± 44 lb ft)
1 1/8 525 ± 60 N·m (390 ± 44 lb ft)
1 1/4 750 ± 80 N·m (550 ± 60 lb ft)
1 3/8 950 ± 125 N·m (700 ± 90 lb ft)
1 1/2 1200 ± 150 N·m (880 ± 110 lb ft)
English (SAE) Machine Screws
Illustration 4
Table 8
Thread Size
Torque
No.
0-80 0.10 ± 0.01 N·m (0.9 ± 0.1 lb in)
1-64 0.15 ± 0.01 N·m (1.3 ± 0.1 lb in)
2-56 0.25 ± 0.02 N·m (2.2 ± 0.2 lb in)
3-48 0.35 ± 0.05 N·m (3.1 ± 0.4 lb in)
4-40 0.50 ± 0.05 N·m (4.4 ± 0.4 lb in)
5-40 0.70 ± 0.05 N·m (6.2 ± 0.4 lb in)
6-32 0.90 ± 0.10 N·m (8.0 ± 0.9 lb in)
8-32 1.70 ± 0.25 N·m (15.0 ± 2.2 lb in)
10-24 2.25 ± 0.25 N·m (19.9 ± 2.2 lb in)
12-24 3.40 ± 0.60 N·m (30.0 ± 5.3 lb in)


Metric (ISO) Fasteners

SMCS Code: 7553
Metric (ISO) Nuts and Bolts
Illustration 1
Note: The following table has the recommended standard torque values for metric nuts and bolts for use on Caterpillar
engines and Mitsubishi engines.
Table 1
Thread Size
Torque
mm
M6 12 ± 3 N·m (9 ± 2 lb ft)
M8 28 ± 7 N·m (21 ± 5 lb ft)
M10 55 ± 10 N·m (41 ± 7 lb ft)
M12 100 ± 20 N·m (75 ± 15 lb ft)
M14 160 ± 30 N·m (120 ± 22 lb ft)
M16 240 ± 40 N·m (175 ± 30 lb ft)
M20 460 ± 60 N·m (340 ± 44 lb ft)
M24 800 ± 100 N·m (590 ± 75 lb ft)
M30 1600 ± 200 N·m (1180 ± 150 lb ft)
M36 2700 ± 300 N·m (2000 ± 220 lb ft)
Note: The following table has the recommended standard torque values for metric nuts and bolts for use on Perkins
engines.
Table 2
Thread Size
Torque
mm
M6 5 N·m (44 lb in)
M8 22 N·m (16 lb ft)
M10 44 N·m (32 lb ft)
M12 78 N·m (58 lb ft)
M14 124 N·m (91 lb ft)
M16 177 N·m (131 lb ft)
M18 200 N·m (148 lb ft)
M20 400 N·m (295 lb ft)
M24 790 N·m (582 lb ft)
Note: The difference between Caterpillar standard torque values and Perkins standard torque values are due to different
grade of bolts and fasteners. Caterpillar uses grade 8 bolts and fasteners. Perkins uses grade 5 bolts and fasteners.
Metric (ISO) Taperlock Studs

Note: The following table has the recommended standard torque values for metric taperlock studs for use on Caterpillar
engines and Mitsubishi engines.
Table 3
Thread Size
Torque
mm
M6 8 ± 3 N·m (71 ± 27 lb in)
M8 17 ± 5 N·m (13 ± 4 lb ft)
M10 35 ± 5 N·m (26 ± 4 lb ft)
M12 65 ± 10 N·m (48 ± 7 lb ft)
M16 110 ± 20 N·m (80 ± 15 lb ft)
M20 170 ± 30 N·m (125 ± 22 lb ft)

M24 400 ± 60 N·m (300 ± 44 lb ft)
M30 750 ± 80 N·m (550 ± 60 lb ft)
M36 1200 ± 150 N·m (880 ± 110 lb ft)
Note: The following table has the recommended standard torque values for Metric taperlock studs for use on Perkins
engines.
Table 4
Thread Size
Torque
mm
M6 5 N·m (44 lb in)
M8 11 N·m (97 lb in)
M10 18 N·m (13 lb ft)
M12 25 N·m (18 lb ft)
Metric (ISO) Machine Screws
Illustration 2
Table 5
Thread Size
Torque
mm
M1.6 0.10 ± 0.01 N·m (0.9 ± 0.1 lb in)
M2 0.15 ± 0.01 N·m (1.3 ± 0.1 lb in)
M2.5 0.35 ± 0.05 N·m (3.1 ± 0.4 lb in)

M3 0.50 ± 0.05 N·m (4.4 ± 0.4 lb in)
M4 1.70 ± 0.25 N·m (15.0 ± 2.2 lb in)
M5 2.25 ± 0.25 N·m (19.9 ± 2.2 lb in)


Hose Clamps
SMCS Code: 7553
Worm Drive Band Type Clamps
Illustration 22
Table 23
Width (A) of Clamp Torque for New Hose

7.9 mm (0.31 inch) 0.9 ± 0.2 N·m (8 ± 2 lb in)
13.5 mm (0.53 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
15.9 mm (0.63 inch) 7.5 ± 0.5 N·m (65 ± 4 lb in)
(1)
Width (A) of Clamp Torque for Reused Hose
7.9 mm (0.31 inch) 0.7 ± 0.2 N·m (6 ± 2 lb in)
13.5 mm (0.53 inch) 3.0 ± 0.5 N·m (27 ± 4 lb in)
15.9 mm (0.63 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
(1) Use this value when the hose is reused. The clamp may be new or reused.
Constant Torque Hose Clamps

Use a constant torque hose clamp in place of any worm drive band type clamp. Ensure that the constant torque hose
clamp is the same size as the worm drive band type clamp. Due to extreme temperature changes, the hose will heat set.
Heat setting can cause worm drive band type clamps to loosen. Loose hose clamps can result in leaks. There have been
reports of component failures that have been caused by worm drive band type clamps that have loosened. The constant
torque hose clamp will help prevent these failures.
Illustration 23
(1) Constant Torque Hose Clamp (Belleville Washer)
(2) Constant Torque Hose Clamp (Tee bolt and Spring)
Use a torque wrench for proper installation of all constant torque hose clamps. There are two types of constant torque
hose clamps:Belleville washer (1) and Tee bolt and spring (2)
When the constant torque hose clamp (belleville washer) (1) is assembled correctly, the belleville washers (1A) are
nearly collapsed flat. The proper torque for screw (1B) is based on the diameter (B) of the clamp. Refer to the following
table for the correct torque.
Table 24
Diameter (B) Standard Torque

Up to 50.8 mm (2 inch) 7.5 ± 0.5 N·m (65 ± 5 lb in)
Greater than 50.8 mm (2 inch) 11 ± 1 N·m (95 ± 10 lb in)
The correct torque for the constant torque hose clamp (tee bolt and spring) (2) is 7 ± 1 N·m (60 ± 10 lb in).


General Information
SMCS Code: 7553
Mismatched or incorrect fasteners can result in damage or

malfunction, or personal injury.
Take care to avoid mixing metric dimensioned fasteners and

inch dimensioned fasteners.
Exceptions to these torques are given in the Service Manual, if necessary.
Torque wrenches must be used properly in order to ensure that the correct torque is applied. Always use a smooth pull
for torque wrenches. Do not jerk a torque wrench. For the correct use of your torque wrench, refer to the instructions that
were packaged with your torque wrench. For more information on the correct use of torque wrenches, refer to Special
Publication, SEBV0516, "An Introduction to Torque".
Be sure to use a torque wrench that has the proper range. Torque values are given in the following units:NEWTON
meters (N·m), pound feet (lb ft) and pound inches (lb in)
Prior to installation of any hardware, ensure that components are in near new condition. Bolts and threads must not be
worn or damaged. Threads must not have burrs or nicks. Hardware must be free of rust and corrosion. Clean reused
fasteners with a noncorrosive cleaner. Lightly lubricate the threads of reused fasteners. Lightly lubricate the mating
surface of the head of reused fasteners. Other applications for lubricating fasteners may also be specified in the Service
Manual. The Service Manual may also specify the use of sealants and compounds.


Straight Thread O-Ring Fittings

SMCS Code: 7553
Illustration 8
Note: For torques for plugs, refer to Specifications, "Plugs".
Table 10
Ferrous Straight Thread O-Ring Fitting

Torques for Mating with Ferrous Materials
Thread Size
Nominal Outer Diameter of the Tube Standard Torque
Inch
3.18 mm (.125 inch) 5/16 - 24 8.0 ± 1.0 N·m (70 ± 9 lb in)
4.76 mm (.188 inch) 3/8 - 24 12 ± 2 N·m (9 ± 1 lb ft)
6.35 mm (.250 inch) 7/16 - 20 22 ± 2 N·m (16 ± 1 lb ft)
7.94 mm (.312 inch) 1/2 - 20 30 ± 3 N·m (22 ± 2 lb ft)
9.52 mm (.375 inch) 9/16 - 18 48 ± 5 N·m (35 ± 4 lb ft)
12.70 mm (.500 inch) 3/4 - 16 82 ± 8 N·m (60 ± 6 lb ft)
15.88 mm (.625 inch) 7/8 - 14 140 ± 14 N·m (105 ± 10 lb ft)
19.05 mm (.750 inch) 1 1/16 - 12 190 ± 15 N·m (140 ± 11 lb ft)
22.22 mm (.875 inch) 1 3/16 - 12 250 ± 20 N·m (185 ± 15 lb ft)
25.40 mm (1.000 inch) 1 5/16 - 12 300 ± 30 N·m (220 ± 22 lb ft)
31.75 mm (1.250 inch) 1 5/8 - 12 350 ± 35 N·m (260 ± 26 lb ft)
38.10 mm (1.500 inch) 1 7/8 - 12 415 ± 40 N·m (305 ± 30 lb ft)

50.80 mm (2.000 inch) 2 1/2 - 12 430 ± 40 N·m (320 ± 30 lb ft)
Note: Use 50 percent of the torque values from Table 10 when the fitting or the port material is nonferrous.


O-Ring Face Seal Fittings

SMCS Code: 7553
Illustration 13
O-ring face seal fitting (ORFS fitting)
(1) O-ring face seal connector
(1A) O-ring groove
(2) O-ring seal
(3) Nut for the O-ring face seal
Table 15
Ferrous ORFS Fitting

Thread Size
Standard Torque for Nut (3)
Inch
9/16 - 18 25 ± 3 N·m (18 ± 2 lb ft)
11/16 - 16 40 ± 4 N·m (30 ± 3 lb ft)
13/16 - 16 55 ± 5 N·m (41 ± 4 lb ft)
1 - 14 86 ± 8 N·m (65 ± 6 lb ft)

1 13/16 - 12 125 ± 15 N·m (90 ± 11 lb ft)
1 7/16 - 12 165 ± 15 N·m (120 ± 11 lb ft)
1 11/16 - 12 200 ± 20 N·m (150 ± 15 lb ft)
2 - 12 245 ± 20 N·m (180 ± 15 lb ft)


Installation of Fittings
SMCS Code: 7553
Note: The tightening sequence of the fasteners that attach a tube assembly or hose assembly to the machine is very
critical to the proper function of the machine. The sealing surfaces of the tube assembly or hose assembly should be
secured squarely. The sealing surfaces of the tube assembly or hose assembly should be tightened to the serviced
component (control valve, cylinder, hydraulic motor, etc). Perform this procedure prior to the final tightening of any
clamps or clips that are used in order to fasten the tube assembly or the hose assembly to the machine.
Fittings have different connections. Fittings may have two completely different ends. Be sure to use the proper torque for
the end of the fitting that is used. The following list contains some common types of fittings.
· Straight Thread O-Ring (STOR)

· Adjustable Straight Thread O-Ring (STOR)
· O-Ring Face Seal (ORFS)
· Tapered Pipe Thread (NPT and NPTF)
· 37 Degree Flare Fitting
· 45 Degree Flare Fitting
· 45 Degree Inverted Flare Fitting
· Split Flange Coupling
Installation of Split Flange Couplings
1. For a metal tube to hose installation, install the tube and tighten all bolts finger tight at the rigid end.
2. Install the hose and tighten all bolts finger tight.
3. Put the hose in a position so that the hose does not make contact with the machine or with another hose.
Illustration 6
4. Tighten the bolts on both connections to the proper torque. Follow the prescribed torque sequence for split flange
connections. Add the measurement of gap (A) to the measurement of gap (B). The total must not exceed 4.0 mm (0.16
inch).
6. Move the implement control levers to all of the positions.
7. Look at the hose during movement of the implement. Ensure that the hose is not in contact with the machine or with
other hoses.
Note: For hoses that cross an articulation hitch, check for contact during articulation. For hoses that connect to the
steering system, check for contact during steering.
8. Shut off the engine.
9. If the hose contacts other hoses or the machine during the test, loosen the bolts and reposition the hose. Repeat steps 3
through 8 until there is no contact.
Installation of Adjustable STOR Fittings

This type of fitting is used in many applications. One end of the fitting will be an adjustable STOR fitting. The other end
will be different. Always use the same installation procedure for the STOR end. Adjustable STOR fittings can be
positioned before tightening.
Illustration 7
Elbow body assembly
(1) End that connects to the tube or hose. (2) Fitting body. (3) Locknut. (4) Backup washer. (5) O-ring seal. (6) End that
is assembled to the mating part.
1. Put locknut (3), backup washer (4) and O-ring seal (5) as far back on fitting body (2) as possible. Hold these
components in this position. Turn the fitting into the mating part. Turn the fitting until backup washer (4) contacts the
surface of the mating part.
2. Put the fitting assembly in the correct position. loosen fitting (2) until the correct assembly position is achieved. Do
not loosen the fitting more than 360 degrees. Install the tube or hose hand tight in order to verify the orientation of the
fitting. Tighten locknut (3) to the torque that is shown in the correct chart for the fitting that is used.
Note: If the fitting is not adjustable, the hex on the body replaces the locknut. To install this type of fitting, tighten the
hex against the face of the mating part.


Flare Fittings
SMCS Code: 7553
The torques in Table 17 are for 37 degree flare fittings. The torques in Table 18 are for 45 degree flare fittings and 45
degree inverted flare fittings.
37 Degree Flare Fittings
Illustration 15
(1) 37 degree flare fitting. (2) Swivel nuts.
Table 17
Nuts for 37 Degree Flare Fittings

Thread Size
Inch
3.18 mm (.125 inch) 5/16 5.0 ± 1.5 N·m (44 ± 13 lb in)
4.76 mm (.188 inch) 3/8 11 ± 2 N·m (100 ± 15 lb in)
6.35 mm (.250 inch) 7/16 16 ± 4 N·m (12 ± 3 lb ft)
7.94 mm (.312 inch) 1/2 20 ± 5 N·m (15 ± 4 lb ft)
9.52 mm (.375 inch) 9/16 25 ± 5 N·m (18 ± 4 lb ft)
9.52 mm (.375 inch) 5/8 35 ± 5 N·m (26 ± 4 lb ft)
12.70 mm (.500 inch) 3/4 50 ± 7 N·m (37 ± 5 lb ft)
15.88 mm (.625 inch) 7/8 65 ± 7 N·m (48 ± 5 lb ft)
19.05 mm (.750 inch) 1 1/16 100 ± 10 N·m (75 ± 7 lb ft)
22.22 mm (.875 inch) 1 3/16 120 ± 10 N·m (90 ± 7 lb ft)

25.40 mm (1.000 inch) 1 5/16 135 ± 15 N·m (100 ± 11 lb ft)
31.75 mm (1.250 inch) 1 5/8 180 ± 15 N·m (135 ± 11 lb ft)
38.10 mm (1.500 inch) 1 7/8 225 ± 15 N·m (165 ± 11 lb ft)
50.80 mm (2.000 inch) 2 1/2 320 ± 30 N·m (240 ± 22 lb ft)
Note: Use 50 percent of the torque values from Table 17 when the fitting or the port material is nonferrous.
45 Degree Flare and 45 Degree Inverted Flare Fittings
Illustration 16
(1) 45 Degree Inverted Flare Fittings. (2) 45 Degree Flare Fittings.
Table 18
45 Degree Flare Fittings and 45 Degree Inverted Flare Fittings

Thread Size
Inch
3.18 mm (.125 inch) 5/16 5.0 ± 1.5 N·m (44 ± 13 lb in)
4.76 mm (.188 inch) 3/8 8.0 ± 1.5 N·m (70 ± 13 lb in)
6.35 mm (.250 inch) 7/16 11 ± 2 N·m (100 ± 15 lb in)
7.94 mm (.312 inch) 1/2 17 ± 3 N·m (13 ± 2 lb ft)
9.52 mm (.375 inch) 5/8 30 ± 3 N·m (22 ± 2 lb ft)
11.11 mm (.438 inch) 11/16 30 ± 3 N·m (22 ± 2 lb ft)
12.70 mm (.500 inch) 3/4 38 ± 4 N·m (28 ± 3 lb ft)
15.88 mm (.625 inch) 7/8 50 ± 5 N·m (37 ± 4 lb ft)
19.05 mm (.750 inch) 1 1/16 90 ± 8 N·m (65 ± 6 lb ft)

22.22 mm (.875 inch) 1 1/4 100 ± 10 N·m (75 ± 7 lb ft)


Air Conditioning Fittings

SMCS Code: 7553
Illustration 17
(1) O-ring seal. (2) 45 degree flare fitting.
Table 19
Air Conditioning Fittings
Thread Size O-Ring Fitting End 45 Degree Flare Fitting End
Inch Torque Torque for Steel Tubes Torque for Aluminum Tubes
5/8 - 18 14 ± 4 N·m (10 ± 3 lb ft) 30 ± 3 N·m (22 ± 2 lb ft) 23 ± 3 N·m (17 ± 2 lb ft)
3/4 - 16 27 ± 4 N·m (20 ± 3 lb ft) 52 ± 5 N·m (38 ± 4 lb ft) 33 ± 4 N·m (24 ± 4 lb ft)
7/8 - 14
40 ± 4 N·m (30 ± 3 lb ft) 60 ± 7 N·m (44 ± 5 lb ft) 38 ± 4 N·m (28 ± 3 lb ft)
1 - 14
1 1/16 - 14 45 ± 5 N·m (33 ± 4 lb ft) 75 ± 8 N·m (55 ± 6 lb ft) 50 ± 5 N·m (37 ± 4 lb ft)


Tapered Pipe Thread Fittings

SMCS Code: 7553
Torque is based on the diameter of the thread. The torque values are identical for coarse threads and fine threads.
Note: The following table has the recommended standard torque value for tapered pipe thread fitting for use on
Caterpillar and Mitsubishi engines.
Table 21

Standard Torque
Diameter of the Pipe Thread (Inch)
Threads with 5P-3413 Pipe Sealant Threads without Pipe Sealant
1/16 10 N·m (90 lb in) 10 N·m (90 lb in)
1/8 16 N·m (12 lb ft) 16 N·m (12 lb ft)
1/4 20 N·m (15 lb ft) 25 N·m (18 lb ft)
3/8 35 N·m (26 lb ft) 45 N·m (33 lb ft)
1/2 45 N·m (33 lb ft) 60 N·m (44 lb ft)
3/4 60 N·m (44 lb ft) 75 N·m (55 lb ft)
1 75 N·m (55 lb ft) 90 N·m (65 lb ft)
1 1/4 90 N·m (65 lb ft) 110 N·m (80 lb ft)
1 1/2 110 N·m (80 lb ft) 130 N·m (95 lb ft)
2 130 N·m (95 lb ft) 160 N·m (120 lb ft)
Note: The following table has the recommended standard torque values for tapered pipe thread fittings for use on
Perkins engines.
Table 22
Diameter of the Pipe Thread (Inch) Standard Torque
1/16 N/A
1/8 10 N·m (89 lb in)
1/4 17 N·m (13 lb ft)
3/8 30 N·m (22 lb ft)
1/2 30 N·m (22 lb ft)
3/4 45 N·m (33 lb ft)
1 75 N·m (55 lb ft)
1 1/4 90 N·m (65 lb ft)
1 1/2 110 N·m (80 lb ft)
2 130 N·m (95 lb ft)
Note: The difference between Caterpillar standard torque values and Perkins standard torque values is due to different
grade of bolts and fasteners. Caterpillar uses grade 8 bolts and fasteners. Perkins uses grade 5 bolts and fasteners.
Note: Use 50 percent of the torque values from Table 21 when the fitting, the plug or the port material is nonferrous. Use
50 percent of the torque values from Table 21 when a tapered thread is mating with a straight thread.


Miscellaneous Fittings
SMCS Code: 7553
Hi Duty Tube Fittings (Shear Sleeve)
Illustration 19
Put nut (1) over the tube and push the tube into the counterbore of the fitting body as far as possible. Turn the nut with a
wrench until a small decrease in torque is felt. The small decrease in torque indicates that the sleeve (1A) has been
broken off of the nut. Hold the tube in order to prevent the tube from turning. Tighten the nut for an additional 1 1/2
turns.
SAE Flareless Fittings
Illustration 20
Installing a New Flareless Fitting
Put nut (1) and sleeve (2) over the tube. The head end of the sleeve should be next to the nut. The head end has a
shoulder. Push the tube into the counterbore of the fitting body as far as possible. Turn nut (1) clockwise until the sleeve
grips the tube. The sleeve must prevent all movement of the tube. Tighten the nut for an additional 1 1/4 turns. The
sleeve should be seated and the sleeve should give a locking action.
Installing a Used Flareless Fitting
Less turns are required for a used fitting. Put nut (1) and sleeve (2) over the tube. The head of the sleeve should be next
to the nut. Push the tube into the counterbore of the fitting body as far as possible. Tighten the nut until a sudden increase
in torque is felt. Next, tighten the fitting for an additional 1/6 to 1/3 turn in order to seat the sleeve.
Flex Fittings
Illustration 21
Put nut (1) and sleeve (2) over the tube and push the tube into the counterbore of the fitting body as far as possible.
Tighten the nut until the nut is against the hex part of the fitting body.


Air Brake Fittings

SMCS Code: 7553
Illustration 18
Put nut (1) and sleeve (2) over the tube. Push the tube into the counterbore of the fitting body as far as possible. There
are two methods that may be used to tighten the nut. Tighten the nut with one of two methods.
· Tighten nut (1) to the torque that is specified in Table 20.

· Tighten nut (1) by the number of turns that is specified in Table 20.
Table 20
Turn Tightening
Nominal Outer Diameter of the Tube Torque
Nonmetallic Tubing Copper Tubing
6.35 mm (0.250 inch) 11 ± 3 N·m (8 ± 2 lb ft) 3 2
9.53 mm (0.375 inch) 20 ± 3 N·m (15 ± 2 lb ft) 4 2
12.70 mm (0.500 inch) 35 ± 6 N·m (26 ± 44 lb ft) 4 2
15.88 mm (0.625 inch) 40 ± 6 N·m (30 ± 4 lb ft) 3 1/2 3
19.05 mm (0.750 inch) 50 ± 6 N·m (37 ± 4 lb ft) 3 1/2 3


Bulkhead Nuts
SMCS Code: 7553
Illustration 14
Bulkhead connector (ORFS) (1) and bulkhead nut (1A).
Note: The bulkhead connector may have different connections. The type of fluid connection does not affect the torque
for nut (1A).
Note: When you assemble the fluid connection, do not use the bulkhead nut as leverage for a backup wrench. Use the
hex on the body of the connector for leverage.
Table 16
Thread Size
Torque
Inch
5/16 6 ± 1 N·m (53 ± 9 lb in)
3/8 8 ± 1 N·m (71 ± 9 lb in)
7/16 14 ± 1.5 N·m (10 ± 1 lb ft)
1/2 17 ± 2 N·m (13 ± 1.4 lb ft)
9/16 22 ± 2 N·m (16 ± 1.4 lb ft)
11/16 31 ± 3 N·m (23 ± 2 lb ft)

3/4 37 ± 4 N·m (27 ± 3 lb ft)
13/16 40 ± 4 N·m (30 ± 3 lb ft)
7/8 44 ± 4 N·m (32 ± 3 lb ft)
1 61 ± 6 N·m (45 ± 4 lb ft)
1 1/16 70 ± 7 N·m (52 ± 5 lb ft)
1 3/16 91 ± 10 N·m (67 ± 7 lb ft)
1 5/16 113 ± 10 N·m (83 ± 7 lb ft)
1 7/16 125 ± 12 N·m (92 ± 9 lb ft)
1 5/8 150 ± 15 N·m (110 ± 11 lb ft)
1 11/16 150 ± 15 N·m (110 ± 11 lb ft)
1 7/8 155 ± 15 N·m (115 ± 11 lb ft)
2 170 ± 17 N·m (125 ± 13 lb ft)
2 1/2 220 ± 20 N·m (160 ± 15 lb ft)


Ground Engaging Tool (G.E.T.) Fasteners

SMCS Code: 7553
Ground Engaging Tools (G.E.T.) are secured by many types of bolts. Refer to Table 9 for the correct torque for the
following combinations of fasteners for G.E.T.:
· plow bolts and nuts

· hex head bolts and nuts
Table 9
(1)
Thread Size Torque
Inch N·m lb ft
5/8 inch 270 ± 40 200 ± 30

3/4 inch 475 ± 60 350 ± 45
7/8 inch 750 ± 90 550 ± 65
1 inch 1150 ± 150 850 ± 110
1 1/4 inch 2300 ± 300 1700 ± 220
(1) These values are only for Caterpillar bolts for cutting edges.
Personal injury can result when installing plow bolts. The

appropriate safety equipment must be worn when striking the
plow bolts. To avoid injury to your eyes and ears, wear
protective glasses and hearing protection during this procedure.
Illustration 5
View of a typical plow bolt
Plow bolts must be installed properly. Refer to the following procedure for the correct installation of plow bolts.
1. Clean all surfaces that contact the bolt. Remove all occurrences of the following conditions:rust, paint, nicks and burrs
2. Tighten the nut to the correct torque. Refer to Table 9 for the correct torque.
3. Use a hammer to strike the head of the bolt. The bolt must be struck with significant force.
Note: The head of the bolt may be recessed below the mounting surface. Use a suitable punch in order to transfer the
hammer blow to the bolt head.
4. Tighten the nut to the correct torque. Refer to Table 9 for the correct torque.


Plugs
SMCS Code: 7553
Straight Thread O-Ring Plugs (Hex Drive)
Illustration 9
Table 11
Thread Size
Torque
Inch
5/16 9.0 ± 1.0 N·m (80 ± 9 lb in)
3/8 17.0 ± 1.5 N·m (12.5 ± 1.1 lb ft)
7/16 23 ± 2 N·m (17 ± 1 lb ft)
1/2 28 ± 3 N·m (21 ± 2 lb ft)
9/16 34 ± 3 N·m (25 ± 2 lb ft)
3/4 60 ± 6 N·m (44 ± 4 lb ft)
7/8 115 ± 10 N·m (85 ± 7 lb ft)
1 1/16 140 ± 14 N·m (103 ± 10 lb ft)
1 3/16 190 ± 19 N·m (140 ± 14 lb ft)
1 5/16 210 ± 20 N·m (155 ± 15 lb ft)
1 5/8 290 ± 25 N·m (215 ± 18 lb ft)
1 7/8 325 ± 30 N·m (240 ± 22 lb ft)
2 1/2 420 ± 40 N·m (310 ± 30 lb ft)
Straight Thread O-Ring Plugs (Socket Drive)
Illustration 10
Note: The socket may be hexagonal or square.
Table 12
Thread Size
Torque
Inch
5/16 5.0 ± 1.0 N·m (44 ± 9 lb in)
3/8 11.0 ± 1.0 N·m (97 ± 9 lb in)
7/16 16.0 ± 1.5 N·m (12 ± 1 lb ft)
1/2 20 ± 2 N·m (15 ± 1 lb ft)
9/16 35.0 ± 3.5 N·m (26 ± 3 lb ft)
3/4 70 ± 7 N·m (52 ± 5 lb ft)
7/8 100 ± 10 N·m (73 ± 7 lb ft)
1 1/16 170 ± 15 N·m (125 ± 11 lb ft)
1 3/16 215 ± 20 N·m (160 ± 15 lb ft)
1 5/16 270 ± 25 N·m (200 ± 18 lb ft)
1 5/8 285 ± 25 N·m (2105 ± 185 lb ft)
1 7/8 370 ± 35 N·m (275 ± 255 lb ft)
2 1/2 415 ± 40 N·m (305 ± 30 lb ft)
Drain Plugs with Straight Threads
Illustration 11
Note: Plug (A), plug (B) and plug (C) are used with a gasket. Conical seal plug (D) does not use a gasket.
Table 13
Thread Size
Type of Plug Torque
Inch
1/2 - 13 20 ± 5 N·m (15 ± 4 lb ft)
5/8 - 11 35 ± 5 N·m (26 ± 4 lb ft)
A 3/4 - 12
50 ± 5 N·m (37 ± 4 lb ft)
3/4 - 16
7/8 - 14
70 ± 15 N·m (52 ± 11 lb ft)
1 1/8 - 12
1 5/16 - 12
90 ± 15 N·m (66 ± 11 lb ft)
B 1 1/2 - 12
2 - 12 125 ± 15 N·m (92 ± 11 lb ft)

1 1/8 - 12 70 ± 15 N·m (52 ± 11 lb ft)
C
1 5/16 - 12 90 ± 15 N·m (66 ± 11 lb ft)
1/2 - 20 11 ± 4 N·m (97 ± 35 lb in)
7/8 -14 55 ± 7 N·m (41 ± 5 lb ft)
D
1 3/8 -13 90 ± 15 N·m (66 ± 11 lb ft)
1 1/2 - 12 125 ± 15 N·m (92 ± 11 lb ft)
Straight Thread O-Ring Plugs (Mechanical Joint Tube Assemblies)
Illustration 12
Note: When you tighten the plug, the torque must not be transmitted to the joint between the tube and the elbow.
Table 14
Thread Size
Torque
Inch
7/8 125 ± 15 N·m (92 ± 11 lb ft)
1 1/16 175 ± 15 N·m (130 ± 11 lb ft)
1 3/16 250 ± 20 N·m (185 ± 15 lb ft)
1 1/4 250 ± 20 N·m (185 ± 15 lb ft)
1 5/16 370 ± 20 N·m (275 ± 15 lb ft)
1 5/8 420 ± 25 N·m (310 ± 20 lb ft)
1 7/8 525 ± 35 N·m (390 ± 25 lb ft)
2 1/2 900 ± 50 N·m (665 ± 40 lb ft)


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Copyright 1991, 2008 Caterpillar Inc. All Rights Reserved.

6TM00434 120H MOTOR GRADER Operation & Maintenance

Lubricant Viscosities for Ambient Temperatures

Transmission, Differential, Tandem Drive Caterpillar TDTO -30 -22

-30 -22 104

Caterpillar GO -10 122

Caterpillar Multigrade -30 -22

-40 -40 104

-40 -40 104

-30 -22 104

Caterpillar HYDO -30 -22 104

BIO HYDO- -25 -13 110

Copyright 1991, 2008 Caterpillar Inc.

6TM00434 120H MOTOR GRADER Operation & Maintenance

APPROXIMATE REFILL CAPACITIES FOR 120H

APPROXIMATE REFILL CAPACITIES FOR 135H

Copyright 1991, 2008 Caterpillar Inc.

6TM00434 120H MOTOR GRADER Operation & Maintenance

Blade Lift Cylinder Socket - Check/Adjust/Replace

Copyright 1991, 2008 Caterpillar Inc.

6TM00434 120H MOTOR GRADER Operation & Maintenance

Centershift Cylinder Socket - Check/Adjust/Replace

5. Install the cap and bolts and tighten the bolts.

Copyright 1991, 2008 Caterpillar Inc.

6TM00434 120H MOTOR GRADER Operation & Maintenance

Circle Clearances - Check/Adjust

Blade Circle and Drawbar

3. Lower the blade to the ground. Stop the engine.

Blade Circle to Shoe Clearance

3. Lower the blade to the ground. Stop the engine.

complete contact with the blade circle and the drawbar.

Adjust the circle shoes (9) one at a time.

7. Add shims or remove shims, as required.

Circle Pinion and Circle

Copyright 1991, 2008 Caterpillar Inc.

6TM00434 120H MOTOR GRADER Operation & Maintenance

Circle Drive Oil Level - Check

If a leak develops or you suspect a leak, check the oil level.

1. Remove the check/fill plug.

3. Install the check/fill plug.

Copyright 1991, 2008 Caterpillar Inc.

6TM00434 120H MOTOR GRADER Operation & Maintenance

Circuit Breakers - Reset

Alternator - The main circuit breaker for the alternator is 60 amp.

Copyright 1991, 2008 Caterpillar Inc.

6TM00434 120H MOTOR GRADER Operation & Maintenance

Cutting Edges and End Bits - Inspect/Replace

Personal injury or death can result from the blade falling.

Block the blade before changing blade tips.

2. Remove the cutting edges and/or the end bits.

3. Install the new cutting edges and/or the end bits.

4. Raise the blade and remove the blocks.

Copyright 1991, 2008 Caterpillar Inc.

6TM00434 120H MOTOR GRADER Operation & Maintenance

Drawbar Ball and Socket End Play - Check/Adjust

Copyright 1991, 2008 Caterpillar Inc.

6TM00434 120H MOTOR GRADER Operation & Maintenance

Engine Air Filter Primary Element - Clean/Replace

2. Remove air cleaner cover (1).

4. Clean the inside of the air cleaner housing.

Do not clean the primary element by bumping or tapping them. Do

Make sure the cleaned primary element is completely dry before

6. If the primary element is not damaged, clean the primary element.