D5M Transm - Testing and Diagrams PDF

MODEL PA55 WITH ELECTRONIC CONTROLS FOR D5M & D6M PS TRACTO...
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Producto: TRACK-TYPE TRACTOR

Modelo: D5M TRACK-TYPE TRACTOR 4BR
Configuración: MODEL PA55 WITH ELECTRONIC CONTROLS FOR D5M & D6M PS TRACTOR 4BR00001-UP (MACHINE)
Operación de Sistemas
D5M TRACK-TYPE TRACTORS POWER TRAIN WITH MECHANICAL STEERING
Número de medio -SENR9465-00 Fecha de publicación -30/09/1996 Fecha de actualización -12/10/2001
Systems Operation
General Information
NOTE: For specifications with illustrations, make reference to Specifications, Form SENR9464. If
the specifications given in Form SENR9464 are not the same as given in the Systems Operation and
the Testing and Adjusting, look at the printing date on the back cover of each book. Use the
Specifications given in the book with the latest date.
LOCATION OF POWER TRAIN COMPONENTS

(1) Steering clutches and brakes. (2) Final drives. (3) Diesel engine. (4) Planetary powershift transmission. (5) Transfer
and bevel gears. (6) Main drive shaft. (7) Torque converter. (8) Tracks.
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MODEL PA55 WITH ELECTRONIC CONTROLS FOR D5M & D6M PS TRACTO... Page 2 of 54
The power from diesel engine (3) is sent through the torque converter (7), main drive shaft (6),
planetary transmission (4), transfer and bevel gears (5), steering clutches and brakes (1), final drives
(2) and then to the tracks (8).
The diesel engine (3) sends power to the torque converter (7) which is coupled to the flywheel. The
torque converter (7) sends the power to the planetary transmission (4) through the main drive shaft
(6).
The planetary transmission (4) has three FORWARD and three REVERSE speeds. Speed and
direction of the planetary transmission is manually controlled by the operator. When the control
lever for the transmission is moved to a speed and direction position, power is sent through the
transmission to transfer and bevel gears (5). Transfer and bevel gears (5) turn two inner axle shafts
that send the power to the steering clutches and brakes (1). Steering clutches turn the tractor, and the
brakes stop the tractor as well as give assistance to the action of the steering clutches. Power from
the steering clutches and brakes is used to turn two sun gear shafts that turn final drives (2). Final
drives (2) are a single reduction planetary gear set and send the power to the sprockets which drive
tracks (8) that move the machine.
Power Train Oil System
(A) Torque Converter Scavenge Screen
(B) Screen and Magnet
(B1) Left Hand Brake Pressure
(B2) Right Hand Brake Pressure
(C) Bevel Gear Case (Main Sump)
(C1) Left Hand Clutch Pressure
(C2) Right Hand Clutch Pressure
(D) Final Drive
(E) Steering Clutch and Brake Module
(ER1) Engine Speed
(F) Steering and Brake Valve
(G) Vent Breather
(H) Torque Converter Inlet Relief Valve
(I) Priority Valve
(J) Oil Sampling Valve
(K) Torque Converter Outlet Relief Valve
(L) Flywheel Housing
(L1) Transmission Lube Pressure
(LB1) Left Hand Clutch/Brake Lube Pressure
(LB2) Right Hand Clutch/Brake Lube Pressure
(M) Torque Converter Supply Pressure
(MM) Torque Converter
(N) Torque Converter Relief Valve Pressure
(P) Power Train Oil Cooler
(P1) Transmission Speed Clutch Pressure
(P2) Transmission Direction Clutch Pressure
(PV) Priority Valve Pressure
(Q) 3116 Engine
(Q1) Powertrain Oil Temperature
(R) Filter Element
(S) Torque Converter Scavenge Section
(T) Controls Section
(U) Torque Converter and Lubrication Section
(V) Power Train Oil Pump
(W) Power Train Oil Filter Group
(X) Filter Bypass
(Y) Transmission
(Z) Bevel Gear Lube
(AA) Transmission Lube
(BB) Supply Pressure
(CC) Rear View of Transmission
(DD) Pressure Tap (kPa)
(EE) Temperature Probe (°C)
(FF) Revolution (RPM)
The powertrain oil system has a three section gear pump. The pump is mounted on the rear of the
torque converter housing and is driven by gears inside the torque converter. The bevel gear case is
the main sump for the powertrain oil system.
The torque converter and lubrication section of the pump takes oil from the bevel gear case through
a screen and magnet and sends it to the priority valve. From the priority valve, the oil is sent in two
directions. Part of the oil flows through a tube in the bevel gear case to lubricate the transmission
while the rest of the oil goes to the torque converter. The oil from the torque converter flows through
the outlet relief valve which maintains a minimum oil pressure inside the torque converter. From the
outlet relief valve the oil flows through a hose to the powertrain oil cooler. From the cooler, the oil
goes to lubricate the steering clutch and brake modules.
The controls section of the powertrain oil pump takes oil from the bevel gear case and sends it
through a passage in the priority valve to the powertrain oil filter. From the filter, the oil goes back
to the priority valve and flows through tubes in the bevel gear case to the steering and brake valve
and transmission controls. This oil controls the steering clutch and brakes and the transmission
clutches. The priority valve makes sure that oil is first available for brake operation and then for
transmission operation.
The transmission control includes the selector and pressure control valve which controls the pressure
and flow of the oil to the transmission clutches for engagement. The lube relief valve (inside of the
selector and pressure control valve) controls the maximum pressure of the transmission lubrication
oil.
The torque converter scavenge section of the pump removes oil from the torque converter housing
through a screen and sends the oil to the bevel gear case.
Torque Converter
Torque Converter Components

(1) Housing. (2) Impeller. (3) Pump drive gear. (4) Inlet port. (5) Output shaft. (6) Turbine. (7) Stator. (8) Carrier. (9)
Outlet port.
The torque converter connects the engine to the planetary transmission through the main drive shaft.
This connection between the engine and the transmission is a hydraulic connection. There is no
direct mechanical connection between the engine and the transmission.
The torque converter uses oil to multiply the torque to the transmission. When the machine works
against a low load, the torque multiplication is low. When the machine works against a high load,
the torque multiplication is higher. A higher torque can then be sent to the transmission during high
load conditions. During no load conditions, the torque converter can not multiply the torque from
the engine.
The components of the torque converter are: housing (1), Impeller (2), turbine (6) and stator (7).
Housing (1) is connected to the engine flywheel by splines. Impeller (2) and pump drive gear (3) are
connected to housing (1). Turbine (6) is connected to output shaft (5). Stator (7) is connected to
carrier (8) and can not turn.
Torque Converter Operation
Flow of Power in Torque Converter

(1) Housing. (2) Impeller. (3) Gear. (4) Inlet port. (5) Output shaft. (6) Turbine. (7) Stator. (8) Carrier. (9) Outlet port.
(A) Drive. (B) Driven. (C) Stationary.
Oil from the priority valve enters the torque converter through inlet port (4) in carrier (8). Oil is
directed to the inlet port by a passage in the converter housing. From inlet port (4), the oil goes
through a passage in the hub to impeller (2).
Impeller (2) [which turns with the rotating housing (1) at engine speed] makes the oil go toward the
outside of the impeller, around the inside of housing (1) and against the blades of turbine (6). The oil
that hits the turbine blades causes turbine (6) and output shaft (5) to turn. This sends torque to the
input shaft of the transmission through the main drive shaft.
After the oil hits the turbine blades, the oil goes toward the inside of turbine (6). As the oil goes
from the turbine, it moves in a direction opposite the direction of impeller rotation. Stator (7) causes
the oil to change direction and go back into impeller (2) in the direction of rotation.
The force of the oil from the stator can now add to the torque output from the engine to the impeller.
This extra force can give an increase to the torque output of the engine to the turbine. The larger the
difference between the speeds of the impeller and the turbine, the larger the amount of force of the
oil from the stator. Since it is the load on the machine that changes the speed of the turbine, the
higher the load, the larger the difference in the speeds of the impeller and the turbine. It is the
different loads on the machine that control the amount of torque multiplication that the force of the
oil from the stator can add. Oil from outlet passage (9) passes through the converter outlet relief
valve and goes to the oil cooler and then to the steering clutch and brake lubrication system.
Torque Converter Hydraulic System

Two control valves make up the hydraulic system for the torque converter. These valves are the inlet
relief valve and the outlet relief valve.
Torque Converter Inlet Relief Valve

The inlet relief valve controls the maximum oil pressure to the converter. The main purpose of the
inlet relief valve is to prevent damage to converter components when the engine is started and the oil
is cold. When the pressure exceeds 900 kPa, the oil is dumped to the bevel gear case. This pressure
is not adjustable.
The torque converter inlet relief valve is located between the priority valve and the bevel gear case.
Torque converter inlet relief valve
Location of torque converter inlet relief valve

(1) Torque converter inlet relief valve in case
Torque Converter Outlet Relief Valve
Components of the relief valve

(1) Body. (2) Passage (inlet). (3) Pressure tap. (4) Passage (outlet). (5) Spring. (6) Spring. (7) Shims. (8) Spool (valve).
The outlet relief valve for the torque converter is fastened to the torque converter housing. The
outlet relief valve maintains pressure in the torque converter.
The setting of the outlet relief valve is about 290 kPa (42 psi). From the outlet relief valve, the oil
flows through outlet passage (4) to the power train oil cooler.
Oil flows into body (1) through inlet passage (2). The oil moves valve spool (8) against the force of
springs (5) and (6). When the pressure of the oil becomes greater than the force of the springs, the
movement of valve spool (7) allows the oil to flow through outlet passage (4).
Location of Torque Converter Outlet Relief Valve

(7) Torque converter outlet relief valve.
Power Train Oil Pump
Power Train Oil Pump Construction

(1) Manifold. (2) Gear. (3) Body. (4) Gear. (5) Body. (6) Gear. (7) Cover. (8) Gear. (9) Gear. (10) gear. (A) Torque
converter and lubrication section. (B) Transmission clutch, steering clutch and brake control section. (C) Scavenge
section.
The power train oil pump is a three-section, gear type, driven by a gear in the torque converter
housing and is fastened to the right side of the torque converter housing. Gear (2), gear (4) and gear
(6) are driven by a gear in the torque converter housing. Gear (2) turns idler gear (10), while gear (4)
turns idler gear (9) and gear (6) turns idler gear (8).
During operation, oil from the bevel gear case enters section (B) of the pump through a passage in
body (3). The oil fills the space between the gear teeth. The gears turn and the oil is sent out another
passage in body (3) to supply the steering clutch and brake control valves and transmission control
valves.
Oil from the bevel gear case also enters section (A) of the pump through a passage in body (3). The
oil fills the space between the gear teeth. The gears turn and oil is sent out through a passage in body
(5) to supply the torque converter and provide cooling and lubrication for the steering clutches and
brakes and transmission.
Oil from the torque converter sump goes through a screen and then to the scavenge section (C) of
the pump through a passage in manifold (1). The oil is pumped in the same manner as the other
sections and is sent out through a passage in manifold (1) to the oil reservoir in the bevel gear case.
MODEL PA55 WITH ELECTRONIC CONTROLS FOR D5M & D6M PS TRAC... Page 10 of 54
Power Train Oil Filter
Components of the oil filter

(1) Bypass valve. (2) Spring. (3) Inlet passage. (4) Outlet passage. (5) Base. (6) Element. (7) Housing.
Location of oil filter and priority valve

(8) Oil filter. (9) Pressure switch. (10) Priority valve.
Oil from the pump goes through the priority valve body and into filter base (5) through inlet passage
(3). The oil goes through the filter base to housing (7). Oil fills the space between the inside of
housing (7) and filter element (6). Normally, oil goes through the filter element and then to the
outlet passage. The oil then goes to the remainder of the power train oil system. The filter element
stops any debris that is in the oil.
If the filter element becomes full of debris, the restriction to the flow of oil causes a pressure
increase inside the filter. The increase in pressure causes bypass valve (1) to open and the oil will
not go through the element. When the oil does not go through the filter element, it is dirty and the
debris in the oil can cause damage to other components in the power train oil system.
Correct maintenance must be used to make certain that filter element (6) does not become full of
debris and stop the flow of clean oil to the power train oil system.
If the filter does become plugged and the bypass valve opens, pressure switch (9) will turn on a light
on the CMS panel in the operator's compartment indicating a plugged power train oil filter.
Priority Valve
Components of Priority Valve

(12) Slug. (13) Chamber. (14) Poppet. (15) Spool assembly. (16) Inlet passage. (17) Outlet passage.
The priority valve makes sure oil pressure is first available for steering and braking and then for
transmission operation. The priority valve is set to open to the transmission controls at 2925 kPa
(420 psi).
Priority valve (11) is located on the front of the bevel gear case. Oil from the oil pump enters inlet
passage (16). From inlet passage (16) the oil goes through a hole in spool assembly (15) into
chamber (13) between slug (12) and poppet (14). When the pressure of the oil in chamber (13)
becomes higher than priority valve setting, spool assembly (15) moves to the right and lets pressure
oil flow to outlet passage (17). From outlet passage (17), the pressure oil goes to the transmission
selector and pressure control valve. The priority valve setting can be adjusted by the adjustment nut.
Magnetic Screen
A magnetic screen is inside of the bevel gear case. Oil from the bottom of the bevel gear case goes
through an inlet passage. As the oil goes through the screen, foreign particles that are in the oil are
stopped by the screen and cannot go into the powertrain oil system.
After the oil goes through the screen, it goes around and through magnets. The magnets are installed
on the tube assembly so that the same magnetic ends are next to each other. Smaller metal particles
that go through the screen are stopped and held by the magnets. These magnets will not let the metal
particles go with the oil through the powertrain oil system.
The oil then goes through the outlet passage to the inlet of the powertrain oil pump.
Power Train Oil Cooler
Power Train Oil Cooler

(1) Inlet hose. (2) Oil cooler. (3) Radiator bottom tank.
Power train oil with high temperature comes from the torque converter and flows to the oil cooler
through hose (1). The oil cooler is located at the bottom of the radiator. Engine coolant is used to
remove the heat from this oil.
After the oil flows through the tubes and the heat is removed it leaves the cooler and flows to
lubricate the steering clutches and brakes.
Transmission Hydraulic Controls

Introduction
The transmission hydraulic controls are installed on the transmission planetary. The controls have a
top plate (5), selector and pressure control valve (6), plate (7) and bottom manifold (8).
Inlet oil for operation of the hydraulic controls comes from the priority valve and goes through tube
(2) to the pressure control valve.
Oil flows from the pressure control valve, through plate (7) and bottom manifold (8). The oil is then
sent to the speed clutch and directional clutch through the respective opening (9), (10), (11), (12) or
(13).
Transmission Hydraulic Controls (Top View)

(1) Speed selection spool. (2) Oil tube (inlet from pump). (3) Oil tube (outlet to transmission lube). (4) Direction
selection spool.
Transmission Hydraulic Controls (Side View)

(5) Top plate. (6) Selector and pressure control valve. (7) Plate. (8) Bottom manifold.
Transmission Hydraulic Controls (Bottom View)

(9) Opening to No. 1 clutch. (10) Opening to No. 2 clutch. (11) Opening to No. 3 clutch. (12) Opening to No. 4 clutch.
(13) Opening to No. 5 clutch.
Selector and Pressure Control Valve
Selector and Pressure Control Valve

(1) Speed selector spool. (2) Modulation relief valve. (3) Load piston. (4) Inlet passage from transmission oil pump. (5)
Outlet passage to transmission lubrication. (6) Lube relief valve. (7) Pressure differential valve. (8) Direction selector
spool.
The selector and pressure control valve is connected to the planetary transmission. The valve is
completely enclosed by the transmission case.
Speed selector spool (1) and direction selector spool (8) are connected by linkage to the transmission
selector lever.
Operation
Transmission Hydraulic Controls (Engine Running, Transmission in Neutral)

(1) Speed selection spool. (2) Valve body. (3) Modulation relief valve. (4) Load piston. (5) Orifice. (6) Lube relief valve.
(7) Pressure differential valve. (8) Orifices. (9) Direction selection spool. (AA) Speed clutch oil [P1]. (BB) Lube oil.
(LL) Return oil.
Engine Running (Transmission in Neutral)

When the engine is started, the powertrain oil pump pulls oil from the bevel gear case. The pump
sends the oil through the priority valve and filter and then to the pressure control valve for the
transmission.
When the transmission control lever is in NEUTRAL, speed selection spool (1) is in the position
shown in the schematic. Direction selection spool (9) can be in either the FORWARD or REVERSE
position.
The position of speed selection spool (1) opens the No. 3 clutch to pump oil. Speed clutches No. 4
and No. 5 are opened to the reservoir. The position of direction selection spool (9) opens the right
end of pressure differential valve (7) to the reservoir.
Oil from the pump, goes to modulation relief valve (3). It fills the chamber around the modulation
relief valve. The oil goes through an orifice in the valve spool and opens the poppet valve. The oil
fills the slug chamber at the left end of the valve spool.
Pump oil also goes through the flow control orifice to direction selection spool (9). The oil can then
flow to ratio valve (6) and pressure differential valve (7). The oil also flows from the direction
selection spool to speed selection spool (1). From the left end of the speed selection spool, the oil
flows to No. 3 clutch.
The oil to the pressure differential valve, goes through orifice (5) in the valve spool. Oil starts to fill
the chamber at the left end of the valve spool. When the transmission selector lever is in
NEUTRAL, orifices (8) can not send oil to the reservoir because the passage around the orifices is
filled with pump oil. This lets the differential valve move a small amount to the right (to the SET
position). In this position, orifices (8) are closed by the valve body. The pressure differential valve
can move no farther to the right because of the drain passage at the left end of the valve. In this
position, no oil is sent to the directional clutches.
Operation of Modulation Relief Valve

Pump oil, that flows to the pressure differential valve, also goes through an orifice to the right end of
load piston (4). The right end of the load piston is closed to the reservoir by the position of pressure
differential valve (7). The flow of oil to load piston (4) is restricted by the orifice.
When No. 3 clutch is full of oil, the pressure in the speed clutch circuit starts to increase. The
increase is felt in the slug chamber at the left end of modulation relief valve (3). When the pressure
in the speed clutch circuit is at the initial setting of the modulation relief valve, the modulation relief
valve moves to the right. This lets extra oil go to lube.
The pressure felt by the modulation relief valve is also felt on the right end of load piston (4). The
orifice in the supply passage to the load piston causes a short delay in the pressure increase at the
right end of the load piston. This pressure increase at the end of the load piston moves the piston to
the left. The movement to the left increases the force of the springs and moves modulation relief
valve (3) to the left also. This causes a pressure increase in the slug chamber and moves the
modulation relief valve back to the right.
This left and right movement of the modulation relief valve, along with the movement to the left of
the load piston causes the clutch pressure to increase gradually. This gradual increase in pressure is
known as modulation.
The load piston movement to the left stops when the load piston moves to the drain passage. At this
time, modulation stops. As oil goes out the drain passage, oil comes through the supply passage to
the load piston chamber. This keeps the load piston in position without any further movement.
Pressure in the system will be limited by the spring force on the modulation relief valve. At this
time, the valve is opened to let oil flow to lube.
Operation of Lube Relief Valve

Lube relief valve (6) controls the maximum oil pressure to lube the transmission. Its primary
purpose is to prevent damage to components when the engine is started with cold oil.
The lube pressure is caused by restrictions to flow, is felt against the left end of the valve spool. This
pressure pushes against the whole diameter of the valve spool.
Pressure from the speed clutch circuit is felt in the slug chamber of the valve spool. This pressure
pushes against only the diameter of the slug.
The pressure (on the left end of valve) needed to move the valve to the right is less than the pressure
(in slug chamber) needed to move the valve to the left.
When the lube pressure gets to its maximum, the valve spool moves to the right. This lets the extra
oil go to the reservoir. When the pressures are again in balance, spring force moves the valve back to
the left.
All oil, not used by the clutches, goes to lube.
At operating temperature, the lube relief valve is normally closed, directing all excess oil to lubricate
the transmission.
Engine Running (Neutral to First Speed

Forward)
Transmission Hydraulic Controls (Engine Running, Neutral to First Speed Forward)

(CC) Direction clutch oil [P2]. (LL) Return oil.
When the transmission control lever is moved to FIRST SPEED FORWARD, speed selector spool
(1) and direction selector spool (9) move to the positions shown in the schematic.
The position of direction selector spool (9) opens a passage to No. 2 clutch. It also opens a passage
from No. 1 clutch to the reservoir.
The position of speed selector spool (1) opens a passage to No. 5 clutch to pump oil. It also opens
No. 3 clutch and No. 4 clutch to the reservoir.
When the shift from NEUTRAL to FIRST SPEED FORWARD is made, the No. 3 clutch is opened
to the reservoir. The pressure in the system decreases.
Springs move modulation relief valve (3) toward the left. Pressure differential valve (7) moves until
the oil from the right end of load piston (4) can go to the reservoir. This lets the load piston move to
the right.
No. 5 speed clutch starts to fill. When it is full of oil, the pressure increases in the system. This
pressure increase is felt through orifice (5) and against the left end of the pressure differential valve.
This moves the pressure differential valve until the right end of load piston (4) is closed to the
reservoir. The differential valve also lets oil go to No. 2 clutch and it starts to fill.
The pressure differential valve will keep a 380 kPa (55 psi) pressure difference between the oil to
the speed clutch and direction clutch. This lets the speed clutch engage before the direction clutch.
When the end of the load piston is closed to the reservoir, the pressure oil starts to fill the load piston
chamber again. The load piston starts to move to the left and modulation starts.
This movement of the load piston compresses the springs and moves the modulation relief valve to
the left. This causes the pressure of the pump oil in the slug chamber to go higher and moves the
modulation relief valve back to the right.
This modulation goes on until the clutches reach full pressure. At this time the load piston will be
completely to the left and the modulation relief valve will let oil go to lube.
Starting the Engine (Transmission in a Speed

and Direction)
Transmission Hydraulic Controls (Starting Engine with Transmission in a Speed and Direction)
(LL) Return oil.
When the transmission is started with the control lever in a forward or reverse speed, the operation
of pressure differential valve (7) prevents movement of the machine.
When the engine is started, the powertrain oil pump sends oil to modulation relief valve (3) and also
across flow control orifice to direction selection spool (9). From the direction selection spool the oil
can go to lube relief valve (6) and pressure differential valve (7). The oil also flows to speed
selection spool (1) and starts to fill the No. 5 clutch.
Oil that flows to pressure differential valve (7) goes through orifice (5) and fills the chamber on the
left end of the spool. Small orifices (8) are open to reservoir because of the position of the speed
selection spool. The pressure on the left end of the differential valve can not go high enough to
move the valve to the right. Because of this, oil can not flow to the direction clutch and the machine
will not move.
Before the operator can move the machine, he must make a shift to NEUTRAL. This closes the
passage around orifices (8) so that oil can not flow to the reservoir. This lets the pressure increase
inside the differential valve and it moves right to the SET position (see TRANSMISSION IN
NEUTRAL). The operation of the hydraulic controls will then be normal when a shift is made to a
forward or reverse speed.
Transmission
Introduction
The transmission has five hydraulically activated clutches that give three speeds FORWARD and
three speeds REVERSE. Speed and direction are both manually selected.
Clutch Operation (Typical Example)

(1) Piston. (2) Spring. (3) Plates. (4) Ring gear. (5) Discs. (6) Clutch housing.
The five transmission clutches are the disc-type and in separate housings. Each clutch has discs (5)
and plates (3). The inside teeth of discs (5) are engaged with the outside teeth of ring gear (4).
Notches on the outside diameter of plates (3) are engaged with pins in the clutch housing. The pins
keep the plates from rotating.
In the example above, springs (2) are between clutch housing (6) and piston (1). The springs keep
the clutches disengaged (not engaged). The clutches are engaged when oil is sent into the area
behind piston (1). When the pressure of the oil in the area behind the piston increases, the piston
moves to the right. The piston moves against the force of spring (2) and pushes the discs and plates
together. The clutch is now engaged. The discs keep ring gear (4) from rotation. When the clutch is
released, the pressure in the area behind piston (1) decreases and the force of spring (2) moves the
piston to the left. The discs and plates are now apart. The clutch is not engaged.
A speed clutch and a direction clutch must both be engaged to send power through the transmission.
The chart gives the combination of the clutches engaged for each FORWARD and REVERSE
speed.
Transmission Components
(1) Ring gear for No. 1 clutch. (2) No. 1 clutch (REVERSE). (3) No. 2 and No. 3 carrier. (4) No. 2 clutch (FORWARD).
(5) Ring gear for No. 2 clutch. (6) No. 3 clutch (THIRD SPEED). (7) Ring gear for No. 3 clutch. (8) No. 4 clutch
(SECOND SPEED). (9) Ring gear for No. 4 clutch. (10) No. 5 clutch (FIRST SPEED). (11) Hub. (12) No. 1 carrier.
(13) No. 4 carrier. (14) No. 4 sun gear. (15) No. 1 sun gear. (16) No. 1 planetary gears. (17) Input shaft. (18) Coupling
gear. (19) No. 2 sun gear. (20) No. 2 planetary gears. (21) No. 3 planetary gears. (22) No. 3 sun gear. (23) No. 4
planetary gears. (24) Housing assembly. (25) Output shaft.
The transmission is fastened to the case at the rear of the machine. Power from the torque converter
is sent to input shaft (17) by a drive shaft. Power flows from the transmission, through output shaft
(25), and then to the transfer gears.
The transmission has five hydraulically activated clutches that give three speeds FORWARD and
three speeds REVERSE. Speed and direction are both manually selected by the operator.
The No. 1 and No. 2 clutch, at the rear of the transmission, are the direction clutches. The No. 1
clutch is the REVERSE direction clutch. The No. 2 clutch is the FORWARD direction clutch.
The No. 3, No. 4 and No. 5 clutches are the speed clutches. The No. 3 clutch gives THIRD speed.
The No. 4 clutch gives SECOND speed and the No. 5 clutch gives FIRST speed.
The No. 5 clutch is the only clutch that turns.
First Speed Forward
Power Flow in First Speed FORWARD (No. 2 and No. 5 Clutches Engaged)
(3) No. 2 and No. 3 carrier. (4) No. 2 clutch (FORWARD). (5) Ring gear for No. 2 clutch. (7) Ring gear for No. 3
clutch. (9) Ring gear for No. 4 clutch. (10) No. 5 clutch (FIRST SPEED). (11) Hub. (13) No. 4 carrier. (14) No. 4 sun
gear. (17) Input shaft. (19) No. 2 sun gear. (20) No. 2 planetary gears. (21) No. 3 planetary gears. (22) No. 3 sun gear.
(23) No. 4 planetary gears. (24) Housing assembly. (25) Output shaft.
When the transmission is in FIRST SPEED FORWARD, No. 5 clutch (10) and No. 2 clutch (4) are
engaged. The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 5 clutch locks
(connects) hub (11) to No. 4 ring gear (9).
Input shaft (17) turns No. 2 sun gear (19). No. 2 sun gear turns No. 2 planetary gears (20). Since ring
gear (5) is held stationary by the No. 2 clutch, planetary gears (20) move around the inside of the
ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to turn in the
same direction as input shaft (17). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21)
turn. The No. 3 planetary gears turn ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). The
No. 3 sun gear (22) turns output shaft (25).
Ring gear (7) turns No. 4 carrier (13). As the No. 4 carrier turns, No. 4 planetary gears (23) turn. The
No. 4 planetary gears turn ring gear (9) for the No. 4 clutch, which is connected to housing assembly
(24) by splines. No. 4 planetary gears also turn No. 4 sun gear (14). No. 4 sun gear turns output shaft
(25).
Since hub (11) is connected to No. 4 ring gear (9) by the engaged No. 5 clutch (10), power is sent
through the No. 5 clutch to hub (11). Hub (11) turns output shaft (25).
As a result, torque to output shaft (25) is divided through No. 3 sun gear (22), No. 4 sun gear (14)
and hub (11). From the output shaft, power goes through the transfer and bevel gears to the steering
clutches and brakes.
Second Speed Forward

When the transmission is in SECOND SPEED FORWARD, No. 4 clutch (8) and No. 2 clutch (4)
are engaged. The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 4 clutch
holds ring gear (9) for the No. 4 clutch stationary. Input shaft (17) turns No. 2 sun gear (19). No. 2
sun gear turns No. 2 planetary gears (20).
Since ring gear (5) is held stationary by the No. 2 clutch, planetary gears (20) move around the
inside of the ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to
turn in the same direction as input shaft (17). As the No. 2 and No.3 carrier turns, No. 3 planetary
gears (21) turn. The No. 3 planetary gears turn ring gear (7) for the No. 3 clutch and No. 3 sun gear
(22). No. 3 sun gear (22) turns output shaft (25). Ring gear (7) turns No. 4 carrier (13).
inside of the ring gear. The movement of planetary gears (23) and No. 4 carrier (13) causes No. 4
sun gear (14) to turn. No. 4 sun gear turns output shaft (25).
As a result, torque to output shaft (25) is divided through No. 3 sun gear (22) and No. 4 sun gear
(14). From the output shaft, power goes through the transfer and bevel gears to the steering clutches
and brakes.
Third Speed Forward

When the transmission is in Third Speed FORWARD, No. 3 clutch (6) and No. 2 clutch (4) are
engaged. The No. 2 clutch holds ring gear (5) for the No. 2 clutch stationary. The No. 3 clutch holds
ring gear (7) for the No. 3 clutch stationary. Input shaft (17) turns No. 2 sun gear (19). No. 2 sun
gear turns No. 2 planetary gears (20).
inside of the ring gear. The movement of planetary gears (20) causes No. 2 and No. 3 carrier (3) to
turn in the same direction as input shaft (17).
Since ring gear (7) is held stationary by the No. 3 clutch, the movement of No. 2 and No. 3 carrier
(3) causes No. 3 planetary gears (21) to move around the inside of the ring gear. The No. 3 planetary
gears turn No. 3 sun gear (22). No. 3 sun gear (22) turns output shaft (25). From the output shaft,
power goes through the transfer and bevel gears to the steering clutches and brakes.
First Speed Reverse
Port Flow in First Speed REVERSE (No. 1 and No. 5 Clutches Engaged)
(1) Ring gear for No. 1 clutch. (2) No. 1 clutch (REVERSE). (3) No. 2 and No. 3 carrier. (7) Ring gear for No. 3 clutch.
(9) Ring gear for No. 4 clutch. (10) No. 5 clutch (FIRST SPEED). (11) Hub. (12) No. 1 carrier. (13) No. 4 carrier. (14)
No. 4 sun gear. (15) No. 1 sun gear. (16) No. 1 planetary gears. (17) Input shaft. (18) Coupling gear. (21) No. 3
planetary gears. (22) No. 3 sun gear. (23) No. 4 planetary gears. (24) Housing assembly. (25) Output shaft.
When the transmission is in FIRST SPEED REVERSE, No. 1 clutch (2) and No. 5 clutch (10 are
engaged. The No. 1 clutch holds ring gear (1) for the No. 1 clutch stationary. The No. 5 clutch locks
(connects) hub (11) to no. 4 ring gear (9).
Input shaft (17) turns No. 1 sun gear (15). No. 1 sun gear turns No. 1 planetary gear (16). No. 1
carrier (12) is in direct mechanical connection with ring gear (1).
Since ring gear (1) is held stationary by the No. 1 clutch, so is No. 1 carrier (12). The movement of
No. 1 planetary gears (16) causes coupling gear (18) to turn in the opposite direction as input shaft
(17). Coupling gear (18) is in direct mechanical connection with No. 2 and No. 3 carrier (3). As the
No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn.
The No. 3 planetary gears turn ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). No. 3 sun
gear turns output shaft (25). Ring gear (7) turns No. 4 carrier (13).
As the No. 4 carrier turns, No. 4 planetary gears (23) turn. The No. 4 planetary gears turn ring gear
(9) for the No. 4 clutch, which is connected to housing assembly (24) by splines. The No. 4
planetary gears also turn No. 4 sun gear (14). No. sun gear turns output shaft (25).
Since hub (11) is connected to No. 4 ring gear (9) by the engaged No. 5 clutch (10), power is sent
through the No. 5 clutch to hub (11). Hub (11) turns output shaft (25).
As a result, torque to output shaft (25) is divided through No. 3 sun gear (22), No. 4 sun gear (14)
and hub (11). From the output shaft, power goes through the transfer and bevel gears to the steering
clutches and brakes.
Second Speed Reverse

When the transmission is in Second Speed REVERSE, No. 1 clutch (2) and No. 4 clutch (8) are
gear turns No. 1 planetary gears (16). No. 1 carrier (12) is in direct mechanical connection with ring
gear (1).
the No. 1 planetary gears (16) causes coupling gear (18) to turn in the opposite direction of input
shaft (17). Coupling gear (18) is in direct mechanical connection with No. 2 and No. 3 carrier (3).
As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (21) turn. The No. 3 planetary gears turn
ring gear (7) for the No. 3 clutch and No. 3 sun gear (22). No. 3 sun gear turns output shaft (25).
Ring gear (7) turns No. 4 carrier (13).
inside of the ring gear. The movement of planetary gears (23) and No. 4 carrier (13) causes No. 4
sun gear (14) to turn. The No. 4 sun gear turns output shaft (25).
As a result, torque to output shaft (25) is divided through No. 3 sun gear (22) and No. 4 sun gear
(14). From the output shaft, power goes through the transfer and bevel gears to the steering clutches
and brakes.
Third Speed Reverse

When the transmission is in Third Speed REVERSE, No. 1 clutch (2) and No. 3 clutch (6) are
gear turns No. 1 planetary gears (16). No. 1 carrier (12) is a direct mechanical connection with ring
gear (1).
No. 1 planetary gears (16) causes coupling gear (18) to turn in the opposite direction as input shaft
(17). Coupling gear (18) is a direct mechanical connection with No. 2 and No. 3 carrier (3).
Since ring gear (7) is held stationary by the No. 3 clutch, the movement of No. 2 and No. 3 carrier
(3) causes No. 3 planetary gears (21) to move around the inside of the ring gear. The No. 3 planetary
gears turn No. 3 sun gear (22). No. 3 sun gear (22) turns output shaft (25). From the output shaft,
power goes through the transfer and bevel gears to the steering clutches and brakes.
Neutral
Power Flow in NEUTRAL (No. 3 Clutch Engaged)

(6) No. 3 clutch (THIRD SPEED). (7) Ring gear for No. 3 clutch. (16) No. 1 planetary gears. (17) Input shaft. (20) No. 2
planetary gears. (25) Output shaft.
When the transmission is in NEUTRAL, No. 3 clutch is engaged. The No. 3 clutch holds ring gear
(7) stationary. Input shaft (17) turns No. 1 and No. 2 planetary gears. Since neither clutch No. 1 or
No. 2 are engaged, there is no power flow to output shaft (25).
Transmission Lubrication
Transmission Lubrication
(1) Orifice. (2) Passage. (3) Passage. (4) Passage. (5) Passage. (6) Passage. (7) Passage.
Oil for lubrication of the planetary comes from the torque converter and lubrication section of the
pump. All planet gears and bearings are pressure lubricated. The oil flows from the pump through a
hose to the priority valve. From the priority valve the oil flows through an internal tube to the
transmission. Part of the oil from passage (3) flows back through the case assembly to tubes for
lubrication of the bevel gear, pinion and transfer gears.
Part of the oil flows through passage (4) for lubrication of the No. 1 and No. 2 planetary gears,
bearings and clutches. The rest of the oil flows through passage (2) into passage (5) in the PTO and
input shafts. The oil then flows through passage (6) for the lubrication of the No. 3, No. 4 and No. 5
planetary gears, bearings and clutches. Orifice (1) in the PTO shaft provides lubrication oil for the
rear bearing. Oil for the front bearing is supplied through passage (7).
Transfer and Bevel Gears
Transfer and Bevel Gears (Side View)

(1) Transfer gear. (2) Pinion. (3) Transmission input shaft. (4) Yoke. (5) Bevel gear. (6) Lubrication tubes. (7)
Transmission output shaft. (8) Transfer gear.
Transfer and Bevel Gears (Top View)

(1) Transfer gear. (2) Pinion. (5) Bevel gear. (9) Bevel gear shaft. (10) Inner axle shafts.
A drive shaft connects the yoke on the torque converter to yoke assembly (4). Yoke assembly (4) is
connected to transmission input shaft (3) by splines. When a speed and a direction clutch are
engaged, power is sent from the planetary transmission to transmission output shaft (7), then to
transfer gear (8). Transfer gear (8) turns transfer gear (1). Transfer gear (1) is connected to pinion
(2) by splines. Pinion (2) turns bevel gear (5). Bevel gear (5) is fastened to bevel gear shaft (9) by
bolts. Inner axle shafts (10) send the power to the steering clutches and brakes.
The bevel gear, pinion and transfer gears get lubrication oil from the lubrication system for the
transmission. The oil flows through a sleeve between the transmission rear cover and the
transmission case into tubes (6). The oil flows through tubes (6) to provide lubrication for the
bearings, pinion, bevel gear and transfer gears.
Steering and Brake Control Valve
Steering and Brake Control Valve

(Engine Stopped) (1) Shaft for parking brake. (2) Lever. (3) Poppet valve. (4) Check valve. (5) Passage. (6) Shaft for left
turn. (7) Plunger for left steering clutch. (8) Spool for left steering clutch. (9) Passage to drain. (10) Chamber. (11)
Passage. (12) Passage. (13) Passage. (14) Chamber. (15) Passage. (16) Passage. (17) Chamber. (18) Lever for left
steering clutch and brake. (19) Chamber. (20) Chamber. (21) Passage. (22) Plunger for left brake. (23) Spool for left
brake. (24) Lever for both brakes. (25) Plunger for right brake. (26) Chamber. (27) Spool for right brake. (28) Passage.
(29) Lever for right steering clutch and brake. (30) Plunger for right steering clutch. (31) Spool for right steering clutch.
(32) Chamber. (33) Chamber. (34) Passage. (35) Passage. (36) Chamber. (37) Passage. (38) Passage. (39) Shaft for right
turn. (40) Shaft for foot brake pedal. (A) Shims. (B) Shims. (C) Shims. (D) Shims.
The steering and brake control valve is installed on the left front of the bevel gear case. The control
valve is operated by linkage that connects the steering levers, foot brake pedal and parking brake
lever to the valve.
The first movement of a steering lever causes the steering clutch to disengage and the tractor makes
a gradual turn. Further movement of the steering lever engages the brake and the tractor makes a
sharp turn.
The foot brake pedal engages both brakes and stops the tractor. The parking brake lever engages
both brakes and prevents the tractor from moving.
Oil flow to the steering and brake control valve comes from the controls section of the oil pump.
This section of the pump provides oil to the priority valve. In the priority valve, the oil is directed to
the steering clutch and brake valve and the transmission controls. Oil to the steering clutch and
brake valve goes in the supply port and then to passage (5), (12) and (34).
Oil to passages (12) and (34) goes through chambers (14) and (36) to the steering clutches. When
the clutches, passages and chambers are full of oil, pressure in chambers (14) and (36) starts to
increase. This oil pressure is sent through passages (15) and (37) to chambers (10) and (32). The oil
pressure starts to move spools (8) and (31) to the left against the spring force. When the oil pressure
against the spools is the same as the spring force, the spools will be in a position to let only enough
oil go in chambers (14) and (36) to make up for leakage and to keep the pressure on the clutches
constant. The pressure on the clutches is approximately 2240 kPa (325 psi) and can be adjusted by
adding or removing shims (A). When the clutch pressure is decreased to 0 kPa (0 psi), the clutches
are released by the pressure of lubrication oil around the clutches.
Oil to passage (5) goes through check valve (4) to passage (11). Passage (11) moves oil to chamber
(17) and then to chambers (19) and (33). Oil through these chambers goes to the brakes. When the
brakes, passages and chambers are full of oil, pressure in chambers (19) and (33) starts to increase.
This oil pressure is sent through passages (16) and (38) to chambers (20) and (26). The oil pressure
starts to move spools (23) and (27) to the left against the spring force. When the oil pressure against
the spools is the same as the spring force, the spools will be in a position to let only enough oil go in
chambers (19) and (33) to make up for leakage and to keep the pressure on the brakes constant. The
pressure on the brakes is approximately 2750 kPa (400 psi) and can be adjusted by adding or
removing shims (B). As the brake pressure approaches 0 kPa (0 psi), the brakes are applied by
spring force.
Gradual Left Turn (Steering Clutch and Brake Not Engaged)
Steering and Brake Control Valve (Gradual Left Turn)

(6) Shaft for left turn. (7) Plunger for left steering clutch. (8) Spool for left steering clutch. (14) Chamber. (18) Lever for
left steering clutch. (A) To pump. (B) Left brake. (C) Shims. (D) Right brake. (E) Left clutch. (F) Right clutch. (AA)
Pump oil. (BB) Steering clutch pressure oil. (CC) Brake pressure oil. (LL) Drain oil.
When the operator starts to pull the left steering control lever, linkage turns shaft (6). Lever (18) is
connected to shaft (6) and is in contact with plunger (7). During the first movement of the steering
control lever, plunger (7) moves to the left compressing the springs on spool (8) and starts a
modulated reduction in the clutch pressure. As plunger (7) continues to move, the clutch pressure
gradually decreases to 0 kPa (0 psi) and the clutch is released. This lets the tractor make a gradual
turn to the left.
Once the clutch pressure reaches 0 kPa (0 psi), plunger (7) comes in contact with spool (8) and
further movement of the plunger moves the spool to the left. This stops the flow of oil to chamber
(14) and opens chamber (14) and the clutch to drain.
Sharp Left Turn (Steering Clutch Not Engaged; Brake

engaged)
Steering and Brake Control Valve (Sharp Left Turn)

(18) Lever for left steering clutch and brake. (22) Plunger for left brake. (23) Spool for left brake. (A) To pump. (B) Left
brake. (C) Right brake. (D) Shims. (E) Left clutch. (F) Right clutch. (AA) Pump oil. (BB) Steering clutch pressure oil.
(CC) Brake pressure oil. (DD) Residual Brake pressure oil. (LL) Drain oil.
To make a sharp left turn, the operator pulls the steering control lever all the way back. During the
first movement of the control lever, the clutch pressure is modulated to 0 kPa (0 psi) the same way it
is when a gradual left turn is made. As the operator continues to pull the control lever, lever (18)
comes in contact with plunger (22). Plunger (22) contacts the spring retainer on spool (23). Further
movement of plunger (22) compresses the springs on spool (23) and this starts a modulated
reduction in the brake pressure. As plunger (22) continues to move, the brake pressure gradually
decreases to approximately 225 kPa (33 psi) and the brake engages, but not at maximum capacity
due to this residual pressure. This results in a sharp left turn of the tractor. The residual pressure is
maintained on the brake to avoid harsh brake application during steering.
Shims (D) may be added or removed to adjust this residual pressure.
Brake Pedal Operation
Steering and Brake Control Valve (Brake Pedal Pushed)

(1) Shaft for parking brake. (2) Lever. (3) Poppet valve. (4) Check valve. (5) Passage. (9) Passage. (11) Passage. (17)
Chamber. (19) Chamber. (22) Plunger for left brake. (23) Spool for left brake. (24) Lever for both brakes. (25) Plunger
for right brake. (27) Spool for right brake. (33) Chamber. (40) Shaft for foot brake pedal. (A) To pump. (B) Left brake.
(C) Right brake. (D) Right clutch. (E) Left clutch. (AA) Pump oil. (BB) Steering clutch pressure oil. (LL) Drain oil.
When the operator pushes the foot brake pedal, linkage turns shaft (40). Lever (24) is connected to
shaft (40) and is in contact with plungers (22) and (25). Lever (24) moves plungers (22) and (25) to
the left until they contact the spring retainers on spools (23) and (27).
Further movement of the plungers compresses the springs on the spools and this starts a modulated
reduction in the brake pressure. As plunger (22) and (25) continue to move, the brake pressure
gradually decreases to 0 kPa (0 psi) and the brakes are applied by spring force. This brings the
tractor to a stop and puts the torque converter in a stall condition.
Near the end of the brake pedal movement, plungers (22) and (25) come in contact with spools (23)
and (27). This moves the spools to the left, which stops the flow of oil to chambers (19) and (33) and
also opens the chambers and brakes to drain. This results in maximum brake capacity.
Parking Brake Operation

When the operator engages the parking brake lever, linkage turns shaft (1). Lever (2) is connected to
shaft (1) and pushes poppet valve (3) down against check valve (4). This blocks the flow of oil from
passage (5) to passage (11), chamber (17) and the brakes. This also opens passage (11), chamber
(17) and the brakes to drain through passage (9). With no oil pressure to the brakes, they engage to
prevent movement of the tractor.
Steering Clutches and Brakes
Steering Clutches and Brakes

(1) Clutch piston. (2) Brake housing. (3) Belleville spring. (4) Brake piston. (5) Passage (for brake pressure oil). (6)
Input hub. (7) Passage (for clutch pressure oil). (8) Output hub. (9) Passage (for lubrication and cooling oil). (10) Clutch
plates and discs. (11) Brake plates and discs.
The steering clutches and brakes are modular, multiple disc, oil cooled units that transfer power
from the bevel gear to the final drives. Clutch and brake functions are hydraulically controlled by a
control valve mounted on the bevel gear case. (See STEERING CLUTCH AND BRAKE
CONTROL VALVE.) The clutch is hydraulically engaged while the brake is spring engaged. This
arrangement gives automatic brake application if hydraulic pressure is lost.
Power from the bevel gear is sent through an inner axle shaft to input hub (6). Input hub (6) is
connected to output hub (8) by clutch plates and discs (10). Stationary brake housing (2) is
connected to output hub (8) by brake discs and plates (11).
During straight movement of the machine, pressure oil from the steering clutch and brake control
valve is sent through two passages in brake housing (2). Pressure oil from one passage is sent to
passage (5) and pushes brake piston (4) against Belleville spring (3) to hold the brakes in the
released position. Pressure oil from the other passage is sent to passage (7) and pushes against clutch
piston (1) to engage the steering clutches. This connects input hub (6) to output hub (8). The splines
inside output hub turn the outer axle shaft and power is sent to the final drives.
When one of the steering control levers is moved until a resistance is felt, the flow of pressure oil to
the respective clutch (right or left) is stopped, releasing the clutch. The inner axle shaft still turns
input hub (6) and clutch discs (10), but no power is sent through the clutch to output hub (8).
Pressure oil is still flowing to the respective brake keeping it released. The result is a gradual turn.
When the steering control levers are pulled all the way back, the steering clutch is released as
previously described, and the pressure of oil to the brake decreases to approximately 225 kPa (33
psi). This lets Belleville spring (3) push brake piston (4) to engage the brake, connecting output hub
(8) with stationary brake housing (2) stopping the rotation of the outer axle shaft (and the movement
of the tracks). A sharp (fast) turn is the result.
When the foot brake is pushed, the flow of pressure oil to the brakes is stopped, allowing the
Belleville spring to engage the brake. The flow of pressure oil to the steering clutches is not stopped,
so the steering clutches remain engaged. Because of this, all components are stopped and cannot
turn.
If hydraulic oil pressure is lost, the flow of oil to the steering clutches and brakes is stopped and the
brakes are applied by the action of the Belleville spring.
Steering Clutch and Brake Lubrication

Oil for lubrication and cooling of the steering clutches and brakes comes from the power train oil
cooler and flows through a passage in brake housing (2). The oil then goes through internal passages
(9) to the discs and plates.
Final Drives
Final Drive Components

(1) Sun gear shaft. (2) Sprocket hub. (3) Hub. (4) Ring gear. (5) Planetary carrier. (6) Spindle housing. (7) Sprocket
segments. (8) Planetary gears.
The final drive is a modular single reduction planetary gear set. The final drives cause the last speed
reduction and torque increase in the power train.
Ring gear (4) is fastened to hub (3). Hub (3) is connected to spindle housing (6) by splines. Spindle
housing (6) is fastened through the brake housing to the case. Ring gear (4), hub (3) and spindle
housing (6) are held stationary.
Sun gear shaft (1) is connected to the steering clutch output hub by splines and is engaged with
planetary gears (8). Planetary gears (8) are held in planetary carrier (5). Planetary carrier is fastened
to sprocket hub (2).
The power from the steering clutches is sent to the final drive by sun gear shaft (1). The rotation of
sun gear shaft (1) causes planetary gears (8) to turn. Since ring gear (4) is held by hub (3), the
planetary gears (8) move around the inside of ring gear (4).
The movement of the planetary gears causes planetary carrier (5) to turn. The planetary carrier is
turned in the same direction as sun gear shaft (1), but at a slower speed. The planetary carrier (5)
turns sprocket hub (2). Sprocket segments (7), fastened to the sprocket hub, drive the track as the
sprocket hub turns.
The final drives have their own oil supply. All components get lubrication oil as the gears move and
oil is thrown about (splash lubrication).
Undercarriage
Undercarriage
(1) Track. (2) Rear roller frame. (3) Front roller frame. (4) Rear idler. (5) Pivot shaft. (6) Track rollers. (7) Front idler.
The main components of the undercarriage are pivot shaft (5), equalizer bar, track roller frames
[front frame (3) and rear frame (2)], track rollers (6), idlers [front (7) and rear (4)], recoil and track
adjuster group (inside front roller frame), and tracks (1).
Pivot shaft (5) connects the roller frames to the tractor main frame. Each roller frame can oscillate
(turn) at the pivot shaft.
The equalizer bar connects the two roller frames at the front of the tractor. The oscillation of the
roller frames is controlled by the equalizer bar.
The track roller frames consist of front frame (3) and rear frame (2). The front idler (7) is installed
on the front frame. Rear idler (4) and track rollers (6) are installed on the rear frame. A recoil and
track adjuster group installed in front roller frame (3) protects the undercarriage and final drives
from overloads and keeps the tracks adjusted.
Tracks (1) are sealed and lubricated for increased wear.
Pivot Shaft
Pivot Shaft (Section Taken Through Track Roller Frame)

(1) Tractor main frame. (2) Seal. (3) Pivot shaft. (4) Track roller frame. (5) Bushing. (6) Bushing. (7) Retainer. (8)
Cover.
Pivot shaft (3) is fastened to the side of tractor main frame (1). Roller frames (4) are connected to
the pivot shaft by sintered metal bushings (5) and (6). Each roller frame can oscillate (turn) at the
pivot shaft. The roller frames oscillate on the sintered metal bushings in a sealed oil compartment in
each roller frame.
Retainer (7) is fastened to the end of pivot shaft (3) and prevents axial movement of the track roller
frame on the pivot shaft.
Equalizer Bar
Roller frames are connected together at the front by equalizer bar (1). A spherical bearing (3) is
installed in both ends of the equalizer bar. Pins (2) connect the equalizer bar to the roller frames.
Seals (4) keep foreign material out of the bearings.
Equalizer Bar
(1) Equalizer bar. (2) Pin.
Equalizer Bar
(1) Equalizer bar. (2) Pin. (3) Spherical bearing. (4) Seals.
A powdered metal bearing (5) is pressed into the center bore of the equalizer bar. Pin (7) connects
equalizer bar to the main frame of the tractor. Seals (8) keep foreign material out of the bearing.
The equalizer bar pivots (turns) on pin (7). Stops in the equalizer bar saddle control the amount of
oscillation of the equalizer bar.
Pivot Area of Equalizer Bar

(1) Equalizer bar. (5) Bearing. (6) Tractor main frame. (7) Pin. (8) Seal.
Track Roller Frame
Track Roller Frame

(1) Pivot shaft housing. (2) Access port (for track adjustment cylinder). (3) Recoil oscillation guide. (4) Seal. (5) Front
roller frame. (6) Rear roller frame. (7) Shims.
Front Section of Track Roller Frame

(8) Valves. (9) Cylinder. (10) Piston. (11) Retainer. (12) Recoil spring.
The track roller frame can be separated into two sections. The front section (5) has a large tube
assembly which telescopes (slides) into rear roller frame (6). Inside the tube are recoil spring (12)
and track adjuster. A groove is machined in the outer diameter of the tube. Recoil oscillation guide
(3) is installed in rear roller frame (6). After installation, the oscillation guide is in alignment with
the groove in the tube. The oscillation guide will prevent any rotation of the tube inside the rear
section of the roller frame, but will allow the tube to slide in and out during recoil. Seal (4) keeps the
oil in and dirt out of the recoil spring compartment.
Valves (8) are used for moving the front roller frame to adjust the track. Grease is pumped in the fill
valve and causes pistons (10) to move to the right. This movement causes the front roller frame to
move out of the rear roller frame. The movement of the recoil rod and front idler tightens the track.
The tension on the track is released by a relief valve.
To prevent personal injury, never visually inspect the vent holes or

valves to see if grease or oil is coming out of them. Make sure the vent
holes are clean before the tension is released on the track. Watch the
front roller frame to see that it moves.
Shims (7) allow the height of the front idler to be adjusted for various tractor applications.
Track Rollers
The track rollers are fastened to the roller frames. The track rollers are in contact with the inside
surfaces of the track links. Flanges on the track rollers prevent the movement of the track from side
to side. The inside surfaces of the track links give equal distribution of the weight of the machine
along the track.
Machines with XL undercarriage have seven track rollers, four single flange and three double
flange. Machines with LGP undercarriage have eight track rollers, four single flange and four double
flange. Starting at the front of the machine, the roller placement is:
NO. 1 ROLLER SINGLE FLANGENO. 2 ROLLER DOUBLE FLANGENO. 3 ROLLER SINGLE

FLANGENO. 4 ROLLER DOUBLE FLANGENO. 5 ROLLER SINGLE FLANGENO. 6 ROLLER
DOUBLE FLANGENO. 7 ROLLER SINGLE FLANGE
NO. 1 ROLLER SINGLE FLANGENO. 2 ROLLER DOUBLE FLANGENO. 3 ROLLER SINGLE

FLANGENO. 4 ROLLER DOUBLE FLANGENO. 5 ROLLER DOUBLE FLANGENO. 6
ROLLER SINGLE FLANGENO. 7 ROLLER DOUBLE FLANGENO. 8 ROLLER SINGLE
FLANGE
Track Roller (Double Flange Shown)

(1) Pin. (2) Retainer. (3) Shaft. (4) Track roller. (5) Washer. (6) Duo-Cone seals.
Washers (5) get the side load on the roller. The amount of side movement or end clearance of the
shaft can not be adjusted.
The track rollers have Duo-Cone seals (6) at both ends of shaft (3).
The center of shaft (3) is an oil reservoir. The oil is used for lubrication of the bearing surfaces.
Idlers
Idlers
(1) Pin. (2) Retainer. (3) Shaft. (4) Idler. (5) Washer. (6) Duo-Cone seal.
The tractor has a front and rear idler for each roller frame. The idler components are similar to the
track rollers.
Washers (5) get the side load on the idler. The amount of side movement or end clearance of the
shaft can not be adjusted.
Idler (4) has Duo-Cone seals (6) at both ends of shaft (3).
The center of shaft (3) is an oil reservoir. The oil is used for lubrication of the bearing surfaces.
Sealed and Lubricated Track
Track Assembly
(1) Link. (2) Bushing. (3) Hole. (4) Hole. (5) Link. (6) Seal assembly. (7) Rubber stopper. (8) Polyurethane plug. (9)
Pin. (10) Thrust ring. (11) Link. (12) Link.
The machine has Sealed and Lubricated track. Each track assembly has links, pins, bushings, thrust
rings, polyurethane seal assemblies, rubber stoppers and polyurethane plugs.
Each of the track links (1 and 5) make a fit over the track links in front of them. Link (1) makes a fit
over link (11). Link (5) makes a fit over link (12). The connection of the track links make the track
assembly.
Each link has a counterbore in the end which makes a fit with the link in front of it. Seal assemblies
(6) are installed in the counterbores of the links. Each seal assembly has a load ring and a seal ring.
The load ring pushes the seal ring against the end of bushing (2) and the link counterbore. The seal
ring gives a positive seal between the bushing and the link counterbore. The edge of the seal ring is
against the end of the bushing. The thrust rings (10) are installed on the pin (9). The thrust rings give
a specific amount of compression to the seal assemblies and control the end play (free movement) of
the joint. The arrangement of the seal assemblies and thrust rings keeps foreign materials out of the
joint and oil in the joint.
Pin (9) has a hole (4) almost the full length of the pin. Hole (3) is drilled radially in the pin near the
center of the pin. Radial hole (3) lets oil go to the surface between pin (9) and bushing (2) and to the
lip of the seal rings. The oil gives lubrication to the pin and bushing and also makes the lip of the
seal ring wet. The lip of the seal ring must be kept wet to prevent wear. Oil is kept in the pin by
stopper (7) and plug (8). The oil is installed in the pin through a hole in the center of stopper (7).
When the chambers in the pin are filled, plug (8) is installed in stopper (7).
Master Link and Master Shoe

(13) Master shoe. (14) Bolts. (15) Master link.
Two piece master links (15) and master shoe (13) are held together with bolts (14).
Each pin and bushing assembly is sealed and has its own lubrication. The result is no internal wear
on the joint. The interval for the turning of the track pins and bushings is much longer because the
only wear will be on the outside of the bushings and the links.
Troubleshooting
Use this as a reference for the location and correction of problems in the power train. When more
checks are necessary, refer to Power Shift Transmission Testing and Adjusting SENR9466.
Always make visual checks first. Then check the operation of the machine and go on to check with
the instruments.
Visual Checks
Do Visual Checks first when troubleshooting a problem. Make the checks with the engine OFF and
the parking brakes ON. Put the transmission shift control lever in NEUTRAL. During these checks,
if necessary, use a magnet to separate ferrous (iron) particles from non-ferrous particles (O-ring
seals, aluminum, bronze, etc.)
Check 1:
Check the oil level in the bevel gear case. Look for air or water in the oil. Many problems in the
transmission and power train are caused by low oil level or air in the oil. Add Oil to the sump if it is
needed. Refer to Operation and Maintenance Manual for recommended oil grade and viscosity.
a. Air (bubbles) may be caused by a loose or damaged fitting that allows air to enter the
suction side of the system along with allowing oil to leak out. Air may also be the result of
gears agitating oil in the sump if the transmission oil level is too high (overfill).
b. Coolant in the oil can be caused by a leaking power train oil cooler. Water may enter the
system if the filler cap or 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 out of a fitting or connection, air can leak in. Air in the system can be as
harmful as not enough oil.
Check 3:
Remove the drain plug in the bottom of the bevel gear case. This will drain all of the oil out of the
power train sump. Remove and clean suction screen. Inspect the oil and suction screen for foreign
material. Remove and inspect (cut apart if necessary) the powertrain oil filter for foreign material.
NOTE: There is an oil filter bypass valve on the inlet side of the powertrain oil filter. The oil filter
bypass will open and let oil bypass (go around) the oil filter element whenever the pressure
difference between inlet oil and outlet oil exceeds the spring setting. Any oil that does not go
through the filter element goes directly into the powertrain control circuit. This dirty oil may cause
restrictions in valve orifices, sticking valves, etc.
a. Rubber particles indicate seal or hose failure.

b. Shiny steel particles indicate mechanical failure or gear wear of the transmission or pump.
c. A heavy accumulation of fibrous material indicates worn clutch discs in the transmission or
steering clutches.
d. Aluminum particles give an indication of torque converter wear or failure.
e. Iron or steel chips indicate broken components in the transmission, transfer and bevel gears
or steering clutches.
NOTE: If any of the above particles are found during any visual check, all components of the
transmission hydraulic system must be cleaned. Do not use any damaged parts. Any damaged parts
must be removed and new parts installed.
Check 4:
Check the control linkages for the transmission, the steering clutches, the brakes, and the parking
brakes for damage and/or adjustment.
Check 5:
Check oil level of the final drives.
Check 6:
Check the adjustment of the track.
Checks During Operation
When checks are made while the machine is in operation, make sure
only one operator is on the machine. Keep other personnel away from
the machine. Make sure checks are done in a flat and open area.
Operate the machine in each direction and in all speeds. Make note of all noises that are not normal
and find their sources. If the operation is not correct, make reference to the CHECK LIST DURING
OPERATION for "problems" and "probable causes".
Check List During Operation

Troubleshooting can be complex. A list of possible problems and corrections is on the pages that
follow.
This list of possible problems and their corrections will only give an indication of where a problem
may be and what repairs are needed. Normally, more or other repair work is needed beyond the
recommendations on the list. Remember that a problem is not necessarily caused only by one part,
but by the relation of one part with other parts. This list can not five all possible problems and
corrections. The service personnel must find the problem and its source, then make the necessary
repairs.
Transmission
PROBLEM: Transmission does not operate in any speed or does not engage (slips) in all speeds.
Possible causes:
1. Low oil pressure caused by:
a. Low oil level.

b. Control linkage loose or adjustment not correct.
c. Failure of the oil pump or pump drive.
d. Air leaks on inlet side of pump.
e. Priority valve adjustment or operation not correct.
f. Leakage inside the transmission.
g. Adjustment of the modulation relief valve not correct, or valve does not close.
h. Load piston or differential valve operation not correct.
j. Adjustment of parking brake linkage not correct.
k. Leakage in the steering clutch or brake circuit.
l. Clutch or brake piston seals are damaged.
2. Mechanical failure in transmission.

3. Failure of torque converter.
4. Failure of transfer or bevel gears.
5. Steering clutch operation not correct.
6. Failure in final drives.
PROBLEM: Transmission does not make a shift.
Possible causes:
1. Control linkage loose or adjustment not correct.

2. Low oil level.
3. Low clutch pressures.
PROBLEM: Slow shifts.
Possible causes:
1. Low oil pressure.

2. Adjustment of control linkage not correct.
3. Air leaks on inlet side of pump.
4. Load piston or differential valve does not move.
PROBLEM: Transmission engages very suddenly (rough shifting).
Possible causes:
1. Initial setting of modulation relief valve not correct.

2. Load piston or differential valve does not move.
3. Valve springs that are weak or have damage.
PROBLEM: Transmission operates in FORWARD speeds only.
Possible causes:

2. No. 1 clutch not engaged (slips) because of:
a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.
c. Clutch has parts that are broken.
PROBLEM: Transmission operates in REVERSE speeds only.
Possible Causes:


PROBLEM: Transmission does not operate in FIRST speed FORWARD or REVERSE.
Possible Cause:

PROBLEM: Transmission does not operate in SECOND speed FORWARD or REVERSE.
Possible Cause:

PROBLEM: Transmission does not operate in THIRD speed FORWARD or REVERSE.
Possible Cause:

PROBLEM: Transmission does not disengage (release) when the selection lever is in NEUTRAL.
Possible Causes:

2. Direction clutch is engaged, and does not release.
PROBLEM: Transmission engages but the machine does not move.
Possible Causes:
1. Failure in final drives.

2. Failure in steering clutches.
3. Failure in transfer or bevel gears.
4. Gears in the transmission will not move because of:
a. Too many clutches are engaged.

b. Mechanical failure in transmission.
5. Mechanical failure in torque converter.
PROBLEM: Transmission gets hot.
Possible Causes:
1. Low oil level.

2. High oil level.
3. Cores of oil cooler not completely open.
4. Low oil flow as a result of pump wear.
5. Long periods of operation with converter at or near stall speed.
6. Too much resistance between the plates and discs of the clutches when not engaged.
7. Incorrect transmission gear for the load on the machine. Shift to a lower gear.
PROBLEM: Pump noise not normal.
Possible Causes:
1. Loud sounds at short intervals that give an indication that particles are going through the
pump. These can be caused by pump cavitation.
2. A constant loud noise is an indication of pump failure.
3. Air at the inlet side of the pump.
Torque Converter
The information that follows must be used to diagnose problems in the torque converter. This
information does not give every possible problem, but many of the common problems are given.
The problem can be in the engine or transmission.
PROBLEM: Torque converter gets hot.
Possible Causes:
1. Bad temperature gauge or sender.

2. Long periods of operation with converter at or near stall condition.
3. Cooling system operation not correct.
a. Cores of oil cooler not completely open.

b. Restriction in oil cooler lines.
4. Low oil pressure.
a. Low oil level.

b. Torque converter inlet relief valve not operating correctly.
c. Torque converter outlet relief valve not closing.
d. Leakage around torque converter seals.
5. Air in oil system.

6. Scavenge line not open/screen plugged.
7. Mechanical failure in torque converter.
8. Incorrect transmission gear for the load on the machine. Shift to a lower gear.
PROBLEM: High converter inlet pressure.
Possible Causes:
1. Torque converter inlet relief valve not operating correctly.

2. Restrictions in outlet relief valve.
3. Restrictions in outlet line to oil cooler.
PROBLEM: Low inlet pressure.
Possible Causes:
1. Bad torque converter/lubrication pump.

2. Torque converter inlet relief valve.
a. Dirt or foreign material will not let valve close.
3. Torque converter outlet relief valve.
a. Spring too weak.

b. Dirt or foreign material will not let valve close.
4. Seal leakage in torque converter.
PROBLEM: Noises in torque converter that sound like metal in contact.
Possible Causes:
1. Bearings that have too much wear or damage.

2. Loose turbine, impeller or stator blades.
3. Too much side load on output shaft.
Steering and Brakes

Problem Machine will not turn in one direction.
Possible Causes:
1. Adjustment of the steering control linkage is not correct or linkage is damaged.

2. Steering valve operation is not correct:
a. Spool assembly for the steering clutch circuit does not move freely.
b. Broken spring for spool assembly (for steering clutch circuit).
3. Steering Clutch will not release:
a. Clutch pistons will not move freely.

b. Discs or plates are warped.
PROBLEM: Machine will not turn in either direction.
Possible Causes:
1. Adjustment of steering control linkage is not correct or linkage is damaged.

2. Steering clutches will not release.
a. Clutch pistons will not move freely.

PROBLEM: Machine moves in one direction when the steering control levers are released.
Possible Causes:
1. Adjustments of steering and brake control linkages are not correct or linkage is damaged.
2. Weak or broken springs for the brake spool assembly in the steering and brake control
valve.
3. Weak or broken springs for the clutch spool assembly in the steering and brake control
valve.
4. Spool assembly for the steering clutch circuit will not return to the closed position.
5. Steering clutch plates or discs have wear or damage.
6. Brake plates or discs are warped or damaged.
7. Leakage in the steering clutch and brake control valve or lines.
8. Seals on the same side brake piston are leaking.
9. Seals on the same side clutch piston are leaking.
10. Splines on the steering clutch hubs or axle shafts are damaged.
PROBLEM: Slow steering.
Possible causes:
1. Adjustments of steering and brake control linkages not correct or linkage is damaged.
2. Weak or broken Belleville spring in the brake.
3. Leaks in steering control valve or oil lines.
4. Spool assembly springs are weak (for the steering circuit).
5. Brakes plates or discs have wear or damage.
6. Splines on steering clutch hub or axle shafts are damaged.
7. Steering clutches do not fully release.
a. Clutch piston will not move freely.

PROBLEM: Brakes will not engage.
Possible causes:
1. Operation of brake pedal linkage or adjustment of linkage is not correct.

2. Brake spool in steering and brake control valve will not move freely.
3. Brake plates or discs have wear or damage.
4. Broken Belleville spring.
5. Splines on steering clutch hub are damaged.
PROBLEM: Both brakes will not release.
Possible causes:
1. Operation of brake pedal linkage or adjustment of linkage is not correct.

2. Brake spool in steering and brake control valve will not move freely.
3. Spring for brake spool is weak or broken.
4. Leakage in the steering clutch and brake control valve or lines.
5. Seals on the brake pistons are leaking.
6. Brake valve does not work correctly, or parking brake linkage adjustment is not correct.
a. Check valve will not open.

b. Poppet valve will not close.
7. Low oil pressure to steering clutch and brake control valve.
Copyright 1993 - 2020 Caterpillar Inc. Mon Aug 10 14:07:19 EST 2020
Todos los derechos reservados.
Red privada para licenciados del SIS.
Cerrar SIS
Pantalla anterior
Producto: TRACK-TYPE TRACTOR

Modelo: D5M TRACK-TYPE TRACTOR 4BR
Configuración: MODEL PA55 WITH ELECTRONIC CONTROLS FOR D5M & D6M PS TRACTOR 4BR00001-UP (MACHINE)
Pruebas y Ajustes
D5M Track-Type Tractor Power Train
i00963600
Testing and Adjusting

SMCS - 3000
Systems Operation
Note: Refer to the Systems Operation, SENR9465, "D5M Track-Type Tractors Power Train With
Mechanical Steering Control" for a description of systems operation and troubleshooting of this
machine.
Specifications
Note: Refer to the Specifications, SENR9464, "D5M Track-Type Tractor Power Train With
Mechanical Steering Control" for the specifications with illustrations of this machine. If the
specifications in Specifications, SENR9464 and Systems Operation, SENR9465 are different, look at
the printing date on the cover of each book. Use the specifications in the book with the latest date.
Personal injury or death can result from machine movement.
When tests and adjustments are made to the transmission or the torque
converter, the parking brake must be disengaged.
To prevent movement of the machine and personal injury perform the

procedure that follows.
1. Lower the bulldozer and the ripper to the ground.
2. Put blocks in front of the tracks and behind the tracks.
3. Allow only approved personnel on the machine. Keep all other personnel off the machine and
in clear view of the operator.
4. When testing must be done in a closed area, activate the service brakes when the parking brake
cannot be used. When possible, activate the service brakes while performing tests.
Note: All tests and adjustments must be made with the power train system oil at normal operating
temperature.
Power Train Oil System (Schematic)
Illustration 1 g00481737
(1) Oil sampling valve
(2) Final drive
(3) Steering clutch and brake module
(4) Breather vent
(5) Torque converter outlet relief valve
(6) Flywheel housing
(7) Power train oil cooler
(8) 3116 engine
(9) Torque converter scavenge screen
(10) Torque converter
(11) Pump section (torque converter scavenge screen)
(12) Pump section (controls section)
(13) Pump section (torque converter and lubrication section)
(14) Power train oil pump
(15) Filter bypass valve
(16) Power train oil filter
(17) Filter element
(18) Priority valve
(19) Steering clutch and brake valve
(20) Torque converter inlet relief valve
(21) Screen and magnet
(22) Bevel gear case (main sump)
(23) Transmission
(24) Lube for bevel gear
(25) Transmission lube
(26) Revolutions (RPM)
(27) Temperature probe
(28) Pressure tap (kPa)
(B1) Left side brake pressure
(B2) Right side brake pressure
(C1) Left side clutch pressure
(C2) Right side clutch pressure
(L1) Transmission lube pressure
(LB1) Left hand clutch/brake lube pressure
(LB2) Right hand clutch/brake lube pressure
(M) Torque converter inlet pressure
(N) Torque converter relief valve pressure
(PV) Priority valve pressure
(Q1) Power train oil temperature
(AA) Rear view of the transmission
(BB) Supply pressure
(ER1) Engine Speed (RPM)
(P1) Speed clutch pressure
(P2) Direction clutch pressure
Pressure Charts for the Transmission, Steering and Brake

System
Table 1
D5M C/B Power Train Oil System Schematic
Machine Condition: Brakes ON Brakes OFF Brakes OFF
Actuating Control: Parking Brake
Test Location
ER1 Engine Speed (RPM) 850 ± 30 (1) 850 ± 30 (1) 2235 ± 30
Transmission Gear Neutral Neutral Neutral

Power Train Oil Type SAE 30 SAE 30 SAE 30
(Weight)
Q1 Power Train Oil 75 ± 5°C (167 ± 9°
Temperature F) 75 ± 5°C (167 ± 9° 75 ± 5°C (167 ±
F) 9°F)
B1 Left Hand Brake Pressure
300 kPa (44 psi) 2750 ± 150 kPa 2750 ± 150 kPa
Maximum (400 ± 22 psi) (400 ± 22 psi)
C1 Left Hand Clutch
Pressure 2140 ± 150 kPa 2140 ± 150 kPa 2240 ± 150 kPa
(310 ± 22 psi) (310 ± 22 psi) (325 ± 22 psi)
B2 Right Hand Brake
Pressure 300 kPa (44 psi) 2750 ± 150 kPa 2750 ± 150 kPa
Maximum (400 ± 22 psi) (400 ± 22 psi)
C2 Right Hand Clutch
Pressure 2140 ± 150 kPa 2140 ± 150 kPa 2240 ± 150 kPa
(310 ± 22 psi) (310 ± 22 psi) (325 ± 22 psi)
P1 Transmission Speed
Clutch Pressure 2500 ± 150 kPa 2500 ± 150 kPa 2550 ± 150 kPa
(363 ± 22 psi) (363 ± 22 psi) (370 ± 22 psi)
P2 Transmission Direction 0 0 0
Clutch Pressure
PV Priority Valve Pressure
2894 kPa (420 psi) 2894 kPa (420 psi) 3275 ± 150 kPa
Minimum Minimum (475 ± 22 psi)
M Torque Converter Inlet N/A N/A
Pressure 625 ± 70 kPa (91
± 10 psi)
N Torque Converter Outlet N/A N/A
Pressure
470 ± 70 kPa (68

± 10 psi)
L1 Transmission Lube
Pressure 12 kPa (2 psi) 12 kPa (2 psi) 200 ± 30 kPa (29
Maximum Maximum ± 4 psi)
LB1 Left Hand Clutch/Brake N/A N/A
Lube Pressure 100 ± 30 kPa (15
± 4 psi)
LB2 Right Hand Clutch/Brake N/A N/A
Lube Pressure 100 ± 30 kPa (15
± 4 psi)
(1)
Place the governor hand control in engine LOW IDLE position.
Table 2
D5M C/B Power Train Oil System Schematic
Machine Condition: Left Brake On Right Brake On Both Brakes On
Actuating Condition: Hand Control Hand Control Foot Control

Test Location
ER1 Engine Speed (RPM) 2235 ± 30 2235 ± 30 2235 ± 30
Transmission Gear Neutral Neutral Neutral

Power Train Oil Type SAE 30 SAE 30 SAE 30
(Weight)
Q1 Power Train Oil
Temperature 75 ± 5°C (167 ± 9° 75 ± 5°C (167 ± 9° 75 ± 5°C (167 ±
F) F) 9°F)
B1 Left Hand Brake Pressure 0
325 kPa (47 psi) 2750 ± 150 kPa
Maximum (400 ± 22 psi)
C1 Left Hand Clutch 0
Pressure 2240 ± 150 kPa 2240 ± 150 kPa
(325 ± 22 psi) (325 ± 22 psi)
B2 Right Hand Brake 0
Pressure 2750 ± 150 kPa 325 kPa (47 psi)
(400 ± 22 psi) Maximum
C2 Right Hand Clutch 0
Pressure 2240 ± 150 kPa 2240 ± 150 kPa
(325 ± 22 psi) (325 ± 22 psi)
P1 Transmission Speed
Clutch Pressure
2550 ± 150 kPa 2550 ± 150 kPa 2550 ± 150 kPa

(370 ± 22 psi) (370 ± 22 psi) (370 ± 22 psi)
P2 Transmission Direction 0 0 0
Clutch Pressure
PV Priority Valve Pressure
3275 ± 150 kPa 3275 ± 150 kPa 3275 ± 150 kPa
(475 ± 22 psi) (475 ± 22 psi) (475 ± 22 psi)
M Torque Converter Inlet
Pressure 675 ± 70 kPa (98 ± 675 ± 70 kPa (98 ± 675 ± 70 kPa (98
10 psi) 10 psi) ± 10 psi)
N Torque Converter Outlet
10 psi) 10 psi) ± 10 psi)
L1 Transmission Lube
4 psi) 4 psi) ± 4 psi)
LB1 Left Hand Clutch/Brake
Lube Pressure 100 ± 30 kPa (15 ± 100 ± 30 kPa (15 ± 100 ± 30 kPa (15
LB2 Right Hand Clutch/Brake
Lube Pressure 100 ± 25 kPa (15 ± 100 ± 25 kPa (15 ± 100 ± 25 kPa (15
Location of the Pressure Taps
Location of priority valve
(18) Priority valve
(PV) Pressure tap for the priority valve
Priority valve
(1) Adjusting screw
(18) Priority valve
(M) Pressure tap for the torque converter inlet valve
(PV) Pressure tap for the priority valve
(5) Torque converter outlet relief valve
(N) Pressure tap for the torque converter outlet relief valve
(19) Steering and brake control valve
(B1) Left brake
(B2) Right brake
(C1) Left steering clutch
(C2) Right steering clutch
Rear view of transmission
(1) Oil sampling valve
(BB) Supply pressure
(L1) Transmission lube pressure
(P1) Speed clutch
(P2) Direction clutch
Lubrication taps for the steering and brake system. The front tap (2) lubricates the right side of the machine. The rear tap
lubricates the left side of the machine.
(LP) Load piston plug
Pressure Differential Valve Test
Turn the engine OFF. Move the transmission selector lever to any position except NEUTRAL.
Engage the brakes and keep the brakes depressed. Start the engine. Run the engine at HIGH IDLE.
Direction clutch pressure (P2) must be 0 kPa (0 psi) and speed clutch pressure (P1) must be 2550 ±
150 kPa (370 ± 22 psi). Move the selector lever to NEUTRAL. Then move the selector lever to Third
Speed FORWARD or REVERSE. Direction clutch pressure (P2) must be less than the speed clutch
pressure by 380 ± 55 kPa (55 ± 8 psi) .
Note: Place the transmission control lever in the NEUTRAL position if the vehicle is equipped with a
neutral start switch. This allows the starter to engage. The starter must engage in order to start the
engine.
Power Train Oil Pump (Bench Test Specifications)

Type ... Gear
Number of sections ... Three
Rotation at the pump drive end ... Counterclockwise
Output of the torque converter scavenge section of the pump
Use SAE 10W oil at 49°C (120°F). Check the output at the following pump speed and pressure:
Minimum output ... 52 L/min (14 US gpm)
Pump speed ... 1800 RPM
Pressure ... 70 kPa (10 psi)
Output of the control section of the pump
Output of the torque converter and lubrication section of the pump
Table 3
SPACER CHART
Pressure Change to the Valve by Removal or Addition of One Spacer
Part Numbers for Change in
Spacer Thickness Pressure Location
(4) Load Piston (LP)
5M-9622 Spacer 1.60 mm (0.063 98 kPa (14.2 psi)
inch)
(4)
inch)
(4)
inch)
(5)
4M-1751 Spacer 0.40 mm (.016 inch) 19 kPa (2.7 psi)
Converter Outlet Relief
(5) Valve
5S-7001 Spacer 0.90 mm (.035 inch) 40 kPa (6.0 psi)
Table 4
Position of the Transmission Control Lever Clutch Engagement in the Transmission
Neutral 3
First Speed Forward 2 and 5
Second Speed Forward 2 and 4
Third Speed Forward 2 and 3
First Speed Reverse 1 and 5
Second Speed Reverse 1 and 4
Third Speed Reverse 1 and 3
Transmission hydraulic control valve
(3) Body of selector and pressure control valve
(4) Spacers
(LP) Load piston
Outlet relief valve for torque converter
(5) Spacers
(6) Relief valve
(N) Pressure tap for the torque converter outlet relief valve
Steering and brake control valve
(7) Shims that adjust clutch pressures
(8) Shims that adjust brake pressures
(9) Shims that adjust brake residual pressure
Table 5
SPACER CHART
Pressure Change to the Valve by Removal or Addition of One Spacer
Part Numbers for Change in
Thickness Location
Spacer Pressure
(7) (8)
5M-9622 Spacer 1.60 mm (0.06 inch) 122 kPa (17.7 psi)
(7) (8)
Steering Clutch And Brake
Spools
inch)
(7) (8)
inch)
(9) 7G-3046 Spacer Brake Spools
0.25 mm (0.010 38 kPa (5.5 psi)
inch)
(9) 7G-3177 Spacer
0.80 mm (0.031 118 kPa (17.1 psi)

inch)
(9) 3T-6822 Spacer
1.78 mm (0.070 267 kPa (38.7 psi)
inch)
Note: Before an adjustment is performed, make sure that the valve spring is not weak or broken.
Linkage Adjustments
Personal injury or death can result from sudden machine movement.
Accidental movement of controls while the engine is running can cause

sudden machine movement.
Do not make any adjustments to the control linkage with the engine
running unless required.
Allow only approved personnel on the machine. Keep other personnel

off the machine and in clear view of the service personnel.
Transmission Controls and Parking Brake Linkage
Transmission controls and parking brake linkage
(1) Bolt
(2) Lever
(3) Bolt
(4) Lever
(5) Rod assembly
(6) Rod assembly
(7) Rod end
(8) Bolt
(9) Rod end
(10) Link assembly
(11) Link assembly
(12) Link assembly
(13) Shift lever
(14) Locknut
(15) Rod
(16) Parking brake lever
(17) Pin
(18) Rod end
(19) Rod assembly
(20) Lever
(21) Link assembly
(22) Link assembly
(23) Lever
(24) Lever
Torque for all locknuts (3/8 in. jam nuts) that hold the rod ends on the rods in place ... 14 ± 4 N·m (10
± 3 lb ft)
Torque for all locknuts (3/8 in. ) on the rod end ballstuds ... 25 ± 7 N·m (18 ± 5 lb ft)
Note: All rod assembly measurements must be made in a straight line between the centerlines of the
rod end mounting holes.
(10) Assembled length of link assembly ... 471 ± 1.0 mm (18.54 ± 0.04 inch)
(21) Assembled length of link assembly ... 504.5 ± 1.0 mm (19.86 ± 0.04 inch)
(22) Assembled length of link assembly ... 387.5 ± 1.0 mm (15.25 ± 0.04 inch)
Procedure for Adjustment of Parking Brake
1. Place parking brake lever (16) in the down BRAKE ON position. Adjust rod (15) until the rod
fits freely in lever (16) .
2. Tighten locknut (14) on rod (15) to a torque of 5.0 ± 0.5 N·m (45± 5 lb in) .
3. Pull up on lever (20) until resistance is felt. Adjust rod end (18) until pin (17) fits freely in the
rod end. Shorten rod assembly (19) by turning rod end (18) down two full turns.
Transmission Control Linkage Adjustment
1. Place shift lever (13) in the position that is shown. The control lever must be centered in the
slot. See View A-A of the illustration.
2. Position lever (23) in NEUTRAL. Lever (23) is on the transmission valve for speed control.
See detail B. Adjust rod end (9) on rod (5) until the stud fits freely into rod end (9) and bolt (1)
fits freely into lever (2) .
3. Position lever (24) in FORWARD (F). Lever (24) is on the transmission valve for direction
control. See detail B. Adjust rod (6 ) for a free fit of bolt (3) in lever (4) . Adjust the rod until
bolt (8) fits freely in rod end (7) .
4. To check parking brake adjustment, install a "0 To 4000 kPa (600 psi)" pressure gauge. Install
gauge on either the right brake pressure tap or left brake pressure tap.
5. Start the engine. Run at low idle.
6. Place the parking brake lever (16) in the BRAKE ON (down) position. The pressure gauge
must read less than 300 kPa (44 psi). If the pressure is not less than 300 kPa (44 psi), make rod
assembly (19) shorter and check the pressure again.
7. Rotate parking brake lever (16) up to the BRAKE OFF position. The pressure gauge must read
2750 ± 150 kPa (400 ± 22 psi). If the pressure reading is low, make rod assembly (19) longer
and check the pressure again.
8. After adjusting the linkage in Steps 6 and 7, attach a "0 To 4000 kPa (600 psi)" pressure gauge
to the P1 pressure tap on the transmission. Run the engine at low idle. Move the parking brake
lever from BRAKE ON to BRAKE OFF position. (The lever moves full travel in each
direction.) The pressure gauge displays the same reading with the parking brake in the ON
position. The pressure gauge displays the same reading with the parking brake OFF. The
pressures should be equal.
9. The parking brake valve is leaking oil when the P1 pressures are not equal. Then, the linkage
must be adjusted. Use the following instructions:
a. If P1 with the parking brake OFF is less than P1 with parking brake ON, lengthen rod
assembly (19) .
b. If P1 with the parking brake ON is less than P1 with the parking brake OFF, shorten rod
assembly (19) .
10. If linkage adjustments are made in Step 9, repeat the pressure checks in Steps 6, 7, and 8.
Readjust the linkage until all pressures are met.
Steering Clutch and Brake Control Linkage and Foot Brake Control Linkage
Steering clutch and brake control linkage adjustments should be made

only with the engine OFF. Accidental disengagement of the parking
brake while the engine is running could cause sudden machine
movement and personal injury.
Steering clutch and brake control linkage
(1) Steering clutch control lever
(2) Steering clutch control lever
(3) Bumpers
(4) Rod assembly
(5) Rod assembly
(6) Bolt
(7) Rod assembly
Note: Apply 1U-8801 Rust Preventive Oil to all rod ends, pins, pin holes, locknuts, and adjusting
threads.
Torque for all the M10 locknuts (jam nuts) that hold the rod ends in place ... 14 ± 4 N·m (124 ± 36 lb
in)
(4) Assembled length of rod ... 266.0 ± 1.5 mm (10.47 ± 0.059 inch)
(6) Torque for four bolts ... 47 ± 4 N·m (35 ± 3 lb ft)
Note: All rod assembly measurements must be made in a straight line between the centerlines of the
rod end mounting holes.
Steering Clutch and Brake Linkage Adjustment Procedure
1. Make adjustments to rod (5) and (7) . Make adjustment for clearance between clutch levers (1)
and (2) and the platform opening.
(B) Clearance at View A-A ... 7.0 ± 1.0 mm (0.275 ± 0.04 inch)
2. Make adjustments to bumpers (3) in order to maintain dimension (C) .
(C) Clearance between clutch levers (1) and (2) and bumpers ... 1.0 + 1.0 mm - 0.5 mm (0.04 +
0.04 inch - 0.02 inch)
Brake Pedal Linkage Adjustment Procedure
Brake pedal linkage
(1) Decelerator pedal
(2) Brake pedal
(3) Control lever
(4) Setscrew
(5) Setscrew
(6) Setscrew
(7) Rod assembly
(8) Coupler
(9) Rod end
(10) Bellcrank
(11) Rod end
(12) Spring pin
(13) Rod assembly
(14) Lever
(15) Rod assembly
(16) Timing mark
(7) Assembled length of rod assembly ... 408.7 ± 1.5 mm (16.09 ± 0.06 inch)
1. Align the center of the slot in pedal (2 ) with timing mark (16) .
2. Remove spring pin (12) that attaches rod assembly (13) to bellcrank (10) .
3. Rotate lever (14) counterclockwise until the valve stem in the control valve reaches the bottom
and hold.
4. Depress brake pedal (2) to stop.
5. Adjust rod end (11) in order to attain a free fit of spring pin (12) in rod end (11) and bellcrank
(10) .
6. Remove spring pin (12) in order to shorten the rod assembly. Shorten the rod assembly by two
full turns.
7. Replace spring pin (12) .
Governor Adjustment Procedure
1. Remove rod end (9) that bolts to the control group on the governor.
2. Move governor lever (3) to the vertical position. Adjust setscrew (4) inward until the setscrew
comes in contact with the governor lever inside the brake pedal group. Loosen setscrew (4) by
turning outward by one full turn. Tighten the locknut in order to keep the setscrew in place.
3. Hold the control group on the governor in the LOW IDLE position. Adjust coupler (8) in order
to attain a free fit of spherical rod end (9) and thecontrol group on the governor. Tighten the
locknuts on coupler (8) .
4. Move governor lever (3) to HIGH IDLE position while the engine is running. Adjust setscrew
(5) inward until the setscrew comes in contact with the governor lever inside the brake pedal
group. Loosen setscrew (5) by turning outward by one full turn. Tighten the locknut in order to
keep the setscrew in place.
Decelerator Pedal Adjustment Procedure
1. Start the engine and run the engine at HIGH IDLE. Depress decelerator pedal (1) until the
engine speed is 1000 ± 50 RPM. Adjust Setscrew (6) inward until the setscrew comes in
contact with the governor lever inside the brake pedal group. Tighten the locknut in order to
keep the setscrew in place.
2. Bring the engine speed back to LOW IDLE with governor lever (3) and then increase to HIGH
IDLE position.
3. Depress decelerator pedal (1) to stop and check RPM. If the engine speed is not correct, repeat
Step 1. When the engine is running at the correct decelerator RPM, lock the setscrew in place.
Adjustment Procedure for Clutch Levers and Spring Assemblies
Clutch lever and spring assembly
Part of steering and brake control valve
(1) Roller
(2) Cover
(3) Bolt
(4) Spring assembly
(5) Clutch lever
(6) Plunger
Note: Clutch lever adjustment should be made before any system pressures are adjusted. Also, spring
assembly adjustment should be made before any system pressures are adjusted.
1. Remove cover (2) , and loosen bolt (3) .
2. Move clutch lever (5) until roller (1) is in contact with plunger (6) . Do not depress the
plunger .
3. Move spring assembly (4) until the pin of the spring assembly is in the front detent of the
clutch lever. This is shown in the illustration.
4. Tighten bolt (3) .
5. Do Steps 2 through 4 for the other clutch lever.
6. Install cover (2) .
Service Information System Page 1 of 11
Pruebas y Ajustes
D5M Track-Type Tractor Power Train
i00995754
Troubleshooting
SMCS - 3030
Troubleshooting
Use this section for the location and the correction of problems in the power train. When more
checks are necessary, consult theService Manual, SENR9466, "D5M Power Train with Mechanical
Steering Control Testing and Adjusting" .
Initial Troubleshooting
First, always make a visual check. Then, check the operation of the machine and the instruments.
Make the checks with the engine OFF and the parking brakes ON. Put the transmission control lever
in NEUTRAL position. Use a magnet in order to separate the ferrous particles from the nonferrous
particles. Nonferrous particles may be O ring seals, aluminum, bronze, etc.
Visual Checks
1. Check the power train oil level in the bevel gear case.
2. Check the oil level in the final drives.
3. Check all oil lines, hoses, and hose connections for leaks and damage. Look for oil on the
ground under the machine.
Note: Oil can leak out of a fitting or out of a connection. Therefore, air can leak into a fitting
or into a connection. Air in the system can be as harmful as not enough oil.
4. Check the adjustment of the track.
5. Check the screens in the bevel gear case, the torque converter housing, and the filter element
for foreign material.
Remove the drain plug in the bottom of the bevel gear case in order to drain all of the oil out
of the power train sump. Remove the power train oil filter. Make inspection of the filter. If
necessary, cut apart the oil filter.
Note: The oil filter bypass may allow unfiltered oil to go directly into the power train.
Unfiltered oil may cause restrictions in valve orifices and sticking valves.
a. Bronze colored particles are an indication of failure of the clutch.
b. Shiny steel particles are an indication of a pump failure.
https://127.0.0.1/sisweb/sisweb/techdoc/content.jsp?calledpage=/sisweb/sisweb/media... 10/08/2020
c. Rubber particles are an indication of a seal failure or a hose failure.
d. Aluminum particles are an indication of a torque converter failure.
Note: If you find metal or rubber particles, all components of the power train oil system
must be cleaned out. Always replace damaged parts with new parts.
6. Check the control linkages for the transmission, the steering clutches, the brakes, and the
parking brakes for damage and/or adjustment.
List of Checks During Operation
To prevent personal injury when checks are made while the machine is
in operation, make sure only approved personnel are on the machine.
Keep other personnel off the machine and in view of the operator. Make
sure checks are done in an open area.
Operate the machine in each direction and at all speeds. Take note of all noises that are not normal.
Locate the source of those noises. When the operation of the machine is not correct, refer to the "List
of Checks During Operation". This section lists "problems" and"probable causes" .
Transmission
Problem
The transmission does not operate in any speed. The transmission does not engage in all speeds or
there is clutch slippage.
Probable Cause
1. Low oil pressure in the system. Low oil pressure can be caused by one of the following
problems.
a. Low oil level
b. Failure of the power train oil pump or the pump drive
c. Air leakage on the inlet side of the transmission oil pump
d. Incorrect priority valve adjustment
e. Oil leakage inside the transmission
f. Incorrect adjustment of modulation relief valve
g. Modulation relief valve that is not closing
h. Load piston or the differential valve operation that is not correct
i. Adjustment of parking brake linkage that is not correct
j. Leakage in the steering clutch or brake circuit
k. Clutch piston seals or the brake piston seals that are damaged
2. Mechanical failure in the transmission
3. Failure of the torque converter
4. Failure of the transfer and bevel gears
5. Incorrect steering clutch operation
6. Failure in the final drives
Problem
The transmission does not make a shift.
Probable Cause
1. Low oil level
2. Low clutch pressure
3. Control linkage that is loose
4. Incorrect control linkage adjustment
Problem
Slow shifting.
Probable Cause
1. Low oil pressure
2. Adjustment of control linkage is not correct.
3. Air leaks on the inlet side of the power train oil pump
4. Load piston or the differential valve that does not move
Problem
The transmission engages very suddenly. This sudden engagement causes rough shifting.
1. Initial setting of the modulation relief valve that is not correct
2. Load piston or differential valve that does not move
3. Valve springs that are weak or damaged
Problem
The transmission operates in FORWARD speeds only.
Probable Cause
1. The control linkage is loose or the adjustment is not correct.
2. No. 1 clutch is not engaged or the clutch slips. This can be caused by one of the following
problems.
a. Low oil pressure
b. Oil leakage
c. Excessive wear on the discs and plates
d. Broken parts in the clutch
Problem
The transmission operates in REVERSE speeds only.
Probable Cause
2. No. 2 clutch is not engaged or the clutch slips. This can be caused by one of the following
problems.
a. Low oil pressure
b. Oil leakage
Problem
The transmission will not operate in FIRST speed FORWARD or in REVERSE .
Probable Cause
1. The No. 5 clutch is not engaged or the clutch is slipping. This can be caused by one of the
following problems.
a. Low oil pressure
b. Oil leakage
Problem
The transmission does not operate in SECOND speed FORWARD or in REVERSE .
Probable Cause
following problems.
a. Low oil pressure
b. Oil leakage
Problem
The transmission does not operate in THIRD speed FORWARD or in REVERSE .
Probable Cause
following problems.
a. Low oil pressure
b. Oil leakage
Problem
The transmission does not disengage when the direction lever is in NEUTRAL .
Probable Cause
2. A direction clutch is engaged. The clutch will not release.
Problem
The transmission engages but the machine will not move.
Probable Cause
1. Failure of the final drives
2. Failure of the steering clutches
3. Failure of the transfer and bevel gears
4. The gears in the transmission will not move. This may be caused by one of the following
problems.
a. Too many clutches that are engaged
b. Mechanical failure in the transmission
5. Mechanical failure in the torque converter
6. Brakes are not releasing. This may be caused by the following problem.
a. Low pressure in the power train oil system
Problem
The transmission gets hot.
Probable Cause
1. Low oil level
2. High oil level
3. Cores in the oil cooler that are not completely open
4. Low oil flow because of wear in the power train oil pump
5. Long periods of operation with the torque converter at stall speed or near stall speed
6. Too much resistance between the clutch plates and the discs
Note: This resistance exists despite the disengagement of the clutches.
7. Incorrect transmission gear for the load that is on the machine
Note: Shift to a lower transmission gear.
Problem
There is abnormal noise in the power train oil pump.
Probable Cause
1. Loud sounds at short intervals that indicate particles are going through the pump. These noises
can be caused by pump cavitation.
2. Constant loud noises can indicate pump failure.
3. Air leakage at the inlet side of the pump can cause abnormal noises.
Torque Converter
The information that follows can be used to diagnose problems in the torque converter. This
information does not list every possible problem. The problem could be in the engine or the power
train.
Problem
The torque converter gets hot.
Probable Cause
1. Bad temperature gauge or sending unit
2. Long periods of operation with the torque converter at stall speed or near stall speed
3. Abnormal cooling system operation
a. Cores in the oil cooler that are not completely open
b. Restriction in the oil cooler lines
4. Low oil pressure
a. Low oil level
b. Torque converter inlet relief valve that is not operating correctly
c. Torque converter outlet relief valve that is not closing
d. Leakage around seals in the torque converter
5. Air in the oil system
6. Torque converter scavenge line that is restricted or plugged
a. Screen in the torque converter housing that is plugged
7. Mechanical failure in the torque converter
8. Incorrect transmission gear for the load that is on the machine
Note: Shift to a lower transmission gear.
Problem
The torque converter inlet pressure is high.
Probable Cause
1. Torque converter inlet relief valve that is not operating correctly
2. Restrictions in the torque converter outlet relief valve
3. Restrictions in the outlet line to the oil cooler
4. Power train oil that is not at normal operating temperature
Problem
Low torque converter inlet pressure.
Probable Cause
1. Inadequate flow from the power train oil pump
2. Torque converter inlet relief valve
a. Dirt or foreign material in the valve
3. Torque converter outlet relief valve
a. Weak spring
b. Dirt or foreign material in the valve
4. Seal leakage in the torque converter
Note: Dirt and/or foreign material in the valves will prevent the valves from closing properly.
Problem
There are noises in the torque converter that have the sound of metal to metal contact.
Probable Cause
1. Bearings with excessive wear or damage
2. Loose turbine, impeller, or stator blades
3. Too much side load on the output shaft
Steering and Brakes
Problem
The machine will not turn in one direction.
Probable Cause
1. Steering control linkage adjustment that is not correct
2. Damaged steering control linkage
3. Incorrect steering valve operation
a. Spool assembly for steering clutch circuit that does not move freely
b. Broken spring for spool assembly for the steering clutch circuit
4. Steering clutch that is not released
a. Clutch pistons that will not move freely
b. Discs or plates that are warped
Problem
The machine will not turn in either direction.
Probable Cause
3. The steering clutches will not release.
a. Clutch pistons that do not move freely
Problem
The machine moves in one direction when the steering control levers are released.
Probable Cause
3. Springs for the brake spool assembly in the steering and brake control valve that are weak or
broken
4. Springs for the clutch spool assembly in the steering and brake control valve that are weak or
broken
5. Spool assembly for the steering clutch circuit that does not return to the close position
6. Excessive wear or damage to the plates and discs for the steering clutch on the side of the
turning direction
7. Brake plates or discs that are warped or damaged
8. Leakage in the steering clutch and brake control valve or lines
9. Leakage through seals on the same side brake piston
10. Leakage through seals on the same side clutch piston
11. Damaged splines on the steering clutch hub
12. Damaged splines on the axle shafts
Problem
Slow steering.
Probable Cause
3. Belleville Spring in the brake that is weak or broken
4. Leaks in the steering control valve or oil lines
5. Spool assembly springs for the steering circuit that are weak
6. Excessive wear or damage to brake plates or discs on the side of slow steering
7. Damaged splines on the steering clutch hub or the axle shaft on the side of slow steering
8. Steering clutches that do not release fully
a. Clutch piston that will not move freely
Problem
The service brakes will not engage.
Probable Cause
1. Operation of the brake pedal linkage that is not correct
2. Incorrect brake pedal linkage adjustment
3. Brake spool in the steering and brake control valve that does not move freely
4. Excessive wear or damage to the brake plates or discs
5. Broken Belleville springs
6. Splines on the steering clutch hub that are damaged
Problem
Both brakes will not release.
Probable Cause
1. Operation of the brake pedal linkage that is not correct
2. Incorrect brake pedal linkage adjustment
3. Brake spool in the steering and brake control valve that does not move freely
4. Spring for the brake spool that is weak or broken
5. Leakage in the steering clutch and brake control valve or lines
6. Seals on the brake pistons that are leaking
7. Brake valve that does not work correctly or incorrect parking brake linkage adjustment
a. Check valve that will not open
b. Poppet valve that will not close
8. Low oil pressure to the steering clutch and brake control valve
SENR8490
August 1996
D5M Track-Type Tractor

Hydraulic Schematic
6GN1-UP
3CR1-UP
3DR1-UP
4BR1-UP
© 1996 Caterpillar Printed in U.S.A.

All Rights Reserved
H I
HYDRAULIC SYSTEM COMPONENTS D5M SCHEMATIC 7
Item Description Quan. Item Description
1 4 Bank Valve Group 1 A Cylinder Bypass
(All Dozers with Ripper) B Rod End 8
3 Bank Valve Group 1 C Head End
(Standard "P" Dozer)
2 1
D Suction AA BB
Inlet Manifold Cover Assembly E Pump Case Drain
3 Dozer Lift Valve Group 1 F Implement Return 6
(STD "P" Lift)
G Float Detent
Dozer Lift Valve 1
(Dozers With "SU" Blade or Ripper) H Line AA-BB Blocked for Power Beyond End Cover. 9
4 Dozer Tilt Valve Group (STD) 1 Line AA-BB Open for Standard End Cover.
I For Power Beyond Use 4T-7862 Cover
5 Dozer Angle Valve Group (STD) 1
J Ports Blocked When Using "SU" Blade 16
6 Ripper Lift Valve Group 1
K Signal Pressure
7 End Cover 1 L System Pressure 19 18 J
8 Check Valve Group 2 M Pump Signal
11
9 Cylinder Group (STD "P" Lift) 2
16
Cylinder Group (SU "P" Lift) 2
10 Cylinder Group (STD "P" Tilt) 1 19 18 J 10
Cylinder Group ("SU" Tilt) 1 5
11 Cylinder Group ( STD "P" Angle) 2
12 Cylinder Group ( Ripper Lift) 2
13 Tank Group 1
14 1
12
Filter Element
15 Pump Group 1
16 Make Up Valve Group 2
(With Line Relief)
17 Make Up Valve Group With Line Relief 1
( Dozers With "SU" Blade or Ripper)
18 Plug 2 A
19 Seal 2
9 10
11 B
C
12 4
17
G
1 2 3 4 5 6 7 8 16 17 K L
3
15
15
2
11
M
F
1
13
14
D
Component Location Wire Description
Wire Wire Wire Wire
Component
Schematic Machine
Component
Schematic Machine Number Color
Description
Number Color
Description SENR9472-01
Location Location Location Location
Power Distribution Circuits Accessory Circuits (Continued) March 2004
Alarm - Action A-4 A Sender - Coolant Temp. D-2 22 101 RD Bat (+) 509 WH Radio Speaker - Left (Common)
Alarm - Backup D-9 1 Sender - Fuel Level D-9 17 102 BU Hd Lmp 511 BR Radio Speaker - Right
2 19 105 BR Key Sw 512 GN Radio Speaker - Right (Common)

Alternator B-2 Sender - Powertrain Oil E-2
108 BU Wipers 513 OR A/C Compressor/Refrigerant Press. Sw
Battery F-9 1 Solenoid - A/C Clutch B-2 22
109 OR Alt Output (+) Term. 515 GY Blower Motor (Hi)
Breaker - Alternator E-8 3 Solenoid - Engine Shutdown C-2 A
112 PU Main Power Rly Output 516 GN Blower Motor (Medium)
Breaker - Aux E-8 3 Solenoid - Start Aid F-2 A
113 OR Opr Mon Panel B (+) Switched 517 BU Blower Motor (Lo)
Breaker - Blower F-8 3 Starter C-2 26
114 GN Warning Horn (Forward) 521 YL A/C Sw to Refrigerant Sw
Cigar Lighter A-5 C Switch - Air Heater Coolant D-2 16 116 BR Flood Lamps 522 WH A/C Clutch to Thermostat Sw
Motor - Condenser B-9 7 Switch - Air Inlet Heater C-6 A 124 GN A/C 523 BR Wiper - Left (Park)
Converter - 24V to 12V D-7 3 Switcch - Backup Alarm E-5 B 129 BU Cigar Lighter 524 BU Wiper - Left (Lo)
Fuses E-8 3 Switch - Blower B-6 A 140 BU Powertrain Control 525 GY Wiper - Left (Hi)
Gauge - Coolant Temp. C-4 A Switch - Coolant Temp. D-2 22 158 BR A/C Condensers 526 YL Wiper - Right (Park)
160 PU AIH 524 GN Wiper - Right (Lo)
Gauge - Fuel Level B-4 A Switch - Disconnect F-9 1
176 OR Console 528 PK Wiper - Right (Hi)
Gauge - Powertrain Oil Temp. C-4 A Switch - Engine Oil E-2 24
197 GN Aux Ckt 529 WH Washer Left
Engine Intake Air Heater B-2 16 Switch - Ether Coolant D-2 22
198 PK Dump Valve 530 OR Washer Right
Horn - Forward F-1 5 Switch - Forward Horn B-5 C
199 OR Aux Ckt 592 BU DC/DC Converter Power Output
Lamp - Dome A-6 30 Switch - Front Wiper A-7 13 Ground Circuits 593 GN Condenser Fan Relay to Motors
Meter - Service B-4 A Switch - Fuel Pressure E-2 18 200 BK Main Chassis A513 PK DC/DC Converter Memory Output
Motor - Blower A-3 6 Switch - Hydraulic Oil A-7 18 201 BK Opr Mon Panel CMS Lighting Circuits
Motor - Blower B-3 6 Switch - Key Start C-6 A 202 BK XMSN Ctrl 600 BR Dash Lamp Basic
Motr - Front Wiper E-4 8 Switch - Lamp D-6 A 203 BK Chassis Diagnostic 608 GN Flood Lamp - Rear
9 13 207 BK Starter Diagnostic 610 OR Head Lamp Basic

Motor - Left Wiper E-5 Switch - Left Wiper A-7
270 BK CMS Ident Code 0 663 GY Gage Lamps - Smart EMS
Motor - Rear Wiper C-8 10 Switch - Neutral Start D-5 B
Motor - Right Wiper
Motor - Washer(Front, Rear, Left, & Right)
B-6
D-8
11
3
Switch - Operater Monitor
Switch - Power Train Filter
A-5
A-8
A
23
271
272
BK
BK
CMS Ident Code 1
CMS Ident Code 2 709 OR
Control Circuits
Sensor Power Supply
D5M Tractor
273 BK CMS Ident Code 3 751 GN XMSN Shift Sol No.1 or 3
Radio
Relay - Condensor
C-3
B-9
12
7
Switch - Power Train Filter Bypass
Switch - Powertrain Oil
A-8
E-2
19
19
274
275
BK
BK
CMS Ident Code 4
CMS Ident Code 5
752
754
YL
BU
XMSN Shift Sol No.2
XMSN Shift Sol No.3 or 1

Electrical System
Relay - Main F-8 3 Switch - Rear Wiper B-8 13 276 BK XMSN Ctr Ident Code 0 755 OR XMSN Shift Sol No 4 or 5
Relay - Start F-8 3 Switch - Refrigerant C-1 22 277 BK XMSN Ctr Ident Code 1 E707 GN Display +V 4BR1-UP
278 BK XMSN Ctr Ident Code 2 E708 PK
Resistor - Blower A-3 6 Switch - Right Wiper B-8 13
279 BK XMSN Ctr Ident Code 3 E735 PU
Display Clock
Smart EMS Tack/Serv Mtr/Odometer Select

3DR1-UP
Resistor - Blower B-3 6 Switch - Start Aid C-6 A
Resistor - Starter C-2 26 Thermostat B-3 A
280 BK XMSN Ctr Ident Code 4 F780 PK Parking Brake Sw 5FS1-UP
Machine locations are repeated for components located close together.
290
291
BK
BK
CMS Service
CMS Clear
F781
F782
BR
OR
Downshift Sw (N.O.)
Reverse Sw (N.O.)
4JS1-UP
A = Located inside of cab.
Basic Machine Circuits F783 GN Upshift Sw (N.C.)
B = Located inside of right console. 301 BU Starter No. 1 Sol. F784 YL Downshift Sw(N.C.)
C = Located inside of left console. 302 OR Starter No. 1 Resistor to Diagnostic F785 WH
Connector Location¹ Upshift Sw (N.O.)
D = Located around relay panel. 304 WH Starter Rly No. 1 Output F786 GY Reverse Sw (N.C.)
Schematic Machine
E = Located around hydraulic oil tank. Connector Number 306 GN Starter Rly Coil to Neut Start SW or Key SW F788 PU Left Steer Clutch
Location Location
F = Located around pilot manifold. CONN 1 D-12 28 307 OR Key SW to Neut Start SW F789 YL Right Steer Clutch
G =Located under platform. CONN 2 A-11 14 308 YL Main Power Rly Coil F790 BR Service Brake Pedal
CONN 3 C-11 3 310 PU Start Aid SW to Start Aid Sol. F791 BU Right Brake Solenoid
CONN 4 D-11 3 311 WH Opr Mon Master F792 WH Left Brake Solenoid
Related Service Manuals CONN 5 A-10 3 321 BR Opr Mon Parking Brake G730 PK EPTC II - Park Brake Sol
CONN 6 B-10 18 322 GY Eng Coolant Temp Gage G731 GY EPTC II - Secondary Service Brake Sol
Title Form Number
CONN 7 F-10 3 326 PU Hyd System Temp Gage 828 WH Hydrst Left Ster Pedal Sensor
Alternator 132-2156 SENR4757
CONN 8 A-9 A 334 BU Power Train Temp Gage 830 OR Hydrst Right Ster Pedal Sensor
Starting And Charging Systems SENR2945
CONN 9 B-9 A 335 BR Fuel Level Gauge 851 WH Hydrst Speed and Direction Sensor
Electronic Monitoring System SENR2945 CONN 10 D-9 19 337 WH Display Data 892 BR Port/CAT Data Link (-)
Starter - 108-8558 SENR3559 CONN 11 F-9 19 373 GN Display Load 893 GN Port/CAT Data Link (+)
¹ The connectors shown in this chart are for harness to harness Monitoring Circuits F842 BU AIH Post Heat
connectors with a minimum of four contacts and other special
connectors. Connectors that join a harness to a component are 403 GN Alternator ( R) Term. F843 YL Inching Pedal
generally located at or near the component. See the Component 404 YL Wiper - Front (Low) F846 PU ECB LED Driver
Location Chart. 405 GY Wiper - Front (HI) F847 YL ECB Sw IP1
406 PU Wiper - Rear (Park) F848 OR ECB Sw IP2

410 WH Wiper - Rear (Low) F849 WH ECB Sw IP3
411 PK Wiper - Rear (HI) F849 WH ECB Sw IP3
413 BR Washer - Front F850 PK ECB Sw IP4 © 2004 Caterpillar Printed in U.S.A.
415 GN Washer - Rear G848 No Auto Indicator All Rights Reserved
419 YL Radio Speaker - Left 900 PU XMSN Shift Sol No.5 or 4
424 GY Radio Speaker - Left (Commom) 973 BR CST Autoshift - Auto/Manual Sw 2
426 BR Radio Speaker - Right 975 WH CST Autoshift - Sol Return
441 OR Radio Speaker - Right (Common) 977 YL CST Autoshift - Auto/Manual Sw 1

442 GY A/C Compressor/Refrigerant Pressure SW E900 WH ECM Trans Output Spd +
443 YL Blower Motor (HI) E901 GN ECM Trans Output Spd -
447 PK Blower Motor (Medium) E902 PU

450 YL Blower Motor (Low) E903 YL
ECM Trans Interm Spd +
ECM Trans Interm Spd - Electrical Schematic Symbols And Definitions Harness And Wire Electrical Schematic Symbols
C413 YL A/C SW To Refrigerant SW E903 YL ECM Trans Interm Spd -
C414 BU A/C Clutch To Thermostat SW E904 BR ECM Trans Interm Spd Q+
3 A AA 1 1
Accesory Circuits E904 BR ECM Trans Interm Spd Q+
1 2 2
500 BR Wiper - Front (Park) E905 BU ECM Trans Interm Spd Q-
B 501 GN Wiper - Front (Lo) E906 OR ECM Trans Output Spd Q+ Typical representation of a Typical representation of a
502 OR Wiper - Front (Hi) E907 GY ECM Trans Output Spd Q- Deutsch connector. The Sure-Seal connector. The
Plug Receptacle plug contains all sockets plugand receptacle contain
9 24 503 BR Wiper - Rear (Park) E908 BR ECM Trans Intput Spd + T
2 and the receptacle contains both pins and sockets.
504 YL E909 WH Temperature
5
Wiper - Rear (Lo) ECM Trans Intput Spd -
Pressure Level Flow 2 all pins.
8
23
12 505 BU Wiper - Rear (Hi) G939 PK ECM Switch Return Symbol Symbol Symbol Symbol
7 6 506 PU Washer - Front K977 PK ECM Trans Oil Temp Sensor
19 A
507 WH Washer - Rear K978 BU ECM Pump Sol
Pin or Socket
17 508 PU Radio Speaker - Left K997 BU +V Sensor, SEMS Number
22
16
10 Wire, Cable, or Harness Component
26 Assembly Identification Part Number
C 11
Normally open switch that will close with an increase of a specific condition (temp-press-etc.). Single Wire
13 30 Connector
18
1
Off Machine Switch Specification C A A AA 9X-1123
Part No. Function Actuate Deactuate Contact Position Normally open switch that is closed due to an applied condition, and will open again with a 325-PK-14 1 325-PK-14
3E-6449 Air Heater & Start Aid Coolant

38 ± 3° C 27° C MIN.
Normally Closed specific decrease in that condition.
(100 ± 5° F) (80.6° F) Pin Socket Wire
107.0 ± 3.0° C 93.0° C MIN. Color
3E-6451 Engine Coolant Temperature (EMS) Normally Closed
(224.6 ± 6.0° F) (199.0°F MIN.)
70 kPa MAX 40 ± 20 kPa
3E-6454 Fuel Pressure (EMS) Normally Closed
(10 psi MAX) (6.0 ± 3.0 psi) Normally closed switch that will open with an increase of a specific condition. 2 200-BK-14
52 ± 3°C 43° C MIN.
3E-9350 Power Train Filter Bypass Temperature (125.6 ± 5.4° F) Normally Closed
(109.4° F MIN.)
210 ± 70 kPa - Circuit Number Wire
9X-7781 Power Train Filter Normally Open
(30 ± 10 psi) - Identification Gauge
7 13 30 12 8 275 to 1750 kPa ¹ - Normally closed switch that is open due to an applied condition, and will close again
114-5333 Refrigerant Pressure (AC) Normally Open²
10 (40 to 255 psi) - with a specific decrease in that condition.
110 ± 5° C to Open 96° C from Open to Closed
130-3015 Coolant Temp Switch Normally Closed Electrical Schematic Symbols And Definitions
(230.0° F ± 9° F) (204.8° F)
¹ With increasing pressure the closed condition can be maintained up to 2800 kPa (405 psi), with decreasing pressure the closed
condition can be maintained down to 170 kPa (25psi). The circle indicates that the component has screw terminals and a wire can be disconnected FUSE - A component in an electrical circuit that will open the circuit if too much current flows
² Contact position at the contacts of the harness connector. from it. through it.
REED SWITCH - A switch whose contacts are controlled by a magnet. A magnet closes the
Resistor and Solenoid Specifications contacts of a normally open reed switch; it opens the contacts of a normally closed reed switch.
B C
A 6 Component Description Part No. Resistance (Ohms)¹ No circle indicates that the wire cannot be disconnected from the component.
Relay - Condensor 3E-5239 360
1
SENDER - A component that is used with a temperature or pressure gauge. The sender
Solenoid - Start Aid 3E-6332 6
measures the temperature or pressure. Its resistance changes to give an indication to the
18 3
Resistor - Starter/Diagnostic Conn. 3E7842 150 ± 7.5 T gauge of the temperature or pressure.
9 2
17 Start (Latch) Coil - 1.55 ± 0.15
11 Solenoid - Engine Start/Stop 8C-3663
Stop (Unlatch) Coil - 10.3 ± 1.03
22 This indicates that the component has a wire connected to it that is connected to ground.
16 Resistor - Blower Motor 9G-1950 Overall 2.0 ± 0.1 RELAY (Magnetic Switch) - A relay is an electrical component that is activated by electricity.
24 5 Relay - Main Power 101-7740 53. ± 5.3 It has a coil that makes an electromagnet when current flows through it. The electromagnet
23
Relay - Start 125-1302 27.5 ± 2.8
can open or close the switch part of the relay.
Solenoid - A/C Clutch 134-3999 17.6 ± 0.6
19
26 ¹ At room temperature unless otherwise noted. This indicates that the component does not have a wire connected to ground. It is grounded CIRCUIT BREAKER (C/B) - A component in an electrical circuit that will open the circuit if too
by being fastened to the machine. much current flows through it. This does not destroy the circuit breaker and it can be reset to
become part of the circuit again.
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)
D74334 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.
Machine Harness Connector and Component Locations

9 8 7 6 5 4 3 2 1
12V BATTERY RD-00 RD-00 RD-00
3T-5760 STD BK 2 311-WH
CONN 7
9X-3404 ATCH L1 L1
RELAY PANEL DIAGNOSTIC L1 BK 1 310-PU
L26
12
10
11
L26
3
1
4
9
8
7
2
6
5
CONNECTOR B
BB AA L2 L2 START AID
4 200-BK L2
SOLENOID D
311-WH
FLOOD
306-GN
302-OR
101-RD
109-RD
105-RD
112-PU
310-PU
NEG POS 112-PU 200-BK-10 610-OR-14
203-BK
207-BK
14
304-WH-16
308-YL
3E-6332 L39 LAMP
109-RD 17 200-BK-14 200-BK-14
RD-00
304-WH 200-BK-16 D 106-8964
10 L8 L8
NOTE: 101-RD 18 200-BK-14 L26
20A BREAKER; 3T-8728 306-GN 2 200-BK 322-GY
80A BREAKER; 9S-4693 308-YL 3 404-YL 200-BK L8 521-YL-14
10A FUSE; 3K-8782 304-WH-8 24 101-RD 310-PU 102-RD-14 200-BK-14 335-BR
203-BK
BB CC 15A FUSE; 8M-8948 124-GN-14 13 304-WH-16 302-OR 608-GN-14 201-BK 101-RD-4
112-PU
BK-00
20A FUSE; 8M-0456
304-WH
311-WH
POS NEG 102-RD-14 7 109-RD 207-BK 447-PK 114-RD 304-WH-8
109-RD
304-WH-8
310-PU
FUSE HOLDER; 4K-5122 109-RD-4 112-PU 308-YL 507-WH-16 129-RD 302-OR
306-GN
19
308-YL
L3 L3 L39 L39
F 12V BATTERY CC LL DISCONNECT MAIN RELAY
101-RD-4 20 203-BK 105-RD 506-PU-16 158-BR-14 207-BK F
200-BK-10 22 203-BK 311-WH 529-WH-16 116-BR-14 114-RD 109-RD-4
3T-5760 STD SW C 101-7740 C 140-BU-10 1 176-YL 306-GN 530-OR-16 102-RD-14 200-BK 311-WH FORWARD
9X-3404 ATCH 7N-0718 C HORN
STRIP 110-4638 105-RD 21 108-BU-16 306-GN 592-BU 307-OR 129-RD 310-PU CONN 11
L1 7T-0969
129-RD 6 108-BU-16 200-BK-14 A513-PK 105-RD 201-BK 310-PU 6 310-PU
DD BK-00 C START 114-RD 5 102-RD-14 200-BK-14 200-BK-14 308-YL 158-BR-14 424-GY 322-GY 1 322-GY 322-GY B D
D
200-BK 2 BK RELAY 158-BR-14 9 102-RD-14 108-BU-16 200-BK-16 113-OR 200-BK-14 413-BR 310-PU 2 310-PU 610-OR-14 322-GY C 322-GY
125-1302
BK-16
BK-16
BK-6 306-GN 1 BK 116-BR-14 11 102-RD 102-RD-14 200-BK 124-GN-14 200-BK-14 326-PU 311-WH 3 311-WH 311-WH 610-OR-14 B 200-BK-14
109-RD-4
W D
124-GN-14
102-RD-14
112-PU-14
112-PU-14
112-PU-14
200-BK-10
108-BU-16 12 158-BR-14 102-RD 200-BK 101-RD-4 404-YL 610-OR-14 424-GY 4 424-GY 311-WH 200-BK-14 A
109-RD-4
101-RD-4
176-YL 25 109-RD-4 158-BR-14 201-BK 304-WH-8 116-BR-14 522-WH-14 335-BR 5 335-BR 335-BR
TO FRAME 113-OR 23 304-WH-8 109-RD-4 200-BK-14 200-BK-10 302-OR 102-RD-14 441-OR A B 441-OR
1
2
MODULE GROUND 197-GN-16 16 308-YL 304-WH-8 200-BK-14 200-BK-14 207-BK 307-OR 403-GN 406-PU
C
K K 198-RD-16 15 101-RD-4 308-YL 108-BU-16 200-BK-14 109-RD-4 105-RD 405-GY 521-YL-14 1 521-YL-14 326-PU
CAB 200-BK 200-BK-10 308-YL 199-OR-16 8 124-GN-14 101-RD-4 102-RD L26 200-BK-14 200-BK-10 311-WH 308-YL 406-PU 413-BR 2 413-BR 302-OR
FLOOD L2 L2 L9 L9
308-YL 308-YL 200-BK-10 C A 105-RD 124-GN-14 158-BR-14 200-BK-16 310-PU 113-OR 443-YL 207-BK 3 207-BK 207-BK
L43
LAMP K K CONN 4 114-RD 105-RD 310-PU 200-BK 102-RD 124-GN-14 404-YL 405-GY 4 405-GY 304-WH-8
107-6689 C C L5
CAB 112-PU-14 124-GN-14 113-OR 114-RD 302-OR 200-BK 592-BU 200-BK-14 116-BR-14 302-OR 5 302-OR 101-RD-4
FLOOD 20A ENGINE
608-GN-14 112-PU-14 129-RD 113-OR 207-BK 201-BK 200-BK A513-PK 201-BK-14 102-RD-14 443-YL 6 443-YL 403-GN
200-BK-14 LAMP BLOWER BREAKER 116-BR-14 129-RD 109-RD-4 108-BU-16 447-PK 307-OR 441-OR 7 441-OR 109-RD-4 OIL SW
L25 106-8964 3T-8728 3E-7692
608-GN-14 200-BK-10 116-BR-14 304-WH-8 201-BK 506-PU-16 608-GN-14 105-RD 403-GN 8 403-GN 521-YL-14
200-BK-14 109-RD-4 101-RD 306-GN 200-BK-10 308-YL 201-BK-14 201-BK-14 507-WH-16 101-RD-4 308-YL 610-OR-14 9 610-OR-14 522-WH-14 BK 2 405-GY
L2
L L 101-RD 109-RD-4 200-BK-14 108-BU-16 308-YL 200-BK-10 200-BK-10 529-WH-16 304-WH-8 113-OR 522-WH-14 10 522-WH-14 405-GY BK 1 201-BK
OROPS 101-RD-4 101-RD-4 200-BK-14 102-RD-14 101-RD-4 530-OR-16 302-OR 124-GN-14 326-PU 11 326-PU 413-BR B
109-RD-4
109-RD-4
FLOOD MODULE L3 L3
C C 200-BK-14 4 176-YL 124-GN-14 608-GN-14 207-BK 200-BK-14 406-PU 12 406-PU 424-GY
LAMP L L
610-OR-14
610-OR-14
200-BK-14
200-BK-14
200-BK-14
101-RD-14 10A LAMPS 102-RD-14 200-BK-14 5 203-BK 105-RD 447-PK 109-RD-4 201-BK-14 A B 443-YL
107-6689
C 197-GN-16 1 203-BK 105-RD 404-YL 311-WH 447-PK 304-WH-8 304-WH-8
OROPS C
608-GN-14 101-RD-14 10A KEY 105-RD 198-RD-16 2 176-YL 114-RD 200-BK 310-PU 608-GN-14 A B
200-BK-14 FLOOD 199-OR-16 3 102-RD-14 200-BK-10 200-BK 200-BK 102-RD 608-GN-14 101-RD-4 101-RD-4 FUEL BK 1 413-BR
LAMP C C L6 PRESSURE
608-GN-14 101-RD-14 10A CIGAR LIGHTER 129-RD 6 108-BU-16 129-RD 200-BK-14 201-BK-14 108-BU-16 521-YL-14 A B BK 2 201-BK
200-BK-14
106-8964 C 80A C AUXILIARY 321-BR 311-WH 200-BK-14 201-BK A513-PK 426-BR 109-RD-4 109-RD-4 SW B
C C POWER A CONN 5 3E-6454
608-GN-14 101-RD-14 10A FORWARD HORN 114-RD 200-BK-14 116-BR-14 200-BK-10 200-BK 200-BK-14 592-BU 334-BU A B
ALTERNATOR L7
200-BK-14 C C 608-GN-14 113-OR 200-BK-14 200-BK-14 506-PU-16 L4 L4 160-PU CONN 10
BREAKER 101-RD-14 10A DUMP VALVE 198-PK-16 447-PK 200-BK 200-BK-14 200-BK-14 507-WH-16 335-BR
NO ROPS T 9S-4693 L44 L44 L6 L6
200-BK-14 C C 201-BK 200-BK 201-BK 201-BK 200-BK 529-WH-16
FLOOD L5 L5 POWER
E LAMP T
608-GN-14
WITH NO ROPS
112-PU-14 20A A/C CONDENSERS 158-BR-14 507-WH-16
506-PU-16
307-OR
307-OR
201-BK-14 201-BK-14 200-BK-14 530-OR-16
200-BK-14
L7 L7 TRAIN
BK-16
BK-16
2
1
424-GY
201-BK
E
107-6689 C C C C L4 L4
FLOODS PLUG 197-GN-16 112-PU-14 10A POWERTRAIN CTRL 140-BU-10 529-WH-16 200-BK OIL SW T° B
HARNESS A 20A 3E-6453
C C 530-OR-16 200-BK L5 L5
INTO HARNESS T AUX
608-GN-14 112-PU-14 15A WIPERS 108-BU-16 200-BK-16 113-OR B
WITH OROPS BREAKER POWERTRAIN
200-BK-14 FLOODS PLUG C C 200-BK 306-GN L L 443-YL
L43 3T-8728 OIL SENDER
HARNESS A INTO 112-PU-14 10A OPERATOR MONITOR 113-OR A513-PK 306-GN M M
GND LEFT GND T° 3E-7262
L HARNESS L L43 C C 592-BU 321-BR 524-BU-16 4 GN MOTOR H WIPER 501-GN-16 4 GN MOTOR H
L43 E A
610-OR-14
610-OR-14
200-BK-14
200-BK-14
200-BK-14
200-BK-14
608-GN-14 1 112-PU-14 10A FLOODLAMPS 116-BR-14 200-BK 1 1 201-BK
T° 117-9060 T° L10
200-BK-14 2 A C 404-YL 200-BK-14 2 BK L28 200-BK-16 2 BK 113-OR 1 113-OR 114-RD 201-BK
C L29 L9
608-GN-14
608-GN-14
608-GN-14
200-BK-14
200-BK-14
200-BK-14
1 608-GN-14 L22 112-PU-14 10A CONSOLE 176-YL 108-BU-16 6 GY P 108-BU-16 6 GY P 201-BK 2 201-BK-14 200-BK L9
B+ B+
2 200-BK-14 C L22 608-GN-14 523-BR-16 3 BR 500-BR-16 3 BR 608-GN-14 3 608-GN-14 129-RD
C
608-GN-14 1 112-PU-14 10A AUX CKT 199-OR-16 200-BK-14 A 525-GY-16 5 OR 502-OR-16 5 OR 124-GN-14 4 124-GN-14 201-BK
200-BK-14 2 LL A 203-BK 321-BR 1 BK/PK BACKUP 404-YL 5 404-YL L1 158-BR-14
ALARM SW L28 L28 FRONT L12
T 203-BK 3 197-GN-16 404-YL 200-BK 2 BK/PK 608-GN-14 424-GY 6 424-GY 200-BK-14 L39
522-WH-14
A Y 109-5809 WIPER L39
200-BK-14
5 RELAY PANEL 321-BR 610-OR-14 7 200-BK-14
521-YL-14
304-WH-8
101-RD-4
109-RD-4
L42 L22 L22 L30 L30 134-3504 L8
311-WH
321-BR 6 176-YL 306-GN 3 306-GN 116-BR-14 610-OR-14 8 610-OR-14 322-GY
441-OR
302-OR
403-GN
335-BR
406-PU
326-PU
207-BK
L42 176-YL 7 447-PK 307-OR 4 307-OR 102-RD-14 200-BK-14 9 200-BK-14 521-YL-14
447-PK 4 200-BK-16 201-BK 113-OR 1 124-GN-14 441-OR 10 441-OR 521-YL-14
L6
608-GN-14
608-GN-14
200-BK-14
200-BK-14
201-BK 201-BK 1 507-WH-16 200-BK 2 334-BU 447-PK 11 447-PK 608-GN-14

201-BK L40 442-GY 2 F F F F L23 L23 506-PU-16 160-PU 12 426-BR
RD-00
404-YL 8 MOTOR MOTOR 529-WH-16 NEUTRAL 521-YL-14 116-BR-14 13 116-BR-14
L44 START SW L12 L12
CONN 1 530-OR-16 326-PU 413-BR 14 413-BR L10
L40 9W-1581 L10
200-BK-16 307-OR 334-BU 15 334-BU
FRONT LEFT
200-BK-16
102-RD-14 105-RD 160-PU 16 160-PU
WASHER WASHER AIR HEATER
200-BK-16
108-BU-16 L29 L31 310-PU 17 BK-16 1 335-BR

L42 7T-8890 7T-8890 L29 L31 L5 COOLANT
L24 200-BK L28 201-BK 521-YL-14 18 521-YL-14 BK-16 2 200-BK
A513-PK L28 404-YL 102-RD-14 19 102-RD-14 SW B
3E-6449 T°
F F F F 592-BU 424-GY 326-PU 20 326-PU
MOTOR MOTOR 200-BK LAMP SW 413-BR 21
201-BK
447-PK
109-7189 405-GY 307-OR 22 307-OR START BK-16 1 311-WH

426-BR 105-RD 23 105-RD AID BK-16 2 200-BK
REAR RIGHT 1 SW
102-RD-14
108-BU-16
LL 406-PU 24 T° B
LL B1 3E-6449
A513-PK
WASHER WASHER
200-BK-16
308-YL 25
592-BU
200-BK
200-BK
7T-8890 7T-8890 102-RD-14 308-YL 26 201-BK
L30
507-WH-16
529-WH-16
FUEL
530-OR-16
L10
506-PU-16
116-BR-14 308-YL 308-YL 27 201-BK

D LEVEL 2 E L31 D
608-GN-14 608-GN-14 308-YL 522-WH-14 28 522-WH-14 L11 201-BK
CONN 3
SENDER A E B2
116-BR-14 610-OR-14 113-OR 308-YL 29 308-YL 200-BK-14
123-7408 1
2
3
4
5
6
1
2
3
4
5
6
443-YL 310-PU 30 310-PU
L32 441-OR 405-GY 31 405-GY
F L32
+12 V SWITCHED OUT

E B3 447-PK 426-BR 32 426-BR BK-16 2 201-BK
3 E
+12 V MEMORY OUT

1
2
3
4
5
6
PLUG
+24 V SWITCHED IN
BK-16
102-RD-14 610-OR-14 403-GN 33 BK-16 1 406-PU
+24 V BATTERY IN
A 115-2462 24 TO
L42 L42 522-WH-14 34 T° COOLANT B
12 VOLT 600-BR 35 441-OR
CONVERTER L35 L35
507-WH-16
529-WH-16
TEMP SW
530-OR-16
506-PU-16
200-BK-16
600-BR L33 200-BK 36

BACKUP 119-1733 L33 130-3015
- BK 2 176-YL 600-BR 200-BK 37
4 E
GROUND
GROUND
ALARM + L42 NOTE B
BK 1 321-BR 600-BR 600-BR L36 200-BK 406-PU 38 406-PU
123-6449 NOTE: PLUG ONLY REQUIRED B
600-BR 200-BK-14 200-BK-14 443-YL 39 443-YL 441-OR
326-PU
LL L7
WITH 24 VOLT RADIOS. 600-BR 200-BK 403-GN 40 403-GN
REMOVE PLUG AND 200-BK COOLANT
INSTALL CONVERTER 200-BK T° TEMP SENDER
L23 L23 WITH 12 VOLT RADIOS L27 L27 8N-3844
CONN 8
L7
L25
L24
L4
L12
L11
L33
L31
L36
L32
L40
523-BR-16 509-WH 1 WH/BK, GN/BK LH SPEAKER (-) ANTENNA

L21 L21 6C-3431 ABBREV COLOR
L 524-BU-16 L29 508-PU 2 WH,GN LH SPEAKER (+)
L29
M 525-GY-16 E 200-BK-16 3 BK GROUND 326-PU
GND L28 L28 B RD RED
504-YL-16 4 GN H 108-BU-16 200-BK 600-BR 4
MOTOR L27 L27 L27 ENGINE SHUTDOWN WH WHITE
1 200-BK-16 200-BK 200-BK A513-PK 5 YL +12 VOLT MEMORY
200-BK-16 2 BK T° 500-BR-16 108-BU-16 200-BK 600-BR LIGHT PIPE 592-BU 6 RD +12 VOLT SOLENOID 8C-3663 OR ORANGE
L17 B
108-BU-16 6 GY 501-GN-16 200-BK-16 200-BK LAMPS 123-9294 512-GN 7 GY/BK, PU/BK RH SPEAKER (-) 200-BK-10 YL YELLOW
B+ P L28 VV B
L35
503-BR-16 3 BR 502-OR-16 500-BR-16 600-BR 600-BR BASE 3T-3158 511-BR 8 GY/PU RH SPEAKER (+) 301-BU-10 PK PINK
L20 L35 BK BLACK
505-BU-16 5 OR 508-PU 501-GN-16 E 600-BR 200-BK M ANTENNA
START AID C NC 12 VOLT RADIO GY GRAY
509-WH 502-OR-16 WH A 522-WH-14 600-BR
REAR SW 133-9405 NO L37 L37 NOTE B PU PURPLE
L21 511-BR 200-BK-16 OR B 310-PU 200-BK-14
WIPER 512-GN 200-BK-16 BK C 308-YL 200-BK-14 200-BK NOTE D VV RESISTOR BR BROWN
304-WH-8
101-RD-4
109-RD-4
114-0133
522-WH-14
3E-7842 GN GREEN
513-OR-14
200-BK-16 A513-PK 200-BK
521-YL-14
302-OR
403-GN
207-BK
L20 200-BK-16 592-BU 200-BK 443-YL 509-WH 1 WH/BK, GN/BK LH SPEAKER (-) 301-BU 1 BU BLUE
L41 M L20
509-WH - A513-PK 108-BU-16 113-OR 508-PU 2 WH/GN LH SPEAKER (+) 302-OR 2
OPERATOR STATION
L27
C L41 508-PU + 592-BU 102-RD GROUND BK 2 200-BK 443-YL 200-BK-16 3 BK GROUND B SYMBOL DESCRIPTION C
M 108-BU-16 508-PU 508-PU AIR INLET HEATER SWITCH IN GN 3 373-GN 441-OR 600-BR 108-BU-16 4 BU + 24 VOLT
113-OR
108-BU-16 508-PU CONTROL 4Y-7948 +BATTERY RD 1 308-YL L32 447-PK 113-OR 102-RD 5 YL +24 VOLT MEMORY 302-OR B BLADE, SPADE, RING,
OR SCREW TERMINAL
2
1
LEFT COOLANT POWERTRAIN
301-BU-10
200-BK-10
200-BK-16 509-WH 509-WH RELAY YL 4 334-BU 403-GN 6 207-BK
SPEAKER 102-RD 509-WH 600-BR TEMP OIL TEMP 512-GN 7 GY/BK, PU/BK RH SPEAKER (-)
301-BU
L36 L36 E E B CIRCUIT CONNECTED
RD-00
6T-7695 4W-0483 3E-7240
158-BR-14
200-BK-14
BK
BK
511-BR 511-BR 600-BR 511-BR 8 GY/PU RH SPEAKER (+) 304-WH-8
521-YL-14
L7
511-BR 373-GN 600-BR IGN IGN ANTENNA G S
L17 L17 E E E M B
RIGHT 526-YL-16 512-GN 512-GN AIR BK 1 308-YL 373-GN 113-OR 441-OR 600-BR 600-BR 443-YL 24 VOLT RADIO 101-RD-4 CIRCUIT NOT CONNECTED
SPEAKER INLET SEND SEND E NOTE B MTR BAT B
527-GN-16 512-GN BK 3 160-PU 200-BK 113-OR 113-OR 101-RD-4
160-PU
6T-7695 HEATER L33 NOTE D B AA ELECTRICAL CONNECTION
528-PK-16 L14 L14 BK 4 200-BK 200-BK 113-OR GRD GRD 3
K SWITCH STARTER 2 TO MACHINE STRUCTURE
102-RD BK 2 373-GN 124-GN-14 113-OR
335-BR
334-BU
M 114-0420 E E
C
MOTOR
A
B
511-BR 200-BK-16 334-BU 200-BK 200-BK 200-BK 106-8558 1

+ A INTERNAL ELECTRICAL
N 200-BK-14 512-GN - L16 200-BK 160-PU 201-BK 600-BR CONNECTION TO SURFACE
M FUSE EE
10A
200-BK-14 L21 108-BU-16 521-YL-14 200-BK OF COMPONENT
L15 FUEL HOLDER A B REFRIGERANT
158-BR-14
200-BK-14
BK-14 108-BU-16 326-PU 113-OR

521-YL-14
L20 R B EE CONNECTOR
1
2
200-BK 200-BK-16 KEY 308-YL 307-OR E LEVEL 9S-2731 SW
L21 L20 L16 L15 START E B
200-BK-16 200-BK-16 105-RD IGN 112-2392 BK-14 A 201-BK NOTE A
CONDENSOR E E ATCH WIRE, CABLE,
RD-00
SWITCH OFF C B
BK-00
BK-00
L11 114-5333
BK
BK
MOTOR 106-2721 102-RD 200-BK-16 326-PU 310-PU 447-PK 600-BR 200-BK-14 COMPONENT
160-PU
9G-7641 ON S E SEND LAMP
200-BK-16 ST B E 307-OR 308-YL E E BLOWER
7X-2058 MOTOR L CIRCUIT GROUPING
200-BK-16 200-BK-16 200-BK-14 105-RD 308-YL GRD 200-BK - + 403-GN 3E-6387 DESIGNATION
E L31
507-WH-16
529-WH-16
EE
501-GN-16
502-OR-16
527-GN-16
530-OR-16
525-GY-16
523-BR-16
524-BU-16
500-BR-16
108-BU-16
108-BU-16
506-PU-16
528-PK-16
200-BK-16
WH/RD-14 102-RD 200-BK-16 308-YL

526-YL-16
E A
509-WH
A513-PK 200-BK 308-YL 200-BK 200-BK-14 EE

512-GN
508-PU
511-BR
B
592-BU 108-BU-16 201-BK 600-BR SERVICE WH/RD-14 ENGINE
N N G G
2
1
522-WH-14
METER HH FRAME
513-OR-14
200-BK-16 108-BU-16 404-YL
SENR9472-01
N 6T-7337 CONN 9 THERMOSTAT

200-BK-16 108-BU-16 108-BU-16 424-GY
101-RD-4
160-PU-4
N N
2
1
593-GN-14 108-BU-16 108-BU-16 413-BR 403-GN 403-GN E G 3E-5464 ENGINE
L34 T° G INTAKE IDENT PART NO. CHG LOC NOTE
593-GN-14 L17 108-BU-16 108-BU-16 L13 405-GY 200-BK 1
RELAY 200-BK-16 108-BU-16 124-GN-14 426-BR 6 522-WH-14 515-GY-14 AIR
3E-5239 L40 L40 L37 HEATER B HARNESS AS.
108-BU-16 102-RD 521-YL-14 406-PU 2 200-BK-14 200-BK-14
16 Page, Color 2, NJJ
RELAY
1
2
N 200-BK-16 102-RD 102-RD 515-GY-14 ACTION LAMP 5 517-BU-14 200-BK-14 101-RD-4 A 113-7681 01 D-3
L16 L38 L38 3E-0075
2
1
108-BU-16 A513-PK 516-GN-14 201-BK LAMP 115-1748 4 516-GN-14 515-GY-14 B 113-7050 01 E-3
OPERATOR STATION
529-WH-16
507-WH-16
522-WH-14
BASE 123-0304 L38 C 134-3853 00 F-7
530-OR-16
527-GN-16
501-GN-16
502-OR-16
513-OR-14
525-GY-16
503-BR-16
505-BU-16
108-BU-16
108-BU-16
523-BR-16
524-BU-16
506-PU-16
500-BR-16
108-BU-16
200-BK-16
200-BK-16
528-PK-16
108-BU-16 592-BU 517-BU-14 411-PK 3 515-GY-14

504-YL-16
526-YL-16
E G HH GG
E D 109-0681 01 F-1
509-WH
509-WH
WH/RD-14 506-PU-16 506-PU-16 160-BU-4

512-GN
512-GN
508-PU
511-BR
511-BR
508-PU
2
1
507-WH-16 507-WH-16 E 113-7695 03 D-3
L15
B ENGINE F 110-1118 00 D-8 ATCH B
516-GN-14
515-GY-14
517-BU-14
CONDENSOR 529-WH-16 529-WH-16 E
MOTOR 530-OR-16 530-OR-16 411-PK 11 ACTION LAMP WH/RD-14 INTAKE DIODE G 111-7198 01 B-3 ATCH
106-2721 AIR HEATER
BLOWER SW 403-GN 3 ALTERNATOR 106-8704 B H 113-7915 01 A-8
6I-4753
2
1
6P-3236 113-OR 1 + BATTERY K 110-1145 00 B-9 ATCH
BLOWER
109-RD-4
BK-14 404-YL 4 HYD OIL TEMP RESISTOR MOTOR L 110-1132 00 E-9 ATCH
403-GN
L34 L34 3E-6386
405-GY 5 ENGINE OIL PR 9G-1950 M 111-8868 02 A-6 ATCH
G N 123-8329 02 C-9 ATCH
AIR CONDITIONER CONDENSOR 406-PU 6 COOLANT TEMP
424-GY 7 PWR TRN TEMP BK-14 GN-14 Q 110-0829 00 A-9 ATCH
L
201-BK
L41 L41 G T 131-3818 00 E-9 ATCH
610-OR-14
M
200-BK-14
413-BR 13 FUEL PRESSURE GN-14
L24 GND OPERATOR U 127-6424 01 A-3 ATCH
527-GN-16 4 GN H L38 L38 426-BR 17 PWR TRN FILTER
MOTOR MONITOR G Y 114-5939 00 E-6
L24 158-BR-14 1 1 201-BK 201-BK 2 GROUND
200-BK-14 2 200-BK-16 2 BK T° 201-BK 201-BK 8 8C-3508 515-GY-14 ALT A/C CLUTCH LL 135-6403 00 E-9
L41 B 134-3999 FLOOD
521-YL-14 3 108-BU-16 6 GY P 201-BK 201-BK 12 515-GY-14 R
B+
529-WH-16
507-WH-16
LAMP WIRE AS.

530-OR-16
523-BR-16
506-PU-16
500-BR-16
108-BU-16
608-GN-14 4 526-YL-16 3 BR 201-BK 201-BK 201-BK 14 B

526-YL-16
M M M M M M M M L14 FORWARD OROPS 106-8964 W 9M-9812 01 F-9

200-BK-14 5 1 158-BR-14 528-PK-16 5 OR A 201-BK 201-BK 18 B
L H L H L H L H HORN SW HEATER GG 7G-1060 00 B-2
608-GN-14
608-GN-14
200-BK-14
200-BK-14
6 2 200-BK-14 L18 322-GY 201-BK 201-BK 19 200-BK-4

RIGHT 3T-2357 D HH 106-2750 00 B-2
K 3 521-YL-14 102-RD E 201-BK 9
OROPS OROPS WIPER OPERATOR C NC ALTERNATOR
4 608-GN-14 M P 200-BK 114-RD WH A 201-BK 16 E U
FLOOD FLOOD M P B M P B B MP B 117-9061 MONITOR SW NO 132-2156 D CABLE AS.
1 5 200-BK-14 OR B 201-BK 20 1
LAMP LAMP W B M W B M W B M W B 133-9405 AA 1S-0969 06 F-9
2 6 BK C 415-GN 415-GN 15 TEST 6
107-6689 106-8964 M M M M DOME LAMP GG B BB 111-8867 00 F-9
3 A M A 410-WH 10 ACTION ALARM 2 200-BK-14
4 3E-6389 129-RD 5 517-BU-14 BB 6Y-7455 01 F-9 ATCH
L L
507-WH-16
5 WITH NO ROPS FLOODS M 200-BK 4 516-GN-14 CC 9G-0200 04 F-9

PLUG HARNESS A INTO REAR WIPER SW RIGHT WIPER SW LEFT WIPER SW FRONT WIPER SW
6 3T-6655 3T-6655 3T-6655 3T-6655 102-RD A RD 410-WH 1 RD ACTION 3 515-GY-14 DD 6T-9661 00 F-9
L L Q HARNESS Q C WH CIGAR 201-BK 2 BK ALARM EE 8Y-9603 01 B-2
WITH CAB FLOODS LIGHTER 3E-6328 WIRES THAT HAVE BATTERY VOLTAGE VV 9U-8746 01 C-3 ATCH
L25 200-BK B BK E
PLUG HARNESS A INTO 9W-0335 WHEN THE KEY SWITCH IS OFF.
HARNESS K 108-BU-16 108-BU-16 108-BU-16 L38
507-WH-16 U WIRES THAT HAVE BATTERY VOLTAGE
608-GN-14 200-BK-14 L18
OPERATOR STATION WHEN THE KEY SWITCH IS ON. THIS DIAGRAM IS FOR THE D5M TTT (124-5999 CHG01)
608-GN-14 608-GN-14
L25 L40 L40
608-GN-14 U STARTING CIRCUIT.
200-BK-14 H LL 1 102-RD U
TIE BACK TO HARNESS L4 L4 COMPONENTS ARE SHOWN INSTALLED ON A FULLY
200-BK-14 1 K978-BU 442-GY 2 108-BU-16 GAUGE CIRCUIT.
200-BK-14 2 975-WH 3 A513-PK OPERABLE MACHINE WITH THE KEY AND ENGINE OFF,
L40 RESISTOR TRANSMISSION SHIFTER IN NEUTRAL, AND PARK BRAKE ON
A PLUG POWER CONN 2
4 592-BU 322-GY WH/RD-14
9G-1950 MONITOR CIRCUIT. (EMS) A
L13
H LL 5 506-PU-16 114-RD
TRAIN H A HYDRAULIC L13 UNLESS OTHERWISE SPECIFIED: ALL WIRE IS 18 GAGE
A 709-OR 404-YL 2 BK-16 6 507-WH-16 L4 200-BK BLOWER PANEL LAMP CIRCUIT.
FILTER OIL L4
K K B G939-PK K978-BU 4 201-BK 1 BK-16 7 529-WH-16 129-RD MOTOR 3E-6392
CAB CAB BYPASS SW T° TEMP SW WASHER/WIPER CIRCUIT. NOTE A: NORMALLY OPEN BEFORE REFRIGERANT CHARGE
C K977-PK 975-WH 5 8 530-OR-16 426-BR U
FLOOD FLOOD 3E-9350 T° 3E-6451
G939-PK 1 9 201-BK 1 515-GY-14
LAMP K K LAMP L12 L12 HEATER AND AIR CONDITIONER CIRCUIT. NOTE B: 24 TO 12 VOLT CONVERTER NOT REQUIRED WITH
K977-PK 2 10 L19 158-BR-14 BK-14 2 200-BK-14
107-6689 106-8964 24 VOLT RADIO
426-BR 1 709-OR 3 11 200-BK-14
200-BK-14 200-BK-14 POWER 201-BK 2 426-BR 6 426-BR 12 200-BK-14 521-YL-14 GROUND CIRCUIT. RADIO OPTIONS
608-GN-14 608-GN-14 TRAIN H 201-BK 7 201-BK 608-GN-14 OPERATOR STATION 12 VOLT RADIOS 24 VOLT RADIOS
FILTER SW L19 M A L19 ENGINE SHUTDOWN CONTROL CIRCUIT. 3E-7140 FIXED U.S. 9X-6810 FIXED U.S.
H H 8 L19 200-BK-14
NOTE C 3E-7141 REMOVEABLE U.S. 9X-6778 REMOVEABLE U.S.
201-BK CONN 6
9X-7781 START AID CIRCUIT. 3E-6107 FIXED EUROPE 3E-7890 FIXED EUROPE
Q 426-BR 158-BR-14 3E-6106 REMOVEABLE EUROPE 9X-5288 REMOVEABLE EUROPE
NO ROPS 608-GN-14 200-BK-14
FLOOD L18 L18 L4 L4
200-BK-14 521-YL-14 L4 ALL DASHED LINES ARE ATTACHMENTS. NOTE C: NORMALLY OPEN BEFORE INSTALLATION
LAMP Q 608-GN-14 NOTE D: ONLY ONE RADIO MAY BE INSTALLED AT A TIME
107-6689 L12 L12
200-BK-14 L12
D73716
9 8 7 6 5 4 3 2 1

D5M Transm - Testing and Diagrams PDF

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D5M Transm - Testing and Diagrams PDF

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MODEL PA55 WITH ELECTRONIC CONTROLS FOR D5M & D6M PS TRACTO...

Producto: TRACK-TYPE TRACTOR

LOCATION OF POWER TRAIN COMPONENTS

Power Train Oil System

(A) Torque Converter Scavenge Screen

(B) Screen and Magnet

(B1) Left Hand Brake Pressure

(B2) Right Hand Brake Pressure

(C) Bevel Gear Case (Main Sump)

(C1) Left Hand Clutch Pressure

(C2) Right Hand Clutch Pressure

(D) Final Drive

(E) Steering Clutch and Brake Module

(ER1) Engine Speed

(F) Steering and Brake Valve

(G) Vent Breather

(H) Torque Converter Inlet Relief Valve

(I) Priority Valve

(J) Oil Sampling Valve

(K) Torque Converter Outlet Relief Valve

(L) Flywheel Housing

(L1) Transmission Lube Pressure

(LB1) Left Hand Clutch/Brake Lube Pressure

(LB2) Right Hand Clutch/Brake Lube Pressure

(M) Torque Converter Supply Pressure

(MM) Torque Converter

(N) Torque Converter Relief Valve Pressure

(P) Power Train Oil Cooler

(P1) Transmission Speed Clutch Pressure

(P2) Transmission Direction Clutch Pressure

(PV) Priority Valve Pressure

(Q) 3116 Engine

(Q1) Powertrain Oil Temperature

(R) Filter Element

(S) Torque Converter Scavenge Section

(T) Controls Section

(U) Torque Converter and Lubrication Section

(V) Power Train Oil Pump

(W) Power Train Oil Filter Group

(X) Filter Bypass

(Z) Bevel Gear Lube

(AA) Transmission Lube

(BB) Supply Pressure

(CC) Rear View of Transmission

(DD) Pressure Tap (kPa)

(EE) Temperature Probe (°C)

(FF) Revolution (RPM)

Torque Converter Components

Torque Converter Operation

Flow of Power in Torque Converter

Torque Converter Hydraulic System

Torque Converter Inlet Relief Valve

Torque converter inlet relief valve

Location of torque converter inlet relief valve

Torque Converter Outlet Relief Valve

Components of the relief valve

Location of Torque Converter Outlet Relief Valve

Power Train Oil Pump

Power Train Oil Pump Construction

Power Train Oil Filter

Components of the oil filter

Location of oil filter and priority valve

Components of Priority Valve