Cat Dozer Differential Steering

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DIFFERENTIAL STEER COMPONENTS

HYDRAULIC TRANSMISSION
MOTOR INPUT INPUT
TO LEFT TO RIGHT
FINAL DRIVE FINAL DRIVE
STEER DRIVE EQUALIZING

PLANETARY PLANETARY PLANETARY
62
DIFFERENTIAL STEER MECHANICAL OPERATION
Differential steer tractors are not equipped with steering clutches but have
a steering differential, a hydraulic pump, a hydraulic steering motor, and
steering controls.
• Steering differential The steering differential has two power inputs: a speed and direction
has two power inputs: (FORWARD and REVERSE) input from the transmission and a steering
(LEFT and RIGHT) input from the hydraulic motor. The steering
- Transmission differential uses hydraulic motor power input to increase the speed of one
track and equally decrease the speed of the other track. The resulting
- Hydraulic motor
track speed difference turns the tractor.
➥
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• Steering differential: The steering differential consists of the steer planetary, the drive
planetary, and the equalizing planetary.
- Steer planetary
Color codes in this illustration designate the various components.
- Drive planetary
The pinion, the bevel gear shaft, and the drive planetary carrier are red.
- Equalizing planetary The bevel gear shaft is splined to the drive planetary carrier. During turns,
the pinion for the hydraulic motor drives the steer planetary ring gear.
• Schematic color
codes The hydraulic motor pinion and the steer planetary ring gear are orange.
The center shaft connects the sun gears for all three planetaries.
The sun gears and the center shaft are blue.
The planet gears for all three planetaries are yellow.
The center axle shaft is splined to the steer planetary and the equalizing
planetary. Also, the steer planetary carrier is directly connected to the
drive planetary ring gear. These components are green.
The equalizing planetary ring gear is bolted to the right brake housing and
remains stationary. The equalizing planetary is gray.
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STRAIGHT LINE OPERATION
HYDRAULIC TRANSMISSION
MOTOR INPUT INPUT
TO LEFT TO RIGHT

63
• Straight line operation This illustration shows the power flow through the differential steer
system during straight line operation (FORWARD or REVERSE). In this
- Steering motor does
condition, the hydraulic steering motor does not turn. Since the hydraulic
not turn
steering motor does not turn, the steering pinion and steer planetary ring
- Transmission gear are stationary (gray) and the transmission provides all power flow
provides all power through the system.
- Arrows show power The transmission sends power through the transfer gears, the pinion, the
flow bevel gear, and the bevel gear shaft to the drive planetary carrier. At this
point, the power divides causing a torque split.
- Outer axles rotate in
same direction
Most of the torque goes through the drive planetary ring gear to the steer
planetary carrier. From the steer planetary carrier, the resulting power is
transmitted to the left final drive through the left outer axle.
The remaining torque from the drive planetary carrier is transmitted to the
equalizing planetary sun gear through the drive planetary sun gear and the
center axle.
➥
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The equalizing planetary planet gears multiply the torque from the sun
gear and send the resulting power through the right outer axle to the right
final drive.
The effect of this operation is that the left and right outer axles rotate in
the same direction with the same power magnitude and the machine,
therefore, tracks in a straight line.
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LEFT TURN - FORWARD
HYDRAULIC
MOTOR INPUT TRANSMISSION
INPUT
TO LEFT TO RIGHT

64
• LEFT TURN During a turn, both the transmission and the hydraulic motor provide
FORWARD inputs to the differential steer system with the transmission supplying
most of the power to the system.
• Transmission input
shown with black The transmission input power is sent to the outer axles in the same manner
arrows
as during straight line operation.
• Steering motor input The hydraulic motor input determines the turn direction and turn radius.
shown with white
arrows
The rpm of the hydraulic motor controls the turn radius (the higher the
rpm, the smaller the turn radius) and the direction of rotation establishes
the turn direction.
➥
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During a LEFT TURN in the FORWARD direction, the hydraulic motor

sends power through the steering planetary ring gear and the planet gears
to the sun gear.
• Steering motor input The input from the hydraulic motor has two effects on the system:
causes:
- Right outer axle 1. The first effect is that the speed of all three sun gears and the
speed to increase speed of the center axle increases causing the speed of the right
- Left outer axle speed outer axle to increase.
to decrease
2. The second effect is that the relative motion of the sun gear and
planet gears in the steer and the drive planetaries cause the drive
planetary ring gear, the steer planetary carrier, and the left outer
axle to slow down. (This relative motion is due to the fact that the
drive planetary carrier is turning at a constant rpm.) The speed
decrease of the left outer axle is equal to the speed increase of the
right outer axle.
• Reversing steering To make a RIGHT TURN, the direction of the hydraulic motor is opposite
motor causes of the direction for a LEFT TURN. The motor now sends power to the
opposite turn steering planetary carrier causing an increase in the speed of the steering
planetary carrier, the drive planetary ring gear, and the left outer axle.
Simultaneously, all three sun gears, the center axle, and the right outer
axle slow down. The speed decrease of the right outer axle is equal to the
speed increase of the left outer axle.
NOTE: During normal operation, this system does not provide a

"pivot turn" capability.
INSTRUCTOR NOTE: For more information about differential

steering operation, see STMG 547 "D8N Track-type Tractor—Power
Train and Implements" (Form SESV1547).
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STEERING COMPARISON - ONE PUMP vs TWO PUMPS

FIRST SPEED FORWARD
ONE PUMP WITH IMPLEMENTS

4.9 TO 6.0 M (16 TO 20 FT)*
ONE PUMP WITHOUT IMPLEMENTS

1.8 TO 2.3 M (5.9 TO 7.5 FT)*
TWO PUMPS - WITH OR

WITHOUT IMPLEMENTS
1.2 TO 1.8 M (3.9 TO 5.9 FT)*
* INSIDE TURNING DIAMETER
65
• Two pump system This slide shows the advantage the two pump system has over the one
provides tighter turn pump system. The former system had a larger turning radius when the
radius
operator made a turn while using an implement. The two pump system
provides the operator with a tighter turn radius with or without using the
implements.
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D8R STEERING AND IMPLEMENT HYDRAULIC SYSTEM
STEERING
STEERING PUMP
MOTOR CHARGE STEERING
PUMP PILOT
STEERING SYSTEM VALVE
BYPASS AND
PRESSURE
CONTROL
GROUP
RIPPER
RIPPER STEERING CHARGE
CYLINDERS
DIVERTER CIRCUIT FILTER
VALVE
TANK
IMPLEMENT SYSTEM
IMPLEMENT
PUMP
INLET MANIFOLD
RIPPER
LIFT
QUICK-DROP CYLINDERS
LIFT VALVE
TILT TILT
CYLINDER/S
END COVER
66
Differential Steering System
• Steering and This block diagram shows the steering and implement hydraulic system.
implement systems
connected at two
The two systems are functionally separate, but they are connected at two
points: points. Charge pressure is used to move the ripper diverter valve, and the
implement pump output is sent to the bypass and pressure control group to
- Ripper diverter valve supplement charge flow if the pressure decreases below a specified value.
- Bypass and A single quick-drop valve is used for both lift cylinders.
pressure control
group The various color codes which will be used in this section of the
presentation to identify oil flow and pressures are:
• Single quick-drop
valve Red - Drive loop or high pressure
• Color codes for
schematics
Red and White Stripes - First reduction of supply pressure
Red Dots - Second reduction of supply pressure
Blue - Blocked oil
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Orange - Charge pressure
Orange and White Stripes - Pilot pressure
Orange Dots - Pump control pressure
Green - Tank or case drain oil
Yellow - Activated valve envelopes or

moving parts
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3
4
67
• Pilot valve location The steering pump is controlled by a pilot valve connected to the bottom
of the steering tiller. The valve contains two pressure reducing valves that
• Contains two pressure convert charge pressure to pilot pressure. The two pressure taps are for
reducing valves
the right (1) and left (2) steer pilot pressures. The hoses (3 and 4) are for
1. Pilot pressure tap the return oil and charge pressure, respectively.
(right turn)
2. Pilot pressure tap

(left turn)
3. Return hose
4. Charge pressure
hose
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6
7
1
3
68
• Steering pump The steering pump circuit is a closed loop hydraulic system which
components: includes an axial piston pump with over-center capability. The steering
pump contains the charge pump (1), the pressure compensator (cutoff)
1. Charge pump
valve (2), the charge pressure relief valve (3), and the right and left
2. Pressure crossover relief and makeup valves (4 and 5).
compensator valve
The charge pump (1) is contained in the end of the steering pump. The
3. Charge pressure pump control spool (6) and the pump control piston (7) use charge
relief pressure oil to move the swashplate for left and right turns.
4. Right crossover The pressure taps on the top of the pump control piston are for
relief valve troubleshooting steering problems and adjusting the neutral setting of the
steering pump.
5. Left crossover
relief valve
6. Pump control
spool
7. Pump control
piston and
pressure taps
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69
• Steering motor has The steering motor (1) is a bent axis design with a self-contained flushing
flushing valve in port valve in the port plate. The addition of this valve allows a controlled
plate
amount of oil from the low pressure side of the steering motor to flow into
• Charge and case drain the motor case to cool, lubricate, and flush all components of the motor.
oil cool motor Oil from the steering pump case (case drain oil) is sent to the bypass and
pressure control valve and then to the steering motor to provide additional
1. Steering motor cooling. The combined oil flow in the motor is directed to the bypass and
2. Right steer
pressure control group and then sent to the tank.
pressure tap
The top pressure tap (2) on the motor is for the right steer pressure and the
3. Left steer pressure bottom tap (3) is for the left steer pressure. When the operator moves the
tap tiller lever to the right or left during a stall condition, system pressure will
be approximately 40000 kPa (5800 psi) with the brakes applied.
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70
• Bypass and pressure The bypass and pressure control group (arrow) is a collection manifold for
control group (arrow) the charge pressure and cooling circuit of the steering system. The
control valve group is mounted on the transmission case directly to the
right of the steering motor.
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2
3
71
• Bypass and pressure The bypass and pressure control group directs oil from the charge pump
control group: to the filter, the pressure control valve and then to the cooler. The oil then
returns to the pressure control valve and enters the steering closed loop.
- Directs charge oil
through filter and The valve group also contains the cooler and cold oil bypass valves and
cooler controls the makeup functions for the steering charge pump oil circuit.
The three pressure taps are:

- Protects circuit from
high pressures
- Steering pump case drain (1)
- Directs implement
oil to charge circuit - Charge pump discharge pressure (2)
for back-up
- Charge pump relief pressure (3)
- Contains three
pressure taps:
The pilot and ripper diverter valve use charge oil from the upstream side
of the cooler. This pressure is lower than the charge pump discharge
1. Steering pump
pressure but higher than the charge pump relief pressure.
case drain
The check valve (4) is used to block oil flow from the steering circuit into
2. Charge pump
discharge pressure
the implement circuit. If the steering system charge pressure decreases
below 2000 kPa (290 psi), oil from the implement pump flows through
3. Charge pump relief the check valve to replenish the charge circuit.
pressure
4. Check valve
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2
1
7
5
6
72
• Hydraulic tank for The hydraulic tank (1) serves as a reservoir for the steering and
steering and implement hydraulic oil. The hydraulic tank contains a 165 micron
implement systems: screen filter for the implement circuit, while the steering system return oil
1. Hydraulic tank
is filtered by the case drain reverse flow element (2). The return filter and
the bypass valve, the fill strainer, the Electronic Monitoring System
2. Case drain filter temperature switch, the oil level sight glass, the vacuum breaker relief
valve, and the ecology drain are additional features of the tank. The tank
3. Filter holds 70 L (18.5 gal.) of oil which represents a 21% increase in oil
capacity from the former model.
4. Temperature
switch The steering charge circuit oil filter (3) is located behind a hinged access
door on the right side of the machine and in front of the tank. The filter
5. Bypass switch
has a spin-on canister, an oil pressure tap (6), an oil sampling port (7), a
6. Pressure tap
bypass switch (5), and a temperature override switch (4). If either system
overheats, the Electronic Monitoring System will register a Category 3
7. S•O•S tap Warning.
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73
• Hydraulic tank drain The drain plug for the hydraulic tank is located below the tank directly
valve (arrow) above the right track. To drain the oil, remove the cover (arrow) to access
the ecology drain valve. Install a 25.4 mm (1 in.) pipe with
1 - 11 1/2 NPTF threads to unseat the valve (not shown) to start the flow
of oil. To stop the flow of oil, remove the pipe and a spring will close the
valve.
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74
1. Steering and The hydraulic oil cooler (1) is an air-to-oil design located on the front left
implement cooler side of the engine directly behind the radiator guard. The charge pump oil
2. Cooler pressure tap
is filtered and sent through the cooler to the steering pump. The cooler
has a heat rejection rating of 14 kW (13 Btu/sec.) at 57 Lpm (14.8 gpm)
• Charge oil is filtered and dissipates the heat from the steering and implement systems.
then cooled
Located at the bottom of the cooler is the cooler pressure tap (2). The
bypass and pressure control valve contains the cooler bypass relief valve.
This valve is set to open and bypass charge pump oil around the cooler if
the pressure differential is higher than 345 kPa (50 psi).
The cooler is the same part number used in the previous model, but the
system pressure is higher, approximately 2500 kPa (365 psi).
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STEERING MOTOR STEERING PUMP
PILOT VALVE
BYPASS
AND
PRESSURE
CONTROL TO RIPPER
GROUP COOLER DIVERTER VALVE
TO CASE DRAIN
FILTER IN TANK
FROM IMPLEMENT
PUMP CASE D8R
FROM IMPLEMENT STEERING CHARGE STEERING SYSTEM
PUMP SUPPLY CIRCUIT FILTER
75
Steering System Operation
• Steering system with This schematic shows the components and conditions of the steering
engine running and system with the engine started and the dual twist tiller in NEUTRAL (no
tiller in NEUTRAL
turn).
The major components of this system are: the steering pump, the steering
motor, the pilot valve, the bypass and pressure control group, the steering
charge circuit filter, and the cooler.
Flow to the closed loop steering system is supplied by an axial piston

pump with over-center capability.
Components included in the pump are:

• Steering system
components Charge pump: Fills the system with oil during start-up and provides
cool oil for the drive loops and steering pilot valve. This oil is called
"charge pump discharge pressure" and is 345 to 550 kPa (50 to 80 psi)
higher than charge pressure.
➥
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Pressure compensator (cutoff) valve: When the pressure in either

side of the loop reaches 40000 kPa (5800 psi), this valve destrokes the
pump by draining the charge pressure sent to the pump control spool
to move the pump control piston.
Charge pressure relief valve: This valve limits the charge pressure
to 2500 kPa (365 psi) after the charge pump oil is filtered and cooled.
Charge oil is then sent to the drive loop, pilot valve, ripper diverter
valve, and pump control piston.
Crossover relief and makeup valves: Each side of the drive loop has
a valve that limits the pressure spikes and also directs the charge
pressure through the internal check valve to fill the low pressure side
of the loop.
Pump control spool and pump control piston: Oil pressure from
the pilot valve moves the spool a small distance and directs charge
pressure to either end of the pump control piston. As the pump
control piston moves and changes the angle of the swashplate, the
feedback link of the pump control spool follows up and maintains the
correct pressure to the pump control piston for the amount of steering
flow requested. In the NEUTRAL (or no turn) position, a small
amount of pressure is present on both ends of the pump control piston.
Other components included in the steering system are:
Pilot valve: Contains two pressure reducing valves which control the
displacement of the steering pump. Pressure from the pilot valve is
set to begin upstroking the pump at 600 kPa (87 psi) and provide
maximum displacement at 1800 kPa (261 psi).
Steering motor with flushing valve: Uses flow from the steering
pump to turn the motor clockwise or counterclockwise for either left
or right turns. A flushing valve that meters oil from the low pressure
side of the loop is contained in the port plate to help keep the motor
cool during operation.
Steering charge circuit filter: Spin-on filter housing with a bypass

valve rated at 175 kPa (25 psi). The normally open bypass switch is
installed in the inlet passage and held closed by the bypass valve.
When the bypass valve opens to bypass oil flow around the filter
element, the switch opens and the Electronic Monitoring System
provides a Category 3 Warning. The alert indicator and action lamp
flash and the action alarm sounds.
➥
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Bypass and pressure control group: This valve group serves as a

collection manifold for the charge pressure and cooling circuit of the
steering system. The valve group directs oil from the charge pump,
through the filter and the cooler, and then back to the steering pump.
The bypass and pressure control group also provides the oil cooler
bypass and makeup functions for the charge circuit.
Components included in the bypass and pressure control group are:
Cold oil bypass valve: This valve protects the charge circuit and
opens at 3200 kPa (460 psi) when the oil is cold.
Cooler bypass valve: This valve protects the cooler from differential
pressures higher than 345 kPa (50 psi).
Pressure reducing and check valve: If the charge pump pressure

decreases below 2000 kPa (290 psi), oil from the implement pump
flows through the check valve and the pressure reducing valve to
replenish the charge circuit.
Cooling orifice: As the case drain oil from the steering pump flows
into the pressure control group, the flow is restricted and directed into
the steering motor for additional cooling.
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D8R STEERING PILOT VALVE

NO TURN
LEFT STEER
RIGHT STEER LOOP PRESSURE
LOOP PRESSURE
TO PUMP FROM BYPASS TO PUMP

CONTROL AND PRESSURE CONTROL
SPOOL CONTROL GROUP SPOOL
76
• Pilot control valve The pilot signal to the pump control spool originates at the pilot control
sends signal to move valve. This valve contains two pressure reducing valves that use charge
swashplate
pressure for the source of oil. The pump swashplate angle is directly
related to the amount of oil pressure sent from the pilot valve to the pump
• Feedback lever
maintains desired
control spool. The pump control spool acts as a servo valve to direct
pump flow charge pressure oil in and out of the pump control piston to mechanically
move the swashplate. A feedback lever which connects the pump control
piston to the pump control spool helps maintain pump flow for any given
pilot signal.
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D8R STEERING PUMP

RIGHT STEER
NO TURN PUMP CONTROL PISTON PRESSURE
LOOP LEFT LOOP RIGHT LOOP
TO STEER
MOTOR
(RIGHT)
CHARGE
PRESSURE PRESSURE
CHARGE COMPENSATOR RELIEF STEERING
PUMP VALVE PUMP
PUMP
CROSSOVER CONTROL
RELIEF VALVE PISTON
TO STEER TO
MOTOR BYPASS
(LEFT) AND
PRESSURE
CONTROL
GROUP
LEFT STEER TO STEERING

LOOP PILOT VALVE
(RIGHT)
PUMP CONTROL
FROM BYPASS SPOOL
AND PRESSURE
CONTROL VALVE
TO BYPASS TO STEERING
AND PRESSURE PILOT VALVE
CONTROL VALVE (LEFT)
77
• Charge pressure oil in This slide shows a close view of the steering pump in the NEUTRAL (no
pump goes to: turn) condition. Charge pressure oil from the bypass and pressure control
group enters the steering pump and flows to the charge pressure relief
- Charge pressure
valve, the right and left crossover relief valves, and the pressure
relief valve
compensator valve. Charge oil also flows through the orifice to the pump
- Right and left control spool and pressurizes both ends of the pump control piston. After
crossover reliefs
the pump control piston is pressurized, a drain passage in the pump
- Pressure control spool constantly bleeds a small amount of charge pressure oil to
compensator valve the tank. Most of the charge pressure oil flows to the tank through the
- Pump control spool charge pressure relief valve.
- Pump control piston
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D8R STEER MOTOR

NO TURN
RIGHT STEER FROM

LOOP PRESSURE STEER
PUMP
TO BYPASS FLUSHING
AND PRESSURE VALVE
CONTROL GROUP
FROM
STEER
PUMP
FROM BYPASS
AND PRESSURE
CONTROL GROUP LEFT STEER
LOOP PRESSURE
78
• In NEUTRAL, flushing In the NEUTRAL (no turn) condition, charge pressure is prevented from
valve blocks charge flowing through the steering motor because the flushing valve is centered.
oil
The flushing valve permits oil to flow from the low pressure side of the
• When turning, loop through the valve when a right or left turn is initiated.
flushing valve lets
return oil flow through Two sources of cooling oil are provided to the motor: The first is the
motor internal flushing valve in the port plate and the second is the steering
pump case drain oil that is routed through the bypass and pressure control
• Additional source of
cooling oil from pump group to the motor. On many systems, a case drain pressure test for the
case drain steering motor is a good diagnostic check, but with the two sources of
flow going through the motor, a pressure tap is not provided.
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STEERING MOTOR
FLUSHING VALVE
PIN
79
• Flushing valve lets oil The flushing valve is contained within the port plate of the steering motor.
flow through motor This valve is designed to bleed off approximately 4 Lpm (1 gpm) of flow
during turns
from the motor when the steer pressure increases to 2500 kPa (262 psi).
• Pump case drain oil
sent to motor for more When the pressure in the drive side of the loop is 2500 kPa (262 psi)
cooling higher than the return side, the higher pressure moves the pin and allows
oil to flow through the port plate into the motor case. This oil combines
with the steering pump case drain oil for more cooling. The combined
flow is directed through the bypass and pressure control group to the tank.
NOTE: Longitudinal slots are machined into the round pin in the
port plate.
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D8R STEERING PILOT VALVE

LEFT TURN
RIGHT STEER LEFT STEER

LOOP PRESSURE LOOP PRESSURE
FROM PUMP FROM BYPASS TO PUMP

CONTROL AND PRESSURE CONTROL
SPOOL CONTROL GROUP SPOOL
80
• LEFT TURN operation This schematic shows the operation of the steering system when the
operator moves the dual twist tiller for a LEFT TURN. The dual twist
• Tiller moves right tiller moves linkage that causes the left steering plunger to retract and
steering plunger send pilot oil to the pump control spool in the steering pump. Pressure
from the pilot valve is set to begin upstroking the pump at 600 kPa
• Pilot pressure moves (87 psi) and provide maximum displacement at 1800 kPa (261 psi).
pump control spool
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D8R STEERING PUMP

LEFT TURN
PUMP CONTROL PISTON PRESSURE
LEFT LOOP RIGHT LOOP
TO STEER
MOTOR
(RIGHT)
CHARGE
PRESSURE PRESSURE
CHARGE COMPENSATOR RELIEF STEERING
PUMP VALVE PUMP
PUMP
CROSSOVER CONTROL
RELIEF VALVE PISTON
TO
BYPASS
AND
PRESSURE
TO STEER CONTROL
MOTOR GROUP
(LEFT)
TO STEERING
PILOT VALVE
(RIGHT)
PUMP CONTROL
FROM BYPASS SPOOL
AND PRESSURE
CONTROL VALVE
TO BYPASS FROM STEERING
AND PRESSURE PILOT VALVE
CONTROL VALVE (LEFT)
81
• Oil from control spool This slide shows the steering pump during a LEFT TURN. The pilot
to piston moves valve sends oil to the left end of the pump control spool which directs
swashplate charge pressure oil to the pump control piston. The control piston
mechanically moves the swashplate to the desired pump angle. Steering
pump flow is then sent to the steering motor which provides a mechanical
input to steer the machine.
• Crossover relief
valves: As the pressure increases in the drive side of the steer loop, the left
crossover relief valve closes. The right crossover relief valve opens and
- Limit pressure lets charge pressure oil flow into the return side to provide makeup oil to
spikes replenish leakage in the loop.
- Provide makeup oil
During a stall condition, the pressure spike which occurs in the drive side
• Pressure of the loop is relieved by the crossover relief valve and sent to the return
compensator
destrokes pump in
side of the loop. If the operator continues to hold the tiller in the same
stall condition position, the pressure compensator valve, which is set at 40000 kPa
(5800 psi), opens and drains the oil sent by the pump control spool to the
pump control piston. The piston causes the swashplate to move toward a
minimum angle and maintain maximum pressure.
➥
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NOTE: Charge pressure (orange) and low pressure return oil (red
and white stripes) are equal. The respective flows are shown this way
to help keep the circuits separate.
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STEERING PUMP
END VIEW RIGHT CROSSOVER
RELIEF VALVE
TOP
CHARGE PRESSURE
RELIEF VALVE
ORIFICE PLUG
LEFT CROSSOVER
PRESSURE RELIEF VALVE
COMPENSATOR VALVE
82
• Pump shown in LEFT This slide shows the steering pump during a LEFT TURN. The left
TURN condition crossover relief valve is closed, and the drive loop pressure (red) is sent to
the steering motor. The right crossover relief valve is in the makeup
• Four relief valves
mode, allowing charge pressure oil (orange) to replenish the return side of
the loop. If a pressure spike occurs in the drive side of the loop, the left
crossover relief valve opens and directs excess oil into the return side of
the loop.
The pressure compensator valve destrokes the pump if the pressure

exceeds the valve setting by draining the charge pressure oil (orange) that
is sent to the pump control spool and the pump control piston. The orifice
plug just above the left crossover relief valve helps maintain the charge
pressure when the pressure compensator drains the charge oil to the pump
control spool and the pump control piston.
The charge pressure relief valve limits the charge pressure (orange) used
in the steering system and continually drains the excess oil that is not
required in any of the circuits.
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D8R STEER MOTOR

LEFT TURN
RIGHT STEER TO
LOOP PRESSURE STEER
PUMP
TO BYPASS FLUSHING
AND PRESSURE VALVE
CONTROL GROUP
FROM
STEER
PUMP
FROM BYPASS
AND PRESSURE
LEFT STEER
CONTROL GROUP
LOOP PRESSURE
83
• High pressure oil The high pressure oil sent to the steering motor causes the motor to rotate
rotates motor during and provide a mechanical input to the steer planetary in the bevel gear
turns
case. The high pressure oil moves the flushing valve. When the valve
• Flushing valve sends moves, low pressure (return) oil flows into the motor housing and then to
return oil through the bypass and pressure control group.
motor
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STEERING PUMP (TOP VIEW)

LEFT TURN
FROM
RETAINER PILOT VALVE
SPRING COLLAR
RIGHT SIDE
PUMP CONTROL
ROD SPOOL
RIGHT
LEVER
ARM
STOP
COMPRESSION
SPRING
LEFT
PUMP CONTROL LEVER
PISTON ARM
LEFT SIDE
FEEDBACK SPOOL
LEVER CONTROL
TO PILOT VALVE
ARM
PIVOT POINT
84
• Feedback lever The pump control spool uses pilot oil (orange and white stripes) to control
connects control the amount of charge pressure oil (orange dots) that is sent to the pump
spool to piston
control piston.
• Control spool moves
control piston The movement of the pump control spool is approximately 2.00 mm
(.078 in.) in each direction. This spool constantly meters the charge oil to
• Control spool maintain the correct pressure at the pump control piston and the correct
movement very small swashplate angle.
• Pilot valve sends oil to This slide shows the pilot valve moved to the LEFT TURN position. Pilot
control spool
pressure is proportional to the amount of lever movement that is directed
• Control spool directs to the upper end of the pump control spool. As the spool moves down, a
charge oil to piston passage opens and sends charge pressure oil to the upper end of the pump
control piston. At the same time, the spool control arm shifts the left lever
arm. This movement increases the tension of the compression spring
proportional to the force created by the pilot oil from the pilot valve. The
lever arms and the feedback lever pivot on the eccentric screw (pivot
point). An adjustment screw can be used to adjust the center position of
the spool.
➥
STMG 699 - 106 -
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• Charge oil moves Charge pressure oil directed to the upper end of the pump control piston
control piston compresses the large springs and moves the pump control piston down.
As the pump control piston moves, the feedback lever pivots at the pivot
point and the stop on the feedback lever opens the right lever arm to cause
• Feedback lever moves
control spool toward more compression on the spring. The spring force moves the spool back
neutral toward the neutral position. As the spool moves toward neutral, the
opening to the passage for charge pressure oil to the pump control piston
is reduced. The charge pressure at the upper end of the piston is
decreased and the large springs move the swashplate toward minimum
angle to maintain the turn.
• During stall, If the operator stalls the steer motor, the pressure compensator valve
swashplate moves destrokes the pump by bleeding off charge pressure oil at the pump
toward minimum control piston. The large springs in the pump control piston move the
angle
swashplate toward minimum angle to reduce pump output. This condition
• System pressure occurs automatically and prevents the operator from stalling the steering
maintained by system at maximum flow. If the operator holds the tiller at the full left
compensator valve turn position with the brakes engaged, the crossover relief valve will limit
the pressure spike and the pressure compensator will bleed the charge
pressure oil from the upper end of the control piston to decrease the angle
of the swashplate. Pump flow is at minimum, but the system pressure is
at the setting of the pressure compensator.
NOTE: In NEUTRAL (no turn), the pump control spool (if centered)
will send equal pressure to each end of the pump control piston.
Since 600 kPa (87 psi) is needed to move the pump control piston, a
difference of more that 600 kPa (87 psi) will cause the machine to
move when the parking brake lever is moved to the released position.
The adjustment screws on the pump control spool are used to adjust
the pressures on each end of the pump control piston. If the spool
needs adjustment, follow the procedure in the Service Module
Supplement (Form SENR4983). Loosening and tightening the
locknuts will change the center position of the pump control spool.
The small adjustment screws on both ends of the pump control piston
are not adjustable and have factory installed tamper proof caps. Any
attempt to adjust the screws will cause the valve to react differently to
pilot oil directed from the tiller lever. Replace the valve if the caps
have been tampered with and if the valve is damaged.
STMG 699 - 107 -
6/98
PUMP FEEDBACK LEVER PUMP CONTROL VALVE

CONTROL
PISTON
RIGHT
CROSSOVER
STEERING PUMP RELIEF VALVE
SIDE VIEW
CHARGE
PUMP
LEFT
SWASHPLATE PISTONS CROSSOVER
RELIEF VALVE
85
• Steering pump This slide shows a side view of the steering pump. The following
components: components are visible: the right and left crossover relief valves, the
charge pump, the pump control valve, the feedback lever, the pump
- Right and left
crossover relief control piston, the swashplate, and the pistons.
valves
- Charge pump
- Pump control valve
- Feedback lever
- Pump control piston
- Swashplate
- Pistons
STMG 699 - 108 -
6/98
BYPASS AND PRESSURE CONTROL GROUP

TO COOLER, PILOT, AND
FROM RIPPER DIVERTER VALVE
STEER PUMP CHARGE
TO STEER MOTOR FROM FROM
CASE DRAIN PUMP CHARGE
CASE DRAIN DISCHARGE CHARGE PUMP PUMP RELIEF COOLER
PRESSURE PRESSURE
CASE RETURN
PRESSURE
COLD OIL
COOLING ORIFICE BYPASS
FROM STEER CHARGE

COOLER
MOTOR CIRCUIT
BYPASS
CASE DRAIN MAKEUP
VALVE
TO CASE DRAIN
FILTER IN TANK
TO FROM TO CHARGE
FILTER FILTER PRESSURE RELIEF
FROM VALVE
IMPLEMENT PUMP
CASE DRAIN FROM IMPLEMENT
PUMP SUPPLY
86
• Bypass and pressure The main purpose of the bypass and pressure control group is to direct
control group directs charge pump discharge oil through the steering charge circuit filter and
oil through filter and
cooler. After the oil has been filtered and before it is cooled, the charge
cooler
pressure oil is available for the ripper diverter valve and steering pilot
valve. After the oil goes through the cooler, the flow is directed to the
steering pump control spool and to the drive loop for makeup oil.
The cold oil bypass valve protects the filter and charge pump during start-
• Filter and cooler have
cold oil bypass valves up and the cooler bypass valve protects the cooler. The cold oil bypass
valve is set to open at 3200 kPa (460 psi). The cooler bypass valve will
open when the pressure differential is 345 kPa (50 psi).
The charge circuit makeup valve is a pressure reducing valve that directs
• Implement pump implement pump oil to the charge circuit if the charge pressure decreases
assists steering
charge circuit
below 2000 kPa (290 psi).
The cooling orifice restricts the flow of steering pump case drain oil. This
• Cooling orifice sends restriction forces some of the steering pump case drain oil through a line
steering pump case to the steering motor case. This oil adds to the oil from the steering motor
drain oil to motor
flushing valve for cooling and lubrication of the steering motor.
STMG 699 - 109 -
6/98
9
10 6
2 3
1 5
8
87
• Component locations: UNDERCARRIAGE

1. Front idler
The D8R suspended undercarriage is designed to absorb impact loads to
2. Front roller frame reduce the shock loads transferred to the machine frame. Two types of
undercarriage are available: a suspended undercarriage (shown) that
3. Rear roller frame provides up to 15% more ground contact and a non-suspended
undercarriage for applications involving moderate impact or highly
4. Pivot shaft
abrasive materials.
5. Rear idler
The main components of the undercarriage are: the front idler (1), the
6. Track front roller frame (2), the rear roller frame (3), the pivot shaft (4), the rear
idler (5), the track (6), the major bogies (7), the minor bogies (8), the
7. Major bogies cover plate (9) for the track adjuster, and the cover (10) for the guides.
8. Minor bogies The pivot shaft connects the right and left rear roller frames and transmits
the ground shocks directly to the main frame rather than through the
9. Cover plate
power train components. The roller frames can oscillate around the pivot
10. Guide cover shaft. The equalizer bar (not shown) is an additional component of the
undercarriage. The equalizer bar is pinned in the center of the tractor and
• Sealed and lubricated can rotate around the center pin joint. The equalizer bar connects the two
track rear track roller frames and controls the degree that the roller frames can
• Balanced design
oscillate around the pivot shaft.
➥
STMG 699 - 110 -
6/98
• Track tension is The front roller frame slides inside the rear roller frame. Pumping grease
adjustable into a cylinder inside the rear roller frame increases the recoil spring
tension. A key and slot mechanism in the front and rear track roller
frames allows the front roller frame to slide in and out of the rear roller
frame, but prevents the front roller frame from rotating inside the rear.
To increase track tension, remove the adjusting valve cover plate (9) and
add grease through the adjusting valve. To decrease track tension, loosen
the relief valve and allow grease to escape. Then, close the relief valve
and add additional grease through the adjusting valve.
NOTE: The D8R Operation and Maintenance Manual (Form

SEBU6891) shows the correct track adjustment procedure.
STMG 699 - 111 -
6/98
88
• Pivot shaft dipstick The pivot shaft oil can be checked by removing the dipstick (arrow) from
(arrow) the container in the compartment just behind the batteries. The oil level
should be maintained to the FULL mark.
STMG 699 - 112 -
6/98
1 2
89
• Equalizer bar end pin This slide shows the location of the equalizer bar end pin grease
components: fitting (1).
1. Grease fitting Using a hand operated grease gun filled with 80w90 EP gear oil, fill the
joint through the grease fitting until the oil flows from the relief valves
2. Relief valves
(2).
3. Limited slip seals
The joint can be filled with 5P0960 Multipurpose Molybdenum Grease
(MPGM) if current maintenance practices make filling with EP oil
difficult. The joint is filled at the factory with EP oil due to its greater
load carrying capabilities and lubricating qualities. The combination of
EP oil and MPGM grease will not be detrimental.
The equalizer bar has limited slip end pin seals (3).
NOTE: The D8N can be modified to accept these improvements if the

machine is updated to reduce oscillation, and the equalizer bar is
modified to provide pressure relief during the grease fill.
STMG 699 - 113 -
6/98
STEERING
STEERING PUMP
MOTOR CHARGE STEERING
PUMP PILOT
STEERING SYSTEM VALVE
BYPASS AND
PRESSURE
CONTROL
GROUP
RIPPER
RIPPER STEERING CHARGE
CYLINDERS
DIVERTER CIRCUIT FILTER
VALVE
TANK
IMPLEMENT SYSTEM
IMPLEMENT
PUMP
INLET MANIFOLD
RIPPER
LIFT
QUICK-DROP
LIFT CYLINDERS
VALVE
TILT TILT
CYLINDER
END COVER
90
IMPLEMENT HYDRAULIC SYSTEM
• Implement hydraulic The implement hydraulic system consists of a variable displacement

system components:
pump, three control valves with an inlet manifold, and a single quick-drop
- Pump valve.
- Three control valves The steering and implement systems are connected at one point. The
with inlet manifold implement pump output is sent to the bypass and pressure control group to
supplement the steering charge pump if the discharge pressure decreases
- Single quick-drop below a specified value.
valve
- Ripper diverter valve
• Two systems share

two functions
STMG 699 - 114 -
6/98
2 1
91
• Hydraulic tank The hydraulic tank serves as a reservoir for the implement and steering
components: hydraulic oil and is located on the right fender. The oil cap and fill tube
(1) are located on the top of the tank. Inside the fill tube is a fine mesh
1. Cap and fill tube
screen which removes large particles of dirt or foreign material from the
2. Vacuum oil as the tank is filled. A vacuum breaker/relief valve (2) is also located
breaker/relief valve on the top of the tank. The oil level sight gauge (3) on the front of the
tank permits an easy check of the hydraulic system oil level. Always
3. Sight gauge
clean the sight gauge to be sure the oil level is visible. Dirt and stains on
the glass frequently give the appearance of a full tank.
STMG 699 - 115 -
6/98
92
• Implement hydraulic The implement hydraulic system is load sensing and pressure
system components: compensated with a variable displacement slipper-type pump (1). The
pump is very similar to many other models in the Caterpillar equipment
1. Implement pump
line.
2. Flow compensator
valve Mounted on the left side of the pump are the flow compensator valve (2)
and the pressure compensator valve (3).
3. Pressure
compensator valve The implement hydraulic pump maintains a low standby pressure between
2100 kPa (305 psi) and 3600 kPa (520 psi). Margin pressure is 2100 kPa
(305 psi) and high pressure cutoff is 26200 kPa (3800 psi). Contained in
the inlet manifold of the implement valve stack are the main relief valve
and the charging valve. The main relief valve protects the system from
pressure spikes over 27000 kPa (3900 psi). The charging valve restricts
return flow to the tank that helps prevent cavitation in the cylinders.
STMG 699 - 116 -
6/98
1
2
5
93
• Implement stack The implement control valve consists of three parallel valve sections:
includes: ripper, lift, ripper, dozer lift, and dozer tilt. The ripper control valve is standard on all
and tilt valves
machines even if the machine is purchased without a ripper. The ripper
• Ripper control valve hardware may be added in the future along with the ripper diverter valve.
standard
Pressure taps are provided on the inlet manifold for signal oil (1) and
1. Signal oil pressure pump discharge (2). By using these pressure taps, margin pressure, low
tap pressure standby and high pressure stall can be tested.
2. Pump discharge The inlet manifold includes the main relief valve (3) and the return oil
pressure tap charging valve (4). The main relief valve is set at 27000 kPa (3900 psi),
which is 2750 kPa (400 psi) higher than the pressure compensator (cutoff)
3. Main relief valve
valve. The main purpose of the main relief in the system is to eliminate
4. Charging valve pressure spikes. If the system is in a stall condition, the pressure cutoff
valve will cause the implement pump to destroke toward a minimum
5. Supply line to steer angle.
circuit
The charging valve restricts the cylinder return oil flow to the tank. This
• Charging valve valve keeps oil pressure in the cylinder return oil passage of the
assists makeup and implement control valves and is used with the makeup valves to prevent
quick-drop valve
cavitation in the cylinders. A typical function when the charging valve
• Supply line sends assists the makeup valve and the quick-drop valve for the lift cylinders is
implement oil to when the dozer control lever is moved to the full lower position (quick-
steering charge circuit drop) and the dozer is lowered rapidly.
➥
STMG 699 - 117 -
6/98
The supply line (5) goes to the bypass and pressure control group and
connects to the external check valve. This line supplies implement pump
oil to the internal pressure reducing valve in the valve group. The
pressure reducing valve in the bypass and pressure control valve provides
implement pump oil to supplement the steering charge pump discharge oil
if the charge pressure decreases below 2000 kPa (290 psi). Implement
system pressure will be felt in this line at all times.
NOTE: To connect the 1U5796 Differential Pressure Gauge Group to
these two pressure taps, remove only the floor plate in the operator's
station. Both hydraulic hose couplings can be connected to the
pressure taps by laying down on the outside of the right side of the
operator's station and using the right hand to secure them. The
operator's seat and seat plate need not be removed for this test.
STMG 699 - 118 -
6/98
94
• Implement hydraulic The threaded gland lift cylinders (1) have built-in bypass plungers that
system components: prevent high pressure loads at either end of the stroke.
1. Threaded gland The single quick-drop valve (2) replaces the former quick-drop valves
cylinders which were located on the head end of each lift cylinder.
2. Quick-drop valve
STMG 699 - 119 -
6/98
95
• Blade tilt cylinders The D8R is available with single or dual tilt cylinders (arrows). If the
(arrows) machine is equipped with a single cylinder, the left cylinder is replaced
with a brace. The tilt control valve will operate either the single or dual
tilt cylinder arrangement. The dozer tilt cylinders have the conventional
bolt-on head design.
STMG 699 - 120 -
6/98
1
5
96
• Ripper component This view of the rear of the machine shows the main components of a
locations: single shank ripper. The visible components include: the carriage (1), the
shank and tooth assembly (2), the ripper frame (3), the lift cylinders (4),
1. Carriage
the tip cylinders (5), and the diverter valve (6).
2. Shank and tooth
NOTE: The ripper shank and tooth assembly is mounted in the
3. Ripper frame machine travel position. For the ripper to be used, the shank must be
mounted in the carriage with the tooth pointing toward the ground.
4. Lift cylinders
The machine can also be equipped with a multi-shank ripper for
5. Tip cylinders
other ripping applications.
6. Diverter valve
STMG 699 - 121 -
6/98
3
1
2
4
5
97
• Ripper component The optional ripper diverter valve group (2) is mounted on the rear of the
locations: machine. The control lever has been redesigned to accommodate the
diverter valve switch (1). When the switch is depressed and the lever is
1. Diverter valve
switch moved left and right, the ripper tip will move in or out. Releasing the
switch and moving the lever left and right will raise or lower the ripper.
2. Ripper diverter
valve The switch activates a solenoid on the ripper diverter valve that sends
steering system charge pressure oil to move the spool in the diverter valve.
3. Pin puller toggle The diverter valve permits a single ripper control valve to be used for both
switch operations.
4. Pin puller control The single shank ripper can be equipped with an optional hydraulically
valve
operated pin puller (5). The pin puller control valve (4) allows the
5. Pin puller cylinder operator to release and engage the pin for the ripper shank with the toggle
switch (3) without leaving the operator's station. Oil for operation of the
pin puller circuit is supplied by the power train hydraulic system.
STMG 699 - 122 -
6/98
D8R IMPLEMENT HYDRAULIC SYSTEM

BYPASS AND PRESSURE
STEERING CONTROL GROUP
CHARGE PRESSURE
INLET
MANIFOLD
DIVERTER RIPPER PUMP
LIFT
TILT
END
COVER
QUICK-DROP
98
Implement System Operation
This diagram shows the hydraulic system with all the implements in
HOLD. Oil is sent from the common steering and implement hydraulic
tank to the variable displacement, piston-type pump. Supply oil is
directed to the closed-center control valves. Return oil and pump case
drain oil are sent to the tank.
When a control lever is moved, oil from the implement control valve is
directed to double acting implement cylinders.
• Signal network in The signal network line (orange) is in series with each control valve and
series passes through each valve body. The signal network terminates at the
pump control valve. When an implement is activated, a signal is
• Highest signal
pressure sent to pump generated by the work port load. This signal is sent through the signal
control valve network. A resolver network inside the implement valves consists of a
series of check valves which compare the signals from the implements
and send the highest signal to the pump control valve.
STMG 699 - 123 -
6/98
STEERING
CHARGE D8R IMPLEMENT HYDRAULIC SYSTEM
PRESSURE
TO BYPASS TO STEERING
AND PRESSURE CHARGE PUMP
CONTROL VALVE
RIPPER
DIVERTER
TO BYPASS X
AND PRESSURE
CONTROL VALVE
INLET
MANIFOLD IMPLEMENT PUMP
QUICK-DROP
VALVE
RIPPER
LIFT
TILT
TANK
99
• Schematic shows This schematic shows the components and conditions in the implement
components in HOLD system with the engine started and the implements in HOLD.
The major components in this system are: the implement pump, the inlet
manifold, the ripper, lift and tilt control valves, the quick-drop valve, and
the ripper diverter valve.
Three changes have occurred from the D8N: a single quick-drop valve, an
• Three changes electrically actuated ripper diverter valve, and the flow control spool in the
include: control valve is solid rather than hollow.
- Single quick-drop In addition to the implement oil being used to move the cylinders, it also
is sent to the bypass and pressure control group to supplement the charge
- Ripper diverter valve
pump if the discharge pressure decreases below 2000 kPa (290 psi). The
- Flow control spools ripper diverter valve uses steering charge pressure to move the ripper
are solid diverter spool when the operator selects the RIPPER TIP or LIFT
functions.
STMG 699 - 124 -
6/98
PRESSURE AND FLOW COMPENSATOR VALVE

ADJUSTMENT SCREWS
PRESSURE COMPENSATOR
(CUTOFF) SPRING
FLOW COMPENSATOR
(MARGIN) SPRING TO TANK
TO
ACTUATOR PISTON
FLOW COMPENSATOR
FROM
(MARGIN) SPOOL
OUTPUT PORT
PRESSURE COMPENSATOR
(CUTOFF) SPOOL
100
Implement Pump
• Two spools in pump Shown here is the pressure compensator valve used on the implement
control valve:
pump. Two spools are installed in the valve:
1. Flow compensator
1. The flow compensator (or margin) spool is on the left. This valve
2. Pressure controls margin pressure and low pressure standby. Margin
compensator pressure is set at 2100 kPa (305 psi) above the signal pressure.
Low pressure standby is approximately 3000 kPa (435 psi). If this
pressure is below 2100 kPa (305 psi) or above 3600 kPa (520 psi),
margin pressure should be checked. Adjusting the margin pressure
to specification allows the standby pressure to be maintained
within specification.
2. The pressure compensator (or cutoff) spool (on the right) controls
the stall pressure. The valve is set at 24100 kPa (3500 psi).
NOTE: Each spring has an individual adjustment screw.

STMG 699 - 125 -
6/98
PUMP AND COMPENSATOR OPERATION

ENGINE OFF
NO SIGNAL PUMP OUTPUT
LARGE ACTUATOR YOKE PAD
SWASHPLATE
DRIVE
SHAFT
FLOW COMPENSATOR PRESSURE

( MARGIN) SPOOL COMPENSATOR SMALL ACTUATOR
(CUTOFF) SPOOL AND BIAS SPRING
PISTON AND
BARREL ASSEMBLY
101
• Identify all labeled When the engine is OFF, the bias spring holds the swashplate at maximum
components angle.
• Bias spring holds When the engine is started, the pump drive shaft starts to rotate. Oil is
swashplate at drawn into the piston bores. As the piston and barrel assembly rotates, the
maximum angle
oil is forced out into the system.
STMG 699 - 126 -
6/98

LOW PRESSURE STANDBY
NO SIGNAL PUMP OUTPUT
102
• Pump produces flow: When no flow is demanded from the implements, no signal pressure is
generated. System pressure (red and white stripes) generated by the pump
- Flow blocked at
implement valves
is called "low pressure standby." The pump produces enough flow to
compensate for system leakage at sufficient pressure to provide for
- Pressure increases instantaneous implement response when an implement is actuated.
- Margin spool moves At machine start-up, the bias spring holds the swashplate at maximum
up angle. As the pump produces flow, system pressure begins to increase
because the flow is blocked at the implement control valves. This
- Flow directed to
pressure is felt under both the margin spool and the pressure cutoff spool.
large actuator
The margin spool moves up against the low spring force and permits
- Pump is destroked system oil to go to the large actuator piston in the pump.
• Low pressure
standby:
- No flow demand
- Minimum flow
produced
➥
STMG 699 - 127 -
6/98
• Low pressure standby As pressure in the large actuator piston increases, the large actuator piston
higher than margin overcomes the force of the bias spring and the pressure in the small
actuator piston and moves the swashplate to a reduced angle. The large
actuator piston moves to the right until the cross-drilled passage in the
stem is uncovered. Oil in the large actuator piston then bleeds off to the
pump case. At this minimum angle, the pump will produce just enough
flow to make up for system leakage. The system pressure at this time is
called "low pressure standby" and is approximately 3000 kPa (435 psi).
Low pressure standby is higher than margin pressure. This characteristic
is due to a higher back pressure created by the oil which is blocked at the
closed-center valves when all the valves are in HOLD. Pump supply oil
pushes the margin spool up and further compresses the margin spring.
More supply oil then goes to the large control piston and flows through
the cross-drilled hole in the stem to the pump case.
STMG 699 - 128 -
6/98

UPSTROKING
SIGNAL PUMP OUTPUT
REDUCED PRESSURE
103
• Upstroking: When an implement requires flow, a signal is sent to the pump control
valve. This signal causes the force (margin spring plus signal pressure) at
- When flow is
the top of the margin spool to become higher than the supply pressure at
required
the bottom of the spool. The spool then moves down, blocks oil to the
- Signal is sent large actuator piston and opens a passage to drain. Pressure at the large
actuator piston is reduced or eliminated, which allows the bias spring to
- Margin spool moves move the swashplate to an increased angle. The pump will now produce
down
more flow. This condition is called "upstroking."
- Drains large actuator The following conditions can result in upstroking the pump:
- Bias spring and 1. An implement control valve is activated when the system is at
small actuator
low pressure standby.
increase swashplate
angle
2. The control valve directional spool is moved for additional flow.
3. An additional circuit is activated.
➥
STMG 699 - 129 -
6/98
4. Engine rpm decreases. In this case, pump speed decreases which

causes a decrease in flow and pump supply pressure. The pump
must then upstroke to maintain the system flow requirements.
NOTE: Signal pressure does not necessarily have to increase for the
pump to upstroke. For example, if one implement is activated and is
operating at 13800 kPa (2000 psi), the system supply pressure is
15900 kPa (2305 psi) due to the maximum signal pressure of
13800 kPa (2000 psi) plus the margin spring force. Now, if the
operator activates another implement at an initial operating pressure
of 6900 kPa (1000 psi), the maximum signal pressure is still 13800
kPa (2000 psi), but the supply pressure decreases momentarily to
provide the increased flow now needed at the implements. The force
at the top of the margin spool (now higher than the force at the
bottom of the margin spool) pushes the spool down and allows oil in
the pump control to drain. The swashplate angle increases and the
pump provides more flow.
STMG 699 - 130 -
6/98

CONSTANT FLOW
SIGNAL PUMP OUTPUT
REDUCED PRESSURE
104
• Constant flow: As pump flow increases, pump supply pressure also increases. When the
pump supply pressure (red) increases and equals the sum of the load
- Signal pressure plus
pressure plus the margin spring pressure, the margin spool moves to a
spring equals
system pressure metering position and the system becomes stabilized.
- Swashplate at
The difference between the signal pressure and the pump supply pressure
constant angle is the value of the margin spring, which is 2100 kPa (305 psi).
STMG 699 - 131 -
6/98

DESTROKING
SIGNAL PUMP OUTPUT
INCREASED PRESSURE
105
• Destroking: When less flow is needed, the pump is destroked. The pump destrokes
when the force at the bottom of the margin spool becomes higher than at
- Less flow required
the top. The margin spool then moves up and allows more flow to the
- System pressure large actuator piston. Pressure in the large actuator piston then overcomes
moves margin spool the combined force of the small actuator piston and bias spring and moves
up the swashplate to a reduced angle. The pump will now produce less flow.
- Oil flows to large The following conditions can result in destroking the pump:
actuator
1. All implement control valves are moved to the HOLD position.
- Swashplate angle is The pump returns to low pressure standby.
reduced
2. The control valve directional stem is moved to reduce flow.
• Four conditions for
destroking
3. An additional circuit is deactivated.
4. Engine rpm increases. In this case, pump speed increases causing

an increase in flow. The pump destrokes to maintain system flow
requirements.
➥
STMG 699 - 132 -
6/98
• Pump flow stabilizes As pump flow decreases, pump supply pressure also decreases. When the
when margin spool pump supply pressure (red) decreases and becomes the sum of load
moves to metering
pressure plus margin pressure, the margin spool moves to a metering
position
position and the system stabilizes.
NOTE: Signal pressure does not necessarily have to decrease for the
pump to destroke. For example, if two implements are activated with
one at 13800 kPa (2000 psi) and the other at 6900 kPa (1000 psi), the
system supply pressure is 15900 kPa (2305 psi) due to the maximum
signal pressure of 13800 kPa (2000 psi) plus the margin spring force.
Now, if the operator returns the implement at 6900 kPa (1000 psi) to
HOLD, maximum signal pressure is still 13800 kPa (2000 psi), but the
supply pressure increases due to reduced flow needed at the
implements. The supply pressure will push the margin spring up and
allow more oil to go to the pump control which causes the pump to
destroke.
STMG 699 - 133 -
6/98

HIGH PRESSURE STALL
SIGNAL AT PUMP OUTPUT

MAX. PRESSURE AT MAX.
PRESSURE
106
• High pressure stall: The pressure compensator (or cutoff) spool is in parallel with the flow
compensator (or margin) spool. The pressure compensator limits the
- Margin spool is
maximum system pressure at any given pump displacement. The spool is
down
held down during normal operation by the pressure compensator spring.
- Pressure
compensator is up During stall or when system pressure is maximum, signal pressure is
equal to pump supply pressure. The combination of the signal pressure
- Flow directed to
and the margin spring forces the margin spool down. This movement of
large actuator
the margin spool normally opens a passage in the pump control valve for
- Pump is destroked the oil in the large actuator piston to drain and causes the pump to
upstroke. However, if the supply pressure is high enough, the pressure
- System pressure at cutoff spool is forced up against the spring. This movement of the
maximum
pressure cutoff spool blocks the oil in the large actuator piston from going
to drain and allows supply oil to go to the large actuator piston. The
increase in pressure allows the large actuator piston to overcome the
combined force of the small actuator piston and bias spring to destroke the
pump. The pump is now at minimum flow and pump supply pressure is at
maximum. This condition is maintained for a single implement in a stall
condition.
➥
STMG 699 - 134 -
6/98
• Main relief valve limits This system also incorporates a main relief valve located in the inlet
pressure spikes manifold. The pressure cutoff spool can be adjusted in the machine to
destroke the pump at 24100 kPa (3500 psi). The main relief valve must
• Pressure cutoff spool
destrokes pump be removed from the machine and adjusted to 27000 kPa (3900 psi) using
the 1U5216 Test Block Manifold. This valve is set higher to limit
pressure spikes in the system.
When operating two or more implements with one in stall, the pump will
• Pump can still
produce flow for other produce flow to meet the needs of the other implements operating at a
implements lower work port pressure. In this case, the pump could be producing up to
maximum flow while the supply pressure is at the maximum of
• Upstrokes to meet 24100 kPa (3500 psi).
flow requirements
NOTE: Contained within the pump is a case drain relief valve. If the
internal pressure exceeds 170 kPa (25 psi), excess flow will be directed
to the inlet of the pump. The relief valve is designed to protect the
pump shaft seals.
STMG 699 - 135 -
6/98
D8R IMPLEMENT VALVES IMPLEMENT

PUMP SIGNAL
PRESSURE
TO BYPASS AND SIGNAL LINE TO
PRESSURE CONTROL GROUP IMPLEMENT PUMP
TO
IMPLEMENT
INLET MANIFOLD CHARGE PUMP SUPPLY
IMPLEMENT PUMP RELIEF
PRESSURE VALVE
SYSTEM
RELIEF
VALVE
.
FLOW
CONTROL
VALVE
RIPPER
TO RIPPER
LIFT CYLINDERS
FLOW
CONTROL
VALVE
LIFT
TO LIFT
CYLINDERS
FLOW
CONTROL
VALVE
TILT
TO TILT
CYLINDERS
107
Implement Control Valves
• Signal line to pump The implement valve group consists of an inlet manifold, the ripper, lift,
compensator valve and tilt control valves and an end cover. All machines are equipped with
this valve group. Even though the customer may not order the ripper, the
valve is included in the stack.
• Oil sent to bypass and The signal line is connected from the inlet manifold to the pump
pressure control compensator valve. Another line from the inlet manifold sends implement
group
pump oil to the bypass and pressure control group in the steering system.
• Inlet manifold The inlet manifold contains a system relief valve and a charge relief valve.
components: The system relief valve limits pressure spikes and is set higher than the
pressure compensator spool. The charge relief valve restricts return oil
- System relief valve
going to the tank when the pump is not upstroked. This restriction keeps
- Charge relief valve oil pressure in the cylinder return oil passage of the implement control
valves. This oil pressure can be used with the makeup valves to prevent
cylinder cavitation.
STMG 699 - 136 -
6/98
DOZER LIFT VALVE

HOLD
PLUG ROD END HEAD END RETURN
TO TANK FROM
PREVIOUS
VALVE
MAKEUP
VALVE
MAIN CONTROL RESOLVER

SPOOL
LOAD CHECK
VALVE
TO
FLOW CONTROL SPOOL COMPENSATOR
FROM PUMP VALVE
108
• Control valve The dozer lift valve is the second valve in the stack. The lift control valve
operation is a closed-center, manually operated valve controlled through mechanical
- Dozer lift valve
linkage. The lift valve has four positions: RAISE, HOLD, LOWER, and
FLOAT. A centering spring keeps the spool in the HOLD position when
the blade lift cylinders are not in use. To operate in the FLOAT condition,
the operator must move the control lever forward until the detent balls
hold the valve spool. The operator must manually release the lift control
lever from the FLOAT position.
• Lift valve in HOLD This slide shows the lift control valve in HOLD. In HOLD, the center
axial passage is open to the tank through a drain passage in the valve
• Axial passage open to body.
tank
With the engine not running, the spring behind the flow control spool
• Flow control valve is holds the flow control spool to the left. When the operator starts the
initially to left machine, the pump sends oil through the inlet manifold to the flow
• Flow blocked at control spool, out the throttling slots on the left side of the spool, through
control spool and the load check valve, and to the main control spool. With the control
pressure increases spool in the HOLD position, oil cannot flow to the cylinders, and oil
pressure will begin to increase.
➥
STMG 699 - 137 -
6/98
• Flow control spool The increasing pressure in the chamber to the right of the load check
moves to the right valve pushes the flow control spool to the right against the force of the
spring. Moving the flow control spool to the right closes the throttling
• Throttling slot on right
closes slot on the left side of the spool. Oil can continue to flow to the
remaining control valves in the system. In HOLD, pressure at the main
• Throttling slot on left control spool is equal to the flow control spool spring.
opens
Flow control spool: Receives all the oil flow from the inlet valve group.
• Flow control spool The flow control spool provides the "pressure compensating" feature of
maintains maximum the lift circuit by controlling the maximum pressure drop across the lift
pressure differential
control spool. This operation results in a constant implement speed for a
given lever displacement.
• Load check valve Load check valve: Prevents reverse implement flow when the operator
moves a valve from HOLD and system pressure is lower than the cylinder
or work pressure. Without the load check valve, the implement would
drift down. The load check valve will open to allow supply oil to flow
through the control valve when the system pressure is higher than the
work port pressure.
• Resolver Resolver: Also called a double check valve. The resolver compares the
signal between the valves and sends the highest resolved working pressure
to the implement pump flow compensator. Although this slide shows the
resolver and signal lines as external components, the resolver is actually
inside the control valve, and the signal lines are internally drilled
passages.
• Main control spool Main control spool: Controls oil flow to the implement and contains
three cross-drilled holes that connect to an axial drilled passage in the
center of the control spool. The cross-drilled holes sense work port
pressure in both the head and rod ends of the cylinders.
• Makeup valve Makeup valve: Allows pressure in the tank to fill voids in the head end
of the cylinders during times when cylinder supply pressure decreases
below the tank pressure.
• Orifice Orifice: Provides smoother implement operation by delaying the rate that
the signal pressure in the flow control spring cavity decreases when the
operator changes implement directions.
➥
STMG 699 - 138 -
6/98
NOTE: The throttling slot near the left end of the flow control spool
spool is never completely closed, and the check valve does not
completely block oil from reaching the main control spool. A small
amount of oil meters through the flow control spool and past the load
check valve to maintain a pressure at the main control spool that is
equal to the flow control spool spring force. Maintaining pressure at
the main control spool improves implement response.
If the flow control spool is explained as a pressure reducing valve

with a variable spring rate due to changes in signal pressure, the
operation of the spool is easier to understand. The spool will limit the
maximum pressure difference across the control spool to the value of
the flow control spool spring and cylinder pressure to provide
constant flow for a given lever displacement.
INSTRUCTOR NOTE: For more information about the valve

components and operation, refer to STMG 591 "446 Backhoe
Loader--Steering and Implement Hydraulic System" (Form
SESV1591).
STMG 699 - 139 -
6/98
DOZER LIFT VALVE

RAISE
ROD END HEAD END
RETURN
TO TANK FROM
PREVIOUS
VALVE
PLUG MAKEUP
VALVE

SPOOL
LOAD CHECK
VALVE
TO
FROM PUMP VALVE
109
• Lift valve in RAISE As the operator moves the lift control lever to the RAISE position, the
control valve spool shifts to the left allowing pump supply to go through
• Spool shifts left the quick-drop valve to the rod end of the cylinders and opens the head
end of the cylinders to the tank. The oil will begin filling the rod end of
the lift cylinders and begin raising the blade.
• Supply passage Shifting the spool also opens the supply passage drilled in the center of
opened to rod end the control valve spool to the rod end port. Pump pressure going to the lift
cylinder or pressure from the rod end goes through the drilled passage in
• Signal pressure
sensed in flow control
the control spool and this signal oil goes to two places. First, the oil
valve spring chamber travels through the orifice and fills the spring chamber of the flow control
spool moving the spool to the left. As the control valve spool shifts to the
left, the opening at the throttling slots near the left end of the spool
increases so more oil can flow to the work port, while the throttling slots
toward the right end of the control valve spool are open to the head end of
the cylinder and to the tank. The amount of flow from the pump,
combined with the amount of flow the lift work port needs, determines the
distance that the flow control valve shifts.
➥
STMG 699 - 140 -
6/98
• Signal oil sent to Also, the signal oil is sent to the resolver valve. If the lift circuit is
resolver to upstroke producing the highest signal pressure, oil is sent through the manifold to
pump
the implement pump flow compensator valve. The pump will then
upstroke to maintain the margin pressure, approximately 2100 kPa (305
psi) above the pressure of the signal oil.
STMG 699 - 141 -
6/98
DOZER LIFT VALVE

LOWER
ROD END HEAD END

RETURN
TO TANK FROM
PREVIOUS
VALVE
PLUG MAKEUP
VALVE

SPOOL
LOAD CHECK
VALVE
TO
FROM PUMP VALVE
110
• Lift valve in LOWER This slide shows the operation of the lift control valve when the operator
has selected the dozer LOWER position. The main control spool has
• Spool shifts right
shifted to the right opening a passage for supply oil to flow through the
• Supply oil goes to quick-drop valve to the head end of the cylinders and a passage for oil
head end from the rod end of the cylinders to return to the tank. The main control
spool movement allows the cylinder pressure to become signal oil that is
• Rod end opens to directed to the resolver and the flow control spool spring chamber through
drain the drilled passages in the main control spool. System pressure controls
• Signal oil sent to the upstroking of the pump by means of the resolver signal pressure and is
resolver and flow the same as described in the dozer RAISE operation.
control spring
chamber The passage to the head end of the lift cylinders contains a makeup valve
for the lift circuit. When the pressure in the cylinder supply passage
• Head end passage decreases below the pressure in the tank, the makeup valve opens and
contains makeup allows return oil from the tank to fill voids in the head end of the
valve
cylinders. The makeup valve is needed because the weight of the blade
tends to force oil out of the rod end of the cylinders faster than the pump
can fill the head end of the cylinders. By including a makeup valve in the
head end passage, the possibility of cavitation is greatly reduced.
➥
STMG 699 - 142 -
6/98
• Dozer LOWER has two The dozer lower operation can function in two conditions. If the control
conditions: lever is moved up to 75% of its maximum non-float travel, the valve
operates as previously described. However, if the operator continues to
- Normal lower
move the lever past this position, the quick-drop mode is activated.
- Quick-drop
operation In FLOAT, detents are used to hold the control valve spool in the FLOAT
position. No signal pressure is generated, which keeps the pump
destroked. Both the rod and head ends of the lift cylinders are open to the
tank, which allows the cylinder rods to move freely in either direction
according to the amount and direction of the force on the blade.
NOTE: Quick-drop valve operation will be discussed in greater
detail later in this presentation.
STMG 699 - 143 -
6/98
DOZER TILT VALVE

TILT LEFT
ROD END HEAD END
RETURN
TO TANK
PLUG PLUG

SPOOL
LOAD CHECK
VALVE
TO
FROM PUMP VALVE
111
• Blade tilt valve in TILT The blade tilt valve is the third valve in the stack. The blade tilt control
LEFT valve is a closed-center, manually operated valve controlled through
mechanical linkage. The valve has three positions: TILT LEFT, HOLD,
and TILT RIGHT. The valve has a centering spring to return the spool to
the HOLD position when the operator releases the dozer control lever.
This slide shows the position of the blade tilt control valve components
during TILT LEFT operation. This valve functions basically the same as
the blade lift control valve with several differences. When the valve spool
shifts to the right, pump supply oil is directed to the head end of the
cylinder, and the rod end of the cylinder is opened to drain. The load
check valve and the resolver valve operate the same as the dozer lift valve.
• No makeup valves One major difference in the blade tilt valve is that no makeup valves are
included in either the head end or rod end circuit. Since the pump can
supply the necessary amount of oil to fill cylinder without cavitation,
makeup valves are not necessary.
STMG 699 - 144 -
6/98
RIPPER CONTROL VALVE

HOLD
ROD END HEAD END
RETURN
TO TANK FROM
PREVIOUS
VALVE
MAKEUP
PLUG VALVE

SPOOL
LOAD CHECK
VALVE
TO
FROM PUMP VALVE
112
• Ripper control valve The ripper control valve is the first valve in the stack. The ripper control
in HOLD valve is a closed-center, manually operated valve controlled through
mechanical linkage. The valve is used to raise and lower the ripper or to
• Switch controls two
functions move the ripper shank IN and OUT. Both functions are controlled by the
operator through the use of a switch located in the ripper control handle.
• Diverter valve for The switch shifts a spool in the ripper diverter valve which directs oil to
ripper lift and tip the correct circuit.
The ripper control valve has a centering spring to return the valve spool to
the HOLD position when the operator releases the lever. This slide shows
the position of the ripper control valve components in HOLD. This valve
functions basically the same as the blade lift control valve with several
differences. When the main control spool shifts to the right, pump supply
oil is directed to the head end of the ripper lift cylinders or to the head end
of the ripper tip cylinders, and the rod end of the cylinders are opened to
drain. The load check valve and the resolver valve operate the same as the
dozer lift valve.
➥
STMG 699 - 145 -
6/98
• Head end passage The passage to the head ends of either the ripper lift or tip cylinders in the
contains makeup control valve contains a makeup valve. When the pressure in the cylinder
valve
supply passage decreases below the pressure in the tank, the makeup
valve opens and allows return oil from the tank to fill voids in the head
end of the cylinders. The makeup valve is needed because the weight of
the ripper tends to force oil out of the rod end of the cylinders faster than
the pump can fill the head end of the cylinders. By including a makeup
valve in the head end, the possibility of cavitation is greatly reduced.
STMG 699 - 146 -
6/98
D8R QUICK-DROP VALVE
D8R QUICK-DROP VALVE
QUICK-DROP VALVE
TO
IMPLEMENT
VALVE TO ROD END
DOZER LIFT
TO TO HEAD END
IMPLEMENT
VALVE
TO
IMPLEMENT
VALVE
DOZER TILT
113
Quick-drop Valve
• Quick-drop valve Shown in this slide is the schematic of the single quick-drop valve that
(arrows) replaces the two quick-drop valves that were mounted on the head end of
both lift cylinders in the earlier machines. The valve (arrows) is mounted
• Replaces two valves
on earlier D8N
on top of the engine hood at the front of the machine.
In the schematic, components in the quick-drop valve are shown with the
dozer blade on the ground. The variable orifice sleeve is the essential
component in the valve and functions to create the pressure necessary to
move the valve spool to direct rod end oil to the head end in the QUICK-
DROP mode.
STMG 699 - 147 -
6/98
QUICK-DROP VALVE
HOLD
TO LEFT CYLINDER TO RIGHT CYLINDER

HEAD END HEAD END

ROD END ROD END
PASSAGE TO
PLUNGER END
PLUNGER VALVE SPOOL
COVER COVER
ORIFICE SLEEVE PASSAGE TO

SPOOL END
TO/FROM LIFT CONTROL VALVE
114
• Quick-drop valve Shown in this view are the components of the single quick-drop valve:
components: the orifice sleeve, the plunger, the valve spool, the right and left covers,
- Orifice sleeve
and the spring.
As shown in the previous slide, the valve components are shown with the
- Plunger
dozer blade on the ground. Both the orifice sleeve and the plunger can
- Valve spool float in the valve and their positions in HOLD depend on the previous
action of the lift control valve: RAISE, LOWER, or FLOAT.
- Right and left covers
- Spring
STMG 699 - 148 -
6/98
QUICK-DROP VALVE
DOZER RAISE

HEAD END HEAD END

ROD END ROD END
PASSAGE TO
PLUNGER END
PLUNGER
VALVE SPOOL
COVER COVER
ORIFICE SLEEVE
PASSAGE TO
SPOOL END
115
• Quick-drop valve When the dozer control valve is moved to the RAISE position, supply oil
operation in RAISE enters the quick-drop valve through the passage on the left and moves the
orifice sleeve to the right. The oil then flows out to the rod end of the
• Rod end oil moves
spool, plunger, and cylinders. Return oil from the head end of the cylinders enters the valve
sleeve right and flows past the valve spool to the lift control valve. Return oil pressure
then enters the passage to the plunger end inside the valve spool and is felt
on the right end of the plunger. However, the blade RAISE pressure felt
on the left end of the plunger is higher than the return oil pressure and
keeps the plunger shifted to the right. Blade RAISE pressure also enters
the passage to the right end of the spool. Since the same pressure is felt
on the left end of the spool, the spring keeps the spool shifted to the right.
NOTE: The orifice sleeve floats on the valve spool and is kept on the
spool by a retaining ring.
STMG 699 - 149 -
6/98
QUICK-DROP VALVE
DOZER LOWER

HEAD END HEAD END
FROM LEFT CYLINDER FROM RIGHT CYLINDER

ROD END ROD END
PASSAGE TO
PLUNGER END
PLUNGER VALVE SPOOL
COVER COVER
ORIFICE SLEEVE
PASSAGE TO
SPOOL END
116
• Quick-drop valve As the operator moves the lever to LOWER the blade (less than 75% of
operation in LOWER maximum travel), return oil from the rod end of the cylinders enters the
quick-drop valve. The return oil flows past the orifice sleeve to the
• Rod end oil moves
orifice sleeve left control valve and moves the orifice sleeve to the left against the retaining
ring. This oil flow creates a pressure differential across the orifice sleeve.
• Spring holds valve
spool to the right Supply oil (red) from the control valve enters the quick-drop valve and
flows past the valve spool to the head end of the cylinders. Supply oil
pressure enters the passage to the plunger end and is felt on the right end
of the plunger. However, the return oil pressure (red dots) on the left end
of the plunger is higher and keeps the plunger shifted to the right.
➥
STMG 699 - 150 -
6/98
Rod end return oil pressure (red and white stripes) enters the passage to
the right end of the spool. This pressure is also felt on the major diameter
at the left end of the spool just to the right of the orifice sleeve. In
addition, return oil pressure, after the pressure drop across the orifice
sleeve, is felt on the minor diameter at the left end of the spool. The net
result is that the spool and plunger are kept to the right because of the
spring and return pressure. The major diameters of the spool (the
effective area at the right end and the effective area just to the right of the
orifice sleeve) cancel each other. The pressure on the right end of the
spool is not high enough to overcome the spring and return oil pressure on
the minor diameter at the left end on the spool.
STMG 699 - 151 -
6/98
QUICK-DROP VALVE
QUICK-DROP

HEAD END HEAD END

ROD END ROD END
PASSAGE TO
PLUNGER END
PLUNGER VALVE SPOOL
COVER COVER
ORIFICE SLEEVE
PASSAGE TO
SPOOL END
117
• Operation in QUICK- When the dozer blade is rapidly lowered to the ground, the control valve
DROP mode lever has been moved more than 75% of the maximum travel, and the
quick-drop valve operates in the QUICK-DROP mode.
• Flow across orifice The increased lever travel results in higher cylinder rod end flow and a
sleeve creates higher pressure drop across the orifice sleeve. The only difference from
differential
the dozer LOWER position is that the pressure drop across the orifice
sleeve that is felt on the minor diameter of the right end of the spool
overcomes the resistance of the spring, and the spool starts to move. The
minimum flow that causes the necessary pressure drop across the orifice
sleeve to begin spool movement is referred to as the "trigger point" and
occurs at 75% of maximum lever travel. When the spool starts to move,
the effective area of the orifice sleeve decreases and the pressure drop
increases to shift the spool even farther.
➥
STMG 699 - 152 -
6/98
• Valve spool The result is that the spool shifts completely to the left. This movement
movement allows rod connects the rod end of the cylinders to the head end of the cylinders
and head end oil to
across the slots in the spool. This connection provides even less
mix
resistance and the downward blade velocity and flow from the rod ends
increase. This connection also provides a "filling" function to minimize
the pause time. Some of the oil from the rod ends still flows across the
orifice sleeve causing a pressure drop to keep the spool shifted.
STMG 699 - 153 -
6/98
QUICK-DROP VALVE
DOZER LOWER
WITH DOWN PRESSURE

HEAD END HEAD END

ROD END ROD END
PASSAGE TO
PLUNGER END
PLUNGER VALVE SPOOL
COVER
COVER
ORIFICE SLEEVE
PASSAGE TO
SPOOL END
118
• LOWER WITH DOWN When the blade contacts the ground and stops, flow from the rod end of
PRESSURE the cylinders stops. With no pressure drop across the orifice, the spring
shifts the spool to the right. After the pump fills the head end of the
• When blade contacts
ground, pause time cylinders (pause time) and the head end cylinder pressure starts to
occurs increase, the blade begins to move down. Supply oil pressure (red) enters
the passage to the right end of the plunger. Return oil pressure (red and
• Spool moves right and white stripes) from the rod end of the cylinders is felt on the left end of
plunger moves left
the plunger. This pressure is lower than the oil pressure (red) on the right
end of the plunger, and the plunger moves to the left. The pressure drop
(red and white stripes) across the orifice sleeve that is felt on the minor
diameter of the right end of the spool works to move the spool to the left.
However, this movement is resisted by the spring and the supply oil
pressure (red) acting on the plunger. Therefore, the spool stays shifted to
the right.
STMG 699 - 154 -
6/98
D8R RIPPER DIVERTER VALVE
STEERING
CHARGE PRESSURE
STEERING
CHARGE
PRESSURE
PORT
FROM RIPPER
RIPPER TIP CONTROL
VALVE
RIPPER LIFT
119
Diverter Valve
• Diverter valve This slide shows the ripper diverter valve (arrow) with the control lever in
eliminates need for the HOLD position. The operator can select any of the four ripper
two control valves functions (RAISE, LOWER, TIP IN and TIP OUT) by using the control
lever, which is equipped with a trigger switch. The trigger switch controls
• Solenoid sends
charge oil to move a solenoid on the ripper diverter valve that sends steering charge pressure
valve spool oil to one end of the valve spool to shift the spool against the springs on
the other end. Steering charge pressure at 2500 kPa (365 psi) is the same
oil pressure used in the charge circuit for the steering pump and steering
pilot valve.
• Pressure port used to The charge pressure test port at the rear of the ripper diverter valve is used
diagnose problems to diagnose ripper actuation problems. When the trigger switch is used,
the solenoid is energized and charge pressure oil moves the diverter valve
spool. Ripper TIP IN or TIP OUT can then be selected.
STMG 699 - 155 -
6/98
RIPPER DIVERTER VALVE
RIPPER TIP IN
( PORT E)
RIPPER TIP OUT

(PORT F)
RIPPER LOWER
(PORT C)
RIPPER RAISE
(PORT D)
C E D F
CHARGE PRESSURE
TEST PORT
RIPPER SUPPLY RIPPER SUPPLY
LOWER/TIP IN RAISE/TIP OUT
120
• Letters below spool The letters below the ripper diverter valve spool relate directly to the
correlate to ripper ripper TIP IN, TIP OUT, RAISE and LOWER ports. The spool is shown
cylinder ports
in the solenoid DE-ENERGIZED position. If the operator moves the
control lever, the ripper will RAISE or LOWER.
• Oil flow through For example, when the operator moves the lever to the RAISE position,
diverter valve oil from the control valve enters the ripper diverter valve through the
RAISE/TIP OUT passage. Oil then flows into Passage D, goes through
the valve body and flows out Port D to the rod end of the ripper raise
cylinders. Return oil flows into Port C from the head end of the ripper
cylinders, goes through the valve, flows out Passage C and returns to the
ripper control valve through the LOWER/TIP IN passage.
STMG 699 - 156 -
6/98
D8R STARTING AND CHARGING SYSTEM

200 BK
KEY START 321 BR
SWITCH
BACK-UP BACK-UP ALARM
R ALARM SWITCH
308 YL
109 RD 121 RD
C OFF 10 A
S ON
BACK-UP ALARM
B ST KEY START
105 RD 101 RD
10 A 304 WH
307 OR S G
STARTER RD 00 BAT MTR

RELAY STARTER
MOTOR MOTOR
200 BK 306 GN
NEUTRAL-START
SWITCH 200 BK
109 RD 101 RD
109 RD 105 RD
MAIN DISCONNECT
112 PU ALTERNATOR SWITCH
RELAY BUS BAR FRAME ENGINE
BREAKER
109 RD RD 00 RD 00 BK 00
308 YL
200 BK 10 A 10 A POS NEG POS NEG
109 RD
FORWARD HORN FRONT DASH DOME
ALT
RD 00
+ R 15 A SIDE AND REAR FLOOD LAMPS/RADIO
RD 00
10 A OPERATOR MONITOR POS NEG POS NEG
10 A GAUGES AND SERVICE METER

15 A WIPER MOTORS
BATTERIES
15 A CIGAR LIGHTER
121
STARTING AND CHARGING SYSTEMS
• Basic starting system: This schematic shows the components of the D8R starting and charging
system. The basic starting system consists of the four batteries, the
- Four batteries
disconnect switch, the key start switch, the starter relay, and the main
- Disconnect switch relay. With the disconnect switch closed, the negative potential of the
batteries is connected to ground (frame). When the operator moves the
- Key start switch key start switch to START, power is sent through the key start switch from
the 105 RED wire to the 307 ORANGE and 308 YELLOW wires to
- Starter relay
energize the starter relay and main relay respectively. With the starter
- Main relay relay energized, power is sent to the starter motor through the 304 WHITE
wire. After the engine has started, the key start switch is moved to ON
and the main relay remains energized, which then provides power to five
• Basic charging
system fuses through the 112 PURPLE wire.
- Alternator
After the engine is started and running, the alternator will charge the
batteries by directing power through the 109 RED wire, the alternator
- Alternator breaker breaker, and the bus bar to the batteries. The bus bar is used as a junction
block for the starter motor, the alternator, and the batteries.
- Bus bar
STMG 699 - 157 -
6/98
1 2
4
3
122
• Starting and charging The D8R starting and charging system uses four 3000 CCA 12-Volt
system components: maintenance free batteries (1) to provide the electrical power to the starter
(2). A 50 amp alternator (3) is used to maintain the charge level of the
1. Batteries batteries. An optional 75 amp alternator is available for additional
2. Starter accessories and when more than eight lights are required.
3. Alternator
The disconnect switch (4) is used to open and close the ground connection
between the negative terminal of the batteries and the machine frame. The
4. Disconnect switch switch is convieniently located to the left of the operator's station.
5. Power outlet Next to the disconnect switch is the 24-Volt power outlet receptacle (5)
that can be used to power service tools. Use the 4C9031 Battery to Tool
Cable that has the standard cigarette lighter plug with an integral 1 amp
fuse on one end and a standard MS 2-pin connector on the other.
STMG 699 - 158 -
6/98
3
4
123
• Electrical If the machine needs to be jump started, an auxiliary start receptacle (1) is
components: standard equipment and is located on the left side of the engine. Two Plug
Assemblies are available: the 8S2632 Plug Assembly is 2.45 m (10 ft.)
1. Auliliary start
receptacle long and the 9S3664 Plug Assembly is 3.81 m (15 ft.) long. If the plug
assemblies are not available, refer to the procedure in the Operation
2. Bus bar Section of the Operation and Maintenance Manual for the D8R Track-type
Tractor.
3. Fuse panel
A bus bar (2), located just below the operator's station on the left inside of
the frame, is used as a junction to connect the positive power cable from
the batteries to the starter. The auxiliary start receptacle and the pre-
lubrication timer/solenoid are connected to the bus bar.
Located on the left side of the operator's station just above the battery
compartment is the fuse panel (3). The fuse panel contains fuses for the
following circuits:
➥
STMG 699 - 159 -
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- Flood lamps and - Side and rear flood lamps and radio (15 amp)
radio - Operator monitor (10 amp)
- Gauges and service meter (10 amp)
- Operator monitor
- Wiper motor (15 amp)
- Gauges and - Cigar lighter (15 amp)
service meter - Horn (10 amp)
- Back-up alarm (10 amp)
- Wiper motor
- Front dash dome (10 amp)
- Cigar lighter - Key start switch (10 amp)
- Blower motor (20 amp circuit breaker)
- Horn - Alternator (60 amp circuit breaker)
- Back-up alarm
In the center of the panel is the diagnostic connector (4). The diagnostic
- Front dash dome connector can be used with the 6V2150 Starting/Charging Analyzer
Group to analyze starting and charging problems. Use the Service
- Key start switch Manual module "Systems Operation, Testing and Adjusting—Starting and
Charging Systems for Machines Equipped with Diagnostic Connector"
- Blower motor
(Form SENR2947) when diagnosing problems in these systems.
- Alternator The main relay (5) is located just below the fuse panel. When the key
4. Diagnostic start switch is moved to the ON position, the main relay is energized.
connector
Behind the fuse panel is the starter relay. When the key start switch is
5. Main relay moved to START, the starter relay is activated and permits the starter to
engage.
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1 2
3
4 5
124
• Electrical The key start switch (1) is located on the dash. If the dual twist tiller is in
components: either FORWARD or REVERSE, the engine will not start because a
neutral-start switch is installed in the dual twist tiller housing (3). The
1. Key start switch
back-up alarm switch is also contained within the tiller housing.
2. Start aid switch
The ether starting aid group (4) is standard equipment. The group is
3. Neutral-start switch located on the left side of the engine in front of the fuel injection pump.
location The operator can activate the system by depressing the start aid switch (2)
on the dash. A coolant temperature switch (5) is located on the top right
4. Ether starting aid rear of the engine head. This system is not functional above 38°C
5. Coolant
(100°F). For the correct operating procedure, refer to the Operation
temperature switch Section of the D8R Track-type Tractor Operation and Maintenance
Manual.
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2 3
125
ELECTRONIC MONITORING SYSTEM
• EMS components: The Electronic Monitoring System (EMS) is designed to alert the operator
of an immediate or impending problem in one or more of the machine
1. EMS panel systems. The system includes the following components:
2. Master fault light EMS Panel (1): contains eight fault lights, one for each machine
system.
3. Panel test switch
Master Fault Light (2): flashes to indicate a Category 2 or 3 fault.
Panel Test Switch (3): used to test the panel lights, the master fault
light, and the fault alarm (not shown because it is located in the
compartment with the pilot valve for the dual twist tiller). With the
battery disconnect switch ON and the key start switch ON, holding the
test switch in the UP position will allow all the panel lights and master
fault light to flash. With the engine running, moving the test switch to
the UP position will allow all the lights to flash and the fault alarm to
sound. If any of the lights or alarm do not function, perform the
necessary repairs before starting the engine again.
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D8R EMS PANEL
COOLANT POWER TRAIN

TEMPERATURE OIL TEMPERATURE
COOLANT POWER TRAIN

FLOW OIL FILTER
ENGINE ALTERNATOR
OIL PRESSURE
HYDRAULIC HYDRAULIC
OIL TEMPERATURE OIL FILTER
126
• EMS warning The EMS panel has three warning categories:

categories
Category 1: For the first level of warning, only an LED indicator flashes.
• Category 1
This alert informs the operator that a system requires attention, but a
- Alternator failure in the system will not endanger the operator or seriously damage
any machine components.
• Category 2
- Alternator
- Coolant
temperature Category 2: For the second level of warning, both an LED indicator
- Power train oil
flashes and the master fault light flashes on and off. Second level
temperature warnings are caused by overheating and requires operator response. They
inform the operator to change his method of operation to prevent high
- Hydraulic oil temperature damage to one or more systems.
temperature
- Coolant Temperature
- Power Train Oil Temperature
- Hydraulic Oil Temperature

➥
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• Category 3 Category 3: For the third level of warning, an LED indicator will flash,
the master fault light will flash, and the fault alarm will sound. This alert
- Engine oil pressure
requires the operator to immediately shut down the machine as safely and
- Power train oil filter quickly as possible until the problem is corrected.
- Coolant flow - Engine Oil Pressure
- Hydraulic oil filter - Power Train Oil Filter
- Coolant Flow
- Hydraulic Oil Filter

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2
1 3
127
• Category 1 Category 1 Components: The alternator (1) is located on the right front
components: of the engine. The "R" terminal (2) on the alternator provides an AC
signal to the EMS control. The EMS control measures the frequency (Hz)
1. Alternator
of the AC signal and determines the speed at which the alternator is
2. "R" terminal rotating. If the frequency measured is below 94 Hz ± 10%, the alternator
alert indicator will FLASH.
• Category 2
components: Category 2 Components: The 7N9785 Coolant Temperature Switch (3)
is located at the left rear of the engine head. The switch opens at 107.2°C
3. Coolant (225°F).
temperature switch
The 3T8525 Power Train Oil Tmperature Switch (4) is located on the
4. Power train oil
torque converter outlet relief valve. The switch opens at 129.4°C (265°F)
temperature switch
and closes at 118.3°C (245°F).
5. Hydraulic oil
temperature switch
The 8N2248 Hydraulic Oil Temperature Switch (5) is located on the left
side of the hydraulic tank. The switch opens at 101.7°C (215°F) and
closes at 93.3°C (200°F).
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2
3
6 5
8
7 4
128
• Category 3 Category 3 Components: The 6T4949 Engine Oil Pressure Switch (1) is
components: located at the right rear of the engine block. The switch opens at 93 kPa
(13.5 psi) and closes at 69 kPa (10 psi).
1. Engine oil pressure
switch The 9X7781 Power Train Oil Filter Switch (4) is located at the front of the
2. Power train oil filter
power train oil filter (2). The switch is normally open before installation.
If the filter element becomes full of debris, the restriction will cause the
3. Hydraulic oil filter pressure to increase inside the filter. If the pressure differential increases
to 175 kPa (25 psi), the bypass valve will move and the power train oil
4. Power train oil filter filter switch will open causing the Category 3 Warning. Located on the
switch
rear of the filter is the 9G3341 Power Train Oil Filter Temperature Switch
5. Power train oil filter (5). The switch is normally closed below 52°C (125°F), which disables
temperature switch the Category 3 Warning. After the system is warm and if the filter is
plugged, the fault will alert the operator.
➥
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6. Hydraulic oil filter The 9X7781 Hydraulic Oil Filter Switch (6) is located at the rear of the
switch hydraulic oil filter (3). The switch is normally open before installation. If
the filter element becomes full of debris, the restriction will cause the
7. Hydraulic oil filter
temperature switch pressure to increase inside the filter. If the pressure differential increases
to 175 kPa (25 psi), the bypass valve will move and the power train oil
8. Coolant flow switch filter switch will open causing the Category 3 Warning. Located on the
front of the filter is the 8C3569 Hydraulic Oil Filter Temperature Switch
(7). The switch is normally closed below 52°C (125°F), which disables
the Category 3 Warning. After the system is warm and if the filter is
plugged, the fault will alert the operator.
The 3E2030 Coolant Flow Switch (8) is located at the right front side of
the engine. The switch is normally open and, when the engine is running,
coolant flow from the water pump moves the switch paddle closing the
switch. If a loss of coolant flow causes the switch to open, the fault will
alert the operator.
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129
• Fuel pressure switch The EMS Category 3 alarm is activated by the 9W3187 Fuel Pressure
(arrow) Switch (arrow) located on the filter housing. During normal operation
(engine running), the fuel pressure switch is open. When the engine is
stopped, the fuel pressure switch closes the alarm inhibit input to ground.
With this input grounded, the alarm will NOT SOUND.
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1 2
3 4
130
• Four dash gauges: On the dash are four gauges for the operator to monitor the following
systems:
1. Hydraulic oil
temperature Hydraulic Oil Temperature (1): Monitors the temperature of the
hydraulic oil system (implement and steering). Normal operating
2. Fuel level
temperature is between 75°C and 96°C (167°F and 205°F). If the gauge
3. Power train oil indicator reaches 102°C (215°F), the temperature in the hydraulic system
temperature is too high. Move the cylinders without a load to reduce the temperature.
4. Engine coolant Fuel Level (2): Monitors the amount of fuel in the tank.
temperature
Power Train Oil Temperature (3): Monitors the temperature of the
power train oil system. Normal operating temperature is between 82°C
and 113°C (180°F and 235°F). If the gauge indicator reaches 129°C
(265°F), the temperature in the power train oil system is too high. Move
the tiller to NEUTRAL and maintain the engine rpm at HIGH IDLE to
reduce the temperature.
Engine Coolant Temperature (4): Monitors the temperature of the
engine. Normal operating temperature is between 75°C and 93°C (167°F
and 200°F). If the gauge indicator reaches 107°C (225°F) with the
cooling system pressurized, the temperature is too high.
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2
1
131
• Gauge group The 8N2248 Hydraulic Oil Temperature Sender (1) is located on the left
component locations: side of the hydraulic tank.
1. Hydraulic oil The 118-0690 Fuel Level Sender (2) is located in the top center of the fuel
temperature sender tank and, if an electrical problem occurs, a mechanical needle on the top
2. Fuel level sender
of the sender shows the fuel level.
The 8N3844 Power Train Oil Temperature Sender (3) is located on the
3. Power train oil
temperature sender torque converter outlet relief valve.
4. Engine coolant
The 6N5926 Engine Coolant Temperature Sender (4) is located on the top
temperature sender front of the engine cylinder head.
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CONDENSER
COIL
COMPRESSOR
CONDENSER FAN
ORIFICE TUBE/
DRYER
EVAPORATOR
COIL ACCUMULATOR
D8R ORIFICE TUBE SYSTEM

EVAPORATOR BLOWER FAN
132
AIR CONDITIONING SYSTEM
• Air conditioning The optional air conditioning system on the D8R contains the following
components: components:
- Evaporator Evaporator: Low pressure liquid refrigerant boils and collects heat
from the surrounding area.
- Compressor
- Condenser Compressor: Increases the pressure and temperature of the

refrigerant vapor.
- Orifice tube-dryer
Condenser: Removes heat from the high pressure/high temperature
- Accumulator refrigerant vapor causing the vapor to change into high pressure liquid
refrigerant.
Orifice tube/dryer: Regulates the flow of refrigerant to the

evaporator coil and the dryer section contains the desiccant for
moisture removal.
Accumulator: Functions as a liquid/vapor separator and ensures that
➥
only vapor will reach the compressor.
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The optional air conditioning system in the D8R uses the Orifice Tube
System. Instead of a thermostatic expansion valve used in earlier
systems, an orifice tube is used. The orifice tube is installed in the dryer
in the evaporator coil inlet line. The orifice tube has a fixed diameter and
does not have the regulating capability of the expansion valve. Therefore,
some refrigerant will leave the evaporator in the liquid form. The liquid
refrigerant leaving the evaporator can damage the compressor. Therefore,
an accumulator is located in the suction line after the evaporator. The
accumulator acts as a liquid/vapor separator and ensures that only vapor
will reach the compressor.
In this system, the orifice tube is inserted into one end of the dryer. The
orifice tube/dryer combination is commonly called the "in line dryer."
The accumulator on the in line dryer system does not contain desiccant.
The color codes for refrigerant used throughout this section are:
Red - High pressure liquid
Red and White Stripes - Low pressure liquid
Purple - High pressure gas
Purple and White Stripes - Low pressure gas
Green - Refrigerant oil

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133
• Air conditioning The orifice tube/dryer (1) is located on the left side of the engine just
components: below the air cleaner housing. This group contains the orifice tube and
the desiccant which dries the liquid refrigerant.
1. Orifice tube/dryer
2. Moisture indicator Located on the left side of the orifice tube/dryer is the moisture indicator
(2). The moisture indicator should be checked at the end of each shift. To
check the moisture indicator, look at the color through the sight glass. If
the color is blue, the system is dry. If the color is pink, the system has
moisture. The moisture must be removed and the orifice tube/dryer must
be changed.
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ORIFICE TUBE
TUBE O-RINGS TABS
SCREEN BODY SCREEN
134
• Orifice tube The orifice tube contains a small tube which extends through the center of
components a plastic body. The two screens (one on each end) filter the refrigerant
that flows through the small tube. The two o-rings are positioned to seal
against leakage past the outside of the orifice tube. The two tabs engage
the tooling when installing and removing the orifice tube.
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3 1
135
• Air conditioning The compressor (1) is located at the left front of the engine. The
components: refrigerant switch (2) is mounted on the compressor. The refrigerant
switch is the low pressure sensing switch that is used to protect the system
1. Compressor
from damage due to the lack of oil. Located in the electrical circuit to the
2. Refrigerant switch magnetic clutch, the switch opens and shuts off the compressor when the
system pressure decreases below 175 kPa (25 psi).
3. Arc suppressor
The arc suppressor (3) is used to suppress the high voltage that is created
each time the magnetic clutch on the compressor is engaged and released.
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DRIVE PLATE
PULLEY ASSEMBLY
HUB
COMPRESSOR
CLUTCH
SHAFT
BEARING
COIL ASSEMBLY
136
• Magnetic clutch The clutch is driven by the engine crankshaft through a belt to the pulley
assembly on the magnetic clutch. The pulley assembly turns on the
bearing and is not connected to the shaft. The drive plate is splined
through the hub to the shaft. The coil assembly is mounted on the frame
of the compressor and does not rotate.
The electrical current from the thermostat creates a magnetic field in the
coil assembly. The magnetic field pulls the drive plate against the pulley
assembly. The pulley assembly then turns the drive plate, hub and shaft to
operate the compressor.
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137
• Air conditioning The accumulator (1) is located just above and to the left of the
components: compressor. The condenser coil (2) is located in front of the hydraulic
system oil cooler (3) and behind the radiator.
1. Accumulator
2. Condenser coil
3. Hydraulic cooler
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DIVERTER CAP
INLET
VAPOR LINE
ACCUMULATOR
OIL BLEED LINE
OUTLET
138
• Accumulator The accumulator contains a diverter cap to keep the liquid away from the
components vapor line and an oil bleed line to allow oil to flow back to the
compressor.
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2 3
8
7 4
6 5
9 10
1
139
• Heating and air The heating and air conditioning controls are located on the bottom left of
conditioning controls: the dash. The heating and air conditioning fan speed switch (1) has seven
positions.
1. Fan switch
Heating Positions:
2. Off
Off (2), Low (3), High (4), and Defrosting (5)
3. Low
4. High Air Conditioning Positions:
5. Defrost Low (6), High (7), and Defogging (8)
6. Low The heater temperature control (9) can be rotated from OFF (left) to
MAXIMUM (right) heat. The air conditioning temperature control (10)
7. High
can be rotated from OFF (left) to MAXIMUM (right) cooling.
8. Defogging NOTE: The heating system will be explained later in this
9. Heater temperature
presentation.
control
10. Air conditioning

temperature
control
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2 1
140
• Air conditioning The evaporator coil (1) is located in front of the operator's station. The
components: capillary tube (2) for the thermostatic switch is inserted into the
evaporator coil. Moisture that drips off the evaporator coil is collected in
1. Evaporator coil
a pan. This pan has a vinyl drip tube (3) that directs the water below the
2. Capillary tube machine.
3. Evaporator drip On top of the evaporator coil is the filter (4) that must be cleaned every 10
tube service hours or daily.
4. Filter Inside the cab is a filter element (5) that must be cleaned every 10 service
hours or daily.
5. Cab filter
STMG 699 - 180 -
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R-134a
CAPILLARY TUBE
COMPRESSOR
ELECTRICAL CIRCUIT
CAPILLARY BELLOWS
PIVOTING FRAME ASSEMBLY
CLUTCH
POINT
OPENING
BATTERY THERMOSTATIC TEMPERATURE
SWITCH ADJUSTING SCREW
141
• Thermostatic switch The thermostatic switch in the compressor electrical circuit cycles the
compressor, allowing the operator to adjust the amount of coolness
desired and prevent the evaporator from freezing.
The thermostatic switch consists of a pivoting frame attached to a
capillary bellows assembly. The capillary tube is filled with refrigerant.
The capillary tube is inserted between the evaporator core fins. The gas in
the capillary tube expands or contracts, depending on the temperature of
the evaporator.
The expanding and contracting gas in the capillary tube causes the bellows
to expand and contract. The expanding and contracting bellows cause the
frame to pivot.
➥
STMG 699 - 181 -
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Half of the evaporator clutch coil contact is connected to the pivoting

frame, and the other half is attached to the body of the switch. The
contacts must come together to operate the compressor clutch. The
operator regulates the evaporator cooling by varying the space between
the contacts. Moving the contacts farther apart (decreasing cooling)
causes the bellows to expand farther before closing the contacts. Moving
the contacts closer together (increasing cooling) causes the contacts to
close with less bellows movement.
Adjustable thermostats have provisions for regulating the range between
the opening and closing of the contacts. An adjustment screw is located
below a removable cover. If an adjusment screw is not found in this
location, the thermostat is non-adjustable.
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KEY START SWITCH
308 YL
R
D8R OPERATOR'S STATION AIR CONDITIONING SYSTEM
C OFF
S ON
B ST KEY START
105 RD 101 RD
10 A
307 OR 304 WH G
S
STARTER BAT MTR

RELAY RD 00 STARTER
306 GN MOTOR MOTOR
200 BK
NEUTRAL-START
SWITCH 200 BK
109 RD 101 RD
109 RD DISCONNECT
MAIN ALTERNATOR BUS BAR
RELAY BREAKER FRAME ENGINE SWITCH
112 PU
RD 00 RD 00 BK 00
308 YL
BLOWER BLOWER
200 BK MOTOR MOTOR POS NEG POS NEG
109 RD
ALT
RD 00 RD 00
+ R RESISTOR
515 GY POS NEG POS NEG BATTERIES
515 GY
517 BU
516 GN THERMOSTAT
521 YL ARC SUPPRESSOR SWITCH
BLOWER 124 GN
MOTOR 20 A
1 2 5 4 3 513 OR 522 WH
BREAKER T°
BLOWER MOTOR REFRIGERANT SWITCH
SWITCH (NORMALLY OPEN BEFORE
REFRIGERANT CHARGE)
AIR CONDITIONER CLUTCH
142
• Air conditioning The D8R air conditioning electrical system is very basic. Power for the
electrical schematic air conditioner clutch comes from the refrigerant switch which is
connected to terminal 2 on the blower motor switch. The thermostat
switch is the control for the clutch. To increase or decrease the operator's
station temperature, the operator rotates the thermostat switch on the dash
to change the compressor cycling. The arc suppressor is used to suppress
the high voltage that is created each time the magnetic clutch is engaged
or released.
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143
• Air conditioner To check the air conditioning system, start and operate the engine at
servicing: HIGH IDLE. Set the air conditioner control for maximum cooling and
the fan control on HIGH. Allow two minutes for the system to stabilize.
1. Suction line
Feel the suction line (1) and the discharge line (2). If the system contains
2. Discharge line refrigerant, the discharge line will be warmer than the suction line. If the
system does not contain or is very low on refrigerant, poor cooling output
will result.
Before faulting the refrigerant, check the condition and tightness of the
compressor belt. The belt should deflect 14 to 20 mm (.56 to .81 in.)
under a 110 N (25 lb.) force.
If the belt tension is acceptable and the system still does not cool, the air
conditioner system must be serviced.
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144
OPERATOR'S STATION HEATING SYSTEM
• Heating system The optional heating system on the D8R contains the following
components: components:
- Heater core
Heater core: Source of heat to the operator from the engine coolant.
- Gate valves
Gate valves: Two valves, supply and return, that are used to control
- Blower motors and the flow of coolant to the heater core.
fans
- Fan speed control

Blower motors and fans: Provide forced air for both heating and
cooling.
- Heater temperature
control Fan speed control: Seven position switch that controls the blower
motors for heating and air conditioning. The switch uses a large
resistor to provide the LOW speed. HIGH speed does not use the
resistor.
Heater temperature control: Controls the amount of coolant flow

through the heater core.
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2 3
5
1
145
• Heating system The heating controls are located on the bottom left corner of the dash.
components: The heating fan speed switch (1) has seven positions.
1. Heating fan switch Heating Positions:
2. Off Off (2), Low (3), High (4), and Defrosting (5)
3. Low
The heater temperature control (6) can be rotated from OFF (left) to
4. High MAXIMUM (right) heat.
5. Defrosting
6. Heater temperature
control
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146
• Heater system The blower motors (1) have two speeds through the use of a power
components: resistor (2). When the fan speed switch is moved to the LOW SPEED
position, the resistor is connected in series and lowers the voltage to the
1. Blower motors
motors, which decreases the speed of the motors.
2. Resistor
STMG 699 - 187 -
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KEY START
SWITCH
308 YL
R
D8R OPERATOR'S STATION HEATING SYSTEM
C OFF
S ON
B ST KEY START
105 RD 101 RD
10 A
307 OR 304 WH S G
STARTER BAT MTR

RELAY RD 00 STARTER
306 GN MOTOR MOTOR
200 BK
NEUTRAL-START
SWITCH 200 BK
109 RD 101 RD
109 RD
112 PU ALTERNATOR BUS BAR DISCONNECT
MAIN SWITCH
RELAY BREAKER FRAME ENGINE
RD 00 RD 00 BK 00
308 YL
BLOWER BLOWER
109 RD
ALT
RD 00
+ R RESISTOR
RD 00
515 GY POS NEG POS NEG
515 GY
517 BU
516 GN
BATTERIES
124 GN
20 A
1 2 5 4 3
BLOWER BLOWER MOTOR
MOTOR SWITCH
BREAKER
147
• Heating electrical The D8R heating electrical system is also very basic. Power for the two
schematic dual blower motors comes from the blower motor breaker, which is
connected to the main relay. The blower motor switch can be wired for
both heating and air conditioning. By using the resistor, two speeds are
available: LOW and HIGH.
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148
• Heater control valve The heater control valve (arrow) is located in the return line of the heater
(arrow) core.
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149
• Heater control knob When the heater control knob (arrow) is rotated, the torsion cable, which
(arrow) connects the knob to the heater control valve, varies the amount of coolant
that flows through the heater core.
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150
• Heater control The heater core shutoff valves are used when the ambient temperature is
components: high enough that the operator does not need any cab heating. The upper
valve (1) is the supply gate valve and the lower valve (2) is the return gate
1. Supply valve
valve.
2. Return valve
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151
CONCLUSION
This presentation has discussed the major changes between the D8R and
the D8N Track-type Tractors. All the systems of the machine were
discussed and included the component locations and functions.
For service repairs, adjustments, and maintenance, always refer to the
Operation and Maintenance Manual, Service Manuals, and other related
service publications.
STMG 699 - 192 -
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SLIDE LIST
1. Title slide 45. Power shift transmission

2. Steer system comparison 46. Power train fill tube
3. Hydraulic system comparison 47. Power train pumps
4. Additional changes 48. Power train filter
5. Optional equipment 49. Transmission case drain plug
6. Operator's station 50. Bevel gear case fast fill fitting
7. Seat 51. Main sump drain
8. Steering controls 52. Torque divider drain
9. Implement controls 53. Torque converter outlet relief valve
10. Brake pedal and engine speed controls 54. Power train oil cooler
11. Dash 55. Power train schematic
12. Disconnect switch 56. Transmission control valve--NEUTRAL
13. Engine 57. Transmission control valve--FIRST
14. Air inlet and exhaust system FORWARD
15. Air filters 58. Transmission control valve--START IN GEAR
16. Aftercooler 59. Brake control, makeup and priority valve
17. Exhaust system 60. Brake control, makeup, and priority valve
18. Ether starting aid components
19. Fuel system 61. Final drive, brakes, and steering differential
20. Fuel tank and planetary
21. Fuel tank valves 62. Brake housing plugs
22. Fuel level components 63. Brake shuttle spool
23. Fuel system filters 64. Pump drive lube tap
24. AMOCS radiator 65. Differential steer components
25. AMOCS coolant flow 66. Differential steer-- STRAIGHT LINE
26. Radiator components OPERATION
27. Cooling system components 67. Differential steer--LEFT TURN FORWARD
28. Cooling system components 68. Steering comparison
29. Coolant monitoring system 69. Steering and implement systems diagram
30. Engine oil system 70. Pilot valve location
31. Engine oil system components 71. Steering pump location
32. Pre-lubrication system 72. Steering motor location
33. Pre-lubrication system (engine left side) 73. Bypass and pressure control group location
34. Pre-lubrication system (engine right side) 74. Bypass and pressure control group components
35. Pre-lubrication electrical schematic 7 5. Hydraulic tank and filter
36. Undercarriage 76. Hydraulic tank drain valve
37. Pilot shaft dipstick 77. Hydraulic oil cooler
38. Equalizer bar 78. Steering system schematic
39. Power train comparison 79. Pilot valve--NO TURN
40. Power train schematic 80. Steering pump--NO TURN
41. Torque divider 81. Steering motor--NO TURN
42. Torque divider operation 82. Steering motor flushing valve
43. Power shift transmission 83. Pilot valve--LEFT TURN
44. Transmission pressure taps 84. Steering pump--LEFT TURN
STMG 699 - 193 -
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SLIDE LIST
85. Steering pump (end view) 125. EMS

86. Steering pump--LEFT TURN 126. EMS panel
87. Steering pump (top view) 127. EMS components--Categories 1 and 2
88. Steering pump (side view) 128. EMS components--Category 3
89. Bypass and pressure control group 129. Fuel pressure switch
90. Steering and implement system diagram 130. Dash gauges
91. Hydraulic tank components 131. Gauge components locations
92. Implement pump location 132. Air conditioning system
93. Implement control valves location 133. Orifice tube dryer
94. Lift cylinders 134. Orifice tube
95. Blade tilt cylinders 135. Air conditioning components
96. Ripper components 136. Compressor clutch
97. Ripper components 137. Air conditioning components
98. Implement hydraulic system diagram 138. Accumulator
99. Implement hydraulic system schematic 139. Heating and air conditioning controls
100. Pressure and flow compensator valve 140. Air conditioning components
101. Implement pump--ENGINE OFF 141. Thermostatic switch
102. Implement pump--LOW PRESSURE 142. Air conditioning electrical schematic
STANDBY 143. Air conditioning servicing
103. Implement pump--UPSTROKING 144. Operator's station heating system
104. Implement pump--CONSTANT FLOW 145. Heating system controls
105. Implement pump--DESTROKING 146. Blower motors
106. Implement pump--HIGH PRESSURE 147. Heating system electrical schematic
STALL 148. Heater control valve
107. Implement control valves schematic 149. Heater control knob
108. Dozer lift valve--HOLD 150. Heater shutoff valves
109. Dozer lift valve--RAISE 151. D8R model view
110. Dozer lift valve--LOWER
111. Dozer tilt valve--HOLD
112. Ripper valve--HOLD
113. Quick-drop valve location
114. Quick-drop valve--HOLD
115. Quick-drop valve--RAISE
116. Quick-drop valve--LOWER
117. Quick-drop valve--QUICK-DROP
118. Quick-drop valve--LOWER WITH DOWN
PRESSSURE
119. Ripper diverter valve schematic
120. Ripper diverter valve
121. Starting and charging system schematic
122. Starting and charging system component
123. Starting and charging system component
locations
124. Starting and charging system components
locations
Directions: Draw the air flow lines between the components.
6/98
STMG 699
D8R AIR INLET AND DUST EJECTOR LINE
EXHAUST SYSTEM
MUFFLER
- 194 -
AFTERCOOLER
EXHAUST
MANIFOLD PRECLEANER
HEAD AND
VALVES
CYLINDER
AIR TURBOCHARGER
CLEANER
COMPRESSOR WHEEL TURBINE WHEEL
Serviceman's Handout No. 1
Directions: Draw the fuel flow lines between the components.
6/98
STMG 699
INJECTOR
D8R FUEL SYSTEM
TANK
RETURN
- 195 -
DRAIN
SUPPLY
PRIMING
PUMP
TRANSFER
PUMP
PRIMARY
FILTER
SECONDARY
FILTER
Directions: Draw the coolant flow arrows between the components.
6/98
STMG 699
D8R ADVANCED MODULAR COOLING SYSTEM

EXPANSION
TANK
AFTERCOOLER TEMPERATURE
REGULATOR
AIR VENT
- 196 -
BYPASS
AIR
FLOW
SHUNT
OIL LINE
COOLER
WATER PUMP
WATER OUTLET
PUMP
Directions: Fill in the blanks with the correct name for each component.
6/98
STMG 699
D8R LUBRICATION SYSTEM

- 197 -
Directions: Draw the wires between the components of the pre-lubrication system.
6/98
STMG 699
D8R PRE-LUBRICATION SYSTEM

200 BK PRELUBE
KEY START BACK-UP ALARM 321 BR TIMER/
SWITCH SOLENOID
109 RD 121 RD BACK-UP ALARM
R 10 A 307 OR
308 YL SWITCH
BACK-UP ALARM 337 WH
C OFF A447 PK
S ON 116 BR
B ST 200 BK
KEY START 101 RD
105 RD 304 WH
10 A
307 OR G
337 WH S OIL PRESSURE
CUTOFF SWITCH
STARTER BAT MTR
RELAY RD 00 301 BU
- 198 -
STARTER
306 GN MOTOR MOTOR/
200 BK PRELUBE
NEUTRAL-START
SWITCH 200 BK
109 RD 101 RD 101RD
109 RD BUS
MAIN ALTERNATOR DISCONNECT
112 PU BAR
109 RD 105 RD
RD 00 RD 00 BK 00
308 YL
10 A 10 A
200 BK POS NEG POS NEG
109 RD
ALT SIDE AND REAR FLOOD LAMPS/RADIO RD 00
+ 15 A
R 116 BR
RD 00
15 A WIPER MOTORS
BATTERIES
15 A CIGAR LIGHTER
STMG 699 - 199 - Serviceman's Handout No. 6
6/98
Directions: Match the components with the associated letter.
D8R COMPONENT IDENTIFICATION
R Q
A P
J
B
C
G
D
H
E
I
F
L K N
Case Drain Filter Bevel Gear Case Implement Pump
Tiller Lever and Pilot Quick-drop Valve Steering Motor
Valve
Oil Cooler Steering Pump
Bypass and Pressure
Brake Housing Hydraulic Tank
Control Group
Torque Divider Power Train Filter
Hydraulic Tank
Power Train Pumps
Charge Pump
Implement Filter
Final Drive
6/98
STMG 699
TORQUE DIVIDER
- 200 -
6/98
STMG 699
POWER SHIFT TRANSMISSION

- 201 -
6/98
STMG 699
D8R POWER TRAIN HYDRAULIC SYSTEM
5 4
1 2 3
P3
R N F
P2
2 1
P1 3
- 202 -
6/98
STMG 699
D8R TRANSMISSION CONTROL VALVE

NEUTRAL
5 4
1 2 3
C
- 203 -
P3
R N F
P2
P1
2 1
A 3
6/98
STMG 699
BRAKE CONTROL, MAKEUP AND PRIORITY VALVE GROUP

- 204 -
6/98
Directions: Write the sequence of letters for the power flow through the differential power train for the
condition: LEFT TURN FORWARD. Use the numbered blanks at the bottom of the page for the two
power flow splits.
HYDRAULIC
TRANSMISSION
MOTOR
INPUT
P B
C A
J F
G K
TO LEFT
H TO RIGHT
E
FINAL DRIVE I N M FINAL DRIVE
D O L
I N M
E H
J G K
F
C
P
DRIVE EQUALIZING
STEER PLANETARY PLANETARY
PLANETARY
1. _________ 1. _________ 7. _________
2. _________ 2. _________ 8. _________
3. _________ 3. _________
4. _________ 4. _________
5. _________
6. _________
6/98
Steering System Component Reference Checklist I

Directions: Use this sheet to take notes during the presentation and as a checklist when identifying
components during the lab session
_____ Charge pressure relief valve
Example: Limits charge pressure for the charging circuit, ripper diverter valve and pilot
valve.
_____ Pressure compensator (cutoff) valve
_____ Right and left crossover and makeup relief valves
_____ Charge pump
_____ Pump control spool
_____ Pump control piston
_____ Steering pump swashplate and pistons
_____ Steering motor with flushing valve
_____ Steering charge circuit filter
_____ Cold oil bypass valve
_____ Cooler
_____ Cooler bypass valve
_____ Pressure reducing valve and check valve
_____ Orifice in bypass and pressure control group

6/98
Implement System Component Reference Checklist II
Directions: Use this sheet to take notes during the presentation and as a checklist when identifying
components during the lab session
_____ Flow compensator (margin) spool
Example: Maintains difference between supply pressure and signal pressure.
_____ Pressure compensator (cutoff) spool
_____ Quick-drop valve
_____ Ripper diverter solenoid
_____ Ripper diverter spool
_____ Charging valve
_____ Main relief valve
_____ Hydraulic line from implement pump to bypass and pressure control group
_____ Bleed valve on pump compensator valve

6/98
Directions: Match the components of the D8R Differential Steer System to the definitions at the right
of the page. Place the letter in the blank next to the name.
_____ Pilot Valve A. Fills the system with oil during start-up and
provides cool oil for the drive loops and steering
_____ Cooler Bypass Valve pilot valve.
_____ Pump Control Piston B. When either side of the loop reaches 40000 kPa
(5800 psi), this valve destrokes the pump.
_____ Pressure Compensator (Cutoff) Valve
C. This valve limits the charge pressure to 2500 kPa
_____ Pump Control Spool (365 psi).
_____ Cold Oil Bypass Valve D. Each side of the drive loop has a valve that limits
the pressure spikes.
_____ Orifice in Bypass and Pressure Control
Group E. Pilot oil moves the spool a small amount and
directs charge pressure to either end of the pump
_____ Steering Motor with Flushing Valve control piston.
_____ Charge Pump F. Contains two pressure reducing valves which

control the displacement of the steering pump.
_____ Pressure Reducing Valve and Check
Valve G. Uses flow from the steering pump to cause the
machine to make right or left turns.
_____ Charge Pressure Relief Valve
H. Filters charge pump oil.
_____ Right and Left Crossover and Makeup
Relief Valves I. This valve group serves as a collection manifold
for the charge pressure and cooling circuit of the
_____ Steering Charge Circuit Filter steering system.
_____ Bypass and Pressure Control Group J. This valve protects the charge circuit when the oil
is cold.
K. This valve protects the cooler from differential

pressures higher than 345 kPa (50 psi).
L. If charge pump pressure decreases below a set

pressure, oil from the implement pump oil helps
replenish the charge circuit.
M. Steering pump case drain oil directed to steering

motor.
N. Directly connected to the swashplate.

6/98
STMG 699

- 209 -
6/98
STMG 699

ENGINE OFF
- 210 -
6/98
STMG 699
DOZER LIFT VALVE

HOLD
- 211 -
6/98
STMG 699
QUICK-DROP OPERATION
HOLD
- 212 -
Directions: Draw the wires between the components of the starting and charging system.
6/98
STMG 699
D8R STARTING AND CHARGING SYSTEM

200 BK
KEY START 321 BR
BACK-UP ALARM
SWITCH
BACK-UP ALARM
R BACK-UP ALARM
308 YL SWITCH
10 A
C OFF
S ON
B ST KEY START
121 RD
105 RD
10 A
101 RD 304 WH S G
307 OR
STARTER BAT MTR
RELAY RD 00 STARTER
- 213 -
109 RD MOTOR MOTOR

306 GN
200 BK
NEUTRAL-START
SWITCH 101 RD 200 BK
109 RD
109 RD DISCONNECT
MAIN ALTERNATOR BUS BAR
RELAY SWITCH
112 PU BREAKER FRAME ENGINE
109 RD 105 RD
RD 00 RD 00 BK 00
308 YL
10 A 10 A
200 BK POS NEG POS NEG
109 RD
ALT
RD 00
+ R 15 A SIDE AND REAR FLOOD LAMPS/RADIO
RD 00

15 A WIPER MOTORS
BATTERIES
15 A CIGAR LIGHTER
Directions: Fill in the blanks with the correct name for each symbol.
6/98
STMG 699
D8R EMS PANEL

- 214 -
6/98
STMG 699
- 215 -
D8R ORIFICE TUBE SYSTEM

Directions: Draw the wires between the components of the air conditioning electrical system.
6/98
STMG 699
KEY START
SWITCH
R
308 YL D8R OPERATOR'S STATION AIR CONDITIONING SYSTEM
C OFF
S ON
B ST KEY START
10 A
105 RD 101 RD 304 WH S G
307 OR
STARTER BAT MTR
RELAY RD 00 STARTER
306 GN MOTOR MOTOR
200 BK NEUTRAL-START
SWITCH 200 BK
109 RD 101 RD
- 216 -
109 RD
MAIN ALTERNATOR BUS BAR DISCONNECT
RELAY 112 PU BREAKER FRAME ENGINE SWITCH
RD 00 RD 00 BK 00
308 YL
BLOWER BLOWER
109 RD
ALT
RD 00
+ R RESISTOR
RD 00
515 GY POS NEG POS NEG BATTERIES
515 GY
517 BU
516 GN THERMOSTAT
521 YL ARC SUPPRESSOR SWITCH
BLOWER 124 GN
MOTOR 20 A
1 2 5 4 3 513 OR 522 WH
BREAKER T°
BLOWER MOTOR REFRIGERANT SWITCH
SWITCH (NORMALLY OPEN BEFORE
REFRIGERANT CHARGE)
AIR CONDITIONER CLUTCH

Directions: Draw the wires between the components of the heating electrical system.
6/98
STMG 699
KEY START
SWITCH
R D8R OPERATOR'S STATION HEATING SYSTEM

308 YL
C OFF
S ON
B ST KEY START
10 A
105 RD 101 RD 304 WH S G
307 OR
STARTER BAT MTR
RELAY RD 00 STARTER
MOTOR MOTOR
306 GN
200 BK
NEUTRAL-START
SWITCH 101 RD 200 BK
109 RD
- 217 -
MAIN 109 RD BUS BAR DISCONNECT

ALTERNATOR
112 PU
RD 00 RD 00 BK 00
308 YL
BLOWER BLOWER
109 RD
ALT
RD 00
+ R RESISTOR
RD 00
515 GY POS NEG POS NEG
515 GY
517 BU
516 GN
BATTERIES
124 GN
20 A
1 2 5 4 3
BLOWER BLOWER MOTOR
MOTOR SWITCH
BREAKER
STMG 699 - 218 -
6/98
INSTRUCTOR NOTES
STMG 699 - 219 -
6/98
INSTRUCTOR NOTES
SESV1699 Printed in U.S.A.
6/98

Cat Dozer Differential Steering

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Cat Dozer Differential Steering

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STMG 699 - 76 -

DIFFERENTIAL STEER COMPONENTS

STEER DRIVE EQUALIZING

DIFFERENTIAL STEER MECHANICAL OPERATION

The sun gears and the center shaft are blue.

The planet gears for all three planetaries are yellow.

DIFFERENTIAL STEER COMPONENTS

STEER DRIVE EQUALIZING

DIFFERENTIAL STEER COMPONENTS

STEER DRIVE EQUALIZING

During a LEFT TURN in the FORWARD direction, the hydraulic motor

NOTE: During normal operation, this system does not provide a

INSTRUCTOR NOTE: For more information about differential

STEERING COMPARISON - ONE PUMP vs TWO PUMPS

ONE PUMP WITH IMPLEMENTS

ONE PUMP WITHOUT IMPLEMENTS

TWO PUMPS - WITH OR

* INSIDE TURNING DIAMETER

D8R STEERING AND IMPLEMENT HYDRAULIC SYSTEM

Differential Steering System

Red Dots - Second reduction of supply pressure

Blue - Blocked oil

Orange - Charge pressure

Orange and White Stripes - Pilot pressure

Orange Dots - Pump control pressure

Green - Tank or case drain oil

Yellow - Activated valve envelopes or

2. Pilot pressure tap

The three pressure taps are:

STEERING MOTOR STEERING PUMP

Steering System Operation

Flow to the closed loop steering system is supplied by an axial piston

Components included in the pump are:

Pressure compensator (cutoff) valve: When the pressure in either

Other components included in the steering system are:

Steering charge circuit filter: Spin-on filter housing with a bypass

Bypass and pressure control group: This valve group serves as a

Components included in the bypass and pressure control group are:

Pressure reducing and check valve: If the charge pump pressure

D8R STEERING PILOT VALVE

TO PUMP FROM BYPASS TO PUMP

D8R STEERING PUMP

LEFT STEER TO STEERING

D8R STEER MOTOR

RIGHT STEER FROM

D8R STEERING PILOT VALVE

RIGHT STEER LEFT STEER

FROM PUMP FROM BYPASS TO PUMP

D8R STEERING PUMP

The pressure compensator valve destrokes the pump if the pressure

D8R STEER MOTOR

STEERING PUMP (TOP VIEW)

PUMP FEEDBACK LEVER PUMP CONTROL VALVE

BYPASS AND PRESSURE CONTROL GROUP

FROM STEER CHARGE

• Component locations: UNDERCARRIAGE

NOTE: The D8R Operation and Maintenance Manual (Form

NOTE: The D8N can be modified to accept these improvements if the

D8R STEERING AND IMPLEMENT HYDRAULIC SYSTEM

IMPLEMENT HYDRAULIC SYSTEM

• Implement hydraulic The implement hydraulic system consists of a variable displacement

- Ripper diverter valve

• Two systems share