Sec 35 Hydraulic

AGRICULTURAL EQUIPMENT SERVICE TRAINING
2300 SERIES
AXIAL-FLOW COMBINE
SECTION 35 HYDRAULIC
Form 5129 Rev. 01/2006
CNH LLC © 2006 Case
700 STATE STREET Corporation
RACINE, WI 53404 U.S.A. All Rights Reserved
Printed in U.S.A.
TABLE OF CONTENTS
MODEL YEAR HYDRAULIC CHANGES ------------------------------------------------------------- 4
BASIC PRINCIPLES OF THE SYSTEM --------------------------------------------------------------- 6
HYDRAULIC COMPONENT LOCATIONS, (MY 2003 AND LATER) -------------------------------- 8
GENERAL INFORMATION ---------------------------------------------------------------------------- 9
HYDRAULIC RESERVOIR AND FILTERS ------------------------------------------------------------ 9
HYDRAULIC RESERVOIR AND FILTERS -----------------------------------------------------------10
HYDRAULIC PUMPS AND DRIVE SYSTEM---------------------------------------------------------12
PFC PISTON PUMP ----------------------------------------------------------------------------------13
MAIN HYDRAULIC VALVE ASSEMBLY ------------------------------------------------------------22
SIGNAL CIRCUITS -----------------------------------------------------------------------------------23
STEERING PRIORITY VALVE -----------------------------------------------------------------------24
STEERING HAND PUMP -----------------------------------------------------------------------------26
MAIN VALVE ASSEMBLY --------------------------------------------------------------------------30
REEL RAISE VALVE (SV1) ------------------------------------------------------------------------39
CONTROL VALVE OPERATION ---------------------------------------------------------------------50
CONTROL VALVE ORIFICE IDENTIFICATION -----------------------------------------------------51
UNLOADING AUGER SWING VALVE --------------------------------------------------------------53
REEL FORE AND AFT VALVE ----------------------------------------------------------------------61
FIELD TRACKER VALVE ----------------------------------------------------------------------------65
HEADER VALVE -------------------------------------------------------------------------------------71
ACCUMULATOR -------------------------------------------------------------------------------------78
AUXILIARY GEAR PUMP ---------------------------------------------------------------------------85
PRESSURE REGULATOR VALVE (MODEL YEAR 2000 AND PRIOR) ----------------------------87
PRESSURE REGULATOR VALVE (MODEL YEAR 2001 AND LATER)----------------------------91
SEPARATOR CLUTCH VALVE (2344/66 - 2388 2002 AND LATER) -----------------------------94
UNLOADING AUGER CLUTCH VALVE-------------------------------------------------------------97
SERVICE BRAKE VALVE----------------------------------------------------------------------------99
PARK BRAKE VALVE ------------------------------------------------------------------------ 107
TOW VALVE --------------------------------------------------------------------------------------- 109
FEEDER CLUTCH SOLENOID --------------------------------------------------------------------- 111
REEL DRIVE VALVE ------------------------------------------------------------------------------- 113
2388 ROTARY AIR SCREEN AND SEPARATOR DRIVE, (PRIOR TO MY 2002) --------------- 117
ROTARY AIR SCREEN ----------------------------------------------------------------------------- 121
HYDRAULIC SYSTEM TESTING PROCEDURES -------------------------------------------------- 122
TEST PROCEDURES-------------------------------------------------------------------------------- 125
LOW PRESSURE STANDBY ----------------------------------------------------------------------- 126
HIGH PRESSURE STANDBY ----------------------------------------------------------------------- 128
STEERING SIGNAL RELIEF PRESSURE ----------------------------------------------------------- 130
REEL DRIVE RELIEF PRESSURE------------------------------------------------------------------ 132
REGULATED PRESSURE --------------------------------------------------------------------------- 134
FIELD TRACKER, PARK BRAKE RELIEF --------------------------------------------------------- 136
AUXILIARY GEAR PUMP FLOW ------------------------------------------------------------------ 138
PFC PUMP FLOW --------------------------------------------------------------------------------- 140
HYDRAULICS
SEPARATOR AND ROTARY AIR SCREEN, (PRIOR TO 2002) ----------------------------------- 142
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2300 Series Axial-Flow Combine
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HYDRAULICS
OBJECTIVES
After completion of this section of the training manual, the learner will be able to accomplish
the following:
• Understand how to read hydraulic schematics.

• Know the location of all hydraulic components.
• Know how all the hydraulic components function.
• Know how each hydraulic circuit functions.
• Be able to pressure test each hydraulic circuit.
• Be able to properly disassemble and reassemble the main valve assembly.
• Be able to diagnose and systematically troubleshoot defects in the hydraulic system.
Keep an eye out for symbols, which will alert you to special information.
Wait a Minute… This symbol will preface a frequently asked question.
REMEMBER: This symbol will preface tips to remember.
IMPORTANT: This symbol will preface a tip that you should definitely not
ignore.
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HYDRAULICS
MODEL YEAR HYDRAULIC CHANGES

Model Year 2006
• PFC pump high pressure stand by is increased to 3000 PSI.
• For European units the orifice plates may be removed from the reel fore/aft valve
and incorporated into the header fittings.
Model Year 2003
♦ The 2366 received the hydraulic driven rotary air screen drive.
Model Year 2002
♦ The 2388 PTO clutch has been replaced with a clutch belt rotor drive similar to the
2344-66. This change eliminates the PTO clutch, filter and cooler. The operating
solenoid is also moved to the regulator valve assembly.
♦ The engine mounted rotary air screen pump is a tandem pump mounted on the end
of the auxiliary pump.
Model Year 2001
♦ Regulated Valve changed to incorporate the unloader engagement and seperator

engagement valves for the 2344/66 machines.
♦ Regulated Valve changed to incorporate the unloader engagement 2388 machines.
♦ Hydraulic operated feeder reverser, (reviewed in a separate section)
♦ Third feeder lift cylinder added for machines equipped for 12 row corn heads.
♦ Second steering cylinder added for machines equipped for 12 row corn heads.
Model Year 2000

♦ Reel Fore/Aft operation made standard on all machines and the valve is
incorporated into the main valve assembly.
Model Year 1999

♦ Unloading engagement orifice add to slow down engagement.
♦ 2388 rotary air screen changed to rotate at all times.
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BASIC PRINCIPLES OF THE SYSTEM

2300 Series Combines use a combination of PFC and open-center hydraulics. In a PFC
system, oil flow is minimal unless there is a hydraulic demand. In an open-center system, oil
is constantly pumped through the system regardless of hydraulic demand.
Flow Across a Restriction

The hydraulic system of the combine uses the principle of flow across a restriction for some
functions. It is important to understand this basic principle in order to understand how the
system works, or more importantly, why the system may not be working.
1. When oil flows through an unrestricted passage, the pressure in this passage, if any, will
remain constant as long as pump flow remains constant.
2. When oil in a passage flows across a restriction, the pressure after the restriction will be
less than the pressure before that restriction. Flow must exist for this to happen. A
restriction can occur by any component causing a resistance to flow.
3. When oil in a passage is fully restricted from flow (no-flow), the pressure in the passage
will build until it reaches the relief valve setting. This relief pressure will be maintained as long
as the flow is blocked and the pump is functioning normally. This is true regardless of what
component is blocking flow. No flow will create constant pressure in the passage based on
the relief valve setting.
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HYDRAULICS
BASIC PRINCIPLES OF THE SYSTEM

Pilot Operated Hydraulic System
1. Pilot-operated hydraulic system has two basic parts or sections: A pilot (also called
primary) section, and a main (also called secondary) section.
2. When a pilot-operated system is actuated, the pilot (primary) always moves first. Once
the pilot has operated, the main (secondary) section always moves last. This is true whether
the system is being activated or deactivated.
3. The movement of the pilot (primary) controls a very small amount of oil flow (pilot flow).
The movement of the main (secondary) controls the majority of the oil flow (main flow) and is
responsible for actuating a given system.
The header raise/header lower and reel drive valve are three examples of a pilot operated
system used on the combine.
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HYDRAULICS
HYDRAULIC COMPONENT LOCATIONS, (MY 2003 AND LATER)
1 Foot-N-Inch Valve 10 Steering Priority Valve 19 Air Screen Hydraulic Motor

2 Steering Hand Pump 11 Hydrostatic Motor 20 Air Screen by-pass Valve
3 Brake Valve - Service 12 Return Filter - Hydraulic. 21 Reservoir
4 Feeder Manifold With 13 Pressure Regulator Valve 22 Separator Clutch Valve
Thermal Relief
5 Ride Control Accumulator 14 Auxiliary Gear Pump 23 Hyd. Feeder Reverser
6 Reel Drive Valve 15 Suction filter – Hydro 24 Hydrostatic Pump
7 Park Brake / Feeder Valve 16 Unloader Clutch Valve 25 Return Filter – Hydro
8 Ride Control Accumulator 17 PFC Pump
Valve
9 Main Valve Assembly 18 Air Screen Gear
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HYDRAULICS
GENERAL INFORMATION
This section addresses the hydraulic system of the 2300 Series Combines.
Electro-hydraulic System
The two hydraulic systems that control the functions of the combine are as follows:
PFC (closed-center) sys. Rotary Air Screen Pump Aux. Pump (open-center) sys.
1. Steering Rotary air screen motor 1. Unloading auger engage
2. Header raise 2. Separator engage 2344/66,
(2388 on 2002 and later)
3. Reel raise 3. Feeder engage
4. Unloading auger swing 4. Brake valve
5. Reel fore and aft 5. Park brake
6. Field Tracker 6. Pilot oil for header raise and lower
7. Feeder Reverser 7. 2-speed Hydro motor (2366/88)
8. Reel Drive
Refer to the foldout at the back of this section for schematic layouts.
“Field tracker” is a registered trademark of HCC, Inc.
Reservoir
Air Screen. Pump
Air Screen
Motor
Aux. Pump PFC Pump Hydro. Pump
Charge Pump
Pressure
Steering Priority Case Drain
Regulator Valve
Valve
Feeder Hydro. Motor

Reverser
Regulated Reel Drive Steering Motor Main Valve

Functions Valve Heavy Lines
Represent
Priority Flow
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HYDRAULICS
HYDRAULIC RESERVOIR AND FILTERS
Model Year 2001 and Later
1. Pressure Regulating Valve

2. Hydraulic Return Filter
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HYDRAULICS
HYDRAULIC RESERVOIR AND FILTERS

Hydraulic Reservoir, (See electrical section for instrumentation)
The hydraulic reservoir is located on the upper left side of the combine, just in front of the
hydro pump, and is shared by the hydraulic and hydrostatic drive systems. It has a capacity of
38 L. (10 gals.) of Hy-Tran Ultra hydraulic oil. The reservoir contains a separate filtered
breather assembly and screened fill inlet. Do not remove the screen when filling the reservoir.
Two sight glasses on the rear of the reservoir provide a visual check of the oil level. This
check should be made with the header lowered to the ground. If no oil is visible in the lower
sight glass, add oil until it is visible in the top sight glass. Do not overfill. 2300 Series
Combines have a low hydraulic oil level sender in the hydraulic reservoir. It must be installed
with the “ARROW” pointing up. The oil lever sender is only for sudden loss of hydraulic oil and
does not eliminate the need for inspecting the oil level sight glasses.
Filtration System
The filtration system consists of two external spin-on filters. These elements are 95% efficient
at a 10-micron rating. The service interval for the filters and oil is 1000 hours. One filter is for
the hydrostatic drive circuit; the other is for the hydraulic system. The spin-on hydraulic
system filter is in the return circuit to the reservoir. The filter base contains a 1.72 bar (25 psi)
bypass valve to protect the filter from rupturing. There is no warning light or alarm to tell the
operator that the oil is bypassing, so it is important that the filter is serviced at the
recommended intervals. The same hydraulic filter and filter base is used on the suction side of
the hydrostatic system. The hydrostatic system filter is between the reservoir and hydro
charge pump. This means oil is drawn through the filter by the hydro charge pump. The
bypass valve in the filter base will not open because the charge pump can not create enough
suction to cause the bypass to open. If the hydro inlet filter plugs, the machine will stop due
to lack of charge pressure. Do not operate the combine for longer than 30 seconds if the
hydro inlet filter is plugged. The hydrostatic pump could suffer serious damage.
Hydraulic oil cooling system, (See electrical section for instrumentation)

Heat is generated as oil moves through the system. A hydraulic oil cooler is used to remove
excess heat from the system. Excess oil from the hydro charge pump, and case drain oil from
the hydro system, is routed through a 40 micron wire mesh in-line filter to the oil cooler and
returned to the PFC pump inlet. The service interval for the 40-micron wire mesh in-line filter
is 1000 hours. Located on top of the hydro pump in the case drain fitting is a hydraulic oil
temperature sending unit. If the hydraulic oil temperature exceeds 101oC (214o F) the warning
light will illuminate and a continuous audible alarm will sound. The filter is protected with a
filter by-pass valve. If the pressure in the filter or the oil cooler circuit get above 2.75 bar (40
psi) due to blockage the by-pass will open sending the oil back to the reservoir.
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HYDRAULICS
HYDRAULIC PUMPS AND DRIVE SYSTEM
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PFC PISTON PUMP

The 2300 Series Combine uses a combination of PFC and open-center hydraulic systems.
The PFC pump assembly contains an axial piston pump with a tandem gear-type pump
mounted to it. The PFC pump assembly is driven by a double V-belt and pulley system driven
directly from the PTO housing. Belt tension is maintained by a spring loaded idler. The PFC
system will only produce the pressure and flow required to meet system demands when they
occur. When discussing PFC hydraulics, it is important to realize that with the engine running
the hydraulic system will always be in one of three modes:
• Low-pressure standby (could be thought of as neutral).

• Pressure and flow compensation (when the system is meeting the demand for oil).
• High-pressure standby (could be thought of as high-pressure relief).
PFC PUMP SPECIFICATIONS

Pump output (max) 94.6 l/m (25 gpm)
Pump output (min) 71.9 l/m (19 gpm)
Minimum System Pressure 31-41.5 bar (450-600 psi)
(Low Pressure Stand-by) See Low Pressure Stand-by test for
additional information
High pressure standby 186.3 bar (2700+/-50 psi)
MY2006 207 bar (3000 PSI)
THE PFC SYSTEM IS USED TO OPERATE

THE FOLLOWING FUNCTIONS
Steering Header raise
Reel raise Unloading auger swing
Reel fore and aft Field tracker
Hydraulic Feeder Reverser
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PFC PISTON PUMP
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PFC PUMP OPERATION

The PFC pump assembly is located directly below the reservoir. The PFC pump is an axial-
piston type pump made by Eaton. When the drive shaft of the piston pump is rotated, the
piston cylinder block, which is splined to the drive shaft, also turns. The piston block contains
nine pistons assemblies which have free swiveling slippers attached to the ball-end of the
piston assembly. The slippers ride against the machined surface of the swash plate.
When the swash plate is tilted from neutral to the maximum angle of 17 degrees by the swash
plate control spring, the piston slippers follow the inclined surface of the swash plate and begin
moving in and out of the piston block bore. Half of the piston assemblies are being pulled out
of the piston block while the remaining half of the pistons are being pushed back into the
piston block. As the pistons are pulled from the piston block, they draw oil into the piston
block bores. This supply oil comes from the kidney shaped intake port. As the piston crosses
over top dead center, the piston push the oil out of the piston block bores into a kidney shaped
outlet pressure port. Each of the nine pistons completes this cycle for each revolution of the
pump shaft. This causes a continuous even flow of oil from the pump.
The greater the swash plate angle, the greater the piston stroke. This increase in stroke
causes more oil to be pulled into the pump and discharged out of the pressure port. When the
engine is at high idle and the swash plate is at 17 degrees the pump output is approximately
94.6 l/m (25 gpm).
PUMP COMPENSATOR
The pump compensator assembly controls the angle of the swash plate by directing oil to the
swash plate control piston. The swash plate control piston will over come the swash plate
control spring, placing the swash plate at the proper angle.
The main valve assembly and steering hand pump each contain a signal port. The signal port
and associated lines direct a signal pressure to the pump compensator. This signal pressure
is equal to the system work pressure. The pump compensator will use this signal to place the
piston pump swash plate at the proper angle to meet the system demand. The outlet pressure
at the pump will be 27.6 bar (400 psi) higher than the signal line pressure due to the 27.6 bar
(400 psi) spring in the compensator. The pump outlet pressure will continue to be 27.6 bar
(400 psi) higher than signal line pressure until the high-pressure standby pressure is reached.
After high pressure standby is reached, the pump outlet pressure and the signal line pressure
will become equal.
IMPORTANT: The compensator mounting sealing o’rings and gasket are now
available through the parts system. P/N 187832A1
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LOW PRESSURE STANDBY
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HYDRAULICS

When there is no demand for oil flow, the pump will go into the low-pressure standby mode.
Low-pressure standby means low pressure and minimal flow in the system. When the engine
is not running, no pressure exists in any circuit. In this state, the swash plate control spring is
holding the piston pump at full stroke. When the engine is started and the pump begins to
rotate, it will momentarily try to pump oil. This creates outlet pressure at the pump. This
pressure is directed to the flow compensator spool and the high-pressure spool through
passages in the piston pump back plate. The two spools in the pump compensator are both
spring biased. The flow compensator spool has a 27.6 bar (400 psi) spring while the high-
pressure spool has a 186.3 bar (2700 psi) spring. The pump pressure is directed to the non-
spring side of these two spools. As pressure builds, it will cause the flow compensator spool
to shift against its 27.6 bar (400 psi) spring. When the spool shifts it allows pump oil to pass to
the pump control piston. This piston will extend and cause the swash plate to move against
the control spring. The swash plate will move to a nearly zero degree angle, de-stroking the
pump. In this condition, the pump will only move enough oil to make up for internal leakage
within the system and maintain 31-41.5 bar (450-600 psi). The pump will remain in this
position until there is a demand for oil. In low-pressure standby mode the pump produces less
heat and uses less horsepower than an open-center system. Low pressure standby also
makes starting the engine easier.
Minimum system pressure is 31-41.5 bar (450-600 psi) in the low-pressure standby mode.
There is a 0.61 mm (0.024in) dynamic sensor orifice located in the steering priority spool. The
dynamic sensor orifice connects the pump outlet port to the signal port of the pump
compensator through the orifice check valve. If the oil in the signal line can flow through the
steering hand pump too freely a 0.78 mm (0.031”) orifice in the steering hand pump signal
passage provides back pressure in the signal line. This signal pressure of 3.45-10.3 bar (50-
150 psi) is sent to the spring-end of the flow compensator spool. The spring pressure of 27.6
bar (400 psi) plus the signal line back pressure puts the pump into low pressure standby mode
ranging from 31-41.5 bar (450-600 psi).
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HYDRAULICS
PRESSURE AND FLOW COMPENSATION
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HYDRAULICS
PRESSURE AND FLOW COMPENSATION

The flow of oil from the pump is controlled by the difference in pressure at opposite ends of the
flow compensator spool. When a valve is opened to operate a function on the combine, the
outlet pressure of the pump will drop. This drop in pressure is detected on the non-spring end
of the flow compensator spool. The spring will now shift the spool and allow oil to drain from
the pump control piston into the pump case. The swash plate control spring will tilt the swash
plate, causing the pump to provide more oil flow. When the flow demand of the system is met,
the swash plate will be tilted to provide only the flow required by the component(s) in use. The
working pressure in the system is fed back to the spring-end of the flow compensator spool
through the signal line. The pump must produce flow at a pressure equal to the working
pressure desired, plus enough to overcome the 27.6 bar (400 psi) spring on the flow
compensator spool. When the outlet pressure is high enough to overcome both the spring
and work pressure, the flow compensator spool will shift allowing oil to flow to the control
piston, causing the pump to destroke to match the demand.
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HYDRAULICS
HIGH PRESSURE STANDBY
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HYDRAULICS

Should the hydraulic system stall-out under a high load, or a cylinder reach the end of its
stroke, the pump will go into high-pressure standby until the load is overcome or the valve is
returned to neutral. When the system stalls-out, there will be no flow across the controlling
valve. The pressure will then equalize on both ends of the flow compensator spool. The
spring will then cause the flow compensator spool to shift. At the same time, the pressure will
start to rise in the system until it is able to move the spring-loaded high-pressure spool. This
spring is set at 207 bar (3000 psi). When the high-pressure compensator spool shifts, it
directs oil to the swash plate control piston, de-stroking the pump.
The pump will remain in the high-pressure standby mode until the load is overcome or the
valve is returned to neutral. When the valve is returned to neutral, pressure is no longer
available to the signal line. The flow compensator spool will shift allowing oil to extend the
control piston and destroke the pump. Signal line pressure is bled-off through a 0.5 mm
(0.020”) signal orifice check valve threaded into the steering priory valve, a 0.89 mm (0.035”)
dampening orifice located in the steering priority valve, a 0.78 mm (0.031”) orifice in the
steering hand pump and then to the reservoir. When the signal pressure is bled-off, the flow
compensator spool will return the system to low pressure standby.
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HYDRAULICS
MAIN HYDRAULIC VALVE ASSEMBLY
1. PFC Pump
Pressure Test Port
2. Signal Line
3. PFC Pump Supply
4. Return Port
5. Regulated Supply
6. Signal Pressure
Test Port
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HYDRAULICS
SIGNAL CIRCUITS
The signal circuit pressure may be generated from three sources:
• Steering Circuit
• Header Circuit
• Signal Valve Circuit
The steering and header raise circuits react differently than the reel raise, reel fore/aft,
unloading auger swing, and field tracker circuits. This is due to the location of the signal line.
The steering and header raise rates are variable by the operator, unlike the other functions,
which are not adjustable. For example, the steering speed can be affected by how fast the
operator turns the steering wheel. The header raise rate can be increased or decreased by
changing the raise rate potentiometer setting. However, the adjustments for speed of reel
raise, reel fore/aft, unloading auger swing and field tracker, are set by the size of the orifices in
each valve.
The signal line for the variable control systems (steering and header raise) is located after
each control valve, (monitoring the circuit work pressure). In this location, the signal line will
sense actual working pressure in the cylinder(s).
The reel raise, reel fore/aft, unloading auger swing, and field tracker signal line is connected
before the orifices that control the actuation speed. As a result, the signal pressure sensed is
not the actual working pressure at the cylinder(s), but full system pressure. In this case, no
pressure drop is detected and the oil pressure on either side of the flow compensator spool
will remain equal. This situation will cause the system to go on high-pressure standby
whenever reel raise, reel fore/aft, unloading auger swing, and field tracker are operated.
Within the PFC system there are two checks valves located in the signal lines. One at the
header valve and one at the steering priority valve. The purpose of these checks is to allow
the highest signal line pressure to get back to the compensator. This will make sure that the
component with the highest-pressure demand is satisfied.
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HYDRAULICS
STEERING PRIORITY VALVE
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STEERING CIRCUIT
Steering Priority Valve
The steering priority valve is located on the left side of the combine. The primary function of
the steering priority valve is to maintain a priority flow of oil to the steering system. Oil from
the PFC pump is directed to the inlet of the steering priority valve. Inside the valve is the
priority spool, which is spring biased. The spring will position the spool so incoming oil will to
go to the steering hand pump first.
When steering is not being used, pressure will increase due to the closed-center steering hand
pump. This build-up of pressure is directed to the non-spring end of the priority spool through
a screened 0.79 mm (0.031 in) dampener orifice. At the same time, a screened 0.64 mm
(0.025 in) dynamic sensor orifice directs oil to the spring-end of the priority spool and to the
signal line. The dynamic sensor orifice keeps the signal line filled with oil to keep the steering
responsive. At the same time this oil is allowed to drain to the reservoir through the orifice in
the steering hand pump spool. If the oil in the signal line can flow through the steering hand
pump too freely, the 0.79 mm (0.031 in) orifice in the steering hand pump will create a back
pressure of 10.3 bar (50-150 psi) in the signal line. This pressure in the signal line plus the
27.6 bar (400 psi) springs in the compensator act together to put the system at low pressure
standby. With the oil on the spring-side of the priority spool draining to the reservoir, and the
increased pressure on the opposite end, the spool will shift against the spring. The priority
spool will meter just enough oil to the steering circuit to make-up for the oil being bled-off
through the 0.79 mm (0.031 in) orifice in the steering hand pump during low pressure standby.
On the spring-end of the steering priority spool is an orifice fitting that connects the steering
hand pump signal line to the steering priority valve. This orifice fitting has a 0.79 mm (0.031
in) orifice in it, which serves as a dampening orifice to control priority spool movement.
The steering hand pump circuit is opened when steering is required. This will cause a
pressure drop on the non-spring end of the priority spool. The spring will shift the priority spool
to direct oil out to the steering hand pump. The PFC pump will stroke to meet the steering
demand. When steering demand is satisfied, pressure will start to build on the non-spring end
of the priority spool. The pressure will overcome the spring, shifting the priority spool, thus
allowing excess oil to be supplied to the main valve assembly if required.
Threaded into the steering priority valve is a screened 0.50-mm (0.020in) orifice check. This
orifice check allows oil pressure to get to the compensator when in low-pressure standby
mode and when steering the combine. It also allows signal line pressure, once a function has
been completed, to bleed from the compensator to reservoir through the steering hand pump,
which de-strokes the pump.
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HYDRAULICS
STEERING HAND PUMP
Neutral Position 1. Recirculation Check

2. Return
3. Steering Relief
4. Left Turn
5. Signal Line
6. Right Turn
7. 0.031 Orifice
8. Supply
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HYDRAULICS
STEERING CIRCUIT
Steering Hand Pump
2300 Series Combines use an Eaton steering hand pump. This hand pump is a closed-center,
load-sensing design to minimize horsepower consumption and heat generation. With 2001
production, all machines use the same 0.14 L (9 CID) hand pump. The 12 row ready 2388’s
are equipped with two smaller steering cylinders and will require additional rotations of the
steering wheel when making turns. Mid-2002 12 row machines will change to a 0.23 L (14
CID) hand pump to reduce the rotations from stop to stop. The cylinder hoses will also change
to handle the added flow. Current built machines should take approximately number of turns
lock to lock;
NA NA -2 Cylinders Europe
Left Turn 4.6-5 Turns 4.6 Turns 6.1-6.5 Turns
Right Turn 3.8-4.2 Turns 4.6 Turns 5.1-5.5 Turns
Steering Neutral
When there is no demand for steering, the spring-centered main spool and sleeve block the oil
inlet port and the ports to the steering cylinder. At the same time the main spool and sleeve
open a passage so the signal line can drain to the reservoir. The 0.64 mm (0.025 in) dynamic
sensor orifice directs oil to the spring-end of the priority spool and to the signal line. The
dynamic sensor orifice keeps the signal line filled with oil to keep the steering responsive. At
the same time this oil is allowed to drain to the reservoir through the 0.79 mm (0.031 in) orifice
in the steering hand pump. The 0.79 mm (0.031 in) orifice in the steering hand pump will
create a back pressure of 10.3 bar (50-150 psi) in the signal line. This pressure in the signal
line plus the 27.6 bar (400 psi) spring in the compensator act together to put the system at low
pressure standby. The internal check valve between the supply and return passages is closed
at this time.
Power Turn (left or right)

Oil from the PFC pump enters the steering hand pump at the supply port. This opens the
spring-loaded check valve and seats the recirculation check. As the steering wheel is rotated
(left or right), the main spool will move within the sleeve. This movement will direct oil to the
metering section as well as to the signal line. The metering section begins to rotate with the
rotation of the steering wheel. This moves oil from the PFC pump to the rod-end or the base
end of the cylinder depending on the direction of rotation. At this point the oil pressure going
to the cylinders is also transmitted back to the compensator by way of the signal line.
Oil returning from the cylinder is directed back to the main spool and sleeve, then out the
return port of the steering hand pump to the oil filter. When rotation of the steering wheel is
stopped, the spring-centered main spool and sleeve return to the neutral position. This stops
oil flow to the metering section and traps oil in the cylinder.
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HYDRAULICS
STEERING RELIEF VALVE
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HYDRAULICS
STEERING RELIEF VALVE

If the steering wheels are turned to their stops, or the wheels can no longer be turned, the
steering system pressure increases until it goes on relief. When the pressure increases above
158-165 bar (2300-2400 psi), a simple relief valve located in the steering hand pump signal
line will open. A 0.078mm (0.031”) orifice is located in the hand pump to limit the amount of oil
that is being feed into the signal line, so that the relief valve can limit the pressure in the signal
line. This will limit the signal pressure available to the steering priority valve and the
compensator. The purpose of this relief valve is to limit the maximum pressure available to the
spring-side of the priority spool, thus allowing oil to flow to the main valve assembly. If the
steering relief pressure is set too close to the high-pressure stand-by pressure, the oil flow to
the main valve assembly may be cut off when the steering relief valve opens. This relief valve
is factory set between 158-165 bar (2300-2400 psi).
Manual Steering
The steering circuit will permit manual steering control of the combine in the event of a dead
engine; however, steering effort is more demanding. Manual steering uses the existing oil in
the steering circuit for the oil supply, and the operator turning the steering wheel as input
power. In manual steering operation, the metering section (turned by the operator) is used as
the pump to supply oil to the steering cylinder.
Manual Turn (left or right)

As the operator rotates the steering wheel, the centering springs compress and the main spool
changes relationship to the sleeve. Since there is no supply of hydraulic oil from the PFC
pump, the inlet check valve will be held on its seat by the spring. At this point, the recirculation
check ball will not be seated due to the fact there is no incoming oil. This allows oil from the
return port to be drawn past the recirculation check, through the main spool and sleeve, to
supply the metering section, which is now acting as the pump. The metering section controls
the amount of oil being directed to the cylinder based on the rotation speed of the steering
wheel. Oil flow from the metering section is then directed to the spool and sleeve, then out to
the steering cylinder.
Oil returning from the steering cylinder is directed back to the main spool and sleeve, then to
the return port. Since return port oil is now the supply to the metering section, and the
recirculation ball is off its seat, the oil can again be directed to the metering section for a
continuous supply.
When the rotation of the steering wheel is stopped, the centering springs return the main spool
and sleeve to a neutral position.
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HYDRAULICS
MAIN VALVE ASSEMBLY
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HYDRAULICS
MAIN VALVE ASSEMBLY

The main valve assembly is located to the left of the cab, behind an access panel on the
operator’s platform. Oil is supplied to the main valve assembly from two sources.
1. The PFC pump.

2. Regulated pressure from the auxiliary gear pump.
The main valve assembly is a closed-center system responsible for directing oil to five different
functions. They are:
Header Raise This circuit utilizes two single acting ram-type

cylinders. An accumulator is optional.
Reel Raise This circuit utilizes a master/slave cylinder
arrangement on the header.
Unloading Auger Swing This circuit utilizes one double acting cylinder on
the unloading auger tube.
Reel Fore and Aft This circuit utilizes two double acting cylinders on
the header.
Field Tracker The circuit utilizes one double acting cylinder on the
front of the feeder house.
In addition, two test ports are located on the main valve assembly. One port is for testing PFC
pump pressure. The other port is for testing signal pressure.
NOTE
Starting for the 2000 year model machines the Fore/Aft valve is standard equipment. The
main valve assembly has been changed making the Fore/Aft valve part of the main valve
assembly rather then a bolted on addition. All replacement parts will still treat the main valve
assembly and Fore/Aft as two separate components so that the 2100’s and earlier 2300’s can
be serviced.
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HYDRAULICS
MAIN VALVE ASSEMBLY SOLENOID FUNCTIONS
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HYDRAULICS
MAIN VALVE ASSEMBLY SOLENOID FUNCTIONS

The control valves on the main valve assembly use solenoids to activate the primary spools.
The solenoids pull a pin into the cartage to shuttle the primary spool. In the center of the
solenoid there is a pin that may be manually activated if the solenoid circuit should fail. The
signal valve, reel raise and lower valves can not be manually overridden.
REMEMBER: This manual activation may be used to determine if failure of a circuit is

due to the electrical system or the hydraulic system.
• When manually activating the header raise, lower or reel drive, pushing the pin in
should cause the operation to be activated if the failure is due to the electrical system.
• When manually activating the auger swing, reel fore / aft or the field tracker the
problem could also be with the signal valve not signaling the PFC pump.
1. Place the steering against the stops and hold the steering wheel in that
position, the pump will stay on high pressure.
2. Manually activate the circuit that is to be tested.
Function Solenoid(s) Can

Manually
Override
Header Lower 2 X
Header Raise 4 X
This is a list of which
Reel Lower 3
solenoids must be
Reel Raise 5 and 1
energized to operate a
Reel Fore 5 and 9 X
given hydraulic function.
Reel Aft 5 and 8 X
Unloading auger Extend 5 and 6 X
Unloading auger Retract 5 and 7 X
Field Tracker CCW (left-tilt). 5 and 10 X
Field Tracker CW (right-tilt) 5 and 11 X
Feeder Reverser Solenoid and 5 X
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HYDRAULICS
MAIN VALVE ASSEMBLY
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HYDRAULICS
MAIN VALVE ASSEMBLY

When one of the functions in the main valve assembly is activated, oil is sent from the PFC
pump through the steering priority valve, then on to the main valve assembly. The oil enters
the main valve assembly at the header valve. The oil flows through the header valve to a
screen. This oil then is distributed through the entire main valve assembly by way of a
common supply galley. At this point, the activated function would receive oil to complete the
work required. Oil would also be available at the inlet of the other functions in the main valve
assembly, and ready to do work when needed. The PFC pump will return to low-pressure
stand-by mode when oil is no longer required for the function(s) in the main valve assembly.
Function Identification
Reel raise SV1

Reel lower SV3
Signal valve SV4
REMEMBER: Each of these valves is different as indicated by their SV number. It is

important that none of these valves are interchanged, as it will effect the performance
of the main valve assembly functions.
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HYDRAULICS
SIGNAL VALVE (SV4)
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HYDRAULICS
SIGNAL VALVE (SV4)

The signal valve solenoid (SV4) is used to allow signal pressure back to the pump
compensator when reel raise, unloading auger swing, reel fore/aft, or field tracker is activated.
The SV4 solenoid valve is a two-way, normally closed, cartridge-type spool. An O-ring and
back-up washer isolates the two work ports. The valve assembly contains an armature, an
armature spring, a spool and outer sleeve. The spool is attached to the armature. The
armature is also hollow with an armature spring on the opposite end from the spool.
SV4 Valve Solenoid De-energized

When the solenoid is not energized, the armature spring pushes the armature down until the
ring on the outer diameter of the spool contacts the outer sleeve. At this point, the “A” port is
isolated from the “B" port. If flow comes from port “A”, the spool will block the flow. If flow
comes from port “B”, it will be directed through the hollow stem of the spool, through the hollow
armature and fill the area above the armature spring adding to the spring force holding the
spool down. The spool will remain closed because the valve has equal pressure at either end
of the spool, as well as spring pressure pushing down on the spool.
SV4 Valve Solenoid Energized

When the solenoid is energized, the coil creates a magnetic field. The armature is attracted to
the magnetic field and moves against the armature spring compressing it. The oil above the
armature is displaced through the hollow stem of the valve, allowing the spool to shift-up. Oil
can now pass freely between the “A” port and “B” port.
NOTE: The SV4 (signal valve) valve must be energized when activating the following
functions:
1. Reel Raise
2. Reel Fore/Aft
3. Unloading auger swing
4. Field Tracker
5. Feeder Reverser
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HYDRAULICS
REEL RAISE VALVE (SV1)
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HYDRAULICS
REEL RAISE VALVE (SV1)

The reel raise valve (SV1) is used to raise the reel. The SV1 solenoid valve is a two-position,
three-port, cartridge-type spool. O-rings and backup washers isolate the work ports. The
valve assembly contains an armature, an armature spring, a spool and outer sleeve. The
spool is hollow and has a ring on the outer diameter to limit downward travel of the spool in the
outer sleeve. The spool is attached to the armature. The armature is also hollow with a spring
above it.
SV1 Solenoid De-energized

When the solenoid is not energized, the armature spring pushes the armature down until the
ring on the outer diameter of the spool contacts the outer sleeve. At this point, the “A” port is
isolated from the “B” and “C” ports. The “B” and “C” ports are connected or normally open. Oil
coming from the “A” port is blocked by the spool. Oil flow coming from “B” port is directed
through the outer sleeve to the spool. The spool has a recessed area with radial holes for oil
to travel from the outer sleeve to the center of the spool. The hollow stem of the spool will
direct the oil out “B” port, while filling the area above the armature.
SV1 Solenoid Energized

the magnetic field and moves against the armature spring compressing it. The oil above the
armature is displaced through the hollow stem of the spool, allowing the spool to shift up. The
“A” port is now connected with the “C” port. The “B” port is blocked. When oil comes from “A”
port, it will move through the outer sleeve to the spool, through the radial holes to the center of
the spool, and out the “C” port.
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HYDRAULICS
REEL LOWER VALVE (SV3)
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HYDRAULICS

The reel lower valve (SV3) is used to lower the reel. The SV3 valve is a two-position, normally
closed, poppet-type valve that is pilot operated and has reverse free flow. An O-ring and
back-up washer isolates the two work ports. The valve assembly contains a spring-loaded
armature with an attached pilot poppet, a pilot poppet spring, a main poppet with two sealing
surfaces that house the pilot and spring, and an outer sleeve. The main poppet has an outer
angled face that seats to the outer sleeve, and an inner seat for the pilot poppet. There is a
small orifice above the sealing area on the outside of the main poppet. This orifice allows
circuit pressure from “A” port to enter the inside of the main poppet by the pilot poppet. The
pilot poppet is hollow and has two cross drilled ports at the top and bottom of the poppet. The
pilot poppet is loosely retained in the armature and is free to slide a small amount in the
armature assembly. The armature is hollow and houses a spring at the opposite end from the
pilot poppet. The armature spring has more force than the pilot poppet spring. The armature
spring will push the armature against the pilot poppet (also collapsing the pilot poppet spring)
which results in the pilot poppet being held on its seat inside the main poppet, and the main
poppet being seated in the outer sleeve. The function of the spring located between the pilot
poppet and the main poppet is to try to lift the pilot poppet from its seat.
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HYDRAULICS
SV3 VALVE
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HYDRAULICS

SV3 Solenoid De-energized
When the solenoid coil is not energized, both the pilot and main poppet are seated. Circuit
pressure from the “A” port is exposed to the seated main poppet and is blocked from flowing
through to the “B” port. Circuit pressure is allowed through the orifice in the main poppet to the
pilot poppet and armature area. Circuit pressure is directed through the cross drilling in the
pilot poppet, through the hollow stem of the pilot poppet and armature, to the top of the
armature. Circuit pressure is also available to the backside of the main poppet which holds
the main poppet seated in the outer sleeve. Circuit pressure from the “A” port works with the
armature spring to hold the pilot poppet on its seat in addition to seating the main poppet
against the outer sleeve. The pressure in the pilot poppet and armature area is equal to circuit
pressure of the “A” port when the solenoid is not energized. No flow exists in the solenoid
valve at this point.
SV3 Solenoid Energized

the magnetic field and moves against the armature spring compressing it. When this occurs,
the pilot poppet is no longer held on its seat by the armature. This permits the pilot poppet
spring to lift the pilot poppet from its seat in the main poppet. The seat for the pilot poppet is a
larger orifice than the orifice in the main poppet. When the pilot poppet is lifted from its seat, a
pilot flow is established through the smaller orifice in the main poppet, through the pilot poppet
seat (large orifice) and out the “B” port of the valve. Orifice size determines flow rate. When
flow across a restriction occurs, the pressure after the restriction will be less than the pressure
before the restriction. Flow must exist for this to occur. Since the orifice under the pilot
poppet is larger than the orifice in the main poppet, the pilot poppet orifice can drain more oil.
The pressure in the pilot poppet area of the main poppet is now less than the circuit pressure
acting on the outside of the main poppet. The pressure exerted on the outside of the main
poppet can then lift the main poppet off its seat within the outer sleeve. When this occurs, the
main poppet allows the “A” port oil to flow past the main poppet and out the “B” port.
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HYDRAULICS
SV3 VALVE
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HYDRAULICS

SV3 Reverse free flow (de-energized)
Oil is directed to the “B” port of the valve assembly during reel raise. The pilot and main
poppet are seated, as described before, with the solenoid not energized. Circuit pressure
through the “A” port is seating the main poppet. Pressure will build on the bottom face of the
main poppet until it is greater than the circuit pressure and armature spring seating the main
poppet, and the pilot poppet. Once pressure is greater than the force seating the main poppet
is reached, the oil in the pilot poppet and armature area (behind the main poppet) is forced
through the side orifice in the main poppet into the “A” port. When this occurs, the main
poppet unseats allowing flow from the “B” port past the main poppet and out the “A” port of the
outer sleeve.
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HYDRAULICS
REEL RAISE
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HYDRAULICS
REEL RAISE AND LOWER

Neutral
In neutral, all three valves (signal valve, reel raise, reel lower) are de-energized. The springs
inside the valves control the position of the spools when no electricity is present. Oil will be
trapped between the reel raise cylinders and the reel lower valve. This will hold the reel at the
desired height.
Reel Raise
In order to raise the reel, the number 1 (reel lift) and 5 (signal valve) solenoids must be
energized. When the reel lift solenoid is energized, it allows the oil to flow from the PFC pump
through the reel raise valve, then out through the reel lower valve to the lift cylinders. The
signal valve solenoid must also be energized. When it is energized it connects the work
pressure line to the signal line. The pressure in the work line will be transmitted to the signal
line and sent to the compensator to tell the PFC pump to send oil to the reel raise cylinders. A
0.91 mm (0.036 in) orifice (see page 34 for orifice location) placed prior to the reel raise valve
is used to control the speed at which the reel raises.
NOTE: When the reel is raised the PFC

pump will go to high pressure stand-by
because the signal line is upstream of the
0.91 mm (0.036 in) orifice. However, the
pump will only develop enough flow to meet
the demand.
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HYDRAULICS
REEL LOWER
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HYDRAULICS
REEL LOWER
Number 3 (reel lower) valve needs to be energized in order to lower the reel. No pump flow is
required to lower the reel; therefore the signal valve is not needed. When the reel lower
solenoid is energized the primary poppet will shift against the spring and then allow the main
poppet to shift. This opens a return path for oil from the cylinders through the reel lower valve,
reel raise valve, a 1.40 mm (0.055in) orifice (see page 34 for orifice location), and on to the
reservoir. The 1.40 mm (0.055in) orifice controls the drop speed of the reel.
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HYDRAULICS
CONTROL VALVE OPERATION

The control valves for the following functions use solenoids to activate the primary spools.
The solenoids pull a pin into the cartage to shuttle the primary spool. In the center of the
solenoid there is a pin that may be manually activated if the solenoid circuit should fail.
This manual activation may be used to determine if failure of a circuit is due to the electrical
system or the hydraulic system.
• When manually activating the header raise, lower or reel drive, pushing the pin in should
cause the operation to be activated if the failure is due to the electrical system.
• When manually activating the auger swing, reel fore / aft or the field tracker the problem
could also be with the signal valve not signaling the PFC pump.
1. Place the steering against the stops and hold the steering wheel in that position, the
pump will stay on high pressure.
2. Manually activate the circuit that is to be tested.
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HYDRAULICS
CONTROL VALVE ORIFICE IDENTIFICATION

The control valves used for the auger swing, reel fore / aft or the field tracker use orifice plates
to control the speed of their circuits. The location of the orifice may vary between valves,
although the valves themselves are identical and could be interchanged provided the orifices
are correctly positioned.
Valve port identification is marked on the sides of the valve body as:
P = Pump Supply
T = Tank or Reservoir
A = Work Port “A”
B = Work Port “B”
ORIFICE SIZE
Circuit Port 0.030 0.035 0.040 0.043

Blue Purple Yellow Pink
Unloading Auger “P” X
Swing “A” X
“B”
“P” X
Reel Fore/Aft “A”
“B”
“P” X
Field Tracker “A”
“B” X
REMEMBER: Reel Fore/Aft orifice plates may require removal when using
European heads that incorporate their own inline orifices.
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HYDRAULICS
UNLOADING AUGER SWING VALVE
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HYDRAULICS

The unloading auger swing valve contains two solenoids, a spring-centered spool, two
controlling orifices, and two pilot-operated check valves. This valve uses direct acting
solenoids to shift a spring-centered spool to control the direction of oil flow.
Unloading Auger Swing Valve in Neutral

When in neutral, the springs on each end of the spool will center the spool in the valve. This
blocks flow from the supply passage to prevent accidental unloading auger swing activation
should another main valve assembly function be activated. Oil is trapped in the cylinder by the
pilot-operated check valves. The pilot-operated check valves are used to prevent the
unloading auger from drifting during combine operation.
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HYDRAULICS
UNLOADING AUGER EXTEND
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HYDRAULICS

Unloading Auger Extend
Number 5 (signal valve) and number 6 (auger extend) solenoids must be energized to extend
the unloading auger. A switch located on the propulsion lever is used to energize the
solenoids.
When the switch is moved into the extend position the signal valve solenoid is energized,
connecting the work pressure line with the signal line. The pressure in the work line will be
transmitted to the signal line and sent to the compensator to tell the PFC pump to send oil to
the unloading auger swing cylinder. At the same time the auger extend solenoid is energized
creating a magnetic field in the coil that acts upon the armature. The armature extends the pin
located inside the solenoid. This pin contacts the spool and causes the spool to shift,
compressing one of the centering springs. This opens a path for oil to flow from the PFC
pump to the cylinder. The oil will flow from the PFC pump through a 0.76 mm (0.030 in) orifice
located in the “P” port, across the spool, through a 1.02 mm (0.040 in) orifice located in the “A”
port opening both check valves, then out to the cylinder extending the unloading auger.
The unloading auger valve has two orifices located in the valve. The 0.76 mm (0.030 in)
orifice is located in the “P” port before the spool. The 1.02 mm (0.040 in) orifice is located in
the “A” port after the spool. The orifices work together to control the speed of the unloading
auger swing.
The unloading auger swing electrical circuit contains limit switches that allow the unloading
auger swing switch to be located in either detent position without causing damage to the
hydraulic system. Electrical current is shut off to the solenoids when the unloading auger
reaches the full out or full-in position.
NOTE: When the unloading auger swing valve is activated, the PFC pump will go to high
pressure stand-by because the signal line is upstream of the 0.76 mm (0.030 in) orifice located
in the “P” port of the unloading auger swing valve. However, the pump will only develop
enough flow to meet the demand.
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HYDRAULICS
UNLOADING AUGER RETRACT
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HYDRAULICS

Unloading Auger Retract
To retract the unloading auger the number 5 (signal valve) and number 7 (auger retract)
solenoids must be energized. A switch located on the propulsion lever is used to energize the
solenoid. When the auger is retracted, the valve will function the same as when in the extend
position. The only difference is that the spool will shift in the opposite direction, and return oil
will flow through the 1.02 mm (0.040 in) orifice located in the “A” port.
NOTE: When the unloading auger swing valve is activated, the PFC pump will go to high
pressure standby because the signal line is upstream of the 0.76 mm (0.030 in) orifice located
in the “P” port of the unloading auger swing valve. However, the pump will only develop
enough flow to meet the demand.
The unloading auger tube can drift outward. Without hydraulic system pressure on the check
valves, small amounts of oil can leak by the load checks. After the unloading auger is swung in
leave the swing switch in the retract position instead of the neutral position. Then, if the
unloading auger creeps away from the saddle, it will immediately return. When transporting
the combine, secure the auger tube to its saddle with the quick pin provided.
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HYDRAULICS
UNLOADING AUGER SWING CYLINDER DECELERATORS
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HYDRAULICS
UNLOADING AUGER SWING CYLINDER DECELERATORS

To prevent damage to the unloading auger saddle and/or tube, two decelerators have been
designed into the unloading auger swing cylinder. The oil supply and return fittings on the
cylinder each have two 1.19 mm (0.047 in) orifices in them. The piston has two 0.50 mm
(0.020 in) orifices drilled in it, one at each end of the piston.
Extend
When the operator extends the unloading auger, the auger will leave the saddle slowly.
Supply oil will enter the cylinder through the two 1.19 mm (0.047 in) orifices on the base-end,
and be exposed to the 0.50 mm (0.020 in) orifice in the piston. Oil will flow through the 0.50
mm (0.020 in) orifice to the base-end of the cylinder and start the piston moving towards the
rod-end. As the piston moves towards the rod-end of the cylinder, the sealing ring on the end
of the piston will move across the two 1.19 mm (0.047 in) orifices. After the sealing ring has
passed the two orifices the oil will stop flowing through the 0.50 mm (0.020 in) orifice, and the
piston will speed up as oil from the two 1.19 mm (0.047 in) orifices is exposed to the end of the
piston. Return oil on the other side of the piston is forced out the other set of 1.19 mm (0.047
in) orifices. The unloading auger will travel about 3/4 of the way out before the piston passes
these two 1.19 mm (0.047 in) orifices. As the piston moves past the two orifices, a sealing ring
on the end of the piston will force the oil to be directed through a 0.50 mm (0.020 in) orifice in
the piston. Now the return oil must flow through the 0.50 mm (0.020 in) orifice to get back to
the reservoir. When this happens the unloading auger will move slower than it did for the first
part of the trip. This will prevent any damage to the unloading auger pivot elbow, plus it will
slow down auger movement when an operator is topping off a load.
Retract
In the retract position, the unloading auger will return at a slow rate of speed for the first 1/4 of
the swing. Then as the piston moves past the two 1.19 mm (0.047 in) orifices on the rod-end,
the unloading auger will speed-up. As the unloading auger reaches the end of its travel, the
piston will move past the two 1.19 mm (0.047 in) orifices of the base-end of the cylinder.
When this happens the return oil is forced through the 0.50 mm (0.020 in) orifice in the piston
and this slows the speed of the unloading auger to prevent damage to the saddle.
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HYDRAULICS
REEL FORE AND AFT VALVE
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HYDRAULICS

The reel fore and aft valve contains two solenoids, a spring centered spool, a 0.76 mm (0.030
in) orifice, and two pilot operated check valves. This valve uses direct acting solenoids to shift
a spring- centered spool to control the direction of oil flow. The reel fore and aft valve is bolted
to the bottom of the main valve assembly.
Neutral Position
blocks flow from the supply passage to prevent accidental activation of reel fore and aft should
another main valve assembly function be energized. Oil is trapped in the cylinders by the pilot
operated check valves. The pilot operated check valves are used to prevent the reel from
drifting.
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HYDRAULICS
REEL FORE
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HYDRAULICS

Reel Fore Position
To move the reel forward, the number 5 (signal valve) and number 9 (reel fore) solenoids must
be energized. A switch located on the propulsion lever is used to energize the solenoids.
When the switch is moved into the fore position the signal valve solenoid is energized
connecting the work pressure line with the signal line. The pressure in the work line will be
transmitted to the signal line and sent to the compensator to tell the PFC pump to send oil to
the cylinders. At the same time the reel fore solenoid is energized creating a magnetic field in
the coil which acts upon the armature. The armature moves a pin located inside the solenoid.
This pin contacts the spool and causes the spool to shift, compressing one of the centering
springs. This opens a path for oil to flow from the PFC pump to the cylinder. The oil will flow
from the PFC pump through a 0.76 mm (0.030 in) orifice located in the “P” port, across the
spool, opening both check valves, and then to the master cylinder.
The reel fore and aft valve has one orifice located within the valve. The 0.76 mm (0.030 in)
orifice is located before the spool in the “P” port. The orifice is used to control the speed of the
reel movement.
Reel Aft Position

To move the reel aft, the number 5 (signal valve) and number 8 (reel aft) solenoids must be
energized. A switch located on the propulsion lever is used to energize the solenoids.
When the reel is moved aft, the valve will function the same as when in the forward position.
The only difference is that the spool will shift in the opposite direction.
NOTE: When the reel is moved fore/aft, the PFC pump will go to high-pressure standby
because the signal line is upstream of the 0.76 mm (0.030 in) orifice located in the “P” port of
the reel fore/aft valve. However, the pump will only develop enough flow to meet the demand.
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HYDRAULICS
FIELD TRACKER VALVE
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HYDRAULICS
FIELD TRACKER VALVE

The field tracker valve contains two solenoids, a spring-centered spool, two controlling orifices,
two alternating check valves, and two relief valves. This valve uses direct acting solenoids to
shift a spring-centered spool to control the direction of oil flow. The field tracker valve is
optional and is bolted to the bottom of the reel fore and aft valve.
Neutral Position
blocks flow from the supply passage to prevent accidental activation of field tracker should
another main valve assembly function be energized. Oil is trapped in the cylinder by the
alternating check valves. The alternating check valves are used to prevent field tracker from
drifting.
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HYDRAULICS
FIELD TRACKER VALVE
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HYDRAULICS
FIELD TRACKER VALVE

Left Tilt
To make the head tilt left, the number 5 (signal valve) and number 10 (left tilt) solenoids must
be energized. In manual mode, a switch located on the propulsion lever is used to energize
the solenoids. In automatic mode, the header tilt module will energize the solenoids.
When the head is tilted to the left, the signal valve solenoid is energized connecting the work
pressure line with the signal line. The pressure in the work line will be transmitted to the signal
line and then to the compensator signaling the PFC pump to send oil to the field tracker
cylinder. At the same time, the left tilt solenoid is energized creating a magnetic field in the
coil, which acts upon the armature. The armature extends the pin located inside the solenoid.
This pin contacts the spool and causes the spool to shift compressing one of the centering
springs. This opens a path for oil to flow from the PFC pump to the cylinder. The oil will flow
from the PFC pump through a 0.89 mm (0.035 in) orifice located in the “P” port, across the
spool, out the “A” port. This flow opens the work side alternating check valve and forces the
pilot spool over, mechanically opening the return side alternating check valve.
The field tracker valve contains two orifices. A 0.89 mm (0.035 in) orifice is located in the “P”
port. A 1.09 mm (0.043 in) orifice is located in the “B” port. The orifices work together to
control the speed of header movement.
Right Tilt
To make the head tilt right, the number 5 (signal valve) and 11 (right tilt) solenoids must be
energized. In manual mode, a switch located on the propulsion lever is used to energize the
solenoids. In automatic mode the header tilt module will energize the solenoids.
When the head is tilted to the right, the field tracker valve will function the same as when tilted
to the left. The only difference is the spool will shift in the opposite direction and return oil will
flow through the “A” port of the field tracker valve.
NOTE: When field tracker is tilted left or right, the PFC pump will go to high pressure stand-by
because the signal line is upstream of the 0.89 mm (0.035 in) orifice located in the “P” port of
the field tracker valve. However, the pump will only develop enough flow to meet the demand.
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HYDRAULICS
RELIEF VALVE RV3
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HYDRAULICS
FIELD TRACKER RELIEF VALVES

Attached to the field tracker valve are two adjustable simple relief valves (RV3). Which act as
shock absorbers. They limit the amount of pressure trapped between the cylinder and field
tracker valve. The relief valves are set at 206.7 bar (3000 psi). If pressure in the system
exceeds this, the valves will open to stabilize the circuit preventing damage to the header
should it contact the ground.
RV3 Operation
The field tracker relief valves (RV3) are an adjustable simple relief. They contain a hollow
poppet, a spring with a ball guide, an adjusting plug, and outer sleeve. The outer sleeve and
the poppet have an O-ring and back-up washer to prevent oil from leaking from one port to
another.
In the neutral position circuit pressure is directed to the side port of the valve. The poppet
isolates the ports from one another. Return circuit oil pressure is directed to the top of the
poppet through the hollow center in the poppet. The poppet will remain seated as long as the
side pressure does not increase higher than the spring and return circuit backpressure holding
the poppet seated.
Relief open
When the circuit pressure on the side port reaches the relief valve setting 206.7 bar (3000 psi)
the valve will open. The oil pressure will cause the poppet to shift against the spring and
displace the oil located on the top of the poppet through the hollow center. Oil will be able to
flow from the side port, out the bottom, and then to the reservoir. The relief valve will close
when the side pressure drops below the spring setting and the return circuit backpressure.
The relief valves are set from the factory at 206.7 bar (3000 psi). If adjustment of the relief
valve opening pressure is needed refer to the testing section.
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HYDRAULICS
HEADER VALVE “NEUTRAL”
1. Lower Primary Spool

2. Lower Sol.
3. Regulated Pres.
Inlet
4. Raise Sol.
5. Pin
6. Raise Primary Spool
7. Return Passage
1. Return Passage
2. Lower Secondary
3. Lift Check
4. Signal Passage
5. Raise Secondary
6. Raise Regulated
Pressure Passage
7. Lower Regulated
Pressure Passage
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HYDRAULICS
HEADER VALVE
The header valve is attached to the main valve assembly. The header valve has two
solenoids, one controls the raise primary spool the other controls the lower primary spool. The
header valve also has a pilot-operated raise secondary spool, a pilot operated lower
secondary spool, header lift-check ball and a signal-check ball. Oil is supplied to the valve
from the auxiliary gear pump and the PFC pump. The oil from the auxiliary gear pump is for
pilot oil to shift the secondary spools. The oil from the PFC pump is used to raise the header.
Header Valve in Neutral

The header valve is a closed-center valve. In neutral there will be no oil flowing through the
valve. The primary spools are blocking the supply oil from the regulated circuit. The raise
secondary spool is blocking the supply oil from the PFC pump and is held in place by a spring.
The lower secondary spool is blocking the return passage to reservoir. The lower secondary
spool is held in place by a spring and oil pressure trapped behind the spool. Oil is trapped in
the header raise cylinders by the internal lift-check ball and the lower secondary spool.
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HYDRAULICS
HEADER VALVE
Feeder Lift Cylinders
For the 2001 model year and later the 2388 series combine may be equipped with 2 or 3
feeder lift cylinders. The 3 cylinder option is a factory install option required for combines that
will be equipped with 12 row corn header.
Thermal Relief
When the header valve is in neutral position, the pressure in the lift cylinders may increase
dramatically due to:
• The header bouncing during rough field or road operation
• Oil expansion due to ambient temperature increases when the lift cylinders are full
extended
Located in the lift cylinder manifold, (located under the feeder house) is a thermal relief. The
thermal relief valve will relieve the pressure back to the return circuit if the pressure arises
above 280-350 bar (4060-5075 PSI). See test procedures later in this section for adjustment
procedures.
Header Settling
REMEMBER: A certain amount of header leak down is acceptable and corrective

action should not be taken.
Referring to service bulletin NHE SB 032 98 the header should not leak down more then one
inch of lift cylinder travel per hour. If leak down is excessive the following areas will have to be
checked in order:
1. Check for any external leakage
2. Check the condition of the thermal relief valve for leakage. Raise and let the
header rest on the safety stand and remove the hose from the thermal relief valve,
(cap the hose). Raise the header until the piston pump reaches high pressure
stand-by, (leave the safety stand down), and check for leakage at the thermal relief
valve. It may drip a couple of drops a minute.
3. Check the condition of the load check ball, a leak here will normally provide a slow
leak down.
4. Check the condition of the secondary poppet, a leak here can provide either a slow
or extremely fast leak down.
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HYDRAULICS
HEADER VALVE
Seat Reconditioning
IMPORTANT: When replacing the load check ball or lower secondary poppet
it is advisable to re-condition the seats.
Reconditioning the seats will be done with a hammer, brass punch and proper safety
equipment:
1. Place a load check ball (or lower secondary poppet) into the seat, the load check
ball must be in good condition, and using the brass punch and hammer give the
ball two or three strikes.
2. Remove the ball, the seat should appear to have a continuous seat all the way
around.
3. Clean the house of any possible chips and install a NEW load check ball.
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HYDRAULICS
HEADER VALVE “RAISE”
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HYDRAULICS
HEADER VALVE
Header Raise
To raise the header, the number 4 (header raise) solenoid must be energized either manually
by a switch on the propulsion lever, by the header controller in the automatic mode or by using
the manual override. When the solenoid is energized, an internal pin will extend shifting the
raise primary spool. The amount that the raise primary spool moves depends upon the current
provided to the solenoid by the header controller. As the raise primary spool shifts, it meters
regulated pressure from the auxiliary gear pump to the raise secondary spool. The pilot
pressure oil causes the raise secondary spool to shift against the spring, allowing oil from the
PFC pump to flow to the header-lift check ball, signal-check ball, and header raise cylinders.
The momentary drop in the PFC pump pressure line will allow the compensator to stroke the
pump. The oil from the PFC pump will build enough pressure to unseat the lift check and then
raise the head. At the same time, the signal-check ball will open to allow the work pressure
back to the compensator through the signal line. The speed at which the header raises is
controlled by how far the raise secondary spool is allowed to shift.
The header will stop moving when the solenoid is de-energized or the cylinders are fully
extended. When the cylinders reach the end of their stroke, the system will go on high-
pressure stand-by. When the solenoid is de-energized, oil pressure acting on the non-
solenoid end of the raise primary spool will shift the spool, closing the supply of pilot oil to the
raise secondary spool and opening a passage for oil to return to the reservoir. This loss of oil
pressure causes the raise secondary spool to shift towards the non-spring end and block the
inlet port from the PFC. The header will stop raising and the weight of the header will cause
the lift check to seat. An orifice in the raise secondary spool will allow oil trapped between the
lift check and the raise secondary spool to drain to reservoir. The oil pressure in the signal
line will bleed to the reservoir through the steering priority valve and the steering hand pump.
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HYDRAULICS
HEADER VALVE “LOWER”
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HYDRAULICS
HEADER VALVE
Header Lower
To lower the header, the number 2 (header lower) solenoid must be energized either manually
by a switch on the propulsion lever, by the header controller in the automatic mode or by using
the manual override. Oil pressure from the PFC pump is not required to lower the header.
When this solenoid is energized an internal pin will extend shifting the lower primary spool.
The amount that the lower primary spool moves depends upon the current provided to the
solenoid by the header controller. As the lower primary spool shifts it meters regulated
pressure from the auxiliary gear pump to the lower secondary spool. The pilot oil causes a
spring-loaded pilot poppet located in the center of the lower secondary spool to become
unseated. This pilot poppet allows oil trapped in the center of the lower secondary spool to
drain to the reservoir. At the same time, oil trapped in the raise cylinder flows through an
orifice in the side of the lower secondary spool. As this oil flows through the orifice the
pressure on the inside of the lower secondary spool will be less then the oil acting on the
outside of the spool. This pressure differential will cause the lower secondary spool to shift
and allow the oil from the raise cylinders to drain to the reservoir lowering the header. The
speed at which the header lowers is controlled by how far the lower secondary spool is
allowed to shift.
The header will stop lowering when the solenoid is de-energized. Oil pressure acting on the
non-solenoid end of the lower primary spool will shift the spool, closing the supply of pilot oil to
the lower secondary spool and opening a passage for oil to return to the reservoir. The spring-
loaded pilot poppet in the center of the lower secondary spool is allowed to close. This stops
the flow of oil through the orifice in the side of the lower secondary spool. The pressure inside
the lower secondary spool will become equal to the pressure acting on the side of the spool.
When the pressures become equal, the spring in the center of the lower secondary spool will
shift the spool closed. The header will then stop lowering.
REMEMBER: A certain amount of header leak down is acceptable and corrective

action should not be taken.
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HYDRAULICS
ACCUMULATOR
Model Year 1999 and Prior
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HYDRAULICS
ACCUMULATOR (MODEL YEAR 1999 AND PRIOR)

The optional accumulator is located on the front, left side of the combine below the operator’s
platform. The accumulator is a shock absorber for the header raise and lower circuit when
traveling on the road. The accumulator has an internal piston and a Schrader valve for
recharging. The operator can turn the accumulator ON/OFF with a switch located under the
right armrest. The accumulator valve (SV3) is located behind the service door on the left
operator's platform.
The accumulator is connected to the header raise and lower circuit by a tee fitting. The
internal piston divides the accumulator into a gas side and an oil side. The gas side of the
accumulator piston contains compressed nitrogen while the oil side is exposed to the header
circuit hydraulic oil when the solenoid is open. As the hydraulic oil enters the accumulator, the
piston is pressed against the nitrogen gas, absorbing any shock loads. This action can be
adjusted by a needle valve located in the solenoid valve. The accumulator is normally used for
over the road transport; however, this option can be used when the operator chooses to.
The accumulator is charged at the factory with 68.9 bar (1,000 psi) of nitrogen. The charge
pressure may require modification depending on the header size to permit 1”-3” of header drop
when the circuit is active. The accumulator will have to be recharged should it lose its charge
of nitrogen. This will require a tank of compressed nitrogen gas and the CAS 10899
accumulator recharging kit. Accumulator recharging kit CAS 10088A can also be ordered -
however, this kit does not include the high-pressure regulator for the nitrogen tank.
IMPORTANT Use extreme caution when handling the accumulator, do not expose to
extreme heat, do not drop, use only nitrogen gas for recharging, and always use a regulator on
the nitrogen supply tank to assure the accumulator does not get exposed to full supply
pressure.
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HYDRAULICS
ACCUMULATOR
Front View
Rear View
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HYDRAULICS
ACCUMULATOR (MODEL YEAR 2000 AND LATER)

The optional accumulator is located along side of the main hydraulic valve assembly, behind
the service door on the left side of the combine operator’s platform. The accumulator is a
shock absorber for the header raise and lower circuit when traveling on the road. The
accumulator has an internal piston and a Schrader valve for recharging. The operator can turn
the accumulator ON/OFF with a switch located under the right armrest. The accumulator valve
(SV3) is located behind the service door on the left operator's platform.
The accumulator is connected to the header raise and lower circuit by a tee fitting. The
internal bladder divides the accumulator into a gas side and an oil side. The gas side of the
accumulator contains compressed nitrogen while the oil side is exposed to the header circuit
hydraulic oil when the solenoid is open. As the hydraulic oil enters the accumulator, the
bladder is pressed against the nitrogen gas, absorbing any shock loads. This action can be
adjusted by a needle valve located in the solenoid valve. The accumulator is normally used for
over the road transport; however, this option can be used when the operator chooses to.
The accumulator is charged at the factory with 68.9 bar (1,000 psi) of nitrogen. The charge
pressure may require modification depending on the header size to permit 1”-3” header drop,
measured at the cutter bar or stalk rolls, when the circuit is active. The accumulator will have
to be recharged should it lose its charge of nitrogen. This will require a tank of compressed
nitrogen gas and the CAS 10899 accumulator recharging kit. Accumulator recharging kit CAS
10088A can also be ordered. However, this kit does not include the high-pressure regulator
for the nitrogen tank.
IMPORTANT Use extreme caution when handling the accumulator, do not expose to
extreme heat, do not drop, use only nitrogen gas for recharging, and always use a regulator on
the nitrogen supply tank to assure the accumulator does not get exposed to full supply
pressure.
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HYDRAULICS
ACCUMULATOR CHARGING
The accumulator comes from the factory with a pre-charge of 69 bar (1000 PSI). This pre-
charge should be checked and adjusted as required before the start of each season.
Due to different headers having different weight, a different accumulator pre-charge may be
required to provide the proper cushioning of the header. When the accumulator is adjusted
correctly the header should have approx. a 1-3 inch drop when the accumulator is turned on.
Test Procedures
1. Lower the header completely and hold the DOWN switch for 5 seconds with the
accumulator turned ON.
2. Turn OFF the accumulator.
3. Raise the header above the ground but not completely
4. Measure the height of the header above the ground at the cutter bar or stalk rolls
5. Turn ON the accumulator, the header should drop
6. Measure the height of the header above the ground at the cutter bar or stalk rolls, it should
be 1-3 inches lower. If the header lowers too much, add additional nitrogen, if the header
does not lower enough release additional nitrogen.
7. Repeat steps 1-6 until the 1-3 inch drop is achieved
Test Tools
CAS 10088A Without Regulator Valve

CAS 10899 With Regulator Valve
CAS 1975 Accumulator Pressure Test Gauge
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HYDRAULICS
NOTES
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HYDRAULICS
HYDRAULIC PUMPS AND DRIVE SYSTEM
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HYDRAULICS
AUXILIARY GEAR PUMP

The auxiliary gear pump provides oil to the regulated and reel drive circuits. This pump is
located on the PFC pump assembly. The regulated and reel drive circuits are an open-center
system rated for a minimum of 37.85 L (10 gpm) at 68.9 bar (1000 psi) when tested at the
couplers on the feeder house. In an open-center system, oil is flowing through the system
anytime the pump is turning. The auxiliary gear pump supplies oil to the pressure regulator
valve and the reel drive valve. The pressure regulator oil is directed to the separator clutch
valve (2344/66), unloading auger clutch valve, pilot oil for the header valve, brake valve, the 2
speed hydrostatic motor and the park brake valve (feeder clutch).
On the model year 2002 2388’s and 2003 2366’s and later machines the rotary air screen
pump is mounted on and driven from the end of the auxiliary pump. The only function for the
pump will be to operate the rotary air screen motor since the seperator clutch has changed to
the belt clutch drive same as the 2344/66.
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HYDRAULICS
PRESSURE REGULATOR VALVE

1. Pressure regulator valve 2. PFC case, Unloading auger clutch and,

Separator clutch drains.
3. Regulated pressure test port 4. Supply from auxiliary gear pump, (comes
in from the rear on later valves)
5. Supply to reel drive 6. Supply to service brakes, park brake and
feeder clutch
7. Supply to unloading auger and separator 8. Reel drive pressure test port
clutches
9. Return from park brake valve assembly
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HYDRAULICS
PRESSURE REGULATOR VALVE (MODEL YEAR 2000 AND PRIOR)

The pressure regulator valve is a pilot-operated component, which maintains a regulated
pressure of 21.0+/-1.0 bar (305+/-15 psi) to all the closed-center functions except the open-
center reel drive valve. The components supplied by the pressure regulating valve do not
require high amounts of oil flow to function, but do require a constant oil pressure to work
properly. After a regulated circuit function is activated, oil flow will stop and 21.0+/-1.0 bar
(305+/-15 psi) is maintained in the system. With any open-center system, unused oil must be
allowed to flow back to the reservoir. The unused oil in the auxiliary gear pump circuit is
directed back to reservoir through the reel drive valve.
NOTE: The reel drive circuit should maintain 27.5-41.3 bar (400-600 psi) when the reel is not
activated. This pressure is required and MUST be checked in order for the pressure regulator
valve to function properly. See test procedures later in this section.
IMPORTANT: Regulated pressure is easily adjusted, BUT may be hard to maintain.

DO NOT try to adjust regulated pressure when the oil temperature is below 65.5oC (150oF).
Use caution when working with HOT oil. Follow correct test procedure listed later in this
section.
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HYDRAULICS

®
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HYDRAULICS
PRESSURE REGULATOR VALVE (MODEL YEAR 2000 AND PRIOR)

Operation
All the oil from the auxiliary gear pump enters the back of the pressure regulator valve block.
Oil for the reel drive motor passes through the valve block and out the front to the reel drive
valve. Oil for the regulated circuits enters port “B” of the pressure regulator valve. Oil flows
through the hollow center of the regulator spool out port “C” to the regulated circuits. The
spring-end of the regulator spool has an orifice. This allows oil to travel into the main spring
area and be exposed to the pilot poppet. As pressure builds in the regulated circuits it also
builds in the main spring area holding the regulator spool down. When the pressure gets
above 21.0+/-1.0 bar (305+/-15 psi) it will push the pilot poppet against its spring. With the
pilot poppet open, pilot flow now exists inside the valve. Oil is also flowing across the orifice
in the top of the regulator spool. This flow across the orifice causes the pressure in the main
spring area to be less than the pressure inside the regulator spool. The higher pressure inside
the regulator spool will cause the spool to shift against the main spring. As the spool moves, it
starts closing the inlet port “B”. This metering of incoming oil will regulate the oil pressure.
Should the pressure get too high, the spool will shift far enough to connect port “C” to the
reservoir port “A”.
Regulated pressure is factory set at 21.0+/-1.0 bar (305+/-15 psi). If adjustment is needed,
remove the cap covering the adjusting screw, then loosen the jam nut and use an allen wrench
to change the length of the pilot poppet spring. Regulated pressure can be tested at the
regulated pressure valve by using the test fitting installed in the valve block.
Regulated Circuits
When regulated oil leaves the regulator valve block it can go to six different components:
1. Separator clutch valve 2144-2366’s and starting on MY2002 2388’s

2. Unloading auger clutch valve
3. Brake valve
4. Park brake valve (Feeder clutch and park brake)
5. Header valve (Pilot oil pressure)
6. 2-Speed motor (If equipped)
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HYDRAULICS

Left Side View Top View

1. Unloader Clutch Solenoid 1. Unloader Clutch Solenoid
2. Seperator Clutch Solenoid on A1 Unloader Clutch Dis-Engagement
2344-66 and 2002 MY 2388’s
3. Pressure Regulator Valve B1 Unloader Clutch Engagement
4. From Auxiliary Pump
A2 Seperator Clutch Dis-
Engagement
B2 Seperator Clutch Engagement
P1 Dia Regulated Pressure Test Port
Pump Dia Reel Drive Pressure Test Port
T Tank (Return)
1. Pressure Regulator Valve

2. Hydraulic filter
®
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HYDRAULICS
PRESSURE REGULATOR VALVE (MODEL YEAR 2001 AND LATER)

The Pressure Regulator, Unloader Clutch and Seperator Clutch valves have been
incorporated into one common valve body. When the valve is used on a MY2001 2388, the
seperator clutch solenoid is removed and the ports associated with it are plugged. Starting in
MY2002 all machines have the seperator clutch valve incorporated into the pressure regulator
valve body.
The auxiliary gear pump provides oil to the regulated and reel drive circuits. This pump is
located on the PFC pump assembly. The auxiliary pump is rated at a minimum of 37.85 L (10
gpm) at 68.9 bar (1000 psi) when tested at the couplers on the feeder house. The regulated
circuits are closed center, while the reel drive circuit is an open-center circuit. In an open-
center system, oil is flowing through the system anytime the pump is turning. The auxiliary
gear pump supplies oil to the pressure regulator valve and the reel drive valve. The pressure
regulated oil is directed to the following functions:
¾ Separator clutch valve 2144-2366 and on model year 2002 and later 2388’s
¾ Unloading auger clutch valve
¾ Pilot oil for the header valve
¾ Service Brake valve
¾ 2 speed hydrostatic motor
¾ Feeder Clutch Valve
¾ Park brake valve
IMPORTANT: Regulated pressure is easily adjusted, BUT may be hard to

maintain. DO NOT try to adjust regulated pressure when the oil temperature is below
65.5oC (150oF). Use caution when working with HOT oil.
®
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HYDRAULICS
1 Auxiliary Pump 10 Engagement Orifice

2 To Tank 11 Unloading Auger Clutch Cylinder
3 Reel Drive Pressure Test Port 12 Port Plug when used on MY2002 2388's only
4 Inlet Screen 13 Regulated Pressure Test Port
5 Regulated Pressure Valve 14 To Tank (T2)
6 Pressure Regulating Cartridge 15 Regulated Circuit Outlet
7 Seperator Clutch Solenoid 16 Reel Drive Circuit Outlet
8 Seperator Clutch Cylinder 17. Engagement Orifice (added in 2006)
9 Unloading Auger Clutch Solenoid
®
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HYDRAULICS
PRESSURE REGULATOR VALVE (MODEL YEAR 2001 AND LATER)

Operation
Only the valve body has been changed, the Pressure Regulating Cartridge, Unloader Clutch
Cartridge and Seperator Clutch Cartridge are the same parts as used on previous machines
only located in one valve block.
For a description on their operation refer to explanation

under each component in this section.
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HYDRAULICS
SEPARATOR CLUTCH VALVE (2344/66 - 2388 2002 AND LATER)
®
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HYDRAULICS
SEPARATOR CLUTCH VALVE (2344/66 - 2388 2002 AND LATER)

The separator engagement control valve is a two position four way solenoid-operated control
valve. The separator control valve is located above the PTO drive housing at the front, left
side of the engine.
Valve Disengaged
Regulated pressure is directed to the base-end of the cylinder by the solenoid. A spring
located on top of the spool pushes the spool downward. Oil from Port “B” enters the holes in
the center of the valve and is directed past spool lands out Port “D” to the base-end of the
cylinder. Return oil from the rod end enters Port “A”. This oil is directed through the inside of
the spool and out Port “C” to the reservoir.
Valve Engaged
The solenoid is energized and the spool is attracted to the magnetic field. With the spool
moved up, oil from Port “B” enters the holes in the center of the valve and is directed past
spool lands out Port “A” to the rod-end of the cylinder. Return oil from the base- end of the
cylinder enters Port “D”. This oil is directed through the inside of the spool and out Port “C” to
the reservoir.
Once the cylinder reaches the end of its stroke, the flow through this circuit stops. The
circuit will have regulated pressure in it.
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HYDRAULICS
UNLOADING AUGER CLUTCH VALVE
®
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HYDRAULICS
UNLOADING AUGER CLUTCH VALVE

The unloading auger clutch engagement control valve is a two position four way solenoid-
operated control valve. The unloading auger clutch control valve is located above the
unloading auger engagement pulley on the left side of the machine.
Valve Disengaged
Regulated pressure is directed to the rod-end of the cylinder by the solenoid. A spring located
on top of the spool pushes the spool downward. Oil from Port “B” enters the holes in the
center of the valve and is directed past spool lands out Port “D” to the rod-end of the cylinder.
Return oil from the base-end enters Port “A” after flowing through a 0.76 mm (0.030 in) orifice
located in the cylinder. This oil is directed through the inside of the spool and out Port “C” to
the reservoir.
Valve Engaged
moved up, oil from Port “B” enters the holes in the center of the valve and is directed past
spool lands out Port “A” through a 0.76 mm (0.030 in) orifice located in the cylinder to the
base-end of the cylinder. Return oil from the rod-end of the cylinder enters Port “D”. This oil is
directed through the inside of the spool and out Port “C” to the reservoir. The engagement
speed of the unloading auger drive cylinder is controlled by the 0.76 mm (0.030 in) orifice
located in the cylinder. Once the cylinder reaches the end of its stroke, the flow through this
circuit stops. The circuit will have regulated pressure in it.
REMEMBER: An orifice fitting is available for the base end of the cylinder to slow
down engagement for 2100's and early 2300's. Refer to service bulletin NHE SB 002 99.
Install fitting in the base of the cylinder with

the arrow pointing towards the hose.
REMEMBER: an unloading auger that does not stop turning may be the first
indication that regulated pressure is on the low side of the specifications.
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HYDRAULICS
SERVICE BRAKE VALVE
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HYDRAULICS
SERVICE BRAKE VALVE

General
Regulated oil is supplied to the brake valve mounted under the cab. There is a check valve in
the supply line to the valve body– it is on located under the cab ladder. The check valve and
spring is used as a pressure-reducing valve. The check valve is supplied with regulated
pressure at 305±15 psi. Approximately 120 psi of this pressure is lost pushing the check valve
off it seat, which causes a pressure reduction. The brake valve is supplied with approx. 185
psi. This provides for smoother brake action.
This closed-center two spool valve controls the hydraulic brakes. The two brake spools
operate independently. They are, however, connected in a parallel hydraulic supply circuit so
that pressurized oil is directed to either brake, or both brakes, as the operator depresses the
pedal(s). When the brakes are applied, the oil is directed to the appropriate brake piston(s).
When the brakes are released, the flow is stopped, and oil from the brake piston(s) is returned
to the reservoir after flowing through the brake valve. The return line loop and the check valve
in the supply line keep the brake valve full of oil during shut-off to insure a full system for
manual brakes.
REMEMBER: Manual brakes are not useable in this application, if hydraulic pressure
is lost the parking brakes will automatically lock-up.
The manual brake operation is only used when activating the tow feature to release the
parking brake. Once the tow feature has been activated and the park brakes have
been release, the manual brakes may be used to stop the combine if needed.
Wait a Minute…What can I do if the brakes make a lot of noise when used, brake
squeal. Refer to S/B NHE SB 035 01 for an oil additive that may be added to the transmission
to help prevent brake squeal. P/N 402982A1
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HYDRAULICS
SERVICE BRAKE VALVE
®
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HYDRAULICS
SERVICE BRAKE VALVE

Operation
When either brake pedal is depressed, a valve spool is pulled outward from the brake valve
housing against spring pressure. A flange on the end of this valve spool is linked to the small
piston through the reaction spring. This small piston fits inside of a larger piston.
A very important part of the design is called the “feather groove” on the small piston. The
purpose of the feather groove during power operation is to obtain brake “feel”. As the brake
pedal is depressed, and the small piston slowly enters the cavity in the larger piston, the
feather groove gradually closes. The further the pedal is depressed, the more the feather
groove will close. Until the small piston has completely entered the bore of the larger piston
and sealed against the surface of the small piston flange, oil will leak past the feather groove
to reservoir. As leakage through the feather groove decreases, an increase in hydraulic
pressure is applied to the brake pistons. With both pistons in tight contact, the spool has
moved to a position, which diverts all oil to the brake pistons through external line(s) to the
brake housing(s) on the transmission. During power braking, it is only necessary to depress
the brake pedal enough to cause the small piston to seal on the larger piston. Very little
movement (if any), of the larger piston takes place. Both pistons return to their neutral
positions by spring force when the brake pedal is released. It is normal for pressure in the
applied brake to drop slightly when the other pedal is “nudged”. It is also normal for the brake
pedals to “kick-back” when the engine is started with the brake pedal(s) depressed.
This brake valve assembly is designed to self-bleed. The valve body in the work port area
allows air to vent past a “bleed land” on the spools, through the return port, and to the
reservoir. It is not necessary to bleed the brakes if the system has been opened. The “bleed
land” on the spool is used to permit any air that has entered the piston area to drain back to
the reservoir. When the brake(s) are applied, the “bleed land” moves blocking oil flow to
reservoir.
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HYDRAULICS
MANUAL BRAKING
®
35 - 102
HYDRAULICS
MANUAL BRAKING
Engine Stopped
When the engine is stopped, pressurized oil is not available for braking. The pedal action and
movement of the small piston is the same as if pressure were available. In manual braking,
the feather grooves on the small piston serve another purpose. Instead of permitting
pressurized oil to escape, they permit oil in the return chamber of the valve body to fill the
piston (work) port. As the pedal is depressed, the piston(s) will pressurize this oil and the
brakes will be partially applied. As the brake pedal is depressed and the small piston slowly
enters the cavity in the larger piston, the feather groove gradually closes. The further the
pedal is depressed, the more the feather groove will close until the small piston has completely
entered the bore of the larger piston and sealed against the surface of the small piston flange.
As leakage through the feather groove decreases, an increase in hydraulic pressure (manual)
is applied to the brake pistons. With both pistons in tight contact, the spool has moved to a
position, which diverts all oil to the brake pistons through external line(s) to the top of the
brake housing(s).
A spring-loaded check valve is located in the supply line. When the engine is stopped,
hydraulic oil in the brake circuit would drain back unless checked. The brake inlet check valve
is used to prevent back-flow when non-powered manual brakes are applied.
REMEMBER: Should a brake line rupture causing the brake pedal(s) to go to the floor,
the pedal(s) will contact a switch(es). This switch will engage the park brake. The
engagement of the park brake is modulated to prevent aggressive engagement when
activated.
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HYDRAULICS
BRAKE HOUSING
(Shown Disengaged)
®
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HYDRAULICS
BRAKE OPERATION
General
The brake housings are mounted on either side of the transmission. They are hydraulically
actuated and spring returned.
Neutral
In neutral, the four belleville return spring assemblies move the brake piston away from the
friction plates. As the piston moves away from the friction plates, oil is displaced out of the
brake housing and back to reservoir through the brake valve. The four belleville return springs
assemblies are self-adjusting to compensate for friction plate wear.
Brake Engaged
When the operator steps on the brake pedal(s) the brake valve will direct regulated pressure to
the brake housing(s). The regulated pressure enters the housing and forces the brake piston
to compress the belleville return springs and contact the brake plates. The harder the brake
piston contacts the brake plates, the faster the combine will stop. The belleville springs are
self-adjusting and slide along a post as the brake plates wear.
REMEMBER: If the brake assembly has required rebuilding there is a procedure in

the service manual for pressure testing the assembly on the work bench to verify the condition
of the sealing rings. The unit may pass the bench test, but once it mounted onto the
transmission housing the brake housing may become distorted which may cause the sealing
rings to leak. It is suggested that the brake assembly be re-tested once it has been properly
mounted onto the transmission housing.
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HYDRAULICS
PARK BRAKE VALVE
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HYDRAULICS
PARK BRAKE VALVE

The park brake valve contains two solenoids and pressure switch. One solenoid is to release
the park brake and the other is for feeder engage clutch. This valve is located on the top of
the transmission housing. The park brake is spring engaged and hydraulically disengaged.
When no hydraulic pressure exists, coil springs force the park brake piston against the brake
piston and lock the brakes. To disengage the park brake current must be applied to the park
brake solenoid. This will direct oil to the park brake piston and disengage the park brake.
Park Brake Engaged

Regulated oil enters the park brake valve and is available to the feeder engage and park brake
solenoids by a common supply galley. With no current supplied to the park brake solenoid,
the spring inside the solenoid will shift the armature seating the ball. This blocks the supply of
regulated oil to the park brake pistons and opens the passage for oil from the park brake
pistons to travel to the return circuit after passing through an orifice check. The coil springs
will force the park brake piston against the brake piston engaging the park brake.
There is an orifice check in the park brake valve. This orifice check is used to control how fast
the park brake is engaged and to prevent back pressure in the system from affecting the park
brake.
Park Brake Disengaged

When the solenoid is energized the armature will move against the spring. This closes the
passage to reservoir and opens the passage to the park brake pistons. The incoming
regulated oil will open the spring-loaded check ball, flow past the ball in the solenoid and out to
the park brake pistons. The regulated oil will move the piston against the coil springs and
disengage the park brake. Hydraulic pressure and current must be available to release the
park brake and keep it released.
Located inside the park brake valve is an adjustable relief valve. The relief valve is set from
the factory at 24.1-25.8 bar (350-375 psi) and is used to prevent pressure spikes in the system
from damaging the park brake piston seals. If adjustment of the relief valve opening pressure
is needed, refer to the testing section.
The pressure switch monitors the park brake dis-engagement pressure (regulated pressure) to
active the Park Brake indicator lamp when the brake is engaged OR if regulated pressure
should drop for any reason.
IMPORTANT: If the relief valve located in the park brake valve is not set
correctly (set low), regulated pressure will be affected.
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HYDRAULICS
TOW VALVE
Port Function Port Function

P Reg. Supply Pres. T Return
SW Pressure Switch B2 & B3 Brake Ports
C1 Feeder Cylinder Ram C2 Feeder Cylinder Base
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HYDRAULICS
TOW VALVE
General
If the combine needs to be moved and the engine cannot be started, and/or hydraulic oil
cannot be supplied to disengage the park brake, the tow valve can be used to release the park
brake. The park brake is mechanically engaged by using twenty coil springs and requires
hydraulic oil pressure to disengage it. The tow feature can be used as a last resort to move
the combine for short distances (for longer distances see note below).
Operation
To disengage the park brake several steps must be followed or transmission and/or brake
damage could occur.
1. Make sure the batteries are fully charged.

2. Turn ignition key to the “ON” position.
3. Place the park brake switch in the dis-engaged position.
4. Put the Hazard/Tow switch in the tow position.
5. Pump the left service brake vigorously until the “brake light” goes out.
The park brakes will be fully disengaged at this time. The length of time that the brakes will be
disengaged will vary between machines due to internal leakage.
IMPORTANT Brakes may be reengaged at anytime by toggling the Park

Brake switch to the ON position or turning OFF the key switch.
CAUTION
The combine may move when the park brake is disengaged. The manual brakes will
still work if needed to stop the combine. Loss of electrical power to the park brake
solenoid will engage the park brakes. When towing the machine, current must be
supplied to the park brake solenoid. If the electrical power is lost while the combine is
being towed the park brakes will engage and could cause damage to the combine or
cause injury to the operator.
IMPORTANT Drive shaft couplers may be removed if the combine is to be

towed for an extended period. However, this will result in a COMPLETE LOSS of
brake function. Proper Safety precautions MUST be used.
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HYDRAULICS
FEEDER CLUTCH SOLENOID
®
35 - 110
HYDRAULICS
FEEDER CLUTCH SOLENOID

The feeder clutch solenoid (SV1) is located in the park brake valve. Regulated oil enters the
park brake valve and is available to the feeder engage and park brake solenoids by a common
supply galley.
Disengage
When no current is supplied to the solenoid, regulated pressure is directed to the rod-end of
the cylinder by the feeder clutch solenoid. A spring located on top of the spool pushes the
spool downward. Oil from Port “B” (P) enters the holes in the center of the valve and is
directed past spool lands out Port “D” (C1) to the rod-end of the cylinder. Return oil from the
base-end enters Port “A” (C2). This oil is directed through the inside of the spool and out Port
“C” (T) to the reservoir.
Engaged
moved up, oil from Port “B” (P) enters the holes in the center of the valve and is directed past
spool lands out Port “A”(C2) to the base-end of the cylinder. Return oil from the rod-end of the
cylinder enters Port “D” (C1). This oil is directed through the inside of the spool and out Port
“C” (T) to the reservoir.
Note:
To reduce the aggressiveness of the feeder
engagement an one way orifice may be
installed in the base end of the cylinder.
Orifice: 134713A1
Elbow: 201-319
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HYDRAULICS
REEL DRIVE VALVE
®
35 - 112
HYDRAULICS
REEL DRIVE VALVE

The reel drive valve is located on the left side of the combine, just below the main valve
assembly. After the regulated circuits have been satisfied, the reel drive valve receives the
entire output 41.6 L (11 gpm) of the auxiliary gear pump. The valve will then allow a certain
amount of flow (selected by the operator) to the reel drive motor. The remaining oil is directed
to the reservoir.
The operator selects the speed of the reel by rotating the reel speed potentiometer knob. The
header controller will send current to the reel drive valve solenoid. Current will flow to the
solenoid when the feeder and separator is engaged. The strength of the magnetic field in the
solenoid determines the speed at which the reel moves.
Inside the reel drive valve there are three spools: a pressure compensating spool, a primary
spool and a secondary spool. The valve also has an adjustable pilot operated relief. Located
in the end of the reel drive solenoid is a manual override button. To operate this button use a
small screwdriver to push the button in. As the button moves, it shifts the primary spool inside
the reel drive valve to activate the reel drive motor. The manual override button is to be used
as a diagnostic tool, not to run the reel when the solenoid coil has failed.
Neutral (Solenoid De-energized)

Before the combine is started, the pressure-compensating spool and secondary spool are
spring biased to the left side of the valve. When the combine is started, oil from the auxiliary
gear pump flows to the reel drive valve after the regulated circuits have been satisfied.
Initially, the pressure-compensating spool is blocking the return to reservoir port because the
bias spring pushes the spool to the left. Full pump volume (41.6 L (11 gpm) at full throttle)
enters the valve and is exposed to the pressure compensating spool. The oil flow is directed
around the left side of the spool towards the secondary spool. The secondary spool is spring
biased to the left and is blocking the port to the reel drive motor. Pressure will start to build in
the system. The pressure-compensating spool has a cross drilling on the non-spring end.
This drilling will allow a build- up of pressure on the backside of the spool to shift it against the
spring. The pressure compensating spool spring is a 27.5 bar (400 psi) spring. This means
the spool will not shift until there is at least 27.5 bar (400 psi) of pressure on the non-spring
end of the pressure-compensating spool. When the pressure-compensating spool shifts
against the spring, the flow of oil is directed back to reservoir. Open center flow is now
established and the valve will remain this way until the reel drive solenoid is energized.
Approximately 27.5 bar (400 psi) must be available in the reel drive circuit when the engine is
at low idle and the reel drive solenoid is de-energized. This pressure is needed to maintain the
21+/-1 bar (305+/-15 psi) in the regulated circuits (see the test procedures if this pressure is
less than 27.5 bar (400 psi)).
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HYDRAULICS
REEL DRIVE VALVE
®
35 - 114
HYDRAULICS
REEL DRIVE VALVE

Solenoid Energized
When the separator and feeder clutch are engaged and the reel drive mode switch is in the
manual or auto mode, the header controller controls the ground circuit for the reel drive
solenoid. As current is sent to the solenoid, a magnetic field is created causing the pin in the
solenoid to shift the primary spool. Pilot oil from the primary spool is directed to the non-spring
end of the secondary spool. This pilot oil comes through a passage that connects the
secondary spool to the pilot inlet of the primary spool. The build-up of oil will cause the
secondary spool to shift against the spring. As the secondary spool shifts, it opens the port to
the reel drive motor. When the port is open there is a momentary drop in pressure on the non-
spring end of the pressure-compensating spool. This allows the spring to shift the spool to the
left and send oil to the reel drive motor. Oil is also directed through the signal channel to the
spring-end of the pressure compensation spool. A 0.64 mm (0.25 in) orifice is located within
the signal channel. When the reel drive motor demand is satisfied the pressure will start to
build on the non-spring end of the pressure-compensating spool. This pressure will build until
it is 27.5 bar (400 psi) greater than the demand required by the reel drive motor. When the
pressure reaches this point the pressure-compensating spool will shift against the spring and
the work pressure on the spring side of the spool. This will direct the excess oil not needed by
the reel drive motor to the reservoir. The pressure-compensating spool and the 27.5 bar (400
psi) spring are responsible for making sure that reel drive motor receives oil before it is
directed to the reservoir.
IMPORTANT: Refer to S/B NHE SB 046 00 for a spool change if the reel speed
does not appear to remain constant.
Relief valve
The reel drive valve has an adjustable pilot operated relief located within the valve. This relief
may be set between 62-148 bar (900-2150 psi) and will protect the reel drive circuit from over
pressurization. When the reel is in operation, the oil pressure sent to the reel drive motor is
also sent through the signal channel to the relief valve. If the system pressure exceeds the
relief valve setting the pilot poppet of the relief will become unseated. Oil from the spring end
of the pressure-compensating spool will drain to the reservoir. This drop in pressure on the
spring-end of the spool will allow the spool to shift against the spring and direct the incoming
oil from the auxiliary gear pump out to the reservoir. The 0.64 mm (0.25 in) orifice located in
the signal channel is used to provide the pressure differential needed between the non-spring
end and spring-end of the pressure-compensating spool when the system is on relief.
When the solenoid is de-energized, the primary spool shifts, blocking the supply of pilot oil. At
the same time it opens a passage for oil on the non-spring end of the secondary spool to
return to the reservoir. The spring on the secondary spool will shift the spool closing the
supply of oil to the reel drive motor. When the secondary spool shifts completely, an orifice
located in the spool is exposed. This orifice allows oil from the spring-end of the pressure-
compensating spool to bleed to reservoir. The orifice also allows the oil pressure in the reel
drive motor circuit to bleed to the reservoir. This will allow for easier operation of the quick
couplers and prevent reel creep if oil leaks by the secondary spool.
®
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HYDRAULICS
2388 ROTARY AIR SCREEN AND SEPARATOR DRIVE
PRIOR TO MY 2002
®
35 - 116
HYDRAULICS
2388 ROTARY AIR SCREEN AND SEPARATOR DRIVE, (PRIOR TO MY 2002)

The 2388 PTO/Separator system incorporates a hydraulically driven rotary air screen. Oil for
this system is contained in the cast PTO housing which holds 13.2 l (14 quarts) of Hy-Tran
Ultra. The system uses an engine mounted 18.9 l/m (5 gpm) gear pump, to supply oil flow
whenever the engine is running. Other components include an oil filter, oil cooler, a solenoid
operated valve (separator), a pressure regulator valve, a test port, an orifice for separator
housing cooling, an accumulator, a rotary air screen solenoid valve (1998 only) and bypass
relief for the rotary air screen.
Oil to supply the system is drawn from the separator PTO housing through an externally
mounted filter. The filter base has a service indicator to alert the operator when a filter change
is required, this must only be check once the oil has reached operating temperature.
Rotary Air Screen

A hydraulic driven rotary air screen is used to provide a positive drive system for the screen. It
is connected in series with the separator drive, after the oil is used for the rotary air screen it is
routed to the separator drive.
Separator Dis-engaged (1998 built machines only)

The full flow from the engine mounted pump is directed to the rotary air screen valve.
The air screen valve contains a solenoid operated control valve and a system relief valve. The
rotary screen solenoid valve (normally open) will permit the full flow to by-pass the rotary
screen motor and flow on to the separator clutch system. The motor will not turn because
system pressure is exposed to both sides of the rotary air screen motor.
Separator Engaged, (1998 build machines only)

When the separator is engaged the rotary air screen solenoid valve is also activated, stopping
the free flow through the by-pass valve and sending it to the rotary air screen motor. As the
motor starts to turn the discharged oil is sent back through the rotary air screen valve to the
separator clutch system. The motor should be turning at 195+ rpm at 2200 rpm engine speed.
NOTE 1999 and newer built machines don’t use a solenoid valve, the rotary air screen runs
any time the engine is running. See service bulletin SB 038 98 to change the MY
1998 2388 rotary screen operation to run full time.
The discharge side of the rotary air screen motor is exposed to the separator system regulator
valve and will be held at the separator clutch regulator valve setting pressure, 14.4-16.2 bar
(210-235 psi). This pressure will combine, as a signal line, with the spring setting of the rotary
air screen relief valve. The spring on the rotary air screen relief valve should be set at 34.5
bar (500 psi), which gives a maximum system pressure of 49-50.7 bar (710-735 psi).
®
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HYDRAULICS
2388 SEPARATOR DRIVE, (PRIOR TO MY 2002)
®
35 - 118
HYDRAULICS
2388 SEPARATOR DRIVE, (PRIOR TO MY 2002)

Separator Clutch Valve
The separator clutch valve receives oil from the rotary air screen valve.
Separator Disengaged
Oil from the gear pump is directed out through the rotary air screen by-pass valve, through the
oil cooler, to the separator control valve, port “B”, where the flow is blocked. An 1.85 mm
(0.073") orifice permits 3.8 l/m (1 gpm) of oil to flow to the reservoir to provide a limited oil
cooler function at all times. Pressure will build since the pump always turns. The pressure
regulator will open at 14.5-16.2 bar (210 - 235 psi) and returns pump flow into the clutch pack
area for cooling and lubrication. The clutch area will overfill and the oil will be directed into the
PTO housing to lubricate the bearings.
Separator Engaged
When the separator solenoid is energized, the valve is shuttled to connect the inlet, port “B”, to
the clutch work port, “A”. The reservoir port “C” is closed. This directs the oil to the clutch
pack and the accumulator. As the piston moves to engage the clutch plates, the accumulator
absorbs the shock of engagement. Once the piston extends to the end of its travel, flow is
reduced to the capacity of the two lube and cooling orifices in the clutch piston. Pressure now
can build to a maximum of 16.2 bar (235 psi) at the clutch piston. It is normal to have clutch-
engaged pressures drop down to 12.4 bar (180 psi) due to the flow across the control valve
and orifices in the clutch piston. The flow through the two orifices is necessary for cooling and
lubrication. When the separator solenoid is energized it also energizes the air screen solenoid
valve which directs oil for the separator through the air screen motor.
REMEMBER: There are two small orifices in the clutch piston. These orifices allow
for a small amount of oil to flow through the system. This oil flow is needed for cooling
and lubricating the clutch pack. For more information see PTO drive section later in
section 6 of this manual.
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HYDRAULICS
2366 AND 2388 ROTARY AIR SCREEN

MY 2002 and Later 2388
My 2003 and later 2366
1. Rotary Air Screen Pump 2. Outlet to Motor

3. Return from Motor 4. By-Pass Valve
5. Rotary Air Screen Motor
®
35 - 120
HYDRAULICS
ROTARY AIR SCREEN

The 2366 (starting for model year 2003) and 2388’s incorporate a hydraulically driven rotary
air screen to provide a positive drive system for the screen. Oil for this system is supplied
from the main hydraulic reservoir. The system uses an 18.9 l/m (5 gpm) gear pump (1), (that
is mounted on the end of the auxiliary pump) to supply oil flow whenever the engine is running.
Other components in the circuit are a bypass relief (4) and rotary air screen motor (5).
Rotary Air Screen

The full flow from the pump (1) is directed through the by-pass valve (4) (exposing it to the
system relief valve) to the rotary air screen motor (5). As the motor starts to turn the
discharged oil is sent back through the rotary air screen valve to the hydrostatic suction filter
(3). The motor should be turning at 195+ rpm at 2200 rpm engine speed.
The by-pass valve contains the system relief valve. The spring on the relief valve should be
set at 34.5 bar (500 psi).
Location
Control valve is in front of the right rear tail lamp, MY 2003 and later it is mounted on
the rotary air screen moter.
Motor is attached to the rotary air screen basket.
®
35 - 121
HYDRAULICS
HYDRAULIC SYSTEM TESTING PROCEDURES

When diagnosing a hydraulic system problem, check the electrical circuits first by verifying that
the proper solenoids are activated at the correct time. This will isolate hydraulic problems from
electrical problems.
Before starting any tests:

• Be sure all oil filters are clean and the reservoir is full of clean oil.
• Check the tension and condition of the drive belt.
• Verify the pump is being driven.
• Check the high and low idle settings of the engine.
• Inspect the hydraulic system for leaks and replace hoses and tubing that show damage or
wear.
• All tests are to be conducted with an oil temperature of at least 37oC (100oF).
CAUTION!
Hydraulic oil escaping under pressure can have enough force to penetrate the skin.
Hydraulic oil may also infect a minor cut or opening in the skin. If injured by
escaping oil, see a doctor at once. Serious infection or reaction can result if
medical treatment is not given immediately. Make sure all connections are tight and
that hoses and lines are in good condition before applying pressure to the system.
Relieve all pressure before disconnecting the lines or performing other work on the
hydraulic system.
To find a leak under pressure, use a small piece of cardboard or wood, never use
hands.
Clean all connecting points thoroughly before disconnecting any lines. Cap all disconnected
lines that are not used to maintain system cleanliness.
®
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HYDRAULICS
DIAGNOSTIC TEST EQUIPMENT

“HYDRAULIC”
Test Couplers and Hoses
Quick Style Case OTC Parker Aeroquip
Couplers Part # Number Number Number
Male Tips 1/8 NPT Female 214026 PD322 FD90-1034-02-04
1/8 NPT Male H434164 214745 PD323 FD90-1012-02-04
1/4 NPT Female 213166 PD342 FD90-1034-04-04
1/4 NPT Male S243718 207775 PD343 FD90-1012-04-04
3/8"-24 O'ring FD90-1044-03-04
7/16-20 O’Ring R55912 214746 PD341 FD90-1044-04-04
1/2-20 O’Ring 207773 PD351 FD90-1045-03-04
9/16-18 O’Ring S301180 215250 PD361 FD90-1046-03-04
M14X1.5 O'Ring 178889A1 207774 PD367A-6
M18X1.5 O'Ring 358968A1 PD3127-6
M18X1.5 O'Ring 325647A2 PD3127-743-6
7/16” - 20 JIC (1/4” R54805 215251 PD34BTX
tube)
9/16” - 18JIC (3/8”) 215053 PD36BTX
3/4”-16JIC (1/2” Tube 215252 PD38BTX
1-1/16” 12 JIC (3/4” D137625 215253 PD312BTX FD90-1046-06-04
Tube)
1/2” Tube O-Ring 214747 PD38BTL
Face Seal
Female Tips 1/8" NPT Female PD222 FD90-1021-02-04
1/4 NPT Female 1543171C1 213165 PD242 FD90-1021-04-04
1/4 NPT Male 213183 PD243
7/16-20 PD240
Female O’Ring
9/16-18 PD260
Female O’Ring
M22X1.5 Metric 215254 PD296
Shut off 14-99-7
Valve 1 per hose
Test Hose CAS-1281-2
Hose Converts hose to 1/4 211863
Adapters Male pipe 2 per hose
• Hose is rated for 8,500 psi working pressure and is 8 ft. long.
• M14X1.5 Male coupler from OTC includes a special steel washer around the O’Ring which is
required on the “88” Series Excavators.
®
35 - 123
HYDRAULICS
DIAGNOSTIC TEST EQUIPMENT
“HYDRAULIC”
Digital Pressure & Temperature Analyzer
Test Tools Adapters

Digital Pressure & Kit # OEM1653
Temperature Analyzer From Inc. One each of the
OTC Tool Comp. units listed below.
500 PSI Sensor OEM1602
5,000 PSI Sensor OEM1603
20ft. Extension Cable OEM1607; two cables
K-Type Thermocouple 231509
Additional Items
10,000 PSI Sensor OEM1604
Gauge Protector (500psi) OEM1661
12ft. Cable Extension OEM1606
6ft. Cable Extension OEM 1605
Digital Pressure
Analyzer
K-Type
Thermocouple
Socket
Extension
Cable
Pressure
Sensor
®
35 - 124
HYDRAULICS
TEST PROCEDURES
1 Low Pressure Standby
2 High Pressure Standby
3 Steering Signal Relief Pressure
4 Reel Drive Relief Pressure
5 Regulated Pressure
6 Field Tracker, Park Brake And Feeder Lift
Cylinder Thermal Relief Valves
7 Auxiliary Gear Pump Flow
8 PFC Pump Flow
9 Separator and Rotary Air Screen
See check sheet at the end of the section
SUMMARY OF SPECIFICATIONS
Minimum System Pressure 30-41.3 bar (450-600 psi)

(Low pressure stand-by)
High pressure standby 182.6-189.5 bar (2650-2750 psi)
MY2006 207 bar (3000 psi)
Steering signal relief pressure 158-165 bar (2300-2400 psi)
Regulated pressure 21+/-1 bar (290-320 psi)
Reel drive circuit back pres. (Neut.) 27.5-41.3 bar (400-600 psi)
Reel drive relief pressure 130.9-148 bar (1900-2150 psi)
Field tracker relief valves 206.7 bar (3000 psi)
Park brake relief valve 25.8 bar (375 psi)
Feeder lift cylinder thermal relief 280-350 bar (4060 - 5075 psi)
Auxiliary gear pump flow at couplers 37.8 l/m (10 gpm) min
@ 69 bar (1000 psi)
Auxiliary gear pump flow at pump 41.6 l/m (11 gpm) min
@ 69 bar (1000 psi)
PFC pump flow 71.9 l/m (19 gpm) min
@ 139 bar (2000 psi)
®
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HYDRAULICS
®
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HYDRAULICS
TEST # 1

This test is used to determine low-pressure standby. There are two items responsible for low-
pressure standby, the 27.5 bar (400±25 psi) spring on the flow compensator spool and the
0.078 mm (0.031 in) orifice in the steering hand pump – which creates back pressure in the
signal line of approximately 50-150 psi. The 27.5 bar (400±25 psi) spring plus the back
pressure will equal low-pressure standby. The following test will show the spring setting of the
flow compensator spool.
Test Procedure
1. Attach a 69 bar (1000 psi) gauge to the signal line pressure test port on the main valve
assembly. It is recommended to install a needle valve in the test hose to prevent damage
to the gauge. With the needle valve closed, start the engine. At low idle, open the needle
valve on the gauge. Make sure that the steering wheel is not moved or that other
hydraulic functions are not activated otherwise the gauge could be damaged. The
signal line pressure should be approximately 3.45-10.4 bar (50-150 psi). Record this
number for use later.
2. Then attach the SAME 69 bar (1000 psi) gauge to the PFC pump pressure test port on the
main valve assembly. With the needle valve closed, start the engine. At low idle open the
needle valve on the gauge. Make sure that the steering wheel is not moved or that
other hydraulic functions are not activated otherwise the gauge could be damaged.
The PFC pump pressure port should read 27.5 bar (400±25 psi) above the reading that
was recorded from the signal line.
If the PFC pump pressure port does not read 27.5 bar (400 psi) above the signal line,
adjustment of the flow compensator spool spring is required. The adjustment procedure is as
follows:
Example Signal line pressure port reading 7.7 bar (112 psi)
Flow compensator spool spring setting + 27.5 bar (400±25 psi)
PFC pump pressure port reading AFTER adjustment 35.3 bar (512±25 psi)
3. Remove the cap for the adjustment screw located on the compensator.
4. Loosen the jam nut.
5. Use an allen wrench to adjust the pressure to match the number calculated. (See
example.)
6. Tighten the jam nut. Repeat test to verify the low-pressure standby setting.
7. If not correct, make adjustment again. If it is correct, replace the cap.
®
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HYDRAULICS
®
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HYDRAULICS
TEST # 2

This test is used to determine the spring setting of the high-pressure spool in the
compensator. High-pressure standby is the maximum pressure that the PFC pump will
develop. High pressure stand-by on 2300 Series Combines is 207 bar (3000 psi). There is no
relief valve in the PFC circuit so the high-pressure standby limit serves as the system relief.
Test Procedure
Attach a 345 bar (5000 psi) gauge to the PFC pump pressure test port. Disconnect the reel lift
hose from the feeder house if a grain header is attached. With the engine at high idle, activate
the reel raise circuit. The gauge should read between 207 bar (3000 psi).
If adjustment is required remove the cap for the adjustment screw located on the
compensator. Use an allen wrench to adjust the spring setting. After the adjustment has been
made, the test should be repeated to verify the spring setting.
®
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HYDRAULICS
STEERING SIGNAL RELIEF PRESSURE
®
35 - 130
HYDRAULICS
TEST # 3
STEERING SIGNAL RELIEF PRESSURE

This test is used to determine the relief valve setting of the steering signal circuit. The steering
signal relief valve is set at 158-165 bar (2300-2400 psi). If the steering signal is too high the
steering circuit can limit or completely stop the oil flow to the main valve assembly.
Test Procedure
Attach a 345 bar (5000 psi) gauge to the steering signal pressure port located on the steering
priority valve. With the engine at low idle, turn the steering wheel until the steering stops are
reached and hold the wheel. The relief valve in the steering hand pump will open. The
reading on the gauge should be between 158-165 bar (2300-2400 psi).
The relief is located in the steering hand pump and is set from the factory. If adjustment is
needed, the steering hand pump must be removed from the combine. The relief valve
adjustment is an allen plug located on the mounting surface of the hand pump. The plug will
be filled with wax. After removing the wax, turn the threaded plug in to increase the relief
valve setting, and out to decrease the setting. After the adjustment has been made, the test
should be repeated to verify the spring setting. Before installing the hand pump in the
combine, replace the wax with LOCTITE to prevent the adjusting plug from moving.
®
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HYDRAULICS
REEL DRIVE RELIEF PRESSURE
1 Regulated Pressure 2 Regulated Pressure Adjustment

3 Reel Drive Pressure
®
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HYDRAULICS
TEST # 4
REEL DRIVE CIRCUIT PRESSURE

This test is used to determine the spring setting of the relief valve in the reel drive valve. This
relief is a pilot-operated relief valve and is set between 131-148 bar (1900-2150 psi).
Test Procedure
Attach a 345 bar (5000 psi) gauge to the reel drive pressure test port. Disconnect the reel
drive couplers at the feeder house. Start the combine.
Feeder Dis-Engaged
At low idle the gauge should read between 27.5-41.3 bar (400-600 psi). If the pressure needs
to be adjusted, shims can be added or removed from the spring on the pressure compensator
spool in the reel drive valve. A shim kit is available through the parts system. If the pressure
is low the pressure regulating valve and regulated circuit function will not operate correctly.
Feeder Engaged
Next engage the separator and feeder. Set the reel mode switch to manual and adjust the reel
speed ratio potentiometer control to maximum. With the engine at high idle, the gauge should
read between 131-148 bar (1900-2150 psi).
If adjustment is needed, remove the relief valve cap located on the reel drive valve, loosen the
jam nut and use an allen wrench to adjust the pressure. Turning the screw in will increase the
pressure and turning the screw out will decrease the pressure. After the adjustment has been
made, the test should be repeated to verify the spring setting.
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HYDRAULICS
REGULATED PRESSURE
1 Regulated Pressure 2 Regulated Pressure Adjustment

3 Reel Drive Pressure
®
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HYDRAULICS
TEST # 5
REGULATED PRESSURE
This test is used to determine the pressure setting of the regulated circuits. The regulated
circuits require a constant pressure of 21+/-1 bar (305+/-15 psi) in order to function properly.
REMEMBER: Before making any adjustments to the regulated circuit, test the reel
drive circuit for the proper system “Dis-Engaged” pressures (see test #4).
IMPORTANT: Regulated pressure is easily adjusted, BUT may be hard to

maintain. DO NOT try to adjust regulated pressure when the oil temperature is below
65.5oC (150oF). Use caution when working with HOT oil.
Test Procedure
Attach a 41.4 bar (600 psi) gauge to the regulated pressure test port. With the engine at low
idle, the gauge should read between 21+/-1 bar (305+/-15 psi).
If proper circuit back pressure is available and adjustment is still needed, remove the cap on
the pressure regulating valve and loosen the jam nut. Then use an allen wrench to adjust the
pressure. Turn the plug in to increase the pressure and out to decrease the pressure. After
the adjustment has been made, the test should be repeated to verify the spring setting.
®
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HYDRAULICS
FIELD TRACKER, PARK BRAKE RELIEF
FEEDER THERMAL RELIEF VALVES
Pressurizing the valve from the side.
“Field Tracker Relief”
Pressurizing the valve from the end.
“Park Brake and Thermal Relief”
®
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HYDRAULICS
TEST # 6
FIELD TRACKER, PARK BRAKE RELIEF AND
FEEDER THERMAL RELIEF VALVES

This test is used to determine the pressure settings of the relief valves.
Test Procedure
To bench test relief valves use special tool CAS-1905-2, CAS-1905-3 and adapter
1252331C1. A diesel nozzle tester or tractor remote valve can be used to supply pressure to
the test block 206934.
Field Tracker Relief Valve

To test the field tracker relief valves, thread it in to the test block and attach the supply hose to
the test block so that the pressure will act on the side of the relief valve. Create enough
pressure to open the relief valve. The reading on the gauge should read 207 bar (3000 psi). If
adjustment is required, remove the cap and use an allen wrench to turn the threaded plug.
Turn the plug in to increase the relief pressure setting, or turn the plug out to decrease the
relief pressure setting. After the adjustment has been made, the test should be repeated to
verify the relief valve setting.
Park Brake Relief Valve

To test the park brake relief valve, thread it into the test block and attach the supply hose to
the test block so that the pressure will act on the end of the relief valve. Create enough
pressure to open the relief valve. The reading on the gauge should read 24.1-25.8 bar (350-
375 psi). If adjustment is required, remove the cap on the relief valve and loosen the jam nut.
Use an allen wrench to adjust the screw. Turn the screw in to increase the relief pressure
setting, or turn the screw out to decrease the relief pressure setting. After the adjustment has
been made the test should be repeated to verify the relief valve setting.
Feeder Lift Cylinder Thermal Relief Valve

To test the feeder thermal relief valve, thread it into the test block and attach the supply hose
to the test block so that the pressure will act on the end of the relief valve. Create enough
pressure to open the relief valve. The reading on the gauge should read 280-350 bar (4060
- 5075 psi). If the valve drips before it opens at the set pressure the header will settle. An
additional adapter bushing part number 1252331C1 will be required to install the relief valve
into the test block.
®
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HYDRAULICS
AUXILIARY GEAR PUMP FLOW
®
35 - 138
HYDRAULICS
TEST # 7
AUXILIARY GEAR PUMP FLOW

This test is used to determine the oil flow of the auxiliary gear pump. When conducting this
test the flowmeter should read 37.8 l/m (10 gpm). If the reading is less than 37.8 l/m (10 gpm)
there could be a problem with the gear pump.
Test Procedure
Attach the inlet hose for the flowmeter to the reel drive supply male coupler on the feeder.
Connect the outlet of the flowmeter to the reel drive return female coupler.
With the flowmeter restrictor valve fully open, start the engine. Set the reel speed selector
switch to manual and adjust the reel speed ratio potentiometer control to maximum. Engage
the separator and feeder and set engine at high idle. Adjust the restrictor valve to produce a
69 bar (1000 psi) restriction and observe the gpm gauge. It should read 37.8 l/m (10 gpm). At
the same time the flow test is being conducted, a test of the reel drive relief valve can be made
by turning the restrictor in until the highest-pressure reading is observed on the flowmeter.
The relief should be set at approximately 130.9-151.6 bar (1900-2200 psi). If not, refer to the
reel drive relief pressure-testing page for adjustment procedures.
NOTE: If the flow is below specifications, it may be necessary to isolate the pump from the
reel drive valve and the regulated circuits. A leak in either area may produce low flow
readings. To isolated the pump connect the flow meter in-line directly after the auxiliary gear
pump.
IMPORTANT Use extreme caution if this procedure is used. There is no relief

valve in the system when testing in this manner. Be absolutely sure the flow meter
restrictor is open when starting the combine engine. Once the machine is started,
increase to full throttle and VERY SLOWLY restrict the flowmeter to 69 bar (1000 psi).
The flow should be 41.6 L (11 gpm) when tested AT THE PUMP.
®
35 - 139
HYDRAULICS
PFC PUMP FLOW
®
35 - 140
HYDRAULICS
TEST # 8
PFC PUMP FLOW

This test is used to determine the oil flow of the PFC pump. When conducting this test, the
flowmeter should read 71.9 l/m (19 gpm). If the reading is less than 71.9 l/m (19 gpm) there
could be a problem with the PFC pump.
Test Procedure
Drain all hydraulic oil from the reservoir. Disconnect and cap the outlet line from the PFC
pump. Attach the inlet hose for the flowmeter to the outlet of the PFC pump. Next, disconnect
and cap the main valve assembly return line from the steel return line. Attach the outlet hose
for the flowmeter to the steel return line. Disconnect and cap the signal line. Tee a hose into
the inlet hose of the flowmeter and connect it to the compensator. Refill the reservoir with Hy-
Tran Ultra.
With the flowmeter restrictor valve fully open, start the engine. Move throttle to high idle
position and adjust restrictor valve to produce a 138 bar (2000 psi) restriction. The flowmeter
should read 71.9 l/m (19 gpm). If the reading is under 71.9 l/m (19 gpm), the PFC pump could
be damaged.
REMEMBER The most common reason for low flow from a PFC pump is NOT due
to pump failure, BUT a mis-adjusted or malfunctioning compensator.
®
35 - 141
HYDRAULICS
SEPARATOR AND ROTARY AIR SCREEN, (PRIOR TO 2002)
Rotary Air Screen Valve
Separator Clutch Control Valve
®
35 - 142
HYDRAULICS
TEST # 9
2388 SEPARATOR AND ROTARY AIR SCREEN, (PRIOR TO 2002)

Separator Drive Pressure Test
1. Run the combine at high idle with the separator engaged to warm the oil above 37oC
(100oF).
2. While the separator is running check the RPM of the rotary air screen with a suitable tach
(OEM 1057 photo tach) to help determine hydraulic oil flow from the engine mounted
pump. Dis-engage the separator Clutch.
Rotary Air Screen RPM Correct By

Above 195 RPM Pump flow is acceptable. Continue with the
next test procedure.
Below 195 RPM 1. Inspect the separator filter indicator for
restriction with engine running at high idle.
Replace filter if necessary and retest.
2. Inspect the separator to pump inlet hoses
for proper routing, loose hose clamps,
hoses being kinked. Replace and/or
repair as required.
3. Inspect the rotary air screen relief valve
and o-rings for damage (located under the
radiator air chute). Retest
4. Replace the pump.
3. Disconnect the hose from the oil cooler to the PTO clutch control valve at the control valve.
Install the inlet of the flowmeter to the oil cooler hose. Install the outlet of the flowmeter to
the control valve.
4. Start the engine and check for leaks.
5. Operate the engine at LOW IDLE with the SEPARATOR DISENGAGED. The pressure
must be 13.1 bar (190 psi) minimum and 3.8 L/m (1 gpm) flow. Flow is through the (0.073
cooling orifice).
6. Test the pressure with the SEPARATOR DISENGAGED and the engine at HIGH IDLE.
The pressure should be 14.4-16.2 bar (210 - 235 psi) and 3.8 L/m (1 gpm) flow.
7. If the pressure is less than 14.4 bar (210 psi), turn the screw in on the pressure-regulating
valve to increase its pressure setting. The relief valve is located under a cap on the top of
the PTO unit. If the pressure remains unchanged after adjustment, a problem may exist in
the pressure-regulating valve.
®
35 - 143
HYDRAULICS
TEST # 9
2388 SEPARATOR AND ROTARY AIR SCREEN, (PRIOR TO 2002)

8. Operate the engine at LOW IDLE with the SEPARATOR ENGAGED. The pressure must
be 12.4 bar (180 psi) minimum and 6-9 L/m (1.8-2.2 gpm flow). Flow is through the (0.073
cooling orifice, clutch leakage and cooling orifices in the clutch piston). Pressure should
reach 12.4 bar (180 psi) minimum in approximately 1 second after the separator has
started.
9. Operate the engine at HIGH IDLE with the SEPARATOR ENGAGED. The pressure must
be 13.8 bar (200 psi) minimum and 6-9 L/m (1.8-2.2 gpm flow). Flow is through the (0.073
cooling orifice, clutch leakage and cooling orifices in the clutch piston). Pressure should
reach 12.4 bar (180 psi) minimum in approximately 1 second after the separator has
started.
NOTE: Re-stake pressure regulating valve after any adjustments.
If the flow is less than 6-9 L/m (1.8-2.2 gpm), there may be a restriction in the control valve
spool movement, clutch supply circuit or orificed flow into the separator housing 1.8 mm (0.073
in) orifice.
In the flow is greater than 6-9 L/m and the pressure is less than 13.8 bar ( 200 psi), there is a
leak between the control valve and the clutch piston and/or the orifice, 1.8 mm (0.073 in), for
the separator housing is missing.
If the pressure rise after engagement takes longer than 1 second check the accumulator
pressure.
Engine RPM Separator Pressure Flow

Low Idle OFF 13.1 Bar Minimum 3.8 L/m
1100 RPM 190 psi Minimum 1 gpm
High Idle OFF 14.4-16.2 Bar 3.8 L/m
2450 RPM 210-235 psi 1 gpm
Low Idle ON 12.4 bar minimum 6-9 L/m
1100 RPM 180 psi minimum 1.8-2.2 gpm
High Idle ON 13.8 bar 6-9 L/m
2450 RPM 200 psi minimum 1.8-2.2 gpm
Accumulator Test
1. Always check the pressure in the accumulator anytime the clutch pressure is checked, or
after a clutch rebuild.
2. Check the pressure using the accumulator recharge kit. Correct nitrogen charge pressure
is 4.5 bar (65 psi).
®
35 - 144
“HYDRAULIC SYSTEM”
CHECK SHEET
INFORMATION REQUIRED
Date: ____/____/____ PIN Number: ___________ Hours: ________
CONDITION OF TEST
Place the combine in a place that all hydraulic The Parking Brake Should Be Engaged.
operations can be activated.
The hydraulic reservoir should be properly filled and Oil Temperature must be Above100o F (39o C)
new filters installed.
Steering Priority Valve

Location: Behind and above Left Drive Tire
Main Valve Assembly

Location: Left cab door
Pressure Regulating Valve

Location: Under Reservoir Tank
“HYDRAULIC SYSTEM”
CHECK SHEET
PFC Pump Steering Auxiliary Pump

Compensator Relief Circuits
Signal Pump Steering Press. Reel Circuit Regulated
Press. Press. PSI (Bar) Min. / Max. Pressure
PSI (Bar) PSI ( Bar) Press. PSI (Bar)
PSI (Bar)
Low Press. Stand-By 0-150 400±25
All controls in NEUTRAL (0-10.34) (27.5)
Above the
signal press.
Test Results At Test Port #1 Test Port #2
(See training manual test
procedure #1 if not correct)
High Press. Stand-By 2300±50 (206±3.5)
Reel raised and held on Signal and Pump press. Should
demand be the same.
Steering Relief 2300-2400
Hold steering against steering (158-165 bar)
stops
Test Results Test Port #3
Minimum System Press. 500±100 305±15
All controls in NEUTRAL (34.5±7) (21±1)
procedure #4 & 5 if not
correct)
Reel Drive Relief 2100 Max. 305±15

Disconnect reel hose from (144.7) (21±1)
feeder and engage feeder

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AGRICULTURAL EQUIPMENT SERVICE TRAINING

SEPARATOR AND ROTARY AIR SCREEN, (PRIOR TO 2002) ----------------------------------- 142

• Understand how to read hydraulic schematics.

Wait a Minute… This symbol will preface a frequently asked question.

REMEMBER: This symbol will preface tips to remember.

MODEL YEAR HYDRAULIC CHANGES

Model Year 2002

Model Year 2001

♦ Regulated Valve changed to incorporate the unloader engagement and seperator

Model Year 2000

Model Year 1999

BASIC PRINCIPLES OF THE SYSTEM

Flow Across a Restriction

BASIC PRINCIPLES OF THE SYSTEM

HYDRAULIC COMPONENT LOCATIONS, (MY 2003 AND LATER)

1 Foot-N-Inch Valve 10 Steering Priority Valve 19 Air Screen Hydraulic Motor

Feeder Hydro. Motor

Regulated Reel Drive Steering Motor Main Valve

HYDRAULIC RESERVOIR AND FILTERS

Model Year 2001 and Later

1. Pressure Regulating Valve

HYDRAULIC RESERVOIR AND FILTERS

Hydraulic oil cooling system, (See electrical section for instrumentation)

HYDRAULIC PUMPS AND DRIVE SYSTEM

PFC PISTON PUMP

• Low-pressure standby (could be thought of as neutral).

PFC PUMP SPECIFICATIONS

THE PFC SYSTEM IS USED TO OPERATE

PFC PISTON PUMP

PFC PUMP OPERATION

LOW PRESSURE STANDBY

LOW PRESSURE STANDBY

PRESSURE AND FLOW COMPENSATION

PRESSURE AND FLOW COMPENSATION

HIGH PRESSURE STANDBY

HIGH PRESSURE STANDBY

MAIN HYDRAULIC VALVE ASSEMBLY

STEERING PRIORITY VALVE

STEERING HAND PUMP

Neutral Position 1. Recirculation Check

Power Turn (left or right)

STEERING RELIEF VALVE

STEERING RELIEF VALVE

Manual Turn (left or right)

MAIN VALVE ASSEMBLY

MAIN VALVE ASSEMBLY

1. The PFC pump.

Header Raise This circuit utilizes two single acting ram-type

MAIN VALVE ASSEMBLY SOLENOID FUNCTIONS

MAIN VALVE ASSEMBLY SOLENOID FUNCTIONS

REMEMBER: This manual activation may be used to determine if failure of a circuit is

Function Solenoid(s) Can

MAIN VALVE ASSEMBLY

MAIN VALVE ASSEMBLY

Reel raise SV1

REMEMBER: Each of these valves is different as indicated by their SV number. It is

SIGNAL VALVE (SV4)

SIGNAL VALVE (SV4)

SV4 Valve Solenoid De-energized

SV4 Valve Solenoid Energized

REEL RAISE VALVE (SV1)

REEL RAISE VALVE (SV1)

SV1 Solenoid De-energized

SV1 Solenoid Energized