1986/04/01 Testing And Adjusting (SENR3255-00)

SMCS - SENR32550002 

Troubleshooting
Use this as a reference for the location and correction of problems in the power train. When more checks are necessary, use the 6V4160
Transmission Hydraulic Test Group. Locations of the pressure taps and procedures for testing and adjusting are given in the D5H POWER SHIFT
TRANSMISSION TESTING AND ADJUSTING, Form SENR3256 and DIRECT DRIVE TRANSMISSION TESTING AND ADJUSTING in this
manual.

Always make visual checks first. Then check the operation of the machine and go on to check with the instruments.

Visual Checks
1. Check the power train oil level.

2. Check the oil level in the final drives.

3. Check all oil lines, hoses and connections for leaks and damage. Look for oil on the ground under the machine.

4. Check the control linkages for the transmission, steering clutches and brakes for damage and/or adjustment.
5. Check the adjustment of the track.

6. Check the screens and filters for foreign material.

a. Bronze-colored particles give an indication of a clutch failure.

b. Shiny steel particles give the indication of a pump failure.

c. Rubber particles give an indication of a seal failure or hose failure.

d. Aluminum particles give an indication of a torque converter failure.

If you find metal or rubber particles, all components of the power train system must be washed clean. Do not use parts with damage. Use new
parts.

Checks During Operation

When checks are made while the machine is in operation, make

sure only one operator is on the machine. Keep other personnel
away from the machine. Make sure checks are done in a flat and
open area.

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Operate the machine in each direction and in all speeds. Make note of all noises that are not normal and find their sources. If the operation is not
correct, make reference to the CHECK LIST DURING OPERATION for "problems" and "probable causes".

Check List During Operation

Transmissions (Power Shift)
Problem: Transmission does not operate in any speed or does not engage (slips) in all speeds.
PROBABLE CAUSE:

1. Low oil pressure caused by:

a. Low oil level.

b. Control linkage loose or adjustment not correct.

c. Failure of the oil pump or pump drive.

d. Air leaks on inlet side of pump.

e. Priority valve adjustment not correct.

f. Leakage inside the transmission.

g. Adjustment of the modulation relief valve not correct, or valve does not close.

h. Load piston or differential valve operation not correct.

2. Mechanical failure in transmission.

3. Failure of torque converter.

4. Failure of transfer or bevel gears.

5. Steering clutch operation not correct.

6. Failure in final drives.

Problem: Transmission does not make a shift.

PROBABLE CAUSE:

1. Control linkage loose or adjustment not correct.

2. Low oil level.

3. Low clutch pressures.

Problem: Slow shifts.

PROBABLE CAUSE:

1. Low oil pressure.

2. Adjustment of control linkage not correct.

3. Air leaks on inlet side of pump.

4. Load piston or differential valve does not move.

Problem: Transmission engages very suddenly (rough shifting).

PROBABLE CAUSE:

1. Initial setting of modulation relief valve not correct.

2. Load piston or differential valve does not move.

3. Valve springs that are weak or have damage.

Problem: Transmission operates in FORWARD speeds only.

PROBABLE CAUSE:

1. Control linkage loose or adjustment not correct.

2. No. 1 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission operates in REVERSE speeds only.

PROBABLE CAUSE:

1. Control linkage loose or adjustment not correct.

2. No. 2 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission does not operate in FIRST speed FORWARD or REVERSE.
PROBABLE CAUSE:

1. No. 5 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission does not operate in SECOND speed FORWARD or REVERSE.

PROBABLE CAUSE:

1. No. 4 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission does not operate in THIRD speed FORWARD or REVERSE.

PROBABLE CAUSE:

1. No. 3 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission does not disengage (release) when the selection lever is in NEUTRAL.
PROBABLE CAUSE:

1. Control linkage loose or adjustment not correct.

2. Direction clutch is engaged, and does not release.

Problem: Transmission engages but the machine does not move.

PROBABLE CAUSE:

1. Failure in final drives.

2. Failure in steering clutches.

3. Failure in transfer or bevel gears.

4. Gears in the transmission will not move because of:

a. Too many clutches are engaged.

b. Mechanical failure in transmission.

5. Mechanical failure in torque converter.

Problem: Transmission gets hot.

PROBABLE CAUSE:

1. Low oil level.

2. High oil level.

3. Cores of oil cooler not completely open.

4. Low oil flow as a result of pump wear.

5. Long periods of operation with converter at or near stall speed.

6. Too much resistance between the plates and discs of the clutches when not engaged.

Problem: Pump noise not normal.

PROBABLE CAUSE:

1. Loud sounds at short intervals that give an indication that particles are going through the pump. These can be caused by pump cavitation.

2. A constant loud noise is an indication of pump failure.

3. Air at the inlet side of the pump.

Torque Converter (Power Shift)

The information that follows must be used to diagnose problems in the torque converter. This information does not give every possible problem, but
many of the common problems are given. The problem can be in the engine or transmission.

Problem: Noises in torque converter that sound like metal in contact.

PROBABLE CAUSE:

1. Bearings that have too much wear or damage.

2. Loose turbine, impeller or stator blades.

3. Too much side load on output shaft.

Problem: High converter inlet pressure.

PROBABLE CAUSE:

1. Converter ratio valve not operating correctly.

2. Restrictions in outlet relief valve.

3. Restrictions in outlet line to oil cooler.

Problem: Low inlet pressure.

PROBABLE CAUSE:

1. Bad converter charging pump.

2. Converter ratio valve.

a. Dirt or foreign material will not let valve close.

3. Outlet relief valve.

a. Spring too weak.

b. Dirt or foreign material will not let valve close.

4. Seal leakage in torque converter.

Problem: Torque converter gets hot.

PROBABLE CAUSE:

1. Bad temperature gauge or sender.

2. Long periods of operation with converter at or near stall condition.

3. Cooling system operation not correct.

a. Cores of oil cooler not completely open.

b. Restriction in oil cooler lines.

4. Low oil pressure.

a. Low oil level.

b. Converter ratio valve not operating correctly.

c. Outlet relief valve not closing.

d. Leakage around torque converter seals.

5. Air in oil system.

6. Scavenge line not open.

7. Mechanical failure in torque converter.

Transmissions (Direct Drive)

Problem: Transmission does not operate in any speed or does not engage (slips) in all speeds.
PROBABLE CAUSE:

1. Failure in clutch control valve or clutch.

2. Mechanical failure in transmission.

3. Failure of bevel gear.

4. Failure in steering clutches.

Problem: Transmission operates in REVERSE speeds only or FORWARD speeds only.

PROBABLE CAUSE:

1. Control linkage loose, bent or adjustment not correct.

2. Mechanical failure in transmission.

Problem: Transmission does not make a shift.

PROBABLE CAUSE:

1. Transmission control linkage loose, bent or adjustment not correct.

2. Mechanical failure in transmission.

3. Clutch control linkage loose, bent or adjustment not correct.

Problem: Transmission does not remain in a speed when under load conditions.
PROBABLE CAUSE:

1. Interlock linkage adjustment is not correct.

2. Interlock linkage has damage.

3. Ends of interlock plungers and/or notches in shift shafts have wear.

4. Interlock springs are weak or have damage.

Problem: Shifts of the transmission are not easy.

PROBABLE CAUSE:

1. Shift forks have damage or wear.

2. Transmission brake has wear or is not engaging.

a. Low oil pressure.

b. Control valve linkage adjustment not correct.

Problem: Gears in the transmission do not turn.

PROBABLE CAUSE:

1. Failure of the bearings on one or more of the shafts.

2. Gear in transmission is broken.

3. One or more of the gears not correctly engaged (transmission in two speeds at the same time).

Problem: Transmission is in a speed when the control lever is in Neutral.

PROBABLE CAUSE:

1. Control linkage loose or adjustment not correct.

2. Mechanical failure in transmission.

Problem: Transmission gets hot.

PROBABLE CAUSE:

1. High oil level.

2. Low oil flow because of a pump that has wear or leaks in the lubrication system.

3. Low oil level.

4. Core of oil cooler not completely open.

Problem: Pump noise not normal.

PROBABLE CAUSE:

1. Loud sounds at short intervals that give an indication that particles are going through the pump. These can be caused by pump cavitation.

2. A constant loud noise is an indication of pump failure.

3. Air at the inlet side of the pump (aeration).

Steering and Brakes

Problem: Machine will not turn in one direction.
PROBABLE CAUSE:

1. Adjustment of steering control linkage is not correct or linkage is damaged.

2. Steering valve operation is not correct:

a. Spool assembly for the steering clutch circuit does not move freely.

3. Steering clutch will not release.

a. Clutch piston will not move freely.

b. Discs or plates are warped.

Problem: Machine will not turn in either direction.

PROBABLE CAUSE:

1. Adjustment of the steering control linkage is not correct or linkage is damaged.

2. Steering clutches will not release.

a. Clutch pistons will not move freely.

b. Discs or plates are warped.

Problem: Machine moves in one direction when the steering control levers are released.
PROBABLE CAUSE:

1. Adjustments of steering and brake control linkages not correct or linkage is damaged.

2. Weak or broken springs for the brake spool assembly in the steering and brake control valve.

3. Weak or broken springs for the clutch spool assembly in the steering and brake control valve.

4. Seals for opposite side steering clutch piston have damage.

5. Seals for same side brake piston have damage.

6. Leakage in steering and brake control valve or lines.

7. Spool assembly for the steering clutch circuit will not return to the closed position.

8. Steering clutch plates or discs have wear or damage.

9. Brake plates or discs are damaged.

10. Splines on the steering clutch hubs are damaged.

Problem: Slow steering.

PROBABLE CAUSE:

1. Adjustments of steering and brake control linkages not correct or linkage is damaged.

2. Brakes plates or discs have wear or damage.

3. Splines on brake hub are damaged.

Problem: Brakes will not engage.

PROBABLE CAUSE:

1. Operation of brake pedal linkage or adjustment of linkage is not correct.

2. Brake spool in steering and brake control valve will not move freely.

3. Brake plates or discs have wear or damage.

4. Broken Belleville spring.

Problem: Both brakes will not release.

PROBABLE CAUSE:

1. Operation of brake pedal linkage or adjustment of linkage is not correct.

2. Brake spool in steering and brake control valve will not move freely.

3. Spring for brake spool is weak or broken.

4. Low oil pressure to steering and brake control valve.

5. Seals for brake pistons are damaged.

6. Leakage in steering or brake control valve or lines.

7. Operation or adjustment of parking brake linkage is not correct.

8. Check valve in parking brake circuit will not open.

9. Poppet valve in parking brake circuit will not close.

Direct Drive Hydraulic System

Direct Drive Power Train Oil System Schematic
1. Transmission brake control valve (part of clutch and transmission control valve).

2. Transmission brake reducing valve.

3. Steering clutch and brake control valve.

4. Power train oil pump.

5. Priority valve.

6. Clutch relief valve.

7. Clutch control valve (part of clutch and transmission control valve).

8. Bevel gear case sump.

9. Pump drive housing.

10. Clutch

11. Transmission brake.

12. Lubrication relief valve.

13. Oil filter.

A. Pump pressure tap.

B. Clutch pressure tap.

C. Lubrication pressure tap.

D. Transmission brake pressure tap.

Direct Drive Transmission Testing And Adjusting

When tests and adjustments are made of the transmission, the

parking brake must be OFF. To prevent movement of the
machine and personal injury, do the procedure that follows:

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1. Lower the bulldozer and ripper to the ground.

2. Put blocks in front of and behind the tracks.

3. Let only approved personnel on the machine and keep other personnel off the machine and in clear view of the operator.

NOTE: All tests and adjustments must be made with the oil in the power train hydraulic system at normal temperature for operation. Make sure that
the linkage adjustments are correct before any tests are made.

Location Of Pressure Taps

A. Priority valve (pump pressure) tap. B. Clutch pressure tap. C. Lubrication pressure tap. D. Transmission brake pressure tap.

Clutch And Transmission Brake Control Valve

2. Transmission brake reducing valve. 15. Spacers. 16. Spacers.

Location Of Lubrication Relief Valve

11. Lubrication relief valve. 12. Oil filter.
Lubrication Relief Valve
11. Lubrication relief valve. 17. Spacers.

Clutch And Transmission Brake Control Valve

5. Priority valve. 6. Clutch relief valve. 13. Spacers. 14. Spacers.
Linkage Adjustments (Direct Drive)
Clutch Control And Interlock Linkage (Direct Drive)

Clutch Control And Interlock Linkage

1. Speed selector lever. 2. Clutch pedal. 3. Rod assembly. 4. Rod assembly. 5. Lever. 6. Rod assembly. 7. Lever. 8. Rod assembly.

To prevent possible injury, make adjustments with the engine off

and the parking brake activated.

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Torque for all 3/8 in. locknuts (jam nuts) that hold the rod ends in place on the rods ... 14 ± 4 N·m (10 ± 3 lb. ft.)

NOTE: All rod assembly measurements must be made in a straight line between the centerlines of the rod end mounting holes.

(3) Assembled length of rod assembly ... 390 ± 2 mm (15.35 ± .08 in.)

(6) Assembled length of rod assembly ... 726 ± 2 mm (28.58 ± .08 in.)

Adjustment Procedure for the Clutch Control and Interlock Linkage

1. Install rod assemblies (3) and (6) after they have been adjusted to the correct length.

2. Install clutch pedal (2) on the shaft one spline tooth down from where timing mark on the shaft is aligned with the the slot in pedal (2).

3. Rotate lever (5) as far to the rear as it will go (clutch engaged position).

4. Adjust the length of rod assembly (8) so that the front tread of clutch pedal (2) is dimension (A) of 152 ± 12 mm (6.0 ± .5 in.) from the floor plate.

5. Let lever (5) return to the clutch disengaged position. (This is the position the lever will return to with the engine off and no other forces on the
linkage or clutch pedal.)

6. Disconnect rod (4) from lever (5).

7. Position the gearshift lever (1) between neutral and any gear. This moves a plunger to its maximum retraction.

8. Rotate interlock lever (7) as far to the rear as it will go and adjust the length of rod (4) for free fit of bolt in lever (5).

9. Increase the length of rod (4) by eight turns of rod end (approximately 8.9 mm (.35 in.). Tighten locknuts and re-attach rod to lever (5).

NOTE: To bring pedal (2) closer to the operator, align the timing mark on the shaft with centerline of the slot in pedal (2). This will give a dimension
(A) of 182 ± 12 mm (7.2 ± .5 in.)
See LINKAGE FOR CLUTCH AND TRANSMISSION BRAKE CONTROL VALVE for adjustment of internal valve linkage.

Linkage For Clutch And Transmission Brake Control Valve

Adjustment Procedure for Valve Linkage
NOTE: Adjustments must be made with the valve removed from the tractor.

1. Move input piston (4) toward brake engaged position (piston moving out of valve body) until free movement stops. With input piston (4) in this
position, adjust link (7) until lever (1) closes switch (2) and allows current to flow.

2. Now move input piston (4) toward the clutch engaged position (piston moving into valve body) until free movement stops. With input piston (4) in
this position and brake plunger (3) in its free position, adjust link (6) to obtain a clearance of 0.08 ± 0.08 mm (.003 ± .003 in.) between link (6) and
roller (5).

3. Make sure lever (1) is not in contact with switch (2) after input piston (4) and brake plunger (3) are adjusted as described in Step 2.

Control Valve Linkage

1. Lever. 2. Switch. 3. Brake plunger. 4. Input piston. 5. Roller. 6. Link. 7. Link.

Control Valve And Manifold (Removed From Tractor)

Forward-Reverse And Parking Brake Control Linkage (Direct Drive)

Forward-Reverse And Parking Brake Control Linkage
1. Direction selection lever. 2. Parking brake knob. 3. Lever. 4. Rod assembly. 5. Rod assembly. 6. Rod assembly. 7. Rod. 8. Lever. 9. Rod assembly. 10. Lever.
Torque for all 3/8 in. locknuts (jam nuts) that hold the rod ends on the rod ... 14 ± 4 N·m (10 ± 3 lb. ft.)

Torque for all 1/2 in. locknuts (jam nuts) that hold the rod ends on the rods ... 45 ± 7 N·m (33 ± 5 lb. ft.).

Torque for all 3/8 locknuts on rod end ball studs ... 25 ± 7 N·m (18 ± 5 lb.ft.).

NOTE: All rod assembly measurements must be made in a straight line between the centerlines of the rod end mounting holes.

(5) Assembled length of rod assembly ... 317 ± 2 mm (12.5 ± .08 in.)

(6) Assembled length of rod assembly ... 202 ± 2 mm (7.95 ± .08 in.)

Procedure to Adjust Forward-Reverse Linkage

1. Install adjusted rod assembly (5).

2. Position lever (1) centered in Forward-Reverse slot (as shown).

3. Disconnect rod (7) at lever (8).

4. Move lever (8) to neutral position (as shown). This is approximately 5° forward from vertical.

5. Adjust the length of rod assembly (7) to obtain a free fit of pin in lever (8).

Procedure to Adjust Parking Brake Linkage

1. Set knob (2) to dimension (A) (parking brake ON position) of ... 106 ± 2 mm (4.2 ± .08 in.)

2. Adjust the length or rod assembly (4) to obtain a free fit of pin in lever (3).

3. Install adjusted rod assembly (6).

4. Push knob (2) all the way down into the RUN position.

5. Disconnect rod assembly (9) at its upper end.

6. Push down on lever (10) until resistance is felt and adjust the length of rod assembly (9) until pin fits through upper rod end freely.

7. To check parking brake adjustment, install a 0 to 4000 kPa (0 to 600 psi) pressure gauge on the right or left brake pressure tap.

8. Start the engine and run it at high idle.

9. Pull parking brake knob (2) up to the brake ON position.

10. The pressure gauge must read 0 kPa (0 psi). If the pressure is not 0 kPa (0 psi), make rod assembly (9) shorter and check the pressure again.

11. Push parking brake knob (2) down to the brake OFF position. The pressure gauge must read 2750 ± 150 kPa (400 ± 22 kPa). If the pressure
reading is low, make rod assembly (9) longer and check the pressure again.

1DD1-UP, 1YD1-UP, 2SD1-UP, 3MD1-UP, 4KD1-UP, 7EG1-UP, 7NC1-UP, 8RC1-UP, 8RJ1-UP, 8SC1-UP, 9HC1-UP

PPI-0007C860
2022/05/17
01:56:40+01:00
SENR32550002
© 2022 Caterpillar Inc.
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