Telehandler Service Manual

Port Moresby Technical College, PO Box 1969.
Technical Vocational Education Training (TVET) National Certificate (III) Three

PORT MORESBY NCD Telephone 321 4311
Diesel Heavy Equipment Fitting Unit DHEF 03 24 Power Train
Facsimile 321 1057 Email pomtech@ymail.com
Systems Operation TH460B, Telehandlers Steering System

Introduction
This module discusses the features and operation of the steering system.
The following Telehandlers are covered in this module: TH220B TH330B TH340B TH350B TH355B TH360B TH460B TH560B
TH580B
Some machines are equipped with a self-aligning feature for the front wheels and the rear wheels.
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Technical Vocational Education Training - Diesel Heavy Equipment – National Certificate (III) Three - Unit DHEF 3 06 - 24 Steering & Suspension System
Developed & Compiled by, Mr. Kere UME- Instructor – Diesel Heavy Equipment Fitting Section, Automotive Department
Copyrighted and distributed by Port Moresby Technical College in Providing Skills for the Future.
Steering Arrangement
Front axle (1) and rear axle (7) have similar steering arrangements. Front steering cylinder (2) and rear steering cylinder (6) are an
integral part of each axle housing. Each cylinder is equipped with two tie rods (3). Each tie rod is mounted to steering case (4) at
each wheel. When the steering wheel is being turned, hydraulic oil forces steering cylinders to move tie rods (3). The tie rods act
on steering cases (4). The steering cases rotate on pivot pins (5) at each wheel. This action allows the wheels to turn in the desired
direction.
Note: The steering mode and the direction of the rotation of the steering wheel will determine the direction of movement of the
wheels.
The machine may be operated in the following three steering modes:
 Two-wheel steer
 Circle steer
 Crab steer
Two-wheel Steer
When the machine is operated in two-wheel steer, the front wheels are the only active steering wheels. The rear wheels must be in
a straight ahead position for proper operation of two-wheel steer. This mode is the only acceptable mode for roading the machine.
Circle Steer
All wheels are steered in this mode. The rear wheels are steered in the opposite direction to the front wheels. This mode provides a
shorter turning radius for turns in tight areas.
Crab Steer
All wheels are steered in this mode. The rear wheels are steered in the same direction as the front wheels. This mode enables the
machine to move in a sideways manner for maneuverability in confined areas.
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There are two different arrangements for the steering modes.
 Manually aligned rear wheels

 Self-aligning steering
Some machines are equipped with a self-aligning feature for the front wheels and the rear wheels. This feature helps to align the
wheels in a straight ahead position. The alignment of the wheels is necessary in order to properly operate the machine in two-
wheel steer. In addition, the wheels must be aligned when you switch modes from crab steer to circle steer and from circle steer to
crab steer. On machines that do not have the self-aligning feature, the wheels must be manually aligned by using the various
steering modes.
Reference: See the Operation and Maintenance Manual, "Steering Mode Control" for additional information on the operation of the
switches.
Manually Aligned Rear Wheels
Mode select switch (8) - This switch is a three-position switch that controls the steering mode. The mode select switch allows the
machine to travel in two-wheel steer, in crab steer, or in circle steer.
Note: Always move the front wheels and the rear wheels to the straight ahead position before you change the steering
mode.
(9) Indicator for circle steer (10) Indicator for crab steer (11) Indicator for two-wheel steer
When the top of mode select switch (8) is depressed, the contacts for crab steer close. A signal is sent to the machine electronic
control module (ECM). The machine ECM sends power to the solenoid for crab steer which is mounted on the control valve for the
steering mode. The energized solenoid shifts the spool in order to allow oil flow to the rear steering cylinder for crab steer. Indicator
light (10) for crab steer will illuminate when this mode is selected.
When the switch is in the center position, the contacts are open and the solenoids on the control valve for the steering mode will
not be energized. This will allow the machine to operate in two-wheel steer. Indicator (11) will illuminate when this mode is
selected.
When the bottom of the switch is depressed, the contacts for circle steer close. A signal is sent to the machine ECM. The machine
ECM sends power to the solenoid for circle steer which is mounted on the control valve for the steering mode. The energized
solenoid shifts the spool in order to allow oil flow to the rear steer cylinder for circle steer. Indicator light (9) for circle steer will
illuminate when this mode is selected.
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Machines With Self-Aligning Steering

The machine may be equipped with self-aligning steering. The self-aligning feature ensures that the front wheels and the rear
wheels are aligned before the steering mode is changed.
When steering mode switch (8) is pressed by the operator, the machine will not change to the desired steering mode unless the
front wheels and the rear wheels are in the straight ahead position.
If steering mode switch (8) is pressed by the operator and the wheels of the machine are not aligned, the current steering mode will
remain selected. The indicator for the current steering mode on the display panel will remain ON, and the desired mode indicator
will flash. When the front wheels and the rear wheels are moved to the straight ahead position by the operator, the steering mode
will then change to the desired mode.
Steering Mode Control
WARNING
Personal injury or death can result if the machine is roaded in any mode other than two-wheel steer.
Always road the machine with the rear wheels centered and the machine in the two-wheel steer mode.
NOTICE
To avoid possible damage to the steering system, always center the rear wheels before operating the machine in the two-
wheel steer mode.
It is important to check the alignment of the wheels at least once per day. Failure to do this may result in reduced
accuracy in the steering system.
Steering Mode Select Switch - This three-position switch controls the steering mode. Push the top of switch (3) in
order to select crab steer. Set switch (3) to the middle position in order to select circle steer. Push the bottom of switch (3) in order
to select two-wheel steer
Note: Always move the front wheels and the rear wheels to the straight ahead position before you change the steering modes.
Circle Steer Mode - When circle steer mode is selected, indicator (3A) is illuminated
Crab Steer Mode - When crab steer mode is selected, indicator (3B) is illuminated.
Two-Wheel Steer Mode - When two-wheel steer mode is selected, indicator (3C) is illuminated
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Use of Steering Modes
The machine can be operated in the following steering modes:
 Two-Wheel Steer
 Circle Steer
 Crab Steer
Only the front wheels are steered in two-wheel steer mode. This mode must be used when you road the machine. Use circle steer
mode for normal operation. When the machine is in circle steer mode, the front wheels and the rear wheels turn in opposite
directions. This allows the machine to make tighter turns. When the machine is in crab steer mode, the front wheels and the rear
wheels turn in the same direction. When you select the crab steer mode, the machine will move forward and the machine will move
to one side. Alternatively, the machine will move backward and the machine will move to one side. This allows the machine to
operate in confined locations.
Checking or Synchronizing the Wheels
Machines with Steer Sensors

1. In a static position, select circle steer mode and ensure that the circle steer mode indicator is constantly illuminated.
Adjust the steering wheel, as required.
2. Select two-wheel steer mode and ensure that the two-wheel steer mode indicator is constantly illuminated. Adjust the
steering wheel, as required.
3. Select your desired steer mode and use as normal.
Machines without Steer Sensors

1. In a static position, select circle steer mode. By using your eyes, align the rear wheels to a straight position.
2. Select two-wheel steer mode. By using your eyes, align the front wheels to a straight position.
3. Select your desired steer mode and use as normal.
Note: It is important not to try to turn the steering wheel once the ignition is turned to the OFF position. This can lead to steer
misalignment, which will result in reduced accuracy of the steering system.
Steering Arrangement Without Self-Aligning Rear Steering
When you change the steering mode, it is possible for the steering to go out of synchronization. This will happen under the
following conditions:
 The rear wheels are not positioned straight when you change from circle steer mode to two-wheel steer mode.
 The rear wheels are not positioned straight when you change from crab steer mode to two-wheel steer mode.
 All four wheels are not positioned straight when you change from circle steer mode to crab steer mode.
 All four wheels are not positioned straight when you change from crab steer mode to circle steer mode.
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Use the following procedure in order to synchronize the steering:
1. Stop the machine while either crab steer mode or circle steer mode is selected.
2. Turn the steering wheel until the left rear wheel is in line with the side of the machine.
3. Change to two-wheel steer and turn the steering wheel until the left front wheel is in line with the side of the machine.
4. Change to either crab steer mode or circle steer mode, as required.
Steering Arrangement with Self-Aligning Rear Steering
Your machine may be equipped with self-aligning rear steering. The self-aligning feature ensures that the rear wheels are aligned
before the steering mode is changed.
When switch (3) is pressed by the operator, the machine will not change to the desired steering mode unless the rear wheels are in
the straight ahead position.
If switch (3) is pressed by the operator and the rear wheels of the machine are not aligned, the current steering mode will remain
selected. The indicator for the current steering mode on the display panel will remain on, and the desired mode indicator will flash.
When the rear wheels are moved to the straight ahead position by the operator, the steering mode will then change to the desired
mode.
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Location of Hydraulic Components
The steering system consists of the following hydraulic components:
 Steering wheel
 Metering pump
 Piston pump
 Line for the Signal Limiter Valve for the Steering
 Priority valve
 Control valve for the steering mode
 Steering cylinders
 Hydraulic tank
 Hydraulic tank breather
 Hydraulic oil level indicator
 Hydraulic oil drain plugs
(1) Steering wheel (2) Metering pump (3) Piston pump (5) Priority valve on the main control valve (implement) (6) Control valve for
the steering mode (7) Steering cylinders (8) Hydraulic tank (9) Hydraulic tank breather (10) Hydraulic oil level indicator
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Steering Wheel
Steering wheel (1) is located in the center of the main operator console. The steering wheel provides input to the metering pump in
order to control the direction of the machine.
Metering Pump
Metering pump (2) is located at the front of the cab at the end of the steering rod. Remove the cover from the front of the cab in
order to gain access to the metering pump. The metering pump directs oil flow to the steering cylinders.
Reference: See Systems Operation/Testing and Adjusting, "Metering Pump (Steering)" for more information.
Piston Pump
Piston pump (3) is located underneath the transmission in the engine enclosure. The piston pump provides hydraulic oil flow to the
steering and implement systems.
Reference: See Systems Operation/Testing and Adjusting, "Piston Pump (Implement and Steering)" for more information.
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Line for the Signal Limiter Valve for the Steering

The line for the signal limiter valve (4) is located at the front of the cab on the left side of the metering pump. Remove the cover
from the front of the cab in order to gain access to the line for the signal limiter valve.
Priority Valve
Priority valve (5) is located on the inlet manifold on the main control valve. Remove the cover from left side of the machine in order
to gain access to the priority valve. The priority valve gives priority to the steering system over the implement system regarding
hydraulic oil flow. The priority valve directs hydraulic oil flow to the steering system when the steering system requires oil flow.
Reference: See Systems Operation/Testing and Adjusting, "Inlet Manifold" for more information.
Control Valve (Steering)
Control valve (6) for the steering mode is located at the front of the cab, next to the metering pump. Remove the cover from the
front of the cab in order to gain access to the control valve for the steering mode. The control valve for the steering mode directs oil
flow for the various modes of steering operation.
Reference: See Systems Operation/Testing and Adjusting, "Control Valve (Steering)" for more information.
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Steering Cylinders
Steering cylinders (7) are attached to the front axle housing and the rear axle housing. The steering cylinders are used in order to
turn the tires.
Hydraulic Tank
Hydraulic tank (8) is located on the left side of the machine behind the cab. The hydraulic tank provides a reservoir for the hydraulic
oil.
Hydraulic Tank Breather
Breather (9) for the hydraulic tank is located on top of the hydraulic tank under the windshield washer reservoir. The hydraulic tank
breather vents the tank to the atmosphere.
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Hydraulic Oil Level Indicator
Hydraulic oil level indicator (10) is located on the left side of the machine behind a protection cover. The hydraulic oil level indicator
allows the level of the hydraulic oil tank to be observed.
Hydraulic Oil Drain Plugs

There are two drain plugs for the hydraulic oil system. The drain plugs allow the hydraulic oil to be drained.
Hydraulic tank drain plug (11) is located on the bottom of the hydraulic tank.
Transmission drain plug (12) is located on the bottom of the transmission housing. The transmission drain plug allows the
transmission oil to be drained.
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Inlet Manifold
The inlet manifold is part of the main control valve (implement).
Reference: See Systems Operation/Testing and Adjusting, "Location of Hydraulic Components" for the location of the inlet
manifold on the implement control valve.
The inlet manifold includes the following components:
 Valve Assembly (Steering priority)

 Screens (75 and 100 micron)
 Relief Valve (load sensing oil)
 Flow Control Valve (Dump valve for the load sensing oil)
 Check valves
Steering Priority Valve

The flow of oil from the hydraulic piston pump is prioritized by the steering priority valve. The priority valve satisfies the demands
from the steering system before the demands from the implement system.
Screens (75 and 100 Micron)
The inlet section of the main control valve (implement) contains three screens. The screens are dedicated to the following circuits:
 The system for the pilot supply (75 micron)
 Load sensing oil system for the priority valve (100 micron)
 Drain for the load sensing oil for the implement system (100 micron)
Flow Control Valve (Dump valve for the load sensing oil)
The Flow Control Valve is installed in order to provide a drain back to the hydraulic tank for the load sensing signal once the load
has been reduced on the machine requirements. The signal drain valve is pressure compensated.
Relief Valve (Load sensing oil)

The Relief valve (Load sensing oil) is the main implement pressure relief valve for the hydraulic system. The signal limiter valve
limits the maximum pressure in the load signal system. The relief valve has a pressure setting of 22800 kPa (3300 psi).
Check Valve
When the spool in the steering priority valve moves up, pressure from the top side of the spool is exhausted through the check
valve.
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Graphic Color Codes
(A) Red ... High pressure oil

(B) Red Stripes and White Stripes ... First pressure reduction
(C) Red Crosshatch ... Second pressure reduction
(D) Pink ... Third pressure reduction
(E) Orange ... Pilot, signal or torque converter oil
(F) Orange Stripes and White Stripes ... Reduced pilot, signal or torque converter oil
(G) Blue ... Trapped oil
(H) Green ... Tank, sump or return oil
(I) Brown ... Lubricating oil
(J) Orange Crosshatch ... Second reduction in pilot, signal or torque converter oil
(K) Yellow ... Moving or activated components
(L) Purple ... Pneumatic pressure
(M) Light Gray ... Surface color
Note: The information that is covered in this manual may not require all of the colors in Illustration 1.
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Steering Not Activated
This schematic shows the steering priority valve in operation.
(1) Check valve (2) Line to implement system (3) Valve As (Steering priority) (4) Return oil from implement system (5) Spring (6)
Orifice (7) Line to metering pump (8) Screen (9) Orifice (10) Line to metering pump (11) Pump supply (12) Load sensing oil from
implements (13) Load sensing oil from implement system (14) Relief valve (Load sensing oil) (15) Line to implement system (16)
Tank (17) Check valve (Return oil back pressure) (18) Flow Control Valve GP (Dump valve for the load sensing oil)
When the steering wheel is stationary, there is no demand from the metering pump for oil. The spool in the steering metering unit is
spring centered and the oil is blocked at the spool. This causes an increase in pressure in supply line (10) to the metering pump.
The increased pressure acts upon the top of the priority valve spool. The spool proportionally moves down against the force of
spring (5). The mid-position of the spool allows oil flow to the steering system and to the implement control system. Further
movement of the spool in the steering priority valve closes off the majority of the supply of oil to the steering system. Most of the oil
flow through the priority valve is then supplied to the implement system through line (15) .
Orifice (6) and orifice (9) allow a small leakage from supply line (10) back to the hydraulic tank. This leakage prevents Priority
Valve (3) from closing off the supply passage to the metering pump. Some of the oil through orifice (9) acts with spring (5) in order
to work against the pressure above priority valve (3). When steering is activated there is instant response from the metering pump.
Some oil in Passage (7) opens check valve (19) and the oil enters the load sensing line (20). The oil in the load sensing oil
pressure line (20) flows to the pump compensator and the oil causes the pump to upstroke slightly. The upstroke of the pump will
increase the low pressure standby. The higher low pressure standby pressure maintains the pilot supply pressure for the valves of
the pilot hydraulic system.
Steering Activated
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This schematic shows the steering priority valve in operation.

(1) Check valve (2) Line to implement system (3) Valve As (Steering priority) (4) Return oil from implement system (5) Spring (6)
Orifice (7) Line to metering pump (8) Screen (9) Orifice (10) Line to tank through the metering pump (11) Pump supply (12) Load
sensing oil from implements (13) Load sensing oil from implement system (14) Relief valve (Load sensing oil) (15) Line to
implement system (16) Tank (17) Check valve (Return oil back pressure) (18) Flow Control Valve GP (Dump valve for the load
sensing oil) (19) Signal line
When the steering wheel is turned, there is a pressure drop in passage (7). Due to the leakage oil past orifice (9) and the force of
spring (5), the priority valve (3) moves up rapidly in order to direct supply oil in passage (11) to the metering pump (7).
The flow of oil in line (7) is also blocked at the metering pump. This causes a buildup of pressure in line (7). The pressure in the
form of a load sensing signal is transmitted through line (7) to a chamber at the bottom of steering priority valve (3). Also, oil flows
through Check Valve (9) into signal line (19) in order to signal the pump. The pump increases flow in order to meet the demand for
steering flow. This causes the hydraulic flow to the metering pump to increase.
The oil from the piston pump is directed to the metering unit through line (7). When the steering wheel is turned faster, the pressure
increases in load signal line (7). The pressure determines the amount of proportional movement of the priority valve spool.
If the steering system and another implement are used at the same time, the priority valve can supply oil to both the metering unit
and the main control valve (implement) once the requirements of the steering flow are met.
Steering Control System
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The hydraulic pump for the steering system is a variable displacement axial piston type. The pump output is matched to system
requirements by a priority valve in the inlet manifold on the main control valve. The priority valve in the inlet manifold is connected
by a line to the metering pump.
The control valve for the steering mode is a three-position solenoid operated valve which controls the steering modes.
Reference
See Systems Operation/Testing and Adjusting, "Location of Hydraulic Components" for the location of the hydraulic components in
the steering system.
Reference
See Systems Operation/Testing and Adjusting, "Location of Electrical Components" for the location of the electrical components in
the steering system.
Reference
See Systems Operation/Testing and Adjusting, "Piston Pump (Implement and Steering)" for operating information.
The four schematics show the Steering System in the following modes of operation:
 Steering in neutral
 Right Turn in Two-Wheel Steer Mode
 Left Turn in Circle Steer Mode
 Left Turn in Crab Steer Mode
Steering in Neutral
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(1) Front steering cylinder (2) Rear steering cylinder (3) Inlet manifold (4) Priority valve (5) Main control valve (implement)
(6) Signal limiter valve (implement) (7) Steering selector valve (8) Gerotor pump (9) Metering pump (10) Oil flow to pilot valve (11)
Oil flow from implement valve (12) Signal from implement valve (13) Oil flow to control valve (14) Signal drain valve (15) Return to
tank (16) Load signal to pump (17) Supply from pump (18) Return to tank (19) Front axle (20) Rear axle (21) Signal limiter valve
(steering) (22) Orifice (23) Signal line (24) Check Valve (25) Orifice
When the steering wheel is stationary the main supply of oil from priority valve (4) is blocked at the spool in the metering pump and
there is no flow to the steering cylinders. When the steering is not in operation, a small amount of supply oil flows through orifice
(22) and orifice (25) . The orifices allow a constant flow of hydraulic oil to flow through signal line (23) to the metering pump and to
the tank when the steering wheel is stationary. This leakage prevents the priority valve from closing off the supply passage to the
metering pump. When steering is activated there is an instant response from the metering pump.
Some oil opens check valve (24) and the oil enters signal line (12) . The oil in signal line (12) flows to the pump compensator and
the oil causes the pump to upstroke slightly. The upstroke of the pump will increase the low pressure standby. The higher low
pressure standby pressure maintains the pilot supply pressure for the valves of the pilot hydraulic system.
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Right Turn in Two-Wheel Steer Mode
When the mode select switch is in the center position, the solenoids on steering selector valve (7) for the steering mode are de-
energized. The valve spool is then centered by spring force, and the ports that connect rear steering cylinder (2) are blocked. Oil
that is locked into the cylinder by the valve spool holds the rear wheels in the straight ahead position and the rear axle operates as
a rigid axle.
When the steering wheel is turned, the priority valve (4) moves in order to allow oil to flow into metering pump (9) . Also, oil flows
through Check Valve (24) into signal line (12) in order to signal the pump. The pump increases flow in order to meet the demand
for steering flow. This causes the hydraulic flow to the metering pump to increase. The oil from the piston pump is directed to the
metering pump.
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When a right turn is made in two-wheel steer mode, oil flows through gerotor pump (8) , through steering selector valve (7) for the
steering mode, and to the right side of front steering cylinder (1) . Oil that enters the cylinder causes the tie rods to move to the left.
This causes the wheels to move to the right. Oil in the left side of the steering cylinder flows to the tank through the metering pump.
If the steering cylinder reaches the end of the stroke and the operator continues to turn the steering wheel, pressure in the steering
system will increase. The increase in pressure causes signal limiter valve (21) in metering pump (9) to open. The excess signal oil
is directed to the tank in order to relieve the pressure.
When the steering wheel is turned to the left the flow of oil is reversed. Oil flows directly to the left side of the steering cylinder and
return oil is routed through the control valve for the steering mode and back to the tank.
Note: If the engine stops and the machine is in motion, the machine can still be steered. When the steering wheel is turned in this
situation, the metering section of hand metering pump (9) acts as a pump.
Left Turn in Circle Steer Mode
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When the bottom of the mode select switch is depressed, and the circle steer mode is selected, solenoid (A) on steering selector
valve (7) for the steering mode is energized. The valve spool is offset to the circle steer position.
metering pump.
When a left turn is made in circle steer mode, oil flows directly from gerotor pump (8) to the left side of front steering cylinder (1) .
Oil that is displaced from the right side of the front steering cylinder flows through steering selector valve (7) for the steering mode
to the left side of rear steering cylinder (2) .
Oil that is displaced from the right side of the rear steering cylinder flows through steering selector valve (7) for the steering mode,
and metering pump (9) to the tank. The front cylinder rods move to the right. This causes the front wheels to pivot to the left. The
rear cylinder rods move to the right. This causes the rear wheels to pivot to the right.
Left Turn in Crab Steer Mode
(steering) (22) Orifice (23) Signal line(24)Check Valve (25) Orifice
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Note: In crab steer, the front wheels and the rear wheels turn in the same direction. Crab steer allows the machine to move in a
sideways manner for maneuverability in confined areas.
When the top of the mode select switch is depressed, and the crab steer mode is selected, solenoid (B) on steering selector valve
(7) for the steering mode is energized. The valve spool is offset to the crab steer position.
metering pump.
When the steering wheel is turned counterclockwise in crab steer mode, oil flows directly from gerotor pump (8) to the left side of
front steering cylinder (1) . Oil that is displaced from the right side of the front steering cylinder flows through the control valve for
the steering mode to the right side of rear steering cylinder (2) .
Return oil from the left side of the rear cylinder flows to the tank through steering selector valve (7) for the steering mode and
metering pump (9) . The front steer cylinder rods move to the right, and the rear cylinder rods move to the left. This causes the
front wheels and the rear wheels to pivot to the left. All the wheels are now turned in the same direction and all wheels are steered.
Hydraulic Schematic (Steering System)
Steering system in neutral

(1) Steering line relief valves (2) Front axle (3) HAND metering unit (4) Front steering cylinder (5) Rear steering cylinder (6) Rear
axle (7) Gerotor pump (8) Inlet Manifold (9) Main hydraulic control valve (10) Signal limiter valve (steering) (11) Priority valve (12)
Oil flow to pilot valve (13) Oil flow from implement valve (14) Steering selector valve (15) Signal from implement valve (16) Signal
limiter valve (implement) (17) Signal drain valve (18) Oil flow to main control valve (24) Check Valve (25) Orifice
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Piston Pump (Implement and Steering)
Piston Pump
Steering and Implement Pump (Engine Off)
(1) Piston Pump (2) Compensator Valve (3) Piston and Barrel Assembly (4) Shaft (5) Bias Spring (6) Swashplate (7) Actuator
Piston (8) Load Sensing Oil Pressure (9) Pump Outlet (10) Margin Spring (11) Margin Spool (12) Pump Inlet (13) Adjusting Screw
(14) Pressure Cutoff Spool (15) Orifices (16) Passage to Actuator Piston (17) Line To the Control Valve Group (18) Orifice (19)
Passage
Piston pump (1) has the following characteristics:
 variable displacement
 load sensing
 compensation for pressure
 compensation for flow
This piston type pump has variable flow and pressure. The flow and pressure are dependent on the system demands that are
sensed by pressure and flow compensator valve (2) .
Note: Load sensing oil pressure is sometimes referred to as signal oil. The two terms have the same meaning throughout this
story.
The piston pump has the following components:
Piston and barrel assembly (3) - The cylinder barrel contains nine pistons. The cylinder barrel assembly rotates whenever the
engine is running. The pistons move oil into the barrel and out of the barrel.
Shaft (4) - The rotation of the pump is counterclockwise when the pump is viewed from the drive end. The piston and barrel
assembly is splined to the drive shaft.
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Bias spring (5) - If there is no pressure on the right side of the actuator piston, the bias spring will hold the swashplate at the
maximum angle.
Swashplate (6) - The displacement of the pump is controlled by the angle of the swashplate. The angle of the swashplate causes
the pistons to move in and out of the rotating barrel.
Actuator piston (7) - When oil pressure increases behind the actuator piston, the piston will overcome the force of the bias spring.
This causes the angle of the swashplate to be reduced.
Pressure and flow compensator valve (2) - The pressure and flow compensator valve controls the delivery of oil and the return
of oil to the actuator piston.
When the engine is OFF, pressure and flow compensator valve (2) does not receive load sensing oil pressure (8) or supply
pressure from pump outlet (9). Margin spring (10) pushes flow compensator spool (11) completely downward. Any pressure that is
on the right side of actuator piston (7) is vented to the case drain across flow compensator spool (11) .
When there is no pressure behind actuator piston (7), bias spring (5) is able to hold swashplate (6) at the maximum angle.
When the engine is started, shaft (4) starts to rotate. Oil flows into the piston bore from pump inlet (12). Oil is forced out of pump
outlet (9) and into the system as the piston and barrel assembly (3) rotates.
Compensator Valve
Pressure and flow compensator valve (2) is bolted to the top of the piston pump. Pressure and flow compensator valve (2)
compensates for pressure variations and flow variations in the implement hydraulic system in order to meet the system demands.
Flow compensator spool (11) regulates the pump output flow in response to the following oil pressures:
 Load sensing oil pressure (8)

 Supply pressure from pump outlet (9)
The load sensing oil is received through the load sensing oil control network for the pump.
The flow that is supplied by the hydraulic pump is the amount that is required in order to keep the supply pressure 2200 ± 100 kPa
(320 ± 15 psi) above the load sensing oil pressure (8). The difference between load sensing oil pressure (8) from the main
hydraulic control valve and the supply pressure from pump outlet (9) is called the margin pressure. Flow compensator spool (11)
controls the margin pressure.
Margin pressure is equal to the spring force value of margin spring (10) .
The margin pressure is adjusted by turning adjusting screw (13) on flow compensator spool (11) .
Note: The maximum system pressure is controlled by the load sensing oil relief valve and the margin pressure. The load sensing
oil relief valve is set at 22800 kPa (3300 psi) and the margin pressure is set at 2200 kPa (320 psi). The maximum system pressure
is 25000 ± 500 kPa (3625 ± 75 psi).
Pressure compensator spool (14) is used as a backup to limit the maximum system pressure to 26000 ± 500 kPa (3770 ± 73 psi) if
the load sensing oil relief valve fails.
Pressure and flow compensator valve (2) has orifice (15) in the load sensing oil passage to actuator piston (16). Orifice (15) is used
in order to regulate the response rate of the actuator piston by creating a consistent leak path.
Note: If the load sensing oil relief valve is operating correctly the load sensing oil relief valve controls the maximum system
pressure. Maximum system pressure should be the pressure of the load sensing oil relief valve plus the margin pressure. If the
load sensing oil relief valve is not adjusted correctly the pressure compensator acts as a backup.
Page 23 of 74
Low Pressure Standby
Steering and Implement Pump (Low pressure Standby)
Passage
When piston pump (1) produces flow, the system pressure begins to increase because the oil flow from pump outlet (9) is blocked
at the closed center implement control valves.
The supply pressure from pump outlet (9) is felt at the bottom end of flow compensator spool (11). The supply pressure from pump
outlet (9) is greater than the combined pressure of load sensing oil pressure (8) and margin spring (10). The flow compensator
spool moves upward against the margin spring. This permits system oil to flow to actuator piston (7) .
When the pressure on actuator piston (7) increases, the force of bias spring (5) is overcome and swashplate (6) is moved to a
slight angle.
Piston pump (1) produces enough flow in order to compensate for normal system leakage when swashplate (6) is at a slight angle.
Also, the piston pump has sufficient pressure in order to provide instantaneous response when an implement is activated.
Even when no implements are being used, the steering system maintains a load sensing oil to the pump.
The pressure at pump outlet (9) must overcome the force of margin spring (10) and the dynamic bleed signal. Pressure at pump
outlet (9) is called "low pressure standby". Low pressure standby is approximately 4500 kPa (650 psi).
The low pressure standby is higher than the margin pressure. The higher pressure is needed to maintain the pilot pressure.
When piston pump (1) is at low pressure standby, the supply pressure from pump outlet (9) raises flow compensator spool (11)
higher. This will further compress margin spring (10). An increased amount of supply oil from pump outlet (9) will flow to actuator
piston (7). This will slightly destroke the hydraulic pump.
The low pressure standby can be adjusted by changing the setting of the margin spring.
Page 24 of 74
Upstroke
Steering and Implement Pump (Upstroke)
Piston (8) Load Sensing Oil Pressure (9) Pump Outlet (10 Margin Spring (11) Margin Spool (12) Pump Inlet (13) Adjusting Screw
Passage
When an implement hydraulic circuit requires flow, the pressure from pump outlet (9) is reduced. The force of margin spring (10)
and load sensing oil pressure (8) is greater than supply pressure from pump outlet (9). The overall force is on the top end of flow
compensator spool (11) .
The spool moves down. The spool blocks the flow of oil to actuator piston (7). Oil that is in the chamber for actuator piston (7) is
vented to the case drain across flow compensator spool (11). This allows bias spring (5) to move swashplate (6) to a greater angle.
The pump now produces more flow. This condition is known as "upstroking".
The following conditions can result in upstroking the pump:
 If an implement hydraulic circuit is initially activated from low pressure standby, the load sensing load sensing oil
increases the pump output flow. This increased pump output flow is routed to the position of a main control spool of a
hydraulic control valve that demands the oil.
 The hydraulic pump will upstroke when the flow demand increases from changing the position of the main control spool in
a hydraulic control valve.
 If another implement hydraulic circuit is engaged, there is a need for increased pump flow.
 If the flow demand on the implement hydraulic system remains constant or the flow demand increases, the hydraulic
pump will upstroke when the engine speed decreases.
Note: The load sensing oil pressure does not need to increase in order to upstroke the hydraulic pump.
For example, if one implement hydraulic circuit is activated at an operating pressure of 13800 kPa (2000 psi), the system pressure
is 16000 kPa (2320 psi). The pressure of 16000 kPa (2320 psi) is a combination of the margin pressure and the pressure of the
load sensing oil oil.
If another implement hydraulic circuit is activated at an initial operating pressure of 6900 kPa (1000 psi), the maximum pressure of
the load sensing oil will still be 13800 kPa (2000 psi). The supply oil pressure will decrease momentarily.
The combined force of the load sensing oil pressure (8) and margin spring (10) is now higher than the supply pressure from pump
outlet (9) at the bottom end of the spool. Flow compensator spool (11) is pushed to the bottom. This allows oil that is behind
actuator piston (7) to be vented to the case drain. The angle of swashplate (6) now increases and the hydraulic pump provides
more flow in order to meet the flow demands of both circuits.
Page 25 of 74
Constant Flow
Steering and Implement Pump (Constant Flow)
Passage
As the pump increases flow or decreases flow in order to match the change in the flow requirements, the forces above the flow
compensator spool and below the flow compensator spool will equalize.
The following pressures will act on the top end of flow compensator spool (11) :
 Margin spring (10)

The following pressure will act on the bottom end of flow compensator spool (11) :
 Supply pressure from pump outlet (9)
Once the pressures become equal on each end of the spool, flow compensator spool (11) will meter oil to actuator piston (7). Bias
spring (5) will be compressed and the system will stabilize.
Swashplate (6) is held at a relative constant angle in order to maintain the required flow.
Page 26 of 74
Destroke
Steering and Implement Pump (Destroke)
Passage
When less flow is required, piston pump (1) destrokes. The piston pump destrokes when the supply pressure from pump outlet (9)
becomes greater than the combined pressure of load sensing oil pressure (8) and margin spring (10) .
Flow compensator spool (11) is raised. This allows more oil flow to actuator piston (7). Pressure on actuator piston (7) is now
increased.
The increased pressure overcomes the force of bias spring (5) which moves swashplate (6) to a reduced angle. When the supply
pressure at pump outlet (9) matches the combined pressure of load sensing oil pressure (8) and margin spring (10), the flow
compensator spool returns to a metering position. Piston pump (1) will return to a constant flow.
The following conditions result in destroking the pump:
 When a main control spool for a hydraulic control valve is moved to the HOLD position the hydraulic pump will destroke.
 If the main control spool for a hydraulic control valve is moved to a position that requires less flow, the hydraulic pump will
destroke.
 If multiple hydraulic control valves are being used, the hydraulic pump will destroke when there is a reduction in flow
demand from any one of the hydraulic control valves.
 If the engine speed increases, the piston pump destrokes.
When the piston pump destrokes, supply oil pressure from pump outlet (9) decreases on the bottom side of flow compensator
spool (11) .
The force on the top of flow compensator spool (11) is the sum of the following pressures:
 Margin spring (10)

Page 27 of 74
The following force acts on the bottom of flow compensator spool (11) :
 Supply pressure at pump outlet (9)
Once the forces become equal on each end of the spool, flow compensator spool (11) will meter oil to actuator piston (7) and the
system will stabilize. The system will provide a constant flow until the flow requirements change.
Note: Load sensing oil pressure (8) does not need to decrease in order to destroke the hydraulic pump.
For example, if two implement hydraulic circuits are activated at operating pressures of 13800 kPa (2000 psi) and 6900 kPa (1000
psi), the system pressure is 16000 kPa (2320 psi).
If the implement hydraulic circuit which is activated at 6900 kPa (1000 psi) is returned to the HOLD position, the maximum load
sensing oil pressure (8) will still be 13800 kPa (2000 psi). However, the supply pressure at pump outlet (9) is momentarily
increased due to the reduced oil flow that is required in the implement hydraulic circuits.
Supply pressure at pump outlet (9) raises flow compensator spool (11). This allows more oil flow behind actuator piston (7). The
angle of swashplate (6) now decreases and the hydraulic pump provides less flow.
High Pressure Stall
Steering and Implement Pump (Maximum System Pressure)

Passage
Note: Relief Valve (Load sensing oil) is sometimes referred to as the signal limiter valve. The two terms have the same meaning
throughout this story.
Note: This condition will only occur when the load sensing oil relief valve is set below the valve of the pressure compensator.
If piston pump (1) is at a high pressure stall or maximum system pressure, the combined pressure of load sensing oil pressure (8)
and margin spring (10) is equal to the supply pressure at pump outlet (9) .
Load sensing oil relief valve (20) limits the maximum system pressure at any pump displacement. Load sensing oil relief valve (20)
is set at 22800 kPa (3300 psi).
Page 28 of 74
A margin pressure of 2200 ± 100 kPa (320 ± 15 psi) above the load sensing oil is still maintained while piston pump (1) is at a high
pressure stall.
If the piston pump is at a high pressure stall, the maximum system pressure will be 25000 ± 500 kPa (3625 ± 75 psi).
If the load sensing oil relief valve (20) is not adjusted correctly, pressure compensator spool (14) serves as a backup relief in order
to protect the hydraulic system.
At high pressure stall, the piston pump is at minimum flow and the supply oil at pump outlet (9) is at maximum pressure. These
conditions are maintained for a single implement in a stall condition.
If multiple implement hydraulic circuits are activated and one circuit is at a stall, the piston pump (1) will upstroke in order to meet
the increased flow demands. This flow meets the needs of the other circuits that are operating at a lower work port pressure.
Solenoid Valve (Steering Mode Selector)
Solenoid Valve
The solenoid valve controls oil flow to the rear steering cylinder. The solenoids are controlled by the switch for the steering mode
that is located on the dash panel.
Reference: See Systems Operation/Testing and Adjusting, "Location of Hydraulic Components" for the location of the control
valve.
Reference: See Operation and Maintenance Manual, "Steering Mode" for the operating information of the steering modes.
Reference: See Systems Operation/Testing and Adjusting, "Steering System" for further information on the control valve for the
steering modes.
The solenoid valve has the following characteristics:
Three-position
Spring centered valve
Solenoid operated valve
Page 29 of 74
Metering Pump (Steering)
(A) Control section

(B) Metering section
(1) Spool (2) Sleeve (3) Outlet to the tank (4) Makeup valve (5) Inlet (pump supply from priority valve) (6) Check valve (7) Rotor (8)
Stator (9) Centering springs (10) Drive pin (11) Left turn port (12) Right turn port (13) Body (14) Drive shaft (15) Signal port
The steering metering pump consists of the following two sections:
 Control section (A)

 Metering section (B)
Section (A) contains a closed center rotary control valve. Metering section (B) is a gerotor pump.
Page 30 of 74
Spool and sleeve of the steering metering pump
(1) Spool (2) Sleeve (16) Holes for the drive pin (17) Slots for the drive pin (18) Holes (19) Grooves (20) Slots for the centering
springs
The metering pump controls the following actions:
 Direction of a turn
 Speed of a turn
As the steering wheel is turned faster, there is an increase in the flow of oil to the steering cylinders. The increased flow of oil to the
steering cylinders causes the steering cylinder rods to move faster. This causes the machine to make a faster turn.
The main components of the metering pump are connected in the following way:
The steering column is connected to spool (1) by a splined drive shaft. Sleeve (2), spool (1), and drive shaft (14) are connected by
drive pin (10). Drive pin (10) is installed through holes (16) in the sleeve and slots (17) in the spool.
The three schematics show the steering system in the following positions:
 Hold
 Right Turn
 Left Turn
Page 31 of 74
Hold
(1) Spool (2) Sleeve (4) Makeup valve (6) Check valve (21) Gerotor pump (22) Relief valve (23) Signal limiter valve (24) Oil flow to
left side of front steering cylinder (25) Pump supply from priority valve (26) Oil flow to load signal network (27) Signal to priority
valve (28) Return to tank (29) Oil flow to steering control valve
When the steering wheel is stationary, centering springs (9) position spool (1) so that the drive pin is in the center of the slots.
When the spool and sleeve (2) are in this position, pump supply oil (25) from the priority valve is blocked by the spool. This stops
the oil flow between control section (A) and metering section (B) .
When the steering wheel is stationary, a small quantity of oil is constantly supplied to the metering pump through signal line (27).
This creates a slight signal pressure in the metering pump. This signal oil flows through port (15) into the control section of the
pump. Oil flows through sleeve (2) and through spool (1). The spool directs the oil to port (3) and oil flows back to the tank. This
constant flow allows the oil in the system to warm up. As a result, when the steering wheel is turned, a quicker steering response is
achieved.
Refer to Illustrations 1, 2 and 3.
Page 32 of 74
Right Turn
When the steering wheel is turned to the right, the spool turns. This compresses the centering springs until the drive pin contacts
the ends of the slots in the spool, and the sleeve starts to turn. When the spool and the sleeve are in this position, passages are
opened through grooves (19) in the spool and holes (18) in the sleeve. This connects control section (A) to metering section (B) .
Oil is allowed to flow past check valve (6) in inlet port (5) to rotor (7) and stator (8) in gerotor pump (21) .
When the steering is turned further, drive pin (10) turns drive shaft (14) and the rotor turns inside the stator. This pumps a metered
flow of oil back through the spool and sleeve in the control section of the pump. Oil flows through right turn port (12) and the control
valve (steering mode) to the steering cylinder. Return oil from the left side of the front steering cylinder flows into the steering
metering pump through the following components to the tank: left turn port (11), spool (1), sleeve (2) and outlet port (3) .
Refer to Illustration 1, 2 and 4.
Page 33 of 74
Left Turn
When a left turn is made, oil flows past check valve (6) in inlet port (5) of the metering valve to gerotor pump (21). The oil is then
directed through left turn port (11) to the left side of the front steering cylinder. Return oil from the control valve (steering mode)
flows into the steering metering pump through the following components to the tank: right turn port (12), spool (1), sleeve (2) and
outlet port (3) .
If there is a hydraulic pump failure, the metering pump can be manually operated. The metering pump can be manually operated if
the engine stops and the engine can not be started again. Makeup valve (4) and check valve (6) allow steering with an inoperable
engine. The makeup valve opens in order to allow return oil to flow between the metering pump and steering cylinder. Check valve
(6) prevents the oil from returning to the implement and steering pump.
Relief valves (22) are installed in the metering unit in order to reduce the effect of shocks that are transmitted from the road wheels.
Note: If a pressure spike occurs in the system due to an outside factor, check valve (6) protects the system from damage.
Refer to Illustrations 1, 2 and 5.
Page 34 of 74
Position Sensor (Steering)
Front Position Sensor
(1) Rear axle

(2) Steering position sensor
(2) Steering position sensor

(3) Lamp
Machines with self-aligning steering are equipped with two steering position sensors (2). One position sensor is attached to the
front steering cylinder. One sensor is mounted on the rear axle. The steering position sensor is activated when the wheels are in
the centered position. The switches are magnetic position sensors that will supply a ground to the ECM when the sensors are in
the centered position.
Page 35 of 74
The ECM reads the input from the steering position sensor. The ECM will energize the appropriate relay in order to control the
solenoid and direct hydraulic pressure to the appropriate control valve for the desired steering mode. The ECM then sends an input
through a CAN data link to the dash panel. A light on the dash panel will illuminate when steering mode is selected.
When two-wheel steer is selected the steering position sensor is energized. If the rear wheels are in the straight ahead position,
lamp (3) on steering position sensor (2) will be illuminated. The contacts inside the sensor are open and power to the electrical
relay for the selector valve is disconnected. Both of the solenoids for the valve are now de-energized regardless of the position of
the steering mode select switch.
If the rear wheels are not in the straight ahead position, the lamp on the steering position sensor will not be illuminated. The
contacts in the steering position sensor will be closed and power is still connected to the electrical relay for the selector valve. The
appropriate solenoid on the selector valve remains energized.
When the steering wheel is turned, the rear wheels will move in the selected mode until the wheels are in the straight ahead
position. The contacts in the steering position sensor are open and the selector valve is de-energized. The spool in the selector
valve is then centered by spring force, and the rear wheels remain in the straight ahead position.
When the master steering select switch is moved to the center position, power is disconnected from the electrical circuit for the
steering. This position is intended for operation of the machine in two-wheel steer mode.
Refer to Systems Operation/Testing and Adjusting, "Position Sensor (Steering) - Adjust" for information on adjusting the sensor.
Refer to the Operation and Maintenance Manual, "Steering Alignment" for additional information on adjusting the steering position
sensor.
Refer to the Systems Operation/Testing and Adjusting, "Location of Electrical Components" for the location of the steering position
sensors.
Location of Electrical Components
The steering system consists of the following electronic components:
 Selector switch for the steering mode

 Position sensor
 Electronic control module (ECM)
 Solenoid for crab steer
 Solenoid for circle steer
 Relay for crab steer
 Relay for circle steer
Page 36 of 74
(1) Selector switch for the steering mode

(2) Position sensors
(3) Electronic control module
(4) Solenoid for crab steer
(5) Solenoid for circle steer
(6) Relay for crab steer
(7) Relay for circle steer
Page 37 of 74
Selector Switch for the Steering Mode
Steering selector switch (1) is located to the left of the instrument panel inside the cab. The selector switch for the steering mode is
an input to the Electronic Control Module that controls the steering mode.
Position Sensors
Front Position Sensor
Rear position sensor
Machines with self-aligning steering are equipped with two steering position sensors (2). One position sensor is attached to the
front steering cylinder. The sensor sends a signal to the ECM when the front wheels are in the centered position. The other position
sensor is attached to the rear steering cylinder. The sensor sends a signal to the ECM when the rear wheels are in the centered
position.
Reference: See Systems Operation/Testing and Adjusting, "Position Sensor (Steering)" for more information.
Page 38 of 74
Electronic Control Module
Electronic Control Module (ECM) (3) is mounted to the inner fender under the engine hood. The ECM controls most of the
functions of the machine.
Reference: See Systems Operation/Testing and Adjusting, "Electronic Control Module" for more information.
Solenoid for Crab Steer
On/Off solenoid (4) for crab steer is located at the front of the cab. Remove the cover from the front of the cab in order to gain
access to the solenoid for circle steer. The solenoid for crab steer is attached to the control valve for the steering mode. The
solenoid for crab steer shifts the control valve for the steering mode.
Reference: See Systems Operation/Testing and Adjusting, "Control Valve (Steering Mode)" for more information.
Page 39 of 74
Solenoid for Circle Steer
On/Off solenoid (5) for circle steer is located at the front of the cab. Remove the cover from the front of the cab in order to gain
access to the solenoid for circle steer. The solenoid for circle steer is attached to the control valve for the steering mode. The
solenoid for circle steer shifts the control valve for the steering mode.
Reference: See Systems Operation/Testing and Adjusting, "Control Valve (Steering Mode)" for more information.
Relay (Crab Steer)
Relay (6) for the crab steer is located in the fuse panel. The fuse panel is located behind an access cover in the left side of the cab
arrangement. The relay for crab steer enables the solenoid for crab steer to be energized.
Reference: See Systems Operation/Testing and Adjusting, "Electrical Output Components" for more information.
Page 40 of 74
Relay (Circle Steer)
Relay (7) for the circle steer is located in the fuse panel. The fuse panel is located behind an access cover in the left side of the cab
arrangement. The relay for circle steer enables the solenoid for circle steer to be energized.
Electrical Input Components
Page 41 of 74
Steering Mode Switch
The steering mode switch is a three-position switch. The three steering modes crab steer mode, front steer mode and circle steer
mode.
A faulty switch can be detected due to the signal pattern of the switch. The CID fault code is number 750 and the FMI code is
number 02.
Position Sensor
The position sensors are a requirement of the auto align function. There are two steering position sensors. One is located on the
front axle and the other sensor is located on the rear axle. The sensors are magnetic position sensors that send a signal to the
ECM when the sensors are in the centered position.
Page 42 of 74
Electronic Control Module
Electronic Control Module (ECM)

The electronic control module (ECM) makes decisions that are based on input information and memory information. After the ECM
receives the input information, the ECM sends a corresponding response to the outputs. The inputs and outputs of the ECM are
connected to the machine harness by two 70 contact connectors (J1 and J2). The ECM is located on the right side of the machine
inside the engine compartment. The ECM sends the information to the Caterpillar Electronic Technician on the CAT data link.
Note: The ECM is not serviceable. The ECM must be replaced if the ECM is damaged. Replace the ECM if a failure is diagnosed.
Inputs
The inputs describe the status of the machine systems. Two types of inputs exist. The inputs can be either a switch type or a
sensor type. Switches provide an open, a ground, or a + battery signal to the inputs of the controller. Sensors (frequency, PWM or
voltage) provide a changing signal to the sensor inputs of the controller. The inputs to the machine ECM are listed in table 1.
Outputs
The ECM responds to decisions by sending electrical signals to the outputs. The outputs can create an action or the outputs can
provide information to the operator or the service technician. The outputs of the machine ECM are listed in table 1.
Input/Output
The CAT data link is used in order to provide a connection for the service tool for troubleshooting, testing, and calibrations. The
data link is bidirectional. The data link allows the ECM to receive information. The data link allows the ECM to send information.
Contact Description J2 (1)
No. (2) Function Type
5 Relay (Circle Steer) On/Off
6 Relay (Crab Steer) On/Off
24 Switch (Rear Axle Align) Switch to Ground
25 Switch (Steer Mode Select - Front) Switch to Ground
26 Switch (Steer Mode Select - Circle) Switch to Ground
27 Switch (Steer Mode Select - Crab) Switch to Ground
28 Switch (Front Axle Align) Switch to Ground

(1) The ECM responds to an active input only when all the necessary conditions are satisfied.
(2)
The connector contacts that are not listed are not used.
Page 43 of 74
Electrical Output Components
Relays
Relay (Circle Steer) and Relay (Crab Steer)

These relays will energize the solenoids that will direct the pressure to the appropriate control valve for the desired steering mode.
The relay connects to the ECM through contact J2-5, contact J2-6, and contact J2-8.
Instrument Cluster
The indicators for the steering system are located within the Instrument Cluster (IC). The machine ECM communicates to the IC
over the CAN data link. See Service Manual, RENR6704 for additional information.
Page 44 of 74
Data Link
CAT Data Link

The data link is an input and an output of the ECM. The data link is designed to communicate with other electronic control modules
through the machine harness. The data link is not a visible component. The data link consists of internal ECM circuits and the
connecting harness wiring. The data link is bidirectional. The data link allows the ECM to receive information and the data link
allows the ECM to send information.
Caterpillar Electronic Technician (ET) also communicates with other ECM modules through the data link. The ET will list the other
ECM modules and the available diagnostic information.
Note: All electronic control modules (ECM) that use the data link have a module identifier (MID). The MID is listed for each module:
Machine ECM ... 039
Access Platform ... 082
Shift Lever ... 117
CAN Data Link

The CAN Data Link is used in order to aid the machine ECM with the control of the transmission. The CAN data link is used for
communication with the display module.
Page 45 of 74
Electrical Schematic
This is a simplified schematic of the steering system for the machine ECM. This schematic does not show all possible harness
connectors. See Electrical Schematic, RENR5193 for an accurate schematic of the machine.
Page 46 of 74
Configuration Parameters
This is a summary screen

Some parameters need to be configured for the machine to operate properly. The configuration screen for the ECM can be
accessed by using the Cat Electronic Technician (ET). The configuration screen for each ECM is accessed from the above ECM
summary screen by selecting "Configuration" from the "Service" drop-down menu.
Reference:
Refer to the service manual module Testing and Adjusting, RENR5195, "Electronic Control Module (ECM) - Configure" for further
instructions on configuring the ECM for your machine.
Page 47 of 74
Troubleshooting - TH220B, TH330B, TH340B, TH350B, TH355B, TH360B, TH460B, TH560B and TH580B Telehandlers
Steering System - SMCS - 4300-035
Troubleshooting The Steering System
WARNING
Personal injury or death can result from sudden machine movement.
Sudden movement of the machine or release of oil pressure can cause injury to persons on or near the machine.
To help prevent possible injury or death, refer to the information in Testing and Adjusting, "Machine Preparation for
Troubleshooting"
Problem List
 The hydraulic pump is noisy.

 The steering is jerky and the steering cylinder rod does not move smoothly.
 The steering wheel is difficult to turn.
 Machine steers slowly.
 The steering fails to auto-align when you change from one steering mode to another steering mode.
 The steering fails to change from one steering mode to another steering mode without the auto-align feature.
 There is a loss of steering.
 Steering wheel turns but wheels do not move.
Probable Causes
The Hydraulic Pump Is Noisy
 Low oil level

 The pump is worn.
 A loose connection on the suction side of the pump is allowing air to be drawn in to the system.
 Wrong oil viscosity
 Contamination within the priority spool
 Aeration within hydraulic oil
Steering Is Jerky And The Steering Cylinder Rod Does Not Move Smoothly
 Low oil level

 The pump is worn.
 A loose connection on the suction side of the pump is allowing air to be drawn in to the system.
 Wrong oil viscosity
 Contamination within the priority spool
 Air in the hydraulic oil
The Steering Wheel Is Difficult To Turn

 Low oil level
 Bearings in the steering column are not within the specification.
 The joints on the steering column are damaged or the joints are binding.
 Damage to the spool or to the sleeve in the metering section of the steering metering pump
 A sticking spool for the metering pump is caused by either dirt in the system or distortion of the spool.
 Steering cylinder is damaged.
 Oil is excessively cold.
 Insufficient flow of oil from the pump
 Hydraulic lines are plugged or damaged.
 The hydraulic pump is not within the specification.
Page 48 of 74
Machine Steers Slowly
 Oil in the hydraulic system is not at operating temperature.

 The steering system hydraulic lines leak.
 The cylinder has an oil leak.
 There is insufficient flow of oil from the pump.
 The hydraulic lines are plugged or damaged.
 The hydraulic pump is not within the specification.
 The oil is the wrong oil viscosity.
 Oil aeration.
The Steering Fails To Auto-Align When You Change From One Steering Mode To Another Steering Mode
 The circuit for the all wheel steer has blown a fuse.
 The auto-align function is turned off.
 The steering mode switch is faulty.
 A sensor for the rear or front alignment is faulty.
 The adjustment is not in alignment with the sensor when rear wheels are straight.
 A relay for the crab steer or circle steer for the steering alignment is faulty.
 Steering is too fast.
 Steering line or hose to the rear of the axle is damaged or plugged.
 The spool is sticking in the steering selector valve.
The Steering Fails To Change From One Steering Mode To Another Steering Mode Without The Auto-Align Feature
 The circuit for the all wheel steer has blown a fuse.
 The rear axle is not aligned.
 The steering mode switch is faulty.
 A relay for the crab steer or circle steer for the steering alignment is faulty.
 Steering line or hose to the rear of the axle is damaged or plugged.
 The spool is sticking in the steering selector valve.
There Is A Loss Of Steering
 Oil level in the hydraulic tank is too low.

 The steering hose or the steering line is damaged.
 The joints on the steering column are damaged.
 The check valve in the steering metering pump may be stuck open.
 The priority valve in the inlet manifold is stuck.
 The steering relief valve is sticking open.
 Steering cylinder seized.
 The pump is damaged.
 The priority spool seized or the priority spool is blocked.
Steering Wheel Turns But Wheels Do Not Move
 Oil level in the hydraulic tank is too low.

 The steering hose or the steering line is damaged.
 The joints on the steering column are damaged.
 There is dirt in the steering metering pump.
 The centering springs for the steering metering pump are broken. You are able to steer even if the centering springs are
broken. The steering control will be diminished.
 The steering metering pump is not timed correctly.
 The pin, the rotor, and the drive shaft are not aligned.
Page 49 of 74
Hydraulic Oil Contamination - Test

Hydraulic Oil Contamination
Introduction
The steering system and the transmission system use hydraulic oil from the hydraulic tank. Caterpillar recommends the use of the
S·O·S oil analysis program in order to monitor the condition of your equipment.
If the oil becomes contaminated, premature component failure could result. Contaminated oil can also contribute to overheating.
Use the following procedure to sample the oil in the system.
Reference: See Operation and Maintenance Manual, "S·O·S Fluid Analysis" for further information about this S·O·S oil analysis
program.
Flushing the Sampling Valve
Hot oil and components can cause personal injury.

Do not allow hot oil or components to contact skin.
NOTICE
Care must be taken to ensure that fluids are contained during performance of
inspection, maintenance, testing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before opening any compartment or
disassembling any component containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop Products
Guide" for tools and supplies suitable to collect and contain fluids on Caterpillar
products.
Dispose of all fluids according to local regulations and mandates.
In order to obtain a representative oil sample, it is first necessary to flush the sampling valve.
Required Tools
Use the following equipment in order to Flush the Sampling Valve:

Table 1
Required Tools
Tool Part Number Part Description Qty
8T-9208 Probe Assembly 1

A
6K-0713 Hose 1
1. Shift the transmission to NEUTRAL and engage the parking brake.

2. Start the engine.
3. Extend the boom and retract the boom several times in order to warm the hydraulic oil.
4. Operate each implement several times in order to circulate the warm oil. Rotate the steering wheel from stop to stop
several times.
5. Allow the engine to run on low idle.
6. Open the engine enclosure.
Page 50 of 74
The Hydraulic Oil Sampling Valve is Located in the Engine Compartment.
7. Locate the sampling valve that is positioned at the top of the hydraulic oil filter. Remove the rubber cap from the sampling
valve.
8. Attach the 8T-9208 Probe Assembly to the 6K-0713 Hose .
9. Direct the hose into a container for fluid waste. Remove approximately 30 mL (1 fl oz) of fluid from the sampling valve.
Obtaining the Sample

Once the sampling valve has been flushed, carry out the following procedure in order to obtain an oil sample:
Required Tools
Use the following equipment in order to obtain the Sample:
Table 2
Required Tools
177-9343 Fluid Sampling Cap and Probe Gp 1

B
169-7373 Bottle 1
1. Attach the probe from the 177-9343 Fluid Sampling Cap and Probe Gp to a 169-7373 Bottle .
2. Draw a 50 mL (1.7 fl oz) oil sample from the sampling valve.
Maximum Contamination Levels
The level of contaminants that is found in the hydraulic system must meet the ISO 18/15 cleanliness level.
Page 51 of 74
The following table contains the maximum acceptable contamination levels:

Table 3
Hydraulic Oil Contamination
Maximum Number of Particles in a

Particle Size (Microns)
50 mL (1.7 fl oz) Sample
10 to 20 48000
21 to 50 2580
51 to 100 150
100 or more 20
Pump Flow – Test

Pump Flow
Introduction
This test is designed to check a pump for operation within the design parameters.
For any pump test, the pump flow at 690 kPa (100 psi) will be larger than the pump flow at 6900 kPa (1000 psi) if the pump is
operating at the same rpm. The pump flow is measured in L/min (US gpm).
The difference between the pump flow of the two operating pressures is the flow loss.
Reference: See Service Manual, RENR6705, "Machine Components Specifications" for the specifications of the pump on your
machine.
Method for determining flow loss
Table 1
Pump flow at
690 kPa (100 psi)
Pump flow at
-
6900 kPa (1000 psi)
= Flow loss
Example of determining flow loss

Table 2
217.6 L/min (57.5 US gpm)
-
196.8 L/min (52.0 US gpm)
=
20.8 L/min (5.5 US gpm)
Flow loss is used as a measure of pump performance. Flow loss is expressed as a percentage of pump flow.
Page 52 of 74
Method of determining percent of flow loss
Table 3
Flow loss (L/min or US gpm)
Pump flow at × 100 = Percent of flow loss

690 kPa (100 psi)
Example of determining percent of flow loss

Table 4
20.8 L (5.5 US gal)

× 100 = 9.5%
217.6 L/min (57.5 US gpm)
If the percent of flow loss is more than 10%, the pump performance is inadequate.
Note: The values in the examples are not set values for any specific pump or for any specific pump condition.
Test On The Machine
WARNING
Hot oil and components can cause personal injury.
Do not allow hot oil or components to contact skin.
Required Tools
Use the following equipment in order to test the pump flow:

Table 5
Required Tools
A 5P-3600 Hydraulic Flow Meter 1
Install tool (A). Run the engine at high idle. Measure the pump flow at 690 kPa (100 psi), and at 6900 kPa (1000 psi). Use these
values in the formula that is shown in (Table 4).
Test On The Bench
If the test bench can be run at 6900 kPa (1000 psi) and at 2000 rpm, determine the percent of flow loss by using the following
formula (Table 6).
If the test bench can not be run at 6900 kPa (1000 psi) and at 2000 rpm, run the pump shaft at 1000 rpm. Measure the pump flow
at 690 kPa (100 psi) and at 6900 kPa (1000 psi). Use these values in the top portion of the following formula (Table 5). For the
bottom part of the formula, run the pump shaft at 2000 rpm. Measure the pump flow at 690 kPa (100 psi).
Page 53 of 74
Table 6
Pump flow at
690 kPa (100 psi)
Pump flow at
_
6900 kPa (1000 psi)
x 100 = Percent of flow loss
Pump flow at
690 kPa (100 psi) and at 2000 rpm
Steering System Pressure Tests and Adjustments
Introduction
The test fittings are located on the control valve at the rear of the machine.
View on the left side of the machine

(1) Test fitting for the load signal
Page 54 of 74
View on the right side of the machine

(2) Test fitting for the pump supply
When you check the pressures for the piston pump, several factors must be considered. Outlet pressure for the piston pump
should remain approximately 2200 ± 100 kPa (320 ± 20 psi) higher than the maximum implement signal pressure. This difference
in pressure is called the margin pressure.
Note: Load sensing oil pressure is sometimes referred to as signal oil. The two terms have the same meaning throughout this
story.
A low pressure setting on the pressure compensator valve will also cause a low high pressure stall. The pressure compensator
only functions as a backup to the relief valve (load sensing oil) and to the flow compensator. The pressure compensator should not
be set to a lower pressure than the sum of the relief valve (load sensing oil) and the flow compensator. The setting for the relief
valve (load sensing oil) must be checked after you adjust the high pressure stall.
Reference: See Systems Operation/Testing and Adjusting, "Location of Hydraulic Components" for the location of the hydraulic
components on the machine.
Reference: See the steering Machine Systems Specifications for your machine.
Page 55 of 74
Steering Pressure Test
The steering system pressure and the margin pressure can be checked at the same time.
Required Tools
Use the following test equipment in order to perform the following procedure:
 Appropriate pressure gauges
Table 2 provides a list of required tools if pressure gauges will be used to perform the following test procedure.
Table 1
Required Tools
Pressure Gauge (0 to
8T-0860 2
40000 kPa (5800 psi))
B 6V-3989 Test fitting 2
177-7861 Hose 2
6V-4143 Coupler 4
Test Procedure
WARNING
Personal injury can result from removing hoses or fittings in a system under pressure.
Failure to relieve pressure can cause personal injury.
Do not remove or disconnect hoses or fittings until all pressure in the hydraulic system has been relieved.
NOTICE
Care must be taken to ensure that fluids are contained during performance of inspection, maintenance, testing, adjusting and
repair of the product. Be prepared to collect the fluid with suitable containers before opening any compartment or disassembling
any component containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Dealer Service Tool Catalog" for tools and supplies suitable to collect and
contain fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
1. Ensure that the hydraulic oil is warm. Refer to Machine Systems Troubleshooting, RENR5195, "Machine Preparation for
Troubleshooting" for further information.
2. Retract the boom and lower the boom. Ensure that the machine is on level ground.
3. Stop the engine. Turn the steering wheel in both directions. This procedure helps purge pressure from the hydraulic
system.
4. Divide Tooling (B) into two separate gauge assemblies. Install a pressure gauge on test fitting (1) and install a pressure
gauge on test fitting (2) . Refer to Illustrations 1 and 2.
5. Connect Tooling (B) to test fitting (1) . Refer to Illustration 1.
6. Start the engine and operate the engine at low idle. Raise the boom until the work tool is off of the ground. Rotate the
steering wheel for the full distance of travel. Continue to rotate the steering wheel in order to check the steering pressure.
The pressure reading will not be constant. Record the high side of the measured value. If the pressure is not within the
specification, adjust the steering relief valve. Refer to Testing and Adjusting, "Steering Pressure Adjustment".
Page 56 of 74
Table 2
Steering Pressure
Model Pressure
TH220B, TH330B, 340B, TH350B, TH360B

16250 ± 1000 kPa (2350.0 ± 145.0 psi)
TH460
19250 ± 1000 kPa (2800.0 ± 145.0 psi)
TH560B SLG1-675
16250 ± 1000 kPa (2350.0 ± 145.0 psi)
TH560B SLG676-UP with axles

231-0707 or 231-0708
17750 ± 1000 kPa (2575.0 ± 145.0 psi)
231-0709 or 231-0710
TH580
17750 ± 1000 kPa (2600.0 ± 145.0 psi)
7. Straighten the steering wheel and lower the work tool to the ground.
8. If the pressure is within the specification, stop the engine, and proceed to the Testing and Adjusting, Margin Pressure
Test.
Steering Pressure Adjustment
Introduction
The steering pressure can be adjusted at the metering pump (steering).
Reference: See Systems Operation/Testing and Adjusting, "Location of Hydraulic Components" for the location of the metering
pump.
Adjustment Procedure
relief valve (load sensing oil or signal oil) (Steering)

(3) Plug
(4) Adjustment screw
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1. Remove plug (3) .

2. Use an appropriate sized hex key wrench to turn adjusting screw (4) . Turn the screw clockwise in order to increase the
pressure setting. Turn the screw counterclockwise in order to lower the pressure setting.
Note: Do not turn the adjustment screw more than a half turn at a time. A half turn equals approximately 2480 kPa (360
psi).
3. Recheck the pressure setting. Refer to Testing and Adjusting, "Steering Pressure Test".
4. Clean the threads on the plug (3) with a cleaning solvent. Apply 5P-3413 Pipe Sealant to the threads of the plug. Install
the plug. Torque the plug to 62.5 ± 2.5 N·m (46.0 ± 2.0 lb ft).
Margin Pressure Test
Introduction
The test indicates the difference's between the pump output pressure and the pressure for the load signal. This difference in
pressure is called margin pressure.
Required Tools
Test Procedure
1. Ensure that the hydraulic oil is still warm. Refer to Machine Systems Troubleshooting, RENR5195, "Machine Preparation
for Troubleshooting" for further information.
2. Retract the boom and lower the boom. Ensure that the machine is level.
3. Divide Tooling (B) into two separate gauge assemblies. Install a pressure gauge on test fitting (1) and install a pressure
gauge on test fitting (2) . Refer to Illustrations 1 and 2.
4. Start the engine and operate the engine at low idle. Rotate the steering wheel for the full distance of travel. Subtract the
pressure at test fitting (1) from the pressure at test fitting (2) . The difference in pressure should be 2200 ± 100 kPa (320
± 20 psi). This is the margin pressure. If the pressure is not within the specification, refer to Testing and Adjusting,
"Margin Pressure Adjustment".
Margin Pressure Adjustment

Margin pressure should be within the specifications when the steering pressure is within the specification. If the margin pressure is
not within the specification, then adjust the low pressure standby on the pump.
Refer to Testing and adjusting, "Low Pressure Standby Adjustment" for the proper procedure.
Test for the Relief Valve (Load Sensing Oil)
Introduction
The pressure and flow compensator valve and the relief valve (load sensing oil) will determine the pump output pressure against
the load. If the relief valve (load sensing oil) is set below specifications, the high pressure stall will be low.
Note: The Relief Valve (Load sensing oil) is sometimes referred to as the signal limiter valve. The two terms have the same
meaning throughout this story.
Page 58 of 74
Required Tools


Table 3
Required Tools
Pressure Gauge (0 to
8T-0860 1
40000 kPa (5800 psi))
B 6V-3989 Test fitting 1
177-7861 Hose 1
6V-4143 Coupler 2
Test Procedure
Note: Low pressure standby should be within specifications before this test is performed.
Note: The test for the relief valve (load sensing oil) and the high pressure stall test can be done at the same time.
2. Retract the boom and lower the boom. Ensure that the machine is level.
system.
4. Connect Tooling (B) to test fitting (1) . Refer to Illustration 1.
5. Start the engine and operate the engine at low idle. Operate the control for the boom retract until the piston pump reaches
a stall condition. The pressure at test fitting (1) should be 22800 ± 500 kPa (3300 ± 70 psi). This is the pressure for the
load signal. If the relief valve (load sensing oil or signal oil) is not within the specification, adjust the valve before you
proceed with any other tests. Refer to Testing and Adjusting, "Relief Valve (Load Sensing Oil or Signal Oil) Adjustment".
6. If the pressure is within the specification, stop the engine and remove Tooling (B) .
Page 59 of 74
Adjustment of the Relief Valve (Load Sensing Oil)
Introduction
Use the following procedure to adjust the setting for the relief valve (load sensing oil or signal oil). The relief valve controls the
hydraulic system pressure.
Relief valve (load sensing oil or signal oil)
(5) Locknut
1. Loosen locknut (5) . Turn adjusting screw (6) clockwise in order to increase the pressure setting or turn counterclockwise
in order to decrease the pressure setting.
Note: Do not turn the adjustment screw more than a half turn at a time.
2. Hold adjusting screw (6) in place while you tighten locknut (5) .
3. Recheck the pressure setting. Refer to Testing and Adjusting, "Test for the Relief Valve (Load Sensing Oil)".
Note: If the signal does not change the pressure at the compensator on the pump needs to be adjusted.
Page 60 of 74
Test for Pressure Compensator
Introduction
The pressure compensator functions as a backup for controlling the high pressure stall. Ensure that all other pressures are within
the specifications. A procedure for testing and adjusting the pressure compensator is available. Refer to Testing and Adjusting, "
Adjustment for the Pressure Compensator Relief Setting".
There is not a simple adjustment for the high pressure stall on this hydraulic system. This is due to the fact that the flow
compensator and the relief valve (load sensing oil) control high pressure standby. On this hydraulic system, the pressure
compensator serves as a backup.
Test Procedure
1. Perform Step 1 through Step 4 in Testing and Adjusting, "Margin Pressure Test".
2. Operate the control for the boom retract until the pump reaches a stall condition. If the margin pressure is correct the
pressure at test fitting (1) should be 22800 ± 500 kPa (3300 ± 70 psi).
a. If the pressure for the relief valve (load sensing oil) is incorrect at test fitting (1) and the margin pressure is
correct, the relief valve (load sensing oil or signal oil) needs to be adjusted. Refer to Testing and Adjusting,
"Relief Valve (Load Sensing Oil) Adjustment".
b. If the margin pressure was correct and the pressure for the relief valve (load sensing oil) was correct, check the
pressure at test fitting (2) . The pressure should be 25000 ± 500 kPa (3630 ± 70 psi). This is the high pressure
stall reading. If the pressure at test fitting (2) was identical to the signal pressure at test fitting (1) then the
pressure compensator needs to be adjusted. Refer to Testing and Adjusting, "Pressure Compensator
Adjustment". Refer to Illustrations 1 and 2 for the location of the test fittings.
c. If the high pressure stall reading is low, the pressure compensator needs to be adjusted. Refer to Testing and
Adjusting, "Pressure Compensator Adjustment".
Pressure Compensator Adjustment
View on the left side of the machine
(1) Test fitting for the load signal
Page 61 of 74
(7) Cap nut (8) Adjustment screw (9) Locknut

(10) Seal
Note: Make this adjustment only after trying to make the adjustment of the load sensing valve first.
1. Do not remove Tooling (B) . Operate the engine at low idle.

2. Remove cap nut (7) and seal (10) .
3. Loosen locknut (9) .
4. Turn adjusting screw (8) counterclockwise in order to reduce the setting of the pressure compensator. Turn the screw until
the margin pressure begins to drop.
5. When the margin pressure begins to drop, turn adjusting screw (8) clockwise by a 1/4 turn. This ensures that the pressure
compensator is set above the adjustment for the relief valve (load sensing oil).
6. Tighten locknut (9) while you hold screw (8) in place.
7. Install seal (10) and cap nut (7) .
8. Stop the engine and remove Tooling (B) from the machine.
Low Pressure Standby Test
Introduction
When the machine is not being steered and all implement controls are in HOLD, the piston pump should operate in low pressure
standby. The pump output pressure is at a minimum in low pressure standby.
Required Tools
Page 62 of 74
Table 4
Required Tools
A 6V-7830 Pressure Gauge 1
Note: Ensure the use of 6V-7830 Pressure Gauge . During engine start-up, a 17250 kPa (2500 psi) pressure spike is possible.
Test Procedures
2. Retract the boom and lower the boom. Ensure that the frame is level.
system.
4. Connect Tooling (A) to test fitting (2) . Refer to Illustration 2.
Note: Ensure the use of 6V-7830 Pressure Gauge . During engine start-up, a 17250 kPa (2500 psi) pressure spike is
possible.
5. Start the engine and operate the engine at low idle. Do not turn the steering wheel and do not operate the implement
controls. The output pressure for the piston pump at test fitting (2) should be approximately 4500 ± 1000 kPa (650 ± 150
psi). This is the standby pressure for the piston pump. If the pressure is not within the specification, adjust the standby
pressure. Refer to Testing and adjusting, "Low Pressure Standby Adjustment" for the proper procedure.
6. If the pressure is within the specification, stop the engine and remove Tooling (A) .
Page 63 of 74
Low Pressure Standby Adjustment
Introduction
Low pressure standby is controlled by the setting of the flow compensator spool.
(11) Locknut
(12) Seal
(14) Cap nut
1. Turn off the engine.

2. Remove cap nut (14) and seal (12) . Loosen locknut (11) . Turn adjusting screw (13) clockwise in order to increase the
low pressure standby setting. Turn the adjustment screw counterclockwise in order to decrease the low pressure standby
setting.
Note: Do not turn the adjustment screw more than a half turn at a time. A half turn equals approximately 8000 kPa (116
psi).
3. Hold adjusting screw (13) in place while you tighten locknut (11) .
4. Install seal (12) and cap nut (14) .
5. Recheck the pressure setting. Refer to Testing and Adjusting, "Low Pressure Standby Test".
Steering System – Purge
Purging the Steering System
Introduction
If the steering system has been disassembled or the axles have been removed from the machine the steering system should be
purged before the machine is returned to service.
Page 64 of 74
Required Tools
Use the following equipment in order to perform the following procedure:
 Caterpillar Electronic Technician service tool (ET)
The Caterpillar Electronic Technician service tool (ET) is used to access the configuration screen. A message on the ET screen will
give instructions that guide the user through the procedure. Refer to the Manual that is provided with the ET software for more
information about ET.
Table 1
Required Tools
Part Number Description Quantity
JEBD3003 Caterpillar Electronic Technician (ET) 1
171-4401 Communications Adapter II 1
207-6845 Adapter Cable As 1
160-0141 Adapter Cable As 1
Location of the diagnostic service tool connector
Page 65 of 74
Purging Procedure
1. Connect the communications adapter and the computer to the diagnostic service tool connector.
Reference: See the Operation and Maintenance Manual, "Operator Controls" for the location of the service tool
connector.
2. Turn on the ignition.
3. Use Caterpillar Electronic Technician (ET) to disable the auto function for the wheel alignment.
Reference: See Troubleshooting, RENR5195, "Electronic Control Module (ECM) - Configure" for more information.
4. Turn off the ignition. Allow a fifteen second period of time in order for the system to power down.
5. Start the engine. Ensure that all the wheels are aligned with the frame in order to center the wheels into the straight ahead
position.
6. Select circle steer mode on the switch for the steering mode. Turn the wheels fully to the right.
7. Select two-wheel steer mode on the switch for the steering mode. Turn the wheels fully to the left.
8. Select crab steer mode on the switch for the steering mode. Turn the wheels fully to the right.
9. Repeat steps 6 through 8 five more times.
10. Select circle steer mode on the switch for the steering mode. Align all the wheels with the frame.
11. Stop the engine.
12. Turn on the ignition.
13. Use Caterpillar Electronic Technician (ET) in order to enable the auto function for wheel alignment.
Reference: See Troubleshooting, RENR5195, "Electronic Control Module (ECM) - Configure" for more information.
14. Turn off the ignition. Allow a fifteen second period of time in order for the system to power down.
15. Start the engine. Check that all the steering modes are operating correctly.
16. Disconnect the communications adapter and the computer from the diagnostic service tool connector.
Solenoid Valve (Steering Mode Selector) – Test
The Solenoid's for the Steering Modes
Introduction
The solenoids on the steering selector valve operate on 12 volts that is supplied from the fuse for the steering system.
Reference: See Systems Operation/Testing and Adjusting, "Location of Electrical Components" for the location of the electrical
Required Tools
 Voltage Tester
 Digital multimeter
Table 1 provides a list of tools that are required to perform the following procedures.
Table 1
Required Tools
A 5P-7277 Voltage Tester 1
B 6V-7070 Digital Multimeter 1
Page 66 of 74
The Procedure for testing the Circuit
Two people are needed to perform this test.
Note: Ensure that the battery is fully charged for this check.
1. Turn the start switch ON, but do not start the engine.
2. Use the steering switch on the instrument panel to activate the solenoid circuits. Refer to Systems Operation, "General
Information" for operating information on the switch. If a click is heard or if a vibration is felt, the solenoid is being
energized. Ensure that both solenoids are checked. If the solenoid did not energize, proceed with the test.
3. Disconnect the electrical connector at the solenoid that is not functioning properly.
4. Use the steering switches on the dash panel in order to activate the disconnected solenoid circuit.
5. Use Tooling (A) to check for voltage on the electrical connector from the steering circuit. Place a lead from the voltage
tester on the terminal with the black wire. This is the ground side of the circuit. Place the probe of the voltage tester on the
remaining terminal in the connector. This is the battery side of the circuit. The light on the voltage tester should be at full
brilliance.
6. If the light on the voltage tester does not illuminate, check the fuse for the steering circuit. If the fuse is not damaged,
check the circuit for an open. If the light on the voltage tester is dim, check the circuit for a bad connection. Refer to the
Electrical Schematic for your machine.
Procedure for Checking the Solenoid Resistance

1. Disconnect the electrical connector at the solenoid that is not functioning properly.
2. Use Tooling (B) to check the resistance of the solenoid. Place a lead of the multimeter on each terminal on the solenoid.
The resistance should be approximately 4.8 ohms at 20 °C (68 °F).
Position Sensor (Steering) - Adjust
Position Sensor
Introduction
The position sensors (steering) are installed on machines that are equipped with self-aligning rear steering. The sensors are
attached to the steering cylinder. Use the following procedure to adjust the sensors.
Reference
See Systems Operation, "General Information".
Reference
See Testing and Adjusting, "Wheel Alignment - Check and Adjust" for the proper procedure.
Reference
See Operation and Maintenance Manual, "Steering Mode Control".
WARNING
Personal injury or death can result from machine movement.
Place blocks in front of and behind the wheels to make sure the machine does not move while the parking brakes are
disengaged.
Page 67 of 74
1. In following the above warning, place blocks in front of the wheels and behind the wheels.
2. Attach string (1) to steering stop (2) at the front of the front axle. Attach the string to the steering stop at the rear of axle,
as shown.
Page 68 of 74
3. Ensure that the wheels are aligned straight ahead. The string should be touching the outer circumference of each wheel in
two places. If necessary, move the wheels to a straight ahead position. If the wheels do not touch the string in two places,
adjust the wheel alignment.
4. Turn the engine start switch key to the ON position, but do not start the engine.
5. Move the master steering select switch to position 2. Refer to Operation and Maintenance Manual for additional
information on the operation of the switches.
(3) Axle
(4) Position sensor
(4) Position sensor

(5) Clamp
Page 69 of 74
6. Slacken two clamps (5) that secure position sensor (4)
7. Move the sensor to the right until the lamp on the sensor is extinguished. Make a mark on the steering cylinder
corresponding to the right hand edge of the sensor. Move the sensor to the left until the lamp on the sensor is
extinguished. Make a mark on the steering cylinder corresponding to the right hand edge of the sensor. Move the sensor
so that the right hand edge of the sensor is positioned midway between the two marks. This is the optimum position for
the sensor. Secure the sensor in place with the existing clamps (5) .
8. Turn the engine start switch to the OFF position.
9. Remove the blocks from the wheels.
Wheel Alignment - Check and Adjust
Introduction
Correct steering alignment minimizes tire wear. There should be no toe on either axle.
Reference: See the Systems Operation, "General Information".

Reference: See the Operation and Maintenance Manual, "Steering Mode".
Reference: See the Operation and Maintenance Manual, "Steering Mode Control".
Reference: See the Specifications Manual, "Drive and Steering Axles".
Page 70 of 74
Checking the Wheel Alignment With Wheels In Place
Steering geometry adjustment

(1) Cord lines
(2) Locknut
(3) Guide rod
(4) Knuckle
(5) Bolt
(6) Locknut
1. Park the machine on level ground and align the wheels straight ahead. Move the transmission control to the NEUTRAL
position and engage the parking brake.
Note: Ensure that the rear wheels are straight ahead. If the steering is not synchronized, the rear wheels may be at an
angle when the front wheels are straight. Refer to the Operation and Maintenance Manual, "Steering Mode Control".
2. Lower the boom and retract the boom. Stop the engine and attach a "DO NOT OPERATE" warning tag or similar warning
tag to the controls.
3. Place a cord line (1) on each side of the machine. The lines should be parallel with the centerline of the machine. Each
cord should be approximately 100 mm (4 inch) from the tires and at a height that corresponds to the centerline of the
wheels. Measure the distance between the outer face of the tire and the adjacent cord in order to check that the wheels
are parallel. Record the measurement at the front of each wheel and at the back of each wheel.
4. If the wheels are not parallel it will be necessary to adjust the wheel alignment.
Adjusting the Wheel Alignment
1. Loosen locknuts (2). Place an open end wrench on the flats of each guide rod (3). Rotate each guide rod clockwise by an
equal amount until the wheels are parallel. Alternatively, rotate each guide rod counterclockwise by an equal amount until
the wheels are parallel. The amount of chrome rod that is visible on each side of the steering cylinder must remain equal.
Refer to distance (A) in Illustration 1. Tighten the locknuts after the adjustments for the tie rods are complete. Tighten
locknuts (2) to the proper torque. See the Specifications Manual, "Drive and Steering Axles" for your machine in order to
determine proper torque values.
2. Remove the cord lines.
Page 71 of 74
Adjusting the Steering Angle
(4) Knuckle
(5) Bolt
(6) Locknut
After the wheels have been correctly aligned the maximum steering angle must be adjusted. Each wheel is equipped with a
knuckle (4). The knuckle is equipped with two bolts (5) that act as steering stops. Each bolt is secured in place with a locknut (6) .
Park the machine on level ground. Move the transmission control to the NEUTRAL position. Lower the boom and retract the boom.
Engage the parking brake.
1. Raise the front of the machine in order to lift the front wheels off the ground. Place the jack in a location that will sustain
the weight of the machine such as the axle pads. The axle pad should be parallel to the ground. The head of the jack
should be against a flat surface. Use a jack which will support the weight of the machine.
2. Remove both of the front wheels.
Typical Example
3. Place bar (7) against the outer flange of the final drive on the left side. Secure the bar in place with two existing wheel
nuts. Repeat the procedure for the final drive on the right side.
4. Clean the four stop bolts (5) and locknuts (6) .
5. Loosen locknuts (6) on all four stop bolts (5). Turn all four bolts (5) clockwise until the bolts bottom out.
6. Hold a long straight bar (8) against the housing for the steering cylinder.
Page 72 of 74
Typical Example
7. Rotate the left side final drive until the angle that is formed by the two bars measures the correct angle. See table 1.
8. Apply 154-9731 Thread Lock Compound to the four stop bolts (5). Apply the compound to the threads in the knuckle and
apply the compound in the locknuts (6). See Illustration 2.
9. Turn stop bolt (5) on the left side knuckle counterclockwise until the head of the screw contacts the steering stop. Secure
the screw in place with locknut (6). Tighten locknuts (6) to a torque of 150 N·m (111 lb ft). See Illustration 1.
Note: Use a piece of paper as a go/no-go gauge in order to check that the stop bolts touch the casting. If the paper slides
between the bolt and the casting, reset the bolt in order to contact the casting.
10. Repeat step 9 for the stop screw on the right side knuckle that is diagonally opposite.
Note: The steering stop on the right side knuckle and the steering stop that is directly opposite must make contact with
the castings at the same time when the steering is at the maximum angle.
11. Rotate the final drive on the right side until the angle that is formed by the two bars measures the correct angle. See table
1.
12. Turn stop bolt (5) on the right side knuckle counterclockwise until the head of the bolt contacts the steering stop. Secure
the screw in place with locknut (6). Tighten locknuts (6) to a torque of 150 N·m (111 lb ft). See Illustration 1.
Note: Use a piece of paper as a go/no-go gauge in order to check that the stop bolts touch the casting. If the paper slides
between the bolt and the casting, reset the bolt in order to contact the casting.
13. Repeat step 12 for the stop screw on the left side knuckle that is diagonally opposite.
Note: The steering stop on the left side knuckle and the steering stop that is directly opposite must make contact with the
castings at the same time when the steering is at the maximum angle.
14. Remove measuring bars (7) and (8) .
15. Replace both wheels and lower the machine to the ground.
16. Repeat the procedure for the rear axle.
Page 73 of 74
General Information Table
Table 1
Specifications
Low Idle (Engine) 950 ± 25 rpm
High Idle (Engine) 2350 ± 25 rpm
Torque Stall 1985 ± 25 rpm
High Pressure Stall

25000 ± 500 kPa (3630 ± 70 psi)
Signal Relief Pressure

22800 ± 500 kPa (3300 ± 70 psi)
Low Pressure Standby

4500 kPa (650 psi)
Margin Pressure
2200 ± 100 kPa (320 ± 20 psi)
Steering Pressure
220B, 330B, 340B, 350B, and 360B 16250 ± 750 kPa (2400 ± 100 psi)
Steering Pressure
460B 19250 ± 750 kPa (2800 ± 100 psi)
Steering Pressure
560B and 580B 17750 ± 750 kPa (2575 ± 100 psi)
Table 2
Pressure of the Fan Pump and Speed of the Fan Motor

220B and 330B Machines (Fan Reversing)
Engine Speed Pressure Fan Speed
Low Idle 1230 ± 50 RPM

4000 ± 200 kPa (580 ± 30 psi)
High Idle 2400 ± 50 RPM

15000 ± 200 kPa (2175 ± 30 psi)
Fan Motor in Reverse or Counterclockwise Direction
Low Idle 1230 ± 50 RPM

4000 ± 200 kPa (580 ± 30 psi)
High Idle 2840 ± 50 RPM

14500 ± 200 kPa (2100 ± 30 psi)
Note: Refer to Operation and Maintenance Manual, SEBU7708, "Operator Controls" for the proper operation of the reverse switch.
Page 74 of 74

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Port Moresby Technical College, PO Box 1969.

Technical Vocational Education Training (TVET) National Certificate (III) Three

Systems Operation TH460B, Telehandlers Steering System

The machine may be operated in the following three steering modes:

There are two different arrangements for the steering modes.

 Manually aligned rear wheels

Machines With Self-Aligning Steering

Use of Steering Modes

The machine can be operated in the following steering modes:

Checking or Synchronizing the Wheels

Machines with Steer Sensors

Machines without Steer Sensors

Use the following procedure in order to synchronize the steering:

4. Change to either crab steer mode or circle steer mode, as required.

Steering Arrangement with Self-Aligning Rear Steering

Location of Hydraulic Components

The steering system consists of the following hydraulic components:

Line for the Signal Limiter Valve for the Steering

Control Valve (Steering)

Hydraulic Tank Breather

Hydraulic Oil Level Indicator

Hydraulic Oil Drain Plugs

The inlet manifold is part of the main control valve (implement).

The inlet manifold includes the following components:

 Valve Assembly (Steering priority)

Steering Priority Valve

Screens (75 and 100 Micron)

Relief Valve (Load sensing oil)

Graphic Color Codes

(A) Red ... High pressure oil

Steering Not Activated

This schematic shows the steering priority valve in operation.

This schematic shows the steering priority valve in operation.

Right Turn in Two-Wheel Steer Mode

Left Turn in Circle Steer Mode

Left Turn in Crab Steer Mode

Hydraulic Schematic (Steering System)

Steering system in neutral

Piston Pump (Implement and Steering)

Steering and Implement Pump (Engine Off)

Piston pump (1) has the following characteristics:

The piston pump has the following components:

 Load sensing oil pressure (8)

Low Pressure Standby

Steering and Implement Pump (Low pressure Standby)

Steering and Implement Pump (Upstroke)

The following conditions can result in upstroking the pump:

Steering and Implement Pump (Constant Flow)

 Margin spring (10)

 Supply pressure from pump outlet (9)

Steering and Implement Pump (Destroke)

The following conditions result in destroking the pump:

 Margin spring (10)

 Supply pressure at pump outlet (9)

High Pressure Stall

Steering and Implement Pump (Maximum System Pressure)

Solenoid Valve (Steering Mode Selector)

The solenoid valve has the following characteristics:

Metering Pump (Steering)

(A) Control section

The steering metering pump consists of the following two sections:

 Control section (A)

Spool and sleeve of the steering metering pump

The metering pump controls the following actions: