D8 Steering System Operational 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 06 24 Steering & Suspension System
Facsimile 321 1057 Email pomtech@ymail.com
Systems Operation
D8T Track-Type Tractor Power Train
Media Number – RENR7526 – 06 Publication Date – 01 /10/ 2012 Date Updated 10/10/2012
Differential Steering System - SMCS - 4005; 4010
Illustration 1
Typical Components for a Differential Steering System
(1) Ring Gear

(2) Sun Gear
(3) Carrier
(4) Outer Axle Shaft
(5) Planetary Gears
(6) Steering Motor
(7) Sun Gear
(8) Transmission Pinion
(9) Bevel Gear
(10) Stationary Ring Gear
(11) Planetary Gears
(12) Outer Axle Shaft
(13) Sun Gear
(14) Carrier
(15) Inner Axle Shaft
(16) Bevel Gear Shaft
(17) Carrier
(18) Planetary Gears
(19) Ring Gear
Page 1 of 46
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.
Illustration 2
Differential Steering System
(1) Ring Gear (2) Sun Gear (3) Carrier (4) Outer Axle Shaft (5) Planetary Gears (6) Input from the Steering Motor (7) Sun Gear (8) Transmission
Pinion (9) Bevel Gear (10) Stationary Ring Gear (11) Planetary Gears (12) Outer Axle Shaft (13) Sun Gear (14) Carrier (15) Inner Axle Shaft
(16) Bevel Gear Shaft (17) Carrier (18) Planetary Gears (19) Ring Gear (20) Steering Differential (21) Bevel Gear Set (22) Planetary Gear Train
Steering differential (20) receives power from the following two components:
 Transmission
 Steering Motor
The transmission controls the speed and the direction of movement (FORWARD or REVERSE). The direction of rotation of the
transmission pinion determines the direction of machine travel. The speed of the transmission pinion determines the speed of
travel.
The steering motor increases the speed of one track and the motor decreases the speed of the other track in order to turn the
machine. The direction of rotation of the steering motor determines the direction of the turn. The speed of the steering motor
determines the tightness of the turn.
The following components are mechanically connected with the steering differential:
 Bevel gear set (21) of the transmission

 Planetary gear train (22)
 Brakes (not shown)
The components that are listed above are connected by the following components:
 Two outer axle shafts (4) and (12)

 Inner axle shaft (15)
 Bevel gear shaft (16)
Power is transmitted through the outer axle shafts to the final drives.
Page 2 of 46
Transmission Power Flow
Illustration 3
Differential Steering System (Straight Line Forward)
(1) Ring Gear (2) Sun Gear (3) Carrier (4) Outer Axle Shaft (5) Planetary Gears (6) Input from the Steering Motor (7) Sun Gear
(8) Transmission Pinion (9) Bevel Gear (10) Stationary Ring Gear (11) Planetary Gears (12) Outer Axle Shaft (13) Sun Gear (14) Carrier (15)
Inner Axle Shaft (16) Bevel Gear Shaft (17) Carrier (18) Planetary Gears (19) Ring Gear
When the machine is moving in a straight line, only the transmission inputs power into the differential steering system. Input from
the Steering motor (6) is in the HOLD position.
Power from the transmission flows through transmission pinion (8) to bevel gear (9).
Bevel gear (9) sends the power through bevel gear shaft (16) to carrier (17). Carrier (17) transfers power to planetary gears (18).
Some of the power goes through planetary gears (18) to ring gear (19). The rest of the power goes through the planetary gears to
sun gear (7).
Ring gear (19) sends power through carrier (3) to outer axle shaft (4). Sun gear (7) sends power through inner axle shaft (15) to
sun gear (13). Sun gear (13), planetary gears (11), carrier (14) and stationary ring gear (10) multiply the power. The power is sent
to outer axle shaft (12).
The power that is sent to the outer axles is equal. The direction of axle rotation is equal. The machine will move in a straight line.
The speed of travel depends on the speed of rotation of transmission pinion (8). The direction of travel (FORWARD or
BACKWARD) depends on the direction of rotation of transmission pinion (8).
Page 3 of 46
Steering Power Flow
Illustration 4
Differential Steering System (Sharp Left Turn)
(1) Ring Gear (2) Sun Gear (3) Carrier (4) Outer Axle Shaft (5) Planetary Gears (6) Input from the Steering Motor (7) Sun Gear
(8) Transmission Pinion (9) Bevel Gear (10) Stationary Ring Gear (11) Planetary Gears (12) Outer Axle Shaft (13) Sun Gear (14) Carrier (15)
Inner Axle Shaft (16) Bevel Gear Shaft (17) Carrier (18) Planetary Gears (19) Ring Gear
When the machine is making a sharp turn, only the steering motor inputs power into the differential steering system. Transmission
pinion (8) is in the NEUTRAL position.
Input from the Steering motor (6) sends power through ring gear (1) to planetary gears (5).
Power through planetary gears (5) goes in two directions. Some of the power goes through the planetary gears to sun gear (2).
The rest of the power goes through carrier (3) to outer axle shaft (4).
Sun gear (2) sends power through inner axle shaft (15) to sun gear (13). Sun gear (13), planetary gears (11), carrier (14) and
stationary ring gear (10) multiply the power. The power is sent to outer axle shaft (12).
Power to both outer axle shafts is equal but the direction of rotation is opposite. The machine rotates about the center of the
machine. The direction of the turn depends on the direction of rotation of the steering motor.
Page 4 of 46
Combined Transmission and Steering Power Flow
Illustration 5
Differential Steering System (Gradual Left Turn)
(1) Ring Gear (2) Sun Gear (3) Carrier (4) Outer Axle Shaft (5) Planetary Gears (6) Input from the Steering Motor (7) Sun Gear (8) Transmission
Pinion (9) Bevel Gear (10) Stationary Ring Gear (11) Planetary Gears (12) Outer Axle Shaft (13) Sun Gear (14) Carrier (15) Inner Axle Shaft
(16) Bevel Gear Shaft (17) Carrier (18) Planetary Gears (19) Ring Gear
When the machine makes a gradual turn, the machine is moving forward and turning at the same time. The power from the
steering motor and the power from the transmission act together on the differential steering system.
The power from transmission pinion (8) follows the same path through the system. Refer to the "Transmission Power Flow"
section.
The power from the steering motor input (6) flows differently through the system. The power does not flow in two directions. The
steering power flows through the system to one outer axle or to the other outer axle.
When the machine makes a left turn, the rotation of input from the steering motor (6) and transmission pinion (8) are the same
direction. Power from steering motor (6) flows to ring gear (1). Ring gear (1) transfers power through planetary gears (5) to sun
gear (2).
Sun gear (2) sends the power through inner axle shaft (15) to sun gear (13). The combined power through the inner axle shaft that
flows to sun gear (13) is multiplied by sun gear (13), planetary gears (11), carrier (14) and stationary ring gear (10). The power is
sent to outer axle shaft (12). The power causes outer axle shaft (12) to increase in speed.
When one side of the differential speeds up, the other side of the differential slows down an equal amount. The increase in power
causes the speed of the sun gears to increase. When the speed of sun gear (2) increases, the speed of ring gear (1) decreases.
The decrease in speed of ring gear (1) causes carrier (3) to decrease in speed as well as the speed of outer axle shaft (4).
The resulting speed difference between outer axle shafts causes the machine to turn left.
When the machine makes a right turn, the rotation of steering motor (6) is opposite the rotation of transmission pinion (8). Power
from steering motor (6) flows to ring gear (1). Ring gear (1) transfers power through planetary gears (5) to carrier (3).
Page 5 of 46
The combined power goes through carrier (3) to outer axle shaft (4). The power causes outer axle shaft (4), carrier (3) and ring
gear (1) to increase in speed.
When ring gear (1) increases in speed, this causes sun gear (2) to decrease in speed. The decrease in speed of sun gear (2)
causes inner axle shaft (15), sun gear (13), carrier (14) and outer axle shaft (12) to decrease in speed also.
The resulting speed difference between the outer axle shafts causes the machine to turn to the right.
The amount of power to the axle shafts is controlled by the transmission. Also, the direction of rotation of the axle shafts is
controlled by the transmission.
The amount of speed difference between the axle shafts and the direction of turn are controlled by the steering motor. The speed
of the steering motor determines the tightness of the turn. A faster motor speed causes a sharper turn. The direction of rotation of
the steering motor controls the direction of the turn.
Refer to Table 1 for the direction of rotation during the various operations.
Left Turn Left Turn Right Turn Right Turn

FORWARD REVERSE FORWARD REVERSE
Rotation of Steering Motor (6) Clockwise Counterclockwise Counterclockwise Clockwise
Rotation of Transmission Pinion (8) Clockwise Counterclockwise Clockwise Counterclockwise
Position of Steering Control Lever Pushed Forward Pulled Back Pulled Back Pushed Forward
Table 1
Page 6 of 46
General Information (Steering Hydraulic System)
Illustration 1
Steering Hydraulic System
(1) Hydraulic Oil Tank (2) Cold Oil Relief Valve (3) Steering Differential (4) Steering Motor (5) Steering Charge Filter (6) Steering Pump Control
Valve (7) Power Train ECM (8) Steering Pump (9) Steering Charge Pump (10) Steering Control Lever
The steering hydraulic system transfers power to steering differential (3) in order to steer the machine to the left or to the right.
The steering hydraulic circuit is made up of the following separate hydraulic circuits:
 Charge Circuit
 Steering Closed Loop
In the charge circuit, steering charge pump (9) produces charge oil that is used by steering pump (8). This charge pressure oil is
also used by steering pump control valve (6) to direct oil to the actuator piston for the steering pump. This piston controls the angle
of the pump swashplate.
The steering closed loop is made up of steering pump (8) and steering motor (4). Steering pump (8) creates flow in the high-
pressure side of the steering loop. The flow causes steering motor (4) to turn. Oil then flows out of steering motor (4) to the low-
pressure side and to the input side of the steering pump. As a result, this oil remains trapped in the closed loop circuit.
Some of the oil is lost in the steering closed loop through leakage and through the flushing valve on steering motor (4). The
flushing valve diverts oil for lubrication and cooling of the internal components of the steering motor. The lost oil is replaced by the
charge circuit through makeup valves.
Steering motor (4) converts the oil flow from the steering pump into rotary motion that turns steering differential (3). The speed and
direction of the motor controls the rate of the turn and the direction of the turn by the machine.
Steering pump (8) can produce flow in either direction. The amount of flow and the direction of flow determine the rotation of
steering motor (4).
Page 7 of 46
Steering control lever (10) sends an electrical signal to power train ECM (7). The power train ECM sends an electrical signal to the
appropriate solenoid on steering pump control valve (6). The steering pump control valve directs reduced charge oil pressure in
order to move the actuator piston. The actuator piston moves the swashplate to an amount that is directly proportional to the
original input signal from steering control lever (10). Also, the actuator piston moves the swashplate in the direction that is
controlled by steering control lever (10).
Hydraulic oil is drawn from hydraulic oil tank (1) by steering charge pump (9). If the hydraulic oil is cold, cold oil relief valve (2) will
discharge some of the flow to the suction manifold before this oil goes through steering charge filter (5). This valve protects the
steering charge circuit from over pressurization while operating with cold oil.
Location of Steering Components
Illustration 1
Steering System Hydraulics
(1) Steering Pump (2) Steering Charge Pump (3) Steering Control Lever (4) Cold Oil Relief Valve (7) Charge Oil Filter (8) Steering Motor
Page 8 of 46
Steering Charge Pump and Steering Pump
Illustration 2
(1) Steering Pump (2) Steering Charge Pump
Steering charge pump (2) is located on the rear of steering pump (1), which is mounted on the upper left of the engine flywheel
housing. The steering charge pump is a gear pump that is a positive displacement type pump. This pump provides charge oil for
the steering hydraulic circuit. Also, this pump provides pilot supply oil for the dual tilt valve (if equipped).
Steering pump (1) is mounted on the upper left of the engine flywheel housing. The steering pump is an axial piston pump with
over-center capability. The output direction and flow of the steering pump is controlled by the pump control valve.
Steering Controls
Illustration 3
(3) Steering Control Lever
Steering control lever (3) is located on the left console in the cab. In FORWARD gear, push the steering control lever away from
the operator for STEER LEFT. In FORWARD gear, pull the steering control lever toward the operator for STEER RIGHT. The
position sensors in the steering control lever send a signal to the power train ECM. The power train ECM controls the response of
the steering hydraulic system.
Page 9 of 46
Cold Oil Relief Valve
Illustration 4
(4) Cold Oil Relief Valve (5) Implement Pump (6) Main Suction Manifold
Cold oil relief valve (4) is installed in the right side of main suction manifold (6) on implement pump (5). This valve protects the
charge circuit against high pressures when the machine is first started and the hydraulic oil is cold. The oil that passes through the
cold oil relief valve returns to main suction manifold (6).
Charge Oil Filter
Illustration 5
(7) Charge Oil Filter
Charge oil filter (7) is mounted inside the forward compartment on the right fender. The charge oil filter traps debris that is in the oil
in order to prevent damage to the steering system components.
Page 10 of 46
Steering Motor
Illustration 6
(8) Steering Motor
Steering motor (8) is installed into the front of the main case on the left side of the machine. This motor is a fixed displacement bent
axis motor which can turn in either direction. The direction of rotation is determined by the input flow to the motor from the steering
pump. The output shaft of the steering motor turns the steering differential, which causes the machine to turn.
Pressure Taps
Illustration 7
(8) Steering Motor (9) Pressure Tap ("HD") (10) Pressure Tap ("HC")
Pressure taps (9) and (10) are located on steering motor (8), as shown.
Pressure tap (9) ("HD") measures the pressure of the oil that is in the right steering loop. Pressure tap (10) ("HC") measures the
pressure of the oil that is in the left steering loop.
Page 11 of 46
Illustration 8
(1) Steering Pump (11) Pressure Tap ("X1") (12) Pressure Tap ("X2")
Pressure taps (11) and (12) are located on steering pump (1), as shown.
Pressure tap (12) ("X2") measures the pressure of the oil that is acting on the actuator piston for right steering. Pressure tap (11)
("X1") measures the pressure of the oil that is acting on the actuator piston for left steering.
Illustration 9
(7) Charge Oil Filter (13) Pressure Tap ("F") and Oil Sampling Port ("SOS")
Pressure tap (13) is located in front of charge oil filter (7), as shown.
Pressure tap (13) ("F") measures the pressure of the charge oil that exits the steering charge filter. Pressure tap (13) is also used
as the "SOS" tap.
Page 12 of 46
Pin Puller Hydraulic System
SMCS – 6313
Illustration 1
Pin Puller Hydraulic System
(1) Pin Puller Cylinder (2) Head End Pressure (3) Solenoid Valve (4) Manifold (5) Oil from Transmission Case (6) Return to Tank (7) Rod End
Pressure
The pin puller hydraulic system consists of two main components: solenoid valve (3) and pin puller cylinder (1). Solenoid valve (3)
is controlled by a toggle switch that is located in the operator's compartment.
Supply oil for the pin puller hydraulic system is supplied from the back of the transmission housing. Supply oil enters manifold (4)
through line (5).
When the pin puller switch is in the HOLD position, the oil is blocked by solenoid valve (3). The oil in both ends of cylinder (1) is
also blocked.
When the pin puller switch is moved to the DISENGAGE position, a signal is sent to solenoid valve (3). Solenoid valve (3) shifts
and oil pressure from line (5) is sent to line (2). This oil travels to the head end of cylinder (1) and the cylinder rod extends. As the
cylinder rod extends, the ripper shank pin is removed from the ripper shank. Return oil from the rod end of the cylinder returns to
manifold (4) through line (7). Solenoid valve (3) directs the return oil through line (6) to the tank.
When the pin puller switch is moved to the ENGAGE position, a signal is sent to solenoid valve (3). Solenoid valve (3) shifts and oil
pressure from line (5) is sent to line (7). This oil travels to the rod end of cylinder (1) and the cylinder rod retracts. As the cylinder
rod retracts, the ripper shank pin is inserted in the ripper shank. Return oil from the head end of the cylinder returns to manifold (4)
through line (2). Solenoid valve (3) directs the return oil through line (6) to the tank.
Page 13 of 46
Pressure Reducing Valve
SMCS - 5467-PS ; 5467
Part Number -
S/N - KPZ1-UP
Part Number -
S/N - J8B1-3999
Illustration 1
Pilot Manifold
(1) Accumulator (2) Implement Pump Pressure Sensor (3) Screen (4) Pump Supply from End Cover (5) Passage to Implement Return Oil
(6) Pilot Drain from Implement Control Valves (7) Passage to Implement Control Valves (Pilot Supply) (8) Pilot Filter (9) Passage to Hydraulic Oil
Tank (10) Implement Lockout Valve (11) Relief Valve (12) Pressure Reducing Valve (EE) Pneumatic Pressure (FF) Activated Component (GG)
Tank Pressure (KK) First Pressure Reduction (QQ) Reduced Pilot Pressure
Page 14 of 46
Illustration 2
Pressure Reducing Valve
(13) Spring (14) Passage to Hydraulic Oil Tank (15) Passage from Implement Pump (16) Pilot Pressure (17) Spool (18) Adjustment Screw
Pressure reducing valve (12) is located in the pilot manifold. Pressure reducing valve (12) regulates the pressure of the pilot supply
to a predetermined setting.
Oil from the implement pump flows to the inlet manifold, through the valve stack, and through the end cover to the pilot manifold
through passage (4). This oil supplies the pilot circuit. The pump oil passes through screen (3) before the oil enters the pressure
reducing valve through passage (15).
If pilot pressure (16) is lower than the pressure setting, the forces of spring (13) plus the pressure of the oil in passage (14) hold
spool (17) to the right. In this position, pump supply oil is directed into the pilot circuit through the passage for pilot pressure (16).
If pilot pressure (16) is higher than the pressure setting, the pressure of pilot pressure (16) shifts spool (17) to the left. Passage
(15) is blocked and pilot pressure (16) is allowed to drain to the hydraulic tank through passage (14).
Spool (17) is constantly shifting. Therefore, pressure reducing valve (12) is constantly metering in order to maintain the pilot supply
pressure.
The setting for pilot pressure can be adjusted with adjustment screw (18).
Page 15 of 46
Steering Pump
SMCS - 4306-QP
Steering Pump Operation
Illustration 1
Steering Pump (Right Turn)
(1) Drive Shaft (2) Swashplate (3) Actuator Piston (4) Feedback Lever (5) Pump Control Solenoid (6) Notch (7) Lever Arm
(8) Pump Control Spool (9) Charge Pump (10) Pump Control Valve (11) Pressure Override Valve (POR Valve) (12) Passage from Steering
Motor (13) Passage to Steering Motor (14) Barrel Assembly (15) Piston
(BB) Cutaway Section (CC) Component Surface (FF) Activated Components (GG) Tank Pressure (JJ) High Pressure (KK) First Pressure
Reduction (PP) Charge Pressure (QQ) Reduced Charge Pressure
Page 16 of 46
Illustration 2
Steering Pump (Right Turn)
(1) Drive Shaft (9) Charge Pump (11) Pressure Override Valve (POR Valve) (16) Crossover Relief and Makeup Valve (17) Passage from
Steering Motor (18) Charge Pressure Relief Valve (19) Passage to Steering Motor (20) Steering Charge Filter (22) Passage from Suction
Manifold (23) Resolver (52) Passage from Steering Charge Filter
(BB) Cutaway Section (CC) Component Surface (FF) Activated Components (GG) Tank Pressure (JJ) High Pressure (KK) First Pressure
Reduction (PP) Charge Pressure (QQ) Reduced Charge Pressure
When the engine is started, charge pump (9) produces charge oil. Charge oil flows to steering charge filter (20). The charge oil
returns through passage (52) and flows to the following components: charge pressure relief valve (18), crossover relief and
makeup valves (16) and pump control valve (10). The makeup valves open and both sides of the drive loop fill with oil at charge
pressure. In pump control valve (10), the charge pressure is blocked at pump control spool (8).
Springs keep actuator piston (3) in the center position in order to hold swashplate (2) in the NEUTRAL position.
When the steering control lever is moved to RIGHT TURN, the upper pump control solenoid (5) is energized. Pump control spool
(8) shifts downward in order to send oil to the upper end of actuator piston (3). The actuator piston moves down and the
swashplate angle increases in proportion to the movement of the actuator piston. As a result, the steering pump sends flow through
the closed loop in a direction that rotates the steering motor for RIGHT TURN.
When the steering control lever is moved to LEFT TURN, the lower pump control solenoid (5) is energized. Pump control spool (8)
shifts upward in order to send oil to the lower end of actuator piston (3). The actuator piston moves up and the swashplate angle
increases in proportion to the movement of the actuator piston in order to reverse the direction of the pump. Oil now flows through
the closed loop in a direction that rotates the steering motor for LEFT TURN.
Page 17 of 46
Steering Pump Components

The hydraulic steering pump is a bi-directional variable displacement axial piston pump. The displacement of the pump and the
direction of oil flow is controlled by the pump control valve.
The steering hydraulic pump has the following components:
Pump Control Valve (10) - The pump control valve regulates the flow of charge oil to the ends of actuator piston (3). Actuator
piston (3) is mechanically connected to the swashplate. The actuator piston adjusts the angle of swashplate (2). The pump control
valve responds proportionally to the movement of the steering control lever in the cab. The pump control valve contains two
solenoids (5), pump control spool (8), lever arm (7), and feedback lever (4).
Feedback Lever (4) - The feedback lever joins pump control valve (10) and actuator piston (3). Feedback lever (4) provides
resistance against the pump control solenoid in order to meter oil to actuator piston (3).
Actuator Piston (3) - The actuator piston adjusts the angle of swashplate (2). Oil from pump control valve (10) moves the actuator
piston. Centering springs are used to maintain a neutral position when the steering control lever is not sending a turning signal.
Notch (6) - The notch is the mechanical connection between actuator piston (3) and feedback lever (4). When the actuator piston
moves, the feedback lever moves in order to increase the tension in the spring that is connected between the lever arms.
POR Valve (11) - Resolver (23) shifts in order to allow the highest pressure in the drive loop to act against the spring in the POR
valve. When this drive loop pressure overcomes the spring in the POR valve, pressure from either side of actuator piston (3) is
drained to the hydraulic oil tank. When the pressure of the oil in the drive loop exceeds the pressure setting of the POR valve, the
pump will destroke.
Charge Pump (9) - The charge pump is a gear pump that provides charge oil continuously when the engine is running. Some
charge oil is lost in the closed drive loop from leakage and flushing. Charge oil is used in order to replenish the closed drive loop.
Reduced pressure oil is also used to move actuator piston (3) in order to adjust the swashplate angle of the steering pump.
Barrel Assembly (14) - The barrel contains nine pistons. Barrel assembly (14) rotates whenever the engine is running. Pistons
(15) move oil into the barrel and out of the barrel.
Swashplate (2) - The displacement of the pump is controlled by the angle of the swashplate. When the swashplate is at a
maximum angle, the pistons move the maximum volume of oil in and out of the rotating barrel. The swashplate can angle to either
side in order to change the direction of the flow of oil.
Drive Shaft (1) - The rotation of the pump is clockwise when the pump is viewed from the drive end. The piston and barrel
assembly is splined to the drive shaft.
Crossover Relief and Makeup Valves (16) - The crossover relief valves relieve high-pressure spikes in the drive loop. Each valve
also contains a makeup valve. The makeup valve allows charge oil to replenish the closed drive loop.
Charge Pressure Relief Valve (18) - The charge pressure relief valve maintains the charge loop pressure. The charge pressure
relief valve protects the components from pressure spikes.
Resolver (23) - The resolver is a ball check valve. The resolver ensures that the highest pressure in the drive loop reaches POR
valve (11).
Page 18 of 46
Charge Pressure Relief Valve
Illustration 3
Charge Pressure Relief Valve
(24) Passage to Pump Case (25) Passage from Charge Pump (26) Plunger (27) Spring
The charge pressure relief valve is located in the steering pump head. The relief valve maintains the pressure of the charge oil.
The relief setting is adjustable.
Oil from the charge pump enters the relief valve through passage (25). When the pressure in the charge circuit is lower than the
relief valve setting, the force of spring (27) keeps plunger (26) closed. When charge pressure is enough to overcome the force of
spring (27), the plunger opens to the left and oil drains to the pump case through passage (24).
POR Valve
Illustration 4
POR Valve
(28) Spring (29) Passage from Actuator Piston (30) Passage to Pump Case (31) Passage from Drive Loop (32) Passage from Drive Loop (33)
Slug (34) Chamber (35) Piston (36) Valve
The POR valve limits the maximum pressure in both sides of the closed drive loop. When the valve opens, the valve drains oil from
the actuator piston in the steering pump. As the actuator piston is drained, the centering springs in the actuator piston move the
swashplate in order to reduce pump output.
Slug (33) serves as a resolver. Oil from the high-pressure side of the closed loop enters the POR valve through either passage (31)
or passage (32). Slug (33) is moved left if the high pressure is in passage (32). Slug (33) is moved right if the high pressure is in
passage (31). The high-pressure oil is sent to chamber (34).
When the pressure in chamber (34) is high enough to overcome spring (28), piston (35) and valve (36) move to the left against
spring (28). The valve connects passage (29) to passage (30). The oil from the actuator piston is then allowed to drain to the pump
case.
The pressure setting of the POR valve is adjustable.
Page 19 of 46
Crossover Relief and Makeup Valve
Illustration 5
Crossover Relief and Makeup Valve
(37) Passage from Drive Loop (38) Passage to Charge Circuit (39) Spring (40) Spring (41) Valve (42) Chamber (43) Valve
A crossover relief and makeup valve is placed in each side of the closed drive loop. The crossover relief valves are designed to
remove high-pressure spikes in the drive loops. Some charge oil is lost in the closed drive loop from leakage and flushing. The
makeup valves allow charge oil to replenish the low-pressure side of the drive loop. The valves are not capable of handling large
flows.
Oil from the drive loop enters the valve through passage (37). The oil flows into chamber (42). Valve (41) is held closed by spring
(40).
The pressure of the oil in chamber (42) acts against valve (41). The force of spring (40) keeps valve (41) closed until oil pressure in
the drive loop reaches the relief pressure.
When the force of the pressure of the oil in chamber (42) against valve (41) becomes greater than the force of spring (40), valve
(41) opens to the right. The oil in chamber (42) flows around valve (41) to the drain.
When the pressure drops in chamber (42), only the force of spring (39) is acting against valve (43). The high pressure on the left
side of valve (43) is greater than the force of spring (39). Valve (43) opens to the right. Oil from the drive loop can now go through
passage (38) into the charge circuit.
The valve also acts as a makeup valve for the closed drive loop. When the pressure of the low-pressure side of the closed loop
drops below charge pressure, charge oil in passage (38) opens valve (43). Oil from the charge circuit flows into the low-pressure
side of the drive loop through passage (37). When the pressure in passage (37) and chamber (42) reaches charge pressure, the
force of spring (39) closes valve (43).
Page 20 of 46
Pump Control Valve
Illustration 6
Pump Control Valve (Right Turn)
(4) Feedback Lever (5A) Pump Control Solenoid (5B) Pump Control Solenoid (7A) Lever Arm (7B) Lever Arm (8) Pump Control Spool
(44) Feedback Pin (45) Spring (46) Passage to Actuator Piston (47) Pivot Pin (48) Control Pin (49) Passage to Actuator Piston
When the operator moves the steering control lever to RIGHT TURN, left pump control solenoid (5A) is energized by a proportional
signal from the power train ECM.
When left pump control solenoid (5A) is energized, pump control spool (8) is shifted to the right. When the spool shifts, charge oil is
sent to the actuator piston through passage (49). When left pump control solenoid (5A) shifts pump control spool (8) to the right,
control pin (48) forces lever arm (7B) to the right. Spring (45) is placed under a small amount of tension in order to meter oil to the
actuator piston.
Charge oil in passage (49) causes the actuator piston to shift to the right. Feedback lever (4) shifts with the actuator piston.
Feedback lever (4) and lever arms (7A) and (7B) pivot around pivot pin (47). Feedback pin (44) is in the end of feedback lever (4).
As the feedback lever moves with the actuator piston, feedback pin (44) pushes lever arm (7A).
When lever arm (7A) moves, spring (45) is extended. The extended spring pulls lever arm (7B), which causes the lever arm to
exert a force on control pin (48). The force on control pin (48) works against the force of pump control solenoid (5A).
Therefore, feedback lever (4) provides resistance to the force of pump control solenoids (5A) and (5B) that shift pump control spool
(8). When the actuator piston moves further, the resistance from feedback lever (4) increases. This feedback helps to hold the
pump swashplate at the required angle.
When the operator returns the steering control lever to the NEUTRAL position, feedback lever (4), lever arms (7A) and (7B), and
spring (45) return pump control spool (8) to the center position.
Page 21 of 46
Actuator Piston
Illustration 7
Actuator Piston
(3) Actuator Piston (6) Notch (50) Springs (51) Notch
Oil from the pump control valve flows to either the right end or the left end of actuator piston (3). The oil pressure moves the
actuator piston in order to upstroke the pump.
A plate that is pinned to an arm on the swashplate is in notch (6). When the actuator piston moves, the plate moves the arm on the
swashplate. The swashplate moves to the angle that corresponds to the position of the actuator piston.
The feedback lever to the pump control valve is in notch (51). The feedback lever works with the pump control valve in order to
maintain precise control of the pump displacement.
When the oil is drained from the actuator piston, springs (50) return the piston to the centered position.
Page 22 of 46
Steering Motor
SMCS – 5050
Illustration 1
Hydraulic Steering Motor (Left Turn)
(1) Output Shaft (2) Speed Sensor (3) Retaining Plate (4) Port "T1" (Case Drain) (5) Pistons (6) Barrel (7) Head (8) Passage to Pistons
(9) Passage to Pivot Pin (10) Control Plate (11) Case (12) Port "T2" (Plugged Case Drain) (13) Pivot Pin (14) Passage to Steering Pump
(15) Steering Motor (16) Flushing Valve (17) Passage from Steering Pump (18) Flushing Valve Pin (19) Passage to Pistons (20) Return to Tank
(BB) Cutaway Section (CC) Component Surface (FF) Activated Components (GG) Tank Pressure (JJ) High Pressure
(KK) First Pressure Reduction
The steering motor is a fixed displacement bent axis motor with an internal flushing valve that is located in control plate (10). The
motor is operated by pressure oil from the variable displacement steering pump. Oil flow through the motor can be in either
direction. A change in the direction of the oil flow through the motor does not change the amount of output torque from the shaft of
the motor. The steering motor uses straight transfer gears to drive the planetary in the differential steer unit.
Speed sensor (2) sends electrical signals to the power train ECM. The electrical signals indicate the direction and the speed of the
rotation of the steering motor.
Page 23 of 46
The following components of the motor rotate:
 Output shaft (1)

 Retaining plate (3)
 Pistons (5)
 Barrel (6)
The following components of the motor do not rotate:
 Head (7)
 Control plate (10)
 Case (11)
Oil from the steering pump flows to the steering motor. The oil flows to the inlet port in control plate (10). The direction of the flow
from the steering pump will determine the inlet and outlet ports in control plate (10). Oil flows through the control plate to pistons (5)
in barrel (6).
The spherical heads of pistons (5) are held by retaining plate (3). Retaining plate (3) is part of output shaft (1). The other end of the
pistons slips into the barrel (6). The barrel rotates around pivot pin (13). Because of the angle between the barrel and the output
shaft, the pistons move in and out of the barrel as oil is forced into the control plate from the steering pump. As a result, the rotation
of the pistons and the barrel causes the output shaft to rotate.
As the output shaft, pistons, and barrel rotate, the pistons reach the top center position (fully extended position). At the same time,
the barrel begins to overlap passage (8) in the control plate. Oil fills the barrel. Now, the piston starts to move back into the barrel.
Because the pistons move into the barrel, the pistons push oil out of the barrel through passage (14) to the steering pump.
Flushing valve (16) is located in control plate (10). The flushing valve allows oil from the outlet side of the steering motor to flow
into the motor case. This oil cools the internal components of the motor. Also, this oil flushes the internal components and this oil
lubricates the internal components of the steering motor.
The pressure oil in either passage (14) or (17) moves flushing valve pin (18). Low-pressure return oil flows into passage (9)
through the slots in the flushing valve pin. A drilled passage in pivot pin (13) allows the oil to flow to the pivot pin socket and on
through passages to the motor bearings. The flushing oil then leaves the motor through case drain passage (4).
The flushing valve only allows oil flow when the machine is in a turning condition and pressure oil is available to the flushing valve
pin.
Page 24 of 46
Modes of Operation (Steering Hydraulic System)
SMCS - 5050; 7000
The steering circuit is a closed loop hydraulic system that includes an axial piston pump that can produce flow in either direction.
The steering pump delivers oil to the steering motor in order to turn the machine to the right or to the left.
Steering System in a NO TURN Condition
Illustration 1
Steering System (No Turn)
(1) Steering Charge Filter and Bypass Valve (2) Passage to Tank Return Manifold (3) Left Steering Drive Loop (4) Flushing Valve
(5) Steering Motor (6) Right Steering Drive Loop (7) Steering Pump (8) Actuator Piston (9) Pump Control Valve (10) Crossover Relief and
Makeup Valves (11) POR Valve (12) Power Train ECM (13) Steering Charge Pump (14) Pilot Supply to Dual Tilt Valve (15) Steering Control
Lever (16) Steering Lever Position Sensors (17) Passage from Hydraulic Oil Cooler (18) Suction Manifold (19) Cold Oil Relief Valve
(20) Passage to Fan Pump (21) Passage from Hydraulic Oil Tank (22) Charge Pressure Relief Valve (23) Resolver
(FF) Activated Components (GG) Tank Pressure (JJ) High Pressure (KK) First Pressure Reduction (PP) Charge Pressure
(QQ) Reduced Charge Pressure
Whenever the engine is running, steering charge pump (13) draws oil from the hydraulic oil tank through passage (21). Steering
charge pump (13) also draws oil through passage (17) from the hydraulic oil cooler.
When the oil is cold, the pressure of the oil between steering charge filter (1) and cold oil relief valve (19) may be high enough to
open cold oil relief valve (19). As a result, a portion of the charge pressure oil will flow to the suction manifold through cold oil relief
valve (19) until the oil warms. Before the charge oil flows to steering pump (7), the charge oil flows through steering charge filter
(1).
Page 25 of 46
Charge oil flows to the following three components:

 Charge Pressure Relief Valve (22)
 Crossover Relief Valves (10)
 Pump Control Valve (9)
 Pilot Supply to Dual Tilt Valve (14) (if equipped)
Charge pressure relief valve (22) maintains the charge pressure at a preset pressure.
Crossover relief and makeup valves (10) supply the steering loop with charge oil. When steering pump (7) is not producing any
flow, charge pressure will flow through both makeup valves to both sides of the closed loop until the pressure in the steering loop is
equal to charge pressure.
Pump control valve (9) regulates the flow of charge oil to actuator piston (8). Actuator piston (8) controls the angle of the pump
swashplate. Pump control valve (9) is shifted by solenoids that receive current from power train ECM (12). Power train ECM (12)
receives a signal from steering lever position sensors (16).
When the steering lever is not being moved, no current is sent to the solenoids of pump control valve (9). Springs center the pump
control valve spool and the charge oil passes through the pump control valve spool to the case drain. Both sides of actuator piston
(8) have equal pressure. The actuator piston is centered by springs. The swashplate in steering pump (7) is held in the NEUTRAL
position.
Consequently, the steering pump does not produce any flow and the pressure in both sides of the closed drive loop is equal. The
pressure of the oil on both sides of steering motor (5) is equal. The steering motor remains stationary and the steering system
remains in a NO TURN condition.
Steering System in a LEFT TURN Condition
Illustration 2
Page 26 of 46
Steering System (Left Turn)
Lever (16) Steering Lever Position Sensors (17) Passage from Hydraulic Oil Cooler (18) Suction Manifold (19) Cold Oil Relief Valve (20)
Passage to Fan Pump (21) Passage from Hydraulic Oil Tank (22) Charge Pressure Relief Valve (23) Resolver
(FF) Activated Components (GG) Tank Pressure (JJ) High Pressure (KK) First Pressure Reduction (PP) Charge Pressure (QQ) Reduced
Charge Pressure
When the operator moves steering control lever (15) to LEFT TURN, steering lever position sensors (16) send a signal to power
train ECM (12). The power train ECM sends a current to the left solenoid on pump control valve (9). The solenoid shifts the pump
control valve spool to the right. Because the solenoid is a proportional solenoid, the movement of the pump control valve spool will
be proportional to the movement of steering control lever (15). Therefore, a metered amount of charge oil will flow to actuator
piston (8). The angle of the swashplate in steering pump (7) changes to a value that is proportional to the original movement of
steering control lever (15).
When the swashplate of the pump angles, the pump produces flow. The pump draws oil from right steering drive loop (6). Pump
output flows to left steering drive loop (3).
The pump output flows to steering motor (5). The flow of the oil turns steering motor (5), which turns the steering differential.
Consequently, the steering differential will turn at a rate that is directly proportional to the original input from the steering control
lever.
The output oil leaves steering motor (5) and flows into right steering drive loop (6). This oil flows back to the suction side of steering
pump (7). The oil goes around the closed drive loop again.
Flushing valve (4) allows some of the oil flow in the low-pressure side of the closed drive loop to flow through the steering motor.
This oil performs the following functions:
 This oil cools the steering motor.

 This oil lubricates the internal components of the steering motor.
 This oil flushes the internal components of the steering motor.
This oil is replaced by charge oil through the makeup check valves in crossover relief valves (10).
In a turning condition, resolver (23) will shift. This shift will allow the highest pressure in the drive loop to act on POR valve (11).
When the pressure in the closed drive loop becomes higher than the pressure setting of POR valve (23), POR valve (23) will open.
As a result, oil from actuator piston (8) will drain to the pump case. This action lowers the pressure of the oil at the controlled side
of actuator piston (8). This action causes the pump to destroke in order to lower the pressure in the closed drive loop. Temporary
pressure spikes are relieved through crossover relief valves (10).
Page 27 of 46
Steering System in a RIGHT TURN Condition
Illustration 3
Steering System (Right Turn)

Lever (16) Steering Lever Position Sensors (17) Passage from Hydraulic Oil Cooler (18) Suction Manifold (19) Cold Oil Relief Valve
(20) Passage to Fan Pump (21) Passage from Hydraulic Oil Tank (22) Charge Pressure Relief Valve (23) Resolver
(FF) Activated Components (GG) Tank Pressure (JJ) High Pressure (KK) First Pressure Reduction (PP) Charge Pressure (QQ) Reduced
Charge Pressure
When the operator moves steering control lever (15) to RIGHT TURN, steering lever position sensors (16) send a signal to power
train ECM (12). The power train ECM sends a current to the right solenoid on pump control valve (9). The solenoid shifts the pump
control valve spool to the left. Because the solenoid is a proportional solenoid, the movement of the pump control valve spool will
be proportional to the movement of steering control lever (15). Therefore, a metered amount of charge oil will flow to actuator
piston (8). The angle of the swashplate in steering pump (7) changes to a value that is proportional to the original movement of
steering control lever (15).
When the swashplate of the pump angles, the pump produces flow. The pump draws oil from left steering drive loop (6). Pump
output flows to right steering drive loop (3).
The pump output flows to steering motor (5). The flow of the oil turns steering motor (5), which turns the steering differential.
Consequently, the steering differential will turn at a rate that is directly proportional to the original input from the steering control
lever.
Page 28 of 46
The output oil leaves steering motor (5) and flows into left steering drive loop (6). This oil flows back to the suction side of steering
pump (7). The oil goes around the closed drive loop again.
Flushing valve (4) allows some of the oil flow in the low-pressure side of the closed drive loop to flow through the steering motor.
This oil performs the following functions:
 This oil cools the steering motor.
 This oil lubricates the internal components of the steering motor.
 This oil flushes the internal components of the steering motor.
This oil is replaced by charge oil through the makeup check valves in crossover relief valves (10).
In a turning condition, resolver (23) will shift. This shift will allow the highest pressure in the drive loop to act on POR valve (11).
When the pressure in the closed drive loop becomes higher than the pressure setting of POR valve (23), POR valve (23) will open.
As a result, oil from actuator piston (8) will drain to the pump case. This action lowers the pressure of the oil at the controlled side
of actuator piston (8). This action causes the pump to destroke in order to lower the pressure in the closed drive loop. Temporary
pressure spikes are relieved through crossover relief and makeup valves (10)
Page 29 of 46
Machine Preparation - SMCS - 7000
Note: During a diagnosis of the hydraulic system, remember that correct oil flow, correct temperature, and correct pressure are
necessary for correct operation.
General Information
When you are defining a problem with the hydraulic system, the following procedure should be followed:
1. Prepare the machine for service.
2. Perform the visual inspection.
3. If the problem has not been identified, perform the operational checks that apply to your machine.
4. Perform any applicable calibration procedures that apply to your machine.
5. If the problem is not fully understood, perform the instrument tests.
6. When the problem is defined, go to the Troubleshooting Section.
Troubleshooting information can be found either in this manual or in a separate Troubleshooting manual for this machine.
The Troubleshooting Section lists the probable causes of a known problem. As there may be more than one cause for a
problem, the Troubleshooting information may suggest specific inspections or instrument tests be done. These
inspections and tests help identify the most probable causes of a problem. The list cannot give all possible problems and
corrections.
Locations of the pressure taps and of the components are given in the Systems Operation portion of this manual. Pressure taps
are also identified in the individual Test and Adjust procedures.
Note: The monitoring system (if equipped) for your machine accesses many values that are useful in troubleshooting the hydraulic
system. When the situation is appropriate, use the monitoring system in order to find a pressure or determine a system problem.
Warnings
Refer to the following warnings and notices for all inspections and test of the hydraulic system.
Sudden movement of the machine or release of oil under pressure can cause serious injury to persons on or near the
machine.
To prevent possible injury, perform the procedure that follows before testing and adjusting the hydraulic system.
Hot hydraulic oil under high pressure can remain in the components of the hydraulic system or the power train system
after the engine has been stopped. The uncontrolled release of the hydraulic oil can cause sudden machine movement
and can also result in the following conditions:
 Burns
 The penetration of body tissue
 Other personal injury
 Death
If hydraulic oil penetrates body tissue, the injury must be treated immediately by a doctor who is familiar with this type of
injury. Use a board or a piece of cardboard to check for a hydraulic oil leak. Make sure that all of the attachments have
been lowered to the ground and that all trapped pressure has been released from the hydraulic system and the power
train system. Also, make sure that the hydraulic oil is cool before the removal of any components or lines. Remove the
hydraulic oil filler cap only when the engine is stopped and the filler cap is cool enough to touch with your bare hand.
Page 30 of 46
Boom must be raised and lowered through its full arc to test the hydraulics.
To avoid personal injury, perform this test in an area with sufficient boom clearance especially from electrical power line
contact and that is free of personnel. Prevent machine movement by applying the parking brake.
Personal injury or death can result from not engaging the parking brake.
Transmission engagement alone will not prevent machine from rolling when the engine is stopped.
Personal injury can result if the machine moves while testing.

If the machine begins to move during test, reduce the engine speed immediately and engage the parking brake.
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.
Procedure
Before you troubleshoot, complete the following procedure.
1. Move the machine to a smooth, horizontal location that is away from operating machines and away from personnel.
2. Permit only one operator on the machine. Keep all other personnel away from the machine or in the operator's sight.
3. Place the steering control lever in the NEUTRAL position.
4. Engage the parking brake.
5. On Track-Type Tractors and Track-Type Loaders lower the attachments to the ground. On Pipelayers make sure that
there is not a load on the hook then fully retract the counterweight.
6. Stop the engine.
7. Turn the key to the ON position, but do not start the engine.
8. Verify that the implement shutoff control is in the UNLOCKED position.
9. Move the control levers through the full range of travel several times. This will relieve any pressure that may be present in
the implement hydraulic system.
10. Loosen the filler cap on the hydraulic tank so that the pressure in the tank is released. The machine may be equipped with
a breaker valve. The breaker valve will be located on top of the tank. To release the pressure of the tank, press the button
on top of the breaker valve (if equipped).
11. Tighten the filler cap on the hydraulic tank.
12. Make sure that the pressure in the entire hydraulic system has been released.
Reference
Refer to Troubleshooting for additional guidance for preparing the machine for testing.
Page 31 of 46
Note: The monitoring system (if equipped) for your machine accesses many values that are useful in troubleshooting the hydraulic
system. When the situation is appropriate, use the monitoring system in order to find a pressure or determine a system problem.
Visual Inspection
1. Check all hydraulic oil line connections for damage and for leaks.
2. Follow all hydraulic oil lines from the attachment to the valve. Check the lines and connections for damage and for leaks.
3. Check the control valves for leaks.
4. Check the connections on the pumps and motors (if equipped) for damage and for leaks.
5. Follow the pump lines and the motor lines (if equipped) to the tank and to the valves. Check for damage and for leaks on
the hydraulic lines and on the hydraulic tank.
6. Check the oil level in the tank.
7. Remove the filter element. Check for particles in the filter elements. A magnet separates ferrous particles from nonferrous
particles.
If you find metal or rubber particles, all components of the hydraulic oil system must be cleaned out. Always replace damaged parts
with new parts.
Operational Tests
SMCS - 5050
Operational Tests for Implements
Hydraulic oil pressure can remain in the hydraulic system on this machine after the engine and pump have been stopped.
Serious injury can result if this pressure is not released before any service is done on the hydraulic systems. In order to
prevent possible injury, release the hydraulic system pressure before working on any fitting, hose, or hydraulic
component.
Lower all attachments to the ground before service is started. If the hydraulic system must be serviced, tested, or
adjusted with the attachment in the raised position, the attachments and lift cylinders must be supported properly.
Always move the machine to a location away from the travel of other machines. Be sure that other personnel are not near
the machine when the engine is running and tests or adjustments are being made.
The operational tests can be used to find leakage in the system. The operational tests can find a valve that is failing. The
operational tests can also find a pump or a motor that is failing. The speed of rod movement of the cylinders (cycle time) is a
measure of the condition of the cylinders and the pump.
1. Repeatedly extend the cylinders and retract the cylinders. Allow the cylinders to travel to full stroke in each direction.
2. Watch the cylinders as the cylinders are extended and retracted. Movement must be smooth and regular.
3. Record the cycle time for each hydraulic cylinder.
4. Listen for noise from the pump.
5. Place each control valve in the HOLD position while the implement is off the ground. Watch for excessive implement
circuit drift.
Implement circuit drift may be caused by leakage past the cylinder piston seals or by a faulty check valve.
6. Record the drift for each hydraulic circuit.
Page 32 of 46
Steering Operation Checks
The steering operation checks indicate whether the operation of the steering circuit is normal.
To prevent personal injury when checks are made while the machine is in operation, make sure only approved personnel
are on the machine. Keep other personnel off the machine and in view of the operator. Make sure checks are done in an
open area.
Steering Turn Diameter Check
1. Move the machine to an open area that is flat and dry. The ground conditions must limit the amount of track slip when the
machine is turning.
2. Start the engine. Operate the engine at HIGH IDLE. Raise all of the implements to the full RAISE position. Return the
controls to the HOLD position.
3. Release the parking brake. Put the transmission in FIRST GEAR FORWARD.
4. Move the steering control handle to the full STEER LEFT position. Keep all implement controls in the HOLD position.
5. Make a full turn of 360 degrees.
6. Stop the machine after the full turn. Lower all of the implements to the ground. Stop the engine.
Illustration 1
Steering check
(A) Diameter of the turn
7. Measure distance (A). See Illustration 1. Distance (A) should be 1.2 to 1.8 m (3.9 to 5.9 ft).
8. Repeat Steps 2 through 7 with the steering control handle in the STEER RIGHT position.
9. If the distances in Steps 7 and in 8 are within the specification, the steering hydraulic system is operating correctly. If the
distances in Steps 7 and 8 are not within the specification, proceed to Step 10.
10. Refer to Troubleshooting, RENR8056, "Steering System" in order to help diagnose the steering system.
Page 33 of 46
Sprocket Speed Check
Note: The check should be used primarily in a shop area after the machine has been repaired or after the machine has been
rebuilt.
1. Move the machine to a clear area that is level. Lower the implements to the ground. Stop the engine.
2. Separate the tracks. Remove the tracks from the sprockets on the final drives.
Reference
Refer to Disassembly and Assembly, "Track - Separate" in the Service Manual for your machine.
3. Before you do the checks, mark the sprockets of both final drives in order to count the revolutions during the checks.
4. Start the engine. Operate the engine at HIGH IDLE.
5. Release the parking brake. Move the steering control lever to the end of the travel in the STEER RIGHT position. Move
the transmission to NEUTRAL.
6. This step checks the oil flow through the steering system. Use a stopwatch to count the number of revolutions accurately
per minute of each sprocket. Add the rpm of the right sprocket to the rpm of the left sprocket. The sum of the rpm of the
left sprocket and of the right sprocket should be 25.75 ± 1.25 rpm.
Table 12
A Check of the Sprocket Speeds for Steering Oil Flow
Rpm of left sprocket 12.5 rpm
Add rpm of right sprocket. + 13.5 rpm
Sum of the rpm of the sprockets = 26.0 rpm
7. To check the mechanical drag balance between left and right sprockets, subtract the left sprocket speed from the right
sprocket speed. The difference should be 0 ± 3.5 rpm.
8. Do Steps 5 through 7 again with the steering control lever in the STEER LEFT position. The sum of the sprocket speeds
for the full STEER LEFT position should be 25.75 ± 1.25 rpm.
9. If the sprocket speeds are not within the tolerances, check the operation of the components. Also, check the adjustment of
the tiller handle. If Step 6 is low, check the engine rpm. If Step 7 is out of tolerance, excessive mechanical drag may be
present in the differential steering and/or in the final drives.
10. If a problem had been indicated by the checks, use Diagnostic Instrument Tests to get a more accurate indication of the
location of the specific problem.
11. If the values in Steps 5, 6, and 7 for STEER RIGHT and for STEER LEFT are within the specification, perform the
following calculation in order to check the steering balance: With the values from Step 5, add the value for STEER LEFT
to the value for STEER RIGHT. The sum should be 0 ± 1.1 rpm.
12. If the sum in Step 11 is not within the specification, the steering to the right and to the left is not equal. Check that the
displacement of the pump to the right and to the left is equal. The problem may be caused by a misadjusted pump control
or by a faulty pilot control valve.
13. When the checks and the adjustments are complete, stop the engine. Remove all test equipment and connect the track.
Reference
Refer to the topic Disassembly and Assembly, "Track - Connect" in the Service Manual for your machine.
Page 34 of 46
Table 13
Technician's Check and Data Sheet Machine Serial Number ______________
Record of Troubleshooting Date ______________
Steering Hydraulic System Service Meter Hours ______________
[_] Oil Levels
[_] Turning Diameter Left Turn Right Turn
__________ m (ft) __________ m (ft)
__________ m (ft) __________ m (ft) raised blade
[_] Low Pressure Standby
__________ kPa (psi)
[_] Margin Pressure
__________ kPa (psi)
[_] Engine at High Idle RPM
__________ rpm
[_] Test for Steer Stall Condition Left Turn Right Turn
= ____________ kPa
Pump Discharge Pressure (psi) ____________ kPa (psi)
RPM of Engine at High Idle = ____________ rpm ____________ rpm
RPM at Steer Stall Condition = ____________ rpm ____________ rpm
Difference between RPM at High Idle and RPM at Steer Stall

Condition = ____________ Δ rpm ____________ Δ rpm
= ____________ Δ kPa ____________ Δ kPa

Differential Pressure in Pump (Δ P) at Steer Stall Condition (psi) (psi)
Page 35 of 46
Pilot System Pressure - Test and Adjust

SMCS - 5050-025-PS ; 5050-081-PS
Part Number -
S/N - KPZ1-UP
Part Number -
S/N - J8B1-3999
component.
NOTICE
Care must be taken to ensure that fluids are contained during performance of inspection, maintenance, testing, adjusting,
and repair of the machine. Be prepared to collect the fluid with suitable containers before opening any compartment or
Introduction
The following test procedure will verify whether the pressure setting for the pilot pressure is within the specified limit. The following
adjustment procedure will explain the procedure for adjusting the pilot pressure.
Required Tools
Illustration 1
Tooling (A)
Page 36 of 46
Illustration 2
Tooling (B) (6V-7830 Pressure Gauge (Tetra gauge))
Table 1
Required Tools
Part
Tooling Item Description Qty
Number
A1 8T-0855 Pressure Gauge - 4000 kPa (580 psi) 1
A2 6V-3989 Fitting 1
A
A3 6V-4143 Coupler 2
A4 177-7861 Hose As - 41370 kPa (6000 psi) 1
B1 8T-0862 Pressure Gauge - 500 kPa (72 psi) 1
B2 8T-0860 Pressure Gauge - 40000 kPa (5800 psi) 1
B B3 8T-0855 Pressure Gauge - 4000 kPa (580 psi) 1
B4 6V-3081 Hose As - 41500 kPa (6020 psi) 1
B5 4S-6399 Connector 1
B6 6V-4144 Coupler 1
Page 37 of 46
Test Procedure
1. Move the machine to a smooth horizontal location.
2. Lower all of the implements.
Illustration 3
(1) Pressure Tap ("HPS") (2) Pilot Manifold (3) Implement Valve Stack
3. Locate implement valve stack (3) at the rear of the machine below the cab.
4. Start the engine. Warm the hydraulic oil to a minimum temperature of at least 65° C (150° F).
5. Attach tooling (A1) to pressure tap (1) ("HPS") on pilot manifold (2).
6. Make sure that the implement lockout switch is in the UNLOCKED position.
7. Operate the engine at HIGH IDLE. Move the blade control lever to the FLOAT position. Release the blade control lever.
The blade control lever should remain in the FLOAT position.
8. Check the pressure at tooling (A1). The pressure at tooling (A1) should be 3275 ± 170 kPa (475 ± 25 psi) at pressure tap
(1) ("HPS").
Illustration 4
(3) Implement Valve Stack (4) Pressure Tap for Blade Lift Control Valve ("HPDL") (5) Pressure Tap for Blade Tilt Control Valve ("HPTR”) (6)
Pressure Tap for Ripper Lift Control Valve ("HPRR") (7) Pressure Tap for Ripper Tip Control Valve ("HPSI")
9. Check the pilot pressure that is delivered to each implement control valve while a function is activated. See Illustration 4.
Attach tooling (A1) to the appropriate pressure tap.
10. Pilot pressure at the pressure tap for each valve should be 3000 ± 515 kPa (435 ± 75 psi) when a function is activated. If
the pilot pressure at tooling (A1) is not within this specified limit, perform the following adjustment procedure.
Note: The pilot pressure should be 3000 ± 515 kPa (435 ± 75 psi) at each control valve. This pressure should be
observed when 1.4 amp is being delivered to the solenoid. The pilot pressure at pressure tap (4) ("HPDL") should be 1760
± 380 kPa (255 ± 55 psi). This pressure should be observed when 1.9 amp is being delivered to the solenoid. Pressure
tap (4) is for the BLADE LOWER position.
11. If the pressure at tooling (A1) is within the specified limit, the test is complete.
Page 38 of 46
Adjustment Procedure
1. Make sure that the hydraulic oil is warmed to a temperature of at least 65° C (150° F).
Illustration 5
(1) Pressure Tap ("HPS") (2) Pilot Manifold (3) Implement Valve Stack
2. Attach tooling (A1) to pressure tap (1) ("HPS").
Illustration 6
(1) Pressure Tap ("HPS") (4) Pressure Reducing Valve (5) Locknut (6) Adjustment Screw
3. Locate pressure reducing valve (4) on the pressure manifold, as shown.
Illustration 7
(4) Pressure Reducing Valve (5) Locknut (6) Adjustment Screw (7) Spring
Page 39 of 46
4. Loosen locknut (5). Make sure that adjustment screw (6) is held in place.
5. Operate the engine at HIGH IDLE. Move the blade control lever to the FLOAT position. Release the blade control lever.
The blade control lever should remain in the FLOAT position.
6. Check the pressure at tooling (A1). The pressure at tooling (A1) should be 3275 ± 170 kPa (475 ± 25 psi).
7. Turn adjustment screw clockwise in order to increase the pressure reading. Turn adjustment screw counterclockwise in
order to decrease the pressure setting.
8. Adjust the pressure at tooling (A1) to 3275 ± 170 kPa (475 ± 25 psi).
9. While you hold adjustment screw (6) in place, tighten locknut (5) to a torque of 12 N·m (9 lb ft).
10. Check the pressure at tooling (A1). The pressure at tooling (A1) should be 3275 ± 170 kPa (475 ± 25 psi).
11. If the pressure at tooling (A1) is at the specified limit, the adjustment procedure is complete.
12. If the pressure is not within the specified limit, repeat Step 4 through Step 11.
Implement Pump - Test and Adjust
SMCS - 5070-025; 5070-081
component.
NOTICE
Care must be taken to ensure that fluids are contained during performance of inspection, maintenance, testing, adjusting,
and repair of the machine. Be prepared to collect the fluid with suitable containers before opening any compartment or
Introduction
This story includes the following tests:
 Low Pressure Standby

 Load Sensing Signal Pressure
 Pump Discharge Pressure
 Margin Pressure
 High Pressure Cutoff
This story includes the following adjustment procedures:
 Adjustment Procedure (High Pressure Cutoff)

 Adjustment Procedure (Margin Pressure)
Required Tools
Note: You can view the discharge pressure of the implement pump through Advisor.
Page 40 of 46
Illustration 1
Tooling (A)
Illustration 2
Tooling (B) is the 198-4240 Digital Pressure Indicator Gp.
Note: Two sets of tooling (A) or two sets of tooling (B) are required to perform the following tests.
Note: Two sets of tooling (A) or two sets of tooling (B) are required to perform the following tests.
Table 1
Required Tools
Part
Tooling Item Description Qty
Number
Pressure Gauge
A1 8T-0855 1
0 to 4000 kPa (0 to 580 psi)
Pressure Gauge
A A2 8T-0860 1
0 to 40000 kPa (0 to 5800 psi)
A3 6V-3989 Fitting 1
A4 6V-4143 Coupler 2
Page 41 of 46
Hose As
A5 177-7861 1
41370 kPa (6000 psi)
B 198-4240 Digital Pressure Indicator Group
B1 198-4234 Digital Pressure Indicator 1
B2 198-4237 Pressure Sensor (0 to 500 psi) 1
B3 198-4236 Adapter Cable As 1
Machine Preparation
1. Move the machine to a smooth horizontal location.

2. Engage the parking brake.
3. Lower all of the implements.
4. Stop the engine.
5. Turn the key to the ON position. Make sure that the implement lockout switch is turned to the UNLOCKED position. Move
the implement control levers to all positions several times in order to release any pressure in the hydraulic system.
Illustration 3
(1) Implement Valve Stack (2) Inlet Manifold

(HA) Pressure Tap (Pump Discharge) (HB) Pressure Tap (Load Sensing)
Note: This illustration is a typical valve stack, but may be different depending on machine serial number.
6. Locate the implement valve stack (1) mounted in the notch at the center of the fuel tank at the rear of the machine.
Page 42 of 46
Test Procedure (Low Pressure Standby)
2. Attach tooling (A1) or (B) to pressure tap (HA). Pressure tap (HA) measures the pump discharge pressure.
Note: When using tooling (A1), make no commands with the implement control lever.
3. Operate the engine at HIGH IDLE. Make sure that the steering control lever is in the NEUTRAL position.
4. Place the implement control lever in the HOLD position.
5. Record low-pressure standby with tooling (A) or (B) at pressure tap (HA). low-pressure standby should be 2896 ± 758
kPa (420 ± 110 psi).
Note: Low-pressure standby occurs when the engine is running and the implement control levers are in HOLD position.
Low-pressure standby is not adjustable. If low-pressure standby is not within the specified limit, perform the test
procedure for margin pressure.
Test Procedure (Load Sensing Signal, Pump Discharge Pressure, and Margin Pressure)
1. Perform the steps in the "Machine Preparation" and then continue to the following steps.
Illustration 4

2. Locate the implement valve stack (1) mounted in the notch at the center of the fuel tank at the rear of the machine.
3. Attach one set of tooling (A2) or (B) to pressure tap (HA) and one set of tooling (A2) or (B) to pressure tap (HB). Pressure
tap (HA) measures the pump discharge pressure. Pressure tap (HB) measures the pressure of the load sensing signal.
Note: The load sensing signal is the highest signal that is produced by any of the implement control valves. This signal
represents the single greatest load that is being placed on the hydraulic system. The load sensing signal adjusts the pump
output to a value that is equal to the load sensing signal pressure plus the margin pressure. Margin pressure is equal to
the spring force of the margin spring in the flow compensator valve.
Note: The pump discharge pressure should be equal to the pressure of the load sensing signal plus margin pressure.
Margin pressure should be equal to the spring force of the margin spring that is in the flow compensator valve. Margin
pressure should be 2150 ± 350 kPa (310 ± 50 psi).
6. Start with the blade at ground line level or above and raise the blade.
Note: The bulldozer control lever should be moved to about 25% of the total travel distance.
7. Record the pressure of the load sensing signal at pressure tap (HB) as the blade is being raised.
8. Record the pump discharge pressure at pressure tap (HA) as the blade is being raised.
Page 43 of 46
9. Add 2150 ± 350 kPa (310 ± 50 psi) (margin pressure) to the pressure value that was obtained in Step 7 (load sensing
signal).
10. The pump discharge pressure (HA) that was recorded in Step 8 should be equal to the pressure of the load sensing signal
(HB) plus margin pressure. Margin pressure is equal to the spring force of the margin spring that is in the flow
compensator valve.
11. If the margin pressure is within the specified limit, the test is complete.
12. If the margin pressure is not within the specified limit, perform the adjustment procedure in "Adjustment Procedure
(Margin Pressure)".
Test Procedure (High Pressure Cutoff)
Illustration 5

3. Attach tooling (A2) or (B) to pressure tap (HA). Pressure tap (HA) measures the high-pressure cut-off.
Note: Do not hold the machine in the STALL CONDITION for more than 15 seconds at a time.
5. With the engine at HIGH IDLE, move the ripper control lever to the maximum LIFT position. After the cylinder is at the end
of the stroke, the implement pump is at the STALL CONDITION.
Note: If the machine is equipped with a ripper or single tilt, stall the implement pump.
Note: If the machine is equipped with dual tilt, install blocking plates on the lift circuit hoses. Then stall the implement
pump.
6. The pressure reading at tooling (A2) or (B) should be 24000 ± 500 kPa (3481 ± 73 psi).
7. If the pressure is within the specified limit, the test is complete. If the pressure is not within the specified limit, perform the
adjustment procedure in "Adjustment Procedure (High Pressure Cutoff)".
Page 44 of 46
Adjustment Procedure (High Pressure Cutoff)

2. Attach tooling (A2) or (B) to pressure tap (HA).
Illustration 6
(5) Pressure Compensator Valve (6) Locknut (7) Adjustment Screw
3. Loosen locknut (6) on pressure compensator valve (5). Make sure that you hold adjustment screw (7) in place.
4. Turn adjustment screw (7) clockwise in order to increase high-pressure cut-off. Turn adjustment screw (7)
counterclockwise in order to decrease the high-pressure cut-off. Tighten locknut (6) to a torque of 12 N·m (9 lb ft).
5. Check the pressure at tooling (A2) or (B). When the pressure is within the specified limit, the adjustment procedure is
complete.
Note: If pressure is not within specified limit, repeat procedure starting at step 3.
6. After the pressure is adjusted within the specified limit, tighten locknut (6) to a torque of 12 N·m (9 lb ft). Make sure that
you hold adjustment screw (7) in place.
Note: Perform the test for margin pressure again in order to make sure that the margin pressure is within the specified
limit.
Page 45 of 46
Adjustment Procedure (Margin Pressure)

1. Perform the Steps in "Test Procedure (Load Sensing Signal, Pump Discharge Pressure, and Margin Pressure)" and then
continue to the following Step.
Illustration 7
(8) Flow Compensator Valve (9) Locknut (10) Adjustment Screw
2. Loosen locknut (9) while you hold adjustment screw (10) in place.
3. Turn adjustment screw (10) clockwise in order to increase the margin pressure. Turn adjustment screw (10)
counterclockwise in order to decrease the margin pressure. If the margin pressure is within the specified limit, tighten
locknut (9) while you hold adjustment screw (10) in place.
4. Perform the steps in "Test Procedure (Load Sensing Signal, Pump Discharge Pressure, and Margin Pressure)" in order to
check the margin pressure.
5. If the margin pressure is within the specified limit, tighten locknut (9) while you hold adjustment screw (10) in place.
Note: If pressure is not within specified limit, repeat procedure starting at step 2.
6. Check the margin pressure again. If the margin pressure is within the specified limit, the adjustment procedure is
complete.
Worksheet
Table 2
D8T Test for the Implement Pump
Date Equipment ID Code
Item Specification Actual
Engine speed High Idle
Pump discharge pressure at standby. (HA)

2896 ± 758 kPa (420 ± 110 psi)
Pump discharge while the blade is in motion. (HA) Variable (1)
Pump signal pressure while the blade is in motion. (HB) Variable (1)
Calculate margin pressure while the blade is in motion. (HA) - (HB)

2150 ± 350 kPa (312 ± 51 psi)
High-pressure cut-off pressure (HA)

24000 ± 500 kPa (3481 ± 73 psi)
(1) The bulldozer control lever should be moved to about 25% of the total travel distance.
Page 46 of 46

D8 Steering System Operational Manual

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Port Moresby Technical College, PO Box 1969.

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

Differential Steering System - SMCS - 4005; 4010

Typical Components for a Differential Steering System

(1) Ring Gear

Differential Steering System

 Bevel gear set (21) of the transmission

 Two outer axle shafts (4) and (12)

Transmission Power Flow

Differential Steering System (Straight Line Forward)

Steering Power Flow

Differential Steering System (Sharp Left Turn)

Combined Transmission and Steering Power Flow

Differential Steering System (Gradual Left Turn)

Left Turn Left Turn Right Turn Right Turn

General Information (Steering Hydraulic System)

Steering Hydraulic System

Location of Steering Components

Steering System Hydraulics

Steering Charge Pump and Steering Pump

(1) Steering Pump (2) Steering Charge Pump

(3) Steering Control Lever

Cold Oil Relief Valve

Charge Oil Filter

(7) Charge Oil Filter

(8) Steering Motor

Pin Puller Hydraulic System

Pin Puller Hydraulic System

Pressure Reducing Valve

SMCS - 5467-PS ; 5467

Pressure Reducing Valve

Steering Pump Operation

Steering Pump (Right Turn)

Steering Pump (Right Turn)

Steering Pump Components

The steering hydraulic pump has the following components:

Charge Pressure Relief Valve

Charge Pressure Relief Valve

Crossover Relief and Makeup Valve

Crossover Relief and Makeup Valve

Pump Control Valve

Pump Control Valve (Right Turn)

(3) Actuator Piston (6) Notch (50) Springs (51) Notch

Hydraulic Steering Motor (Left Turn)

The following components of the motor rotate:

 Output shaft (1)

The following components of the motor do not rotate:

Modes of Operation (Steering Hydraulic System)

SMCS - 5050; 7000

Steering System in a NO TURN Condition

Steering System (No Turn)

Charge oil flows to the following three components:

Steering System in a LEFT TURN Condition

Steering System (Left Turn)

This oil performs the following functions:

 This oil cools the steering motor.

Steering System in a RIGHT TURN Condition

Steering System (Right Turn)

Machine Preparation - SMCS - 7000

Personal injury can result if the machine moves while testing.

Before you troubleshoot, complete the following procedure.

Operational Tests for Implements

Steering Operation Checks

Steering Turn Diameter Check

m (ft) m (ft)

m (ft) m (ft) raised blade

RPM of Engine at High Idle = rpm rpm

RPM at Steer Stall Condition = rpm rpm

= Δ kPa Δ kPa