STMG 699

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DIFFERENTIAL STEER COMPONENTS

HYDRAULIC
MOTOR INPUT

TRANSMISSION
INPUT

TO LEFT
FINAL DRIVE

TO RIGHT
FINAL DRIVE

EQUALIZING
PLANETARY

STEER
DRIVE
PLANETARY PLANETARY

62
DIFFERENTIAL STEER MECHANICAL OPERATION
Differential steer tractors are not equipped with steering clutches but have
a steering differential, a hydraulic pump, a hydraulic steering motor, and
steering controls.
Steering differential
has two power inputs:
- Transmission
- Hydraulic motor

The steering differential has two power inputs: a speed and direction
(FORWARD and REVERSE) input from the transmission and a steering
(LEFT and RIGHT) input from the hydraulic motor. The steering
differential uses hydraulic motor power input to increase the speed of one
track and equally decrease the speed of the other track. The resulting
track speed difference turns the tractor.

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Steering differential:
- Steer planetary

- 77 -

The steering differential consists of the steer planetary, the drive

planetary, and the equalizing planetary.
Color codes in this illustration designate the various components.

- Drive planetary
- Equalizing planetary
Schematic color
codes

The pinion, the bevel gear shaft, and the drive planetary carrier are red.
The bevel gear shaft is splined to the drive planetary carrier. During turns,
the pinion for the hydraulic motor drives the steer planetary ring gear.
The hydraulic motor pinion and the steer planetary ring gear are orange.
The center shaft connects the sun gears for all three planetaries.
The sun gears and the center shaft are blue.
The planet gears for all three planetaries are yellow.
The center axle shaft is splined to the steer planetary and the equalizing
planetary. Also, the steer planetary carrier is directly connected to the
drive planetary ring gear. These components are green.
The equalizing planetary ring gear is bolted to the right brake housing and
remains stationary. The equalizing planetary is gray.

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DIFFERENTIAL STEER COMPONENTS

STRAIGHT LINE OPERATION
HYDRAULIC
MOTOR INPUT

TRANSMISSION
INPUT

TO LEFT
FINAL DRIVE

TO RIGHT
FINAL DRIVE

STEER
PLANETARY

EQUALIZING
PLANETARY

DRIVE
PLANETARY

63
Straight line operation
- Steering motor does
not turn
- Transmission
provides all power
- Arrows show power
flow
- Outer axles rotate in
same direction

This illustration shows the power flow through the differential steer
system during straight line operation (FORWARD or REVERSE). In this
condition, the hydraulic steering motor does not turn. Since the hydraulic
steering motor does not turn, the steering pinion and steer planetary ring
gear are stationary (gray) and the transmission provides all power flow
through the system.
The transmission sends power through the transfer gears, the pinion, the
bevel gear, and the bevel gear shaft to the drive planetary carrier. At this
point, the power divides causing a torque split.
Most of the torque goes through the drive planetary ring gear to the steer
planetary carrier. From the steer planetary carrier, the resulting power is
transmitted to the left final drive through the left outer axle.
The remaining torque from the drive planetary carrier is transmitted to the
equalizing planetary sun gear through the drive planetary sun gear and the
center axle.

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The equalizing planetary planet gears multiply the torque from the sun
gear and send the resulting power through the right outer axle to the right
final drive.
The effect of this operation is that the left and right outer axles rotate in
the same direction with the same power magnitude and the machine,
therefore, tracks in a straight line.

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DIFFERENTIAL STEER COMPONENTS

LEFT TURN - FORWARD
HYDRAULIC
MOTOR INPUT

TRANSMISSION
INPUT

TO RIGHT
FINAL DRIVE

TO LEFT
FINAL DRIVE

STEER
PLANETARY

DRIVE
PLANETARY

EQUALIZING
PLANETARY

64
LEFT TURN
FORWARD
Transmission input
shown with black
arrows
Steering motor input
shown with white
arrows

During a turn, both the transmission and the hydraulic motor provide
inputs to the differential steer system with the transmission supplying
most of the power to the system.
The transmission input power is sent to the outer axles in the same manner
as during straight line operation.
The hydraulic motor input determines the turn direction and turn radius.
The rpm of the hydraulic motor controls the turn radius (the higher the
rpm, the smaller the turn radius) and the direction of rotation establishes
the turn direction.

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

sends power through the steering planetary ring gear and the planet gears
to the sun gear.
Steering motor input
causes:
- Right outer axle
speed to increase
- Left outer axle speed
to decrease

The input from the hydraulic motor has two effects on the system:
1. The first effect is that the speed of all three sun gears and the
speed of the center axle increases causing the speed of the right
outer axle to increase.
2. The second effect is that the relative motion of the sun gear and
planet gears in the steer and the drive planetaries cause the drive
planetary ring gear, the steer planetary carrier, and the left outer
axle to slow down. (This relative motion is due to the fact that the
drive planetary carrier is turning at a constant rpm.) The speed
decrease of the left outer axle is equal to the speed increase of the
right outer axle.

Reversing steering
motor causes
opposite turn

To make a RIGHT TURN, the direction of the hydraulic motor is opposite

of the direction for a LEFT TURN. The motor now sends power to the
steering planetary carrier causing an increase in the speed of the steering
planetary carrier, the drive planetary ring gear, and the left outer axle.
Simultaneously, all three sun gears, the center axle, and the right outer
axle slow down. The speed decrease of the right outer axle is equal to the
speed increase of the left outer axle.
NOTE: During normal operation, this system does not provide a
"pivot turn" capability.
INSTRUCTOR NOTE: For more information about differential
steering operation, see STMG 547 "D8N Track-type TractorPower
Train and Implements" (Form SESV1547).

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STEERING COMPARISON - ONE PUMP vs TWO PUMPS

FIRST SPEED FORWARD
ONE PUMP WITH IMPLEMENTS
4.9 TO 6.0 M (16 TO 20 FT)*

ONE PUMP WITHOUT IMPLEMENTS

1.8 TO 2.3 M (5.9 TO 7.5 FT)*
TWO PUMPS - WITH OR
WITHOUT IMPLEMENTS
1.2 TO 1.8 M (3.9 TO 5.9 FT)*
* INSIDE TURNING DIAMETER

65
Two pump system
provides tighter turn
radius

This slide shows the advantage the two pump system has over the one
pump system. The former system had a larger turning radius when the
operator made a turn while using an implement. The two pump system
provides the operator with a tighter turn radius with or without using the
implements.

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D8R STEERING AND IMPLEMENT HYDRAULIC SYSTEM

STEERING
MOTOR

STEERING SYSTEM

STEERING
PUMP
CHARGE
PUMP

STEERING
PILOT
VALVE

BYPASS AND
PRESSURE
CONTROL
GROUP

RIPPER
CYLINDERS

STEERING CHARGE
CIRCUIT FILTER

RIPPER
DIVERTER
VALVE
TANK

IMPLEMENT SYSTEM
IMPLEMENT
PUMP
INLET MANIFOLD
RIPPER
QUICK-DROP
VALVE

LIFT
TILT

LIFT
CYLINDERS

TILT
CYLINDER/S

END COVER

66

Differential Steering System

Steering and
implement systems
connected at two
points:
- Ripper diverter valve
- Bypass and
pressure control
group
Single quick-drop
valve
Color codes for
schematics

This block diagram shows the steering and implement hydraulic system.
The two systems are functionally separate, but they are connected at two
points. Charge pressure is used to move the ripper diverter valve, and the
implement pump output is sent to the bypass and pressure control group to
supplement charge flow if the pressure decreases below a specified value.
A single quick-drop valve is used for both lift cylinders.
The various color codes which will be used in this section of the
presentation to identify oil flow and pressures are:
Red

- Drive loop or high pressure

Red and White Stripes

- First reduction of supply pressure

Red Dots

- Second reduction of supply pressure

Blue

- Blocked oil

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Orange

- Charge pressure

Orange and White Stripes

- Pilot pressure

Orange Dots

- Pump control pressure

Green

- Tank or case drain oil

Yellow

- Activated valve envelopes or

moving parts

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2
4

67

Pilot valve location

Contains two pressure
reducing valves
1. Pilot pressure tap
(right turn)
2. Pilot pressure tap
(left turn)
3. Return hose
4. Charge pressure
hose

The steering pump is controlled by a pilot valve connected to the bottom

of the steering tiller. The valve contains two pressure reducing valves that
convert charge pressure to pilot pressure. The two pressure taps are for
the right (1) and left (2) steer pilot pressures. The hoses (3 and 4) are for
the return oil and charge pressure, respectively.

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5
1
3

2
4

68

Steering pump
components:
1. Charge pump
2. Pressure
compensator valve
3. Charge pressure
relief
4. Right crossover
relief valve
5. Left crossover
relief valve
6. Pump control
spool
7. Pump control
piston and
pressure taps

The steering pump circuit is a closed loop hydraulic system which

includes an axial piston pump with over-center capability. The steering
pump contains the charge pump (1), the pressure compensator (cutoff)
valve (2), the charge pressure relief valve (3), and the right and left
crossover relief and makeup valves (4 and 5).
The charge pump (1) is contained in the end of the steering pump. The
pump control spool (6) and the pump control piston (7) use charge
pressure oil to move the swashplate for left and right turns.
The pressure taps on the top of the pump control piston are for
troubleshooting steering problems and adjusting the neutral setting of the
steering pump.

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1
2
3

69

Steering motor has

flushing valve in port
plate
Charge and case drain
oil cool motor
1. Steering motor
2. Right steer
pressure tap
3. Left steer pressure
tap

The steering motor (1) is a bent axis design with a self-contained flushing
valve in the port plate. The addition of this valve allows a controlled
amount of oil from the low pressure side of the steering motor to flow into
the motor case to cool, lubricate, and flush all components of the motor.
Oil from the steering pump case (case drain oil) is sent to the bypass and
pressure control valve and then to the steering motor to provide additional
cooling. The combined oil flow in the motor is directed to the bypass and
pressure control group and then sent to the tank.
The top pressure tap (2) on the motor is for the right steer pressure and the
bottom tap (3) is for the left steer pressure. When the operator moves the
tiller lever to the right or left during a stall condition, system pressure will
be approximately 40000 kPa (5800 psi) with the brakes applied.

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70

Bypass and pressure

control group (arrow)

The bypass and pressure control group (arrow) is a collection manifold for
the charge pressure and cooling circuit of the steering system. The
control valve group is mounted on the transmission case directly to the
right of the steering motor.

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2
3

71

Bypass and pressure

control group:
- Directs charge oil
through filter and
cooler
- Protects circuit from
high pressures
- Directs implement
oil to charge circuit
for back-up

The bypass and pressure control group directs oil from the charge pump
to the filter, the pressure control valve and then to the cooler. The oil then
returns to the pressure control valve and enters the steering closed loop.
The valve group also contains the cooler and cold oil bypass valves and
controls the makeup functions for the steering charge pump oil circuit.
The three pressure taps are:
- Steering pump case drain (1)
- Charge pump discharge pressure (2)
- Charge pump relief pressure (3)

- Contains three
pressure taps:
1. Steering pump
case drain
2. Charge pump
discharge pressure
3. Charge pump relief
pressure
4. Check valve

The pilot and ripper diverter valve use charge oil from the upstream side
of the cooler. This pressure is lower than the charge pump discharge
pressure but higher than the charge pump relief pressure.
The check valve (4) is used to block oil flow from the steering circuit into
the implement circuit. If the steering system charge pressure decreases
below 2000 kPa (290 psi), oil from the implement pump flows through
the check valve to replenish the charge circuit.

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2
1

7
6

72

Hydraulic tank for

steering and
implement systems:
1. Hydraulic tank
2. Case drain filter
3. Filter
4. Temperature
switch
5. Bypass switch
6. Pressure tap
7. SOS tap

The hydraulic tank (1) serves as a reservoir for the steering and
implement hydraulic oil. The hydraulic tank contains a 165 micron
screen filter for the implement circuit, while the steering system return oil
is filtered by the case drain reverse flow element (2). The return filter and
the bypass valve, the fill strainer, the Electronic Monitoring System
temperature switch, the oil level sight glass, the vacuum breaker relief
valve, and the ecology drain are additional features of the tank. The tank
holds 70 L (18.5 gal.) of oil which represents a 21% increase in oil
capacity from the former model.
The steering charge circuit oil filter (3) is located behind a hinged access
door on the right side of the machine and in front of the tank. The filter
has a spin-on canister, an oil pressure tap (6), an oil sampling port (7), a
bypass switch (5), and a temperature override switch (4). If either system
overheats, the Electronic Monitoring System will register a Category 3
Warning.

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73

Hydraulic tank drain

valve (arrow)

The drain plug for the hydraulic tank is located below the tank directly
above the right track. To drain the oil, remove the cover (arrow) to access
the ecology drain valve. Install a 25.4 mm (1 in.) pipe with
1 - 11 1/2 NPTF threads to unseat the valve (not shown) to start the flow
of oil. To stop the flow of oil, remove the pipe and a spring will close the
valve.

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- 92 -

74

1. Steering and
implement cooler
2. Cooler pressure tap
Charge oil is filtered
then cooled

The hydraulic oil cooler (1) is an air-to-oil design located on the front left
side of the engine directly behind the radiator guard. The charge pump oil
is filtered and sent through the cooler to the steering pump. The cooler
has a heat rejection rating of 14 kW (13 Btu/sec.) at 57 Lpm (14.8 gpm)
and dissipates the heat from the steering and implement systems.
Located at the bottom of the cooler is the cooler pressure tap (2). The
bypass and pressure control valve contains the cooler bypass relief valve.
This valve is set to open and bypass charge pump oil around the cooler if
the pressure differential is higher than 345 kPa (50 psi).
The cooler is the same part number used in the previous model, but the
system pressure is higher, approximately 2500 kPa (365 psi).

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- 93 -

STEERING MOTOR

STEERING PUMP

PILOT VALVE

BYPASS
AND
PRESSURE
CONTROL
GROUP

COOLER

TO RIPPER
DIVERTER VALVE

TO CASE DRAIN
FILTER IN TANK
FROM IMPLEMENT
PUMP CASE
FROM IMPLEMENT
PUMP SUPPLY

STEERING CHARGE
CIRCUIT FILTER

D8R
STEERING SYSTEM

75
Steering System Operation
Steering system with
engine running and
tiller in NEUTRAL

This schematic shows the components and conditions of the steering

system with the engine started and the dual twist tiller in NEUTRAL (no
turn).
The major components of this system are: the steering pump, the steering
motor, the pilot valve, the bypass and pressure control group, the steering
charge circuit filter, and the cooler.
Flow to the closed loop steering system is supplied by an axial piston
pump with over-center capability.
Components included in the pump are:

Steering system
components

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

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

side of the loop reaches 40000 kPa (5800 psi), this valve destrokes the
pump by draining the charge pressure sent to the pump control spool
to move the pump control piston.
Charge pressure relief valve: This valve limits the charge pressure
to 2500 kPa (365 psi) after the charge pump oil is filtered and cooled.
Charge oil is then sent to the drive loop, pilot valve, ripper diverter
valve, and pump control piston.
Crossover relief and makeup valves: Each side of the drive loop has
a valve that limits the pressure spikes and also directs the charge
pressure through the internal check valve to fill the low pressure side
of the loop.
Pump control spool and pump control piston: Oil pressure from
the pilot valve moves the spool a small distance and directs charge
pressure to either end of the pump control piston. As the pump
control piston moves and changes the angle of the swashplate, the
feedback link of the pump control spool follows up and maintains the
correct pressure to the pump control piston for the amount of steering
flow requested. In the NEUTRAL (or no turn) position, a small
amount of pressure is present on both ends of the pump control piston.
Other components included in the steering system are:
Pilot valve: Contains two pressure reducing valves which control the
displacement of the steering pump. Pressure from the pilot valve is
set to begin upstroking the pump at 600 kPa (87 psi) and provide
maximum displacement at 1800 kPa (261 psi).
Steering motor with flushing valve: Uses flow from the steering
pump to turn the motor clockwise or counterclockwise for either left
or right turns. A flushing valve that meters oil from the low pressure
side of the loop is contained in the port plate to help keep the motor
cool during operation.
Steering charge circuit filter: Spin-on filter housing with a bypass
valve rated at 175 kPa (25 psi). The normally open bypass switch is
installed in the inlet passage and held closed by the bypass valve.
When the bypass valve opens to bypass oil flow around the filter
element, the switch opens and the Electronic Monitoring System
provides a Category 3 Warning. The alert indicator and action lamp
flash and the action alarm sounds.

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

collection manifold for the charge pressure and cooling circuit of the
steering system. The valve group directs oil from the charge pump,
through the filter and the cooler, and then back to the steering pump.
The bypass and pressure control group also provides the oil cooler
bypass and makeup functions for the charge circuit.
Components included in the bypass and pressure control group are:
Cold oil bypass valve: This valve protects the charge circuit and
opens at 3200 kPa (460 psi) when the oil is cold.
Cooler bypass valve: This valve protects the cooler from differential
pressures higher than 345 kPa (50 psi).
Pressure reducing and check valve: If the charge pump pressure
decreases below 2000 kPa (290 psi), oil from the implement pump
flows through the check valve and the pressure reducing valve to
replenish the charge circuit.
Cooling orifice: As the case drain oil from the steering pump flows
into the pressure control group, the flow is restricted and directed into
the steering motor for additional cooling.

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D8R STEERING PILOT VALVE

NO TURN

LEFT STEER
LOOP PRESSURE

RIGHT STEER
LOOP PRESSURE

TO PUMP
CONTROL
SPOOL

FROM BYPASS
AND PRESSURE
CONTROL GROUP

TO PUMP
CONTROL
SPOOL

76
Pilot control valve
sends signal to move
swashplate
Feedback lever
maintains desired
pump flow

The pilot signal to the pump control spool originates at the pilot control
valve. This valve contains two pressure reducing valves that use charge
pressure for the source of oil. The pump swashplate angle is directly
related to the amount of oil pressure sent from the pilot valve to the pump
control spool. The pump control spool acts as a servo valve to direct
charge pressure oil in and out of the pump control piston to mechanically
move the swashplate. A feedback lever which connects the pump control
piston to the pump control spool helps maintain pump flow for any given
pilot signal.

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D8R STEERING PUMP

NO TURN

RIGHT STEER
LOOP

PUMP CONTROL PISTON PRESSURE

RIGHT LOOP
LEFT LOOP

TO STEER
MOTOR
(RIGHT)

CHARGE
PUMP

CHARGE
PRESSURE
PRESSURE
COMPENSATOR
RELIEF
VALVE
CROSSOVER
RELIEF VALVE

STEERING
PUMP
PUMP
CONTROL
PISTON

TO
BYPASS
AND
PRESSURE
CONTROL
GROUP

TO STEER
MOTOR
(LEFT)

LEFT STEER
LOOP
PUMP CONTROL
SPOOL

FROM BYPASS
AND PRESSURE
CONTROL VALVE
TO BYPASS
AND PRESSURE
CONTROL VALVE

TO STEERING
PILOT VALVE
(RIGHT)

TO STEERING
PILOT VALVE
(LEFT)

77
Charge pressure oil in
pump goes to:
- Charge pressure
relief valve
- Right and left
crossover reliefs
- Pressure
compensator valve
- Pump control spool
- Pump control piston

This slide shows a close view of the steering pump in the NEUTRAL (no
turn) condition. Charge pressure oil from the bypass and pressure control
group enters the steering pump and flows to the charge pressure relief
valve, the right and left crossover relief valves, and the pressure
compensator valve. Charge oil also flows through the orifice to the pump
control spool and pressurizes both ends of the pump control piston. After
the pump control piston is pressurized, a drain passage in the pump
control spool constantly bleeds a small amount of charge pressure oil to
the tank. Most of the charge pressure oil flows to the tank through the
charge pressure relief valve.

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- 98 -

D8R STEER MOTOR

NO TURN
FROM
STEER
PUMP

RIGHT STEER
LOOP PRESSURE

FLUSHING
VALVE

TO BYPASS
AND PRESSURE
CONTROL GROUP

FROM BYPASS
AND PRESSURE
CONTROL GROUP

FROM
STEER
PUMP
LEFT STEER
LOOP PRESSURE

78
In NEUTRAL, flushing
valve blocks charge
oil
When turning,
flushing valve lets
return oil flow through
motor
Additional source of
cooling oil from pump
case drain

In the NEUTRAL (no turn) condition, charge pressure is prevented from

flowing through the steering motor because the flushing valve is centered.
The flushing valve permits oil to flow from the low pressure side of the
loop through the valve when a right or left turn is initiated.
Two sources of cooling oil are provided to the motor: The first is the
internal flushing valve in the port plate and the second is the steering
pump case drain oil that is routed through the bypass and pressure control
group to the motor. On many systems, a case drain pressure test for the
steering motor is a good diagnostic check, but with the two sources of
flow going through the motor, a pressure tap is not provided.

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STEERING MOTOR
FLUSHING VALVE

PIN

79
Flushing valve lets oil
flow through motor
during turns
Pump case drain oil
sent to motor for more
cooling

The flushing valve is contained within the port plate of the steering motor.
This valve is designed to bleed off approximately 4 Lpm (1 gpm) of flow
from the motor when the steer pressure increases to 2500 kPa (262 psi).
When the pressure in the drive side of the loop is 2500 kPa (262 psi)
higher than the return side, the higher pressure moves the pin and allows
oil to flow through the port plate into the motor case. This oil combines
with the steering pump case drain oil for more cooling. The combined
flow is directed through the bypass and pressure control group to the tank.
NOTE: Longitudinal slots are machined into the round pin in the
port plate.

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D8R STEERING PILOT VALVE

LEFT TURN

LEFT STEER
LOOP PRESSURE

RIGHT STEER
LOOP PRESSURE

FROM PUMP
CONTROL
SPOOL

FROM BYPASS
AND PRESSURE
CONTROL GROUP

TO PUMP
CONTROL
SPOOL

80
LEFT TURN operation
Tiller moves right
steering plunger
Pilot pressure moves
pump control spool

This schematic shows the operation of the steering system when the
operator moves the dual twist tiller for a LEFT TURN. The dual twist
tiller moves linkage that causes the left steering plunger to retract and
send pilot oil to the pump control spool in the steering pump. Pressure
from the pilot valve is set to begin upstroking the pump at 600 kPa
(87 psi) and provide maximum displacement at 1800 kPa (261 psi).

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D8R STEERING PUMP

LEFT TURN
PUMP CONTROL PISTON PRESSURE
LEFT LOOP

TO STEER
MOTOR
(RIGHT)

CHARGE
PUMP

RIGHT LOOP

CHARGE
PRESSURE
PRESSURE
COMPENSATOR
RELIEF
VALVE

STEERING
PUMP

CROSSOVER
RELIEF VALVE

PUMP
CONTROL
PISTON

TO
BYPASS
AND
PRESSURE
CONTROL
GROUP

TO STEER
MOTOR
(LEFT)

PUMP CONTROL
SPOOL

FROM BYPASS
AND PRESSURE
CONTROL VALVE
TO BYPASS
AND PRESSURE
CONTROL VALVE

TO STEERING
PILOT VALVE
(RIGHT)

FROM STEERING
PILOT VALVE
(LEFT)

81
Oil from control spool
to piston moves
swashplate

Crossover relief
valves:
- Limit pressure
spikes
- Provide makeup oil
Pressure
compensator
destrokes pump in
stall condition

This slide shows the steering pump during a LEFT TURN. The pilot
valve sends oil to the left end of the pump control spool which directs
charge pressure oil to the pump control piston. The control piston
mechanically moves the swashplate to the desired pump angle. Steering
pump flow is then sent to the steering motor which provides a mechanical
input to steer the machine.
As the pressure increases in the drive side of the steer loop, the left
crossover relief valve closes. The right crossover relief valve opens and
lets charge pressure oil flow into the return side to provide makeup oil to
replenish leakage in the loop.
During a stall condition, the pressure spike which occurs in the drive side
of the loop is relieved by the crossover relief valve and sent to the return
side of the loop. If the operator continues to hold the tiller in the same
position, the pressure compensator valve, which is set at 40000 kPa
(5800 psi), opens and drains the oil sent by the pump control spool to the
pump control piston. The piston causes the swashplate to move toward a
minimum angle and maintain maximum pressure.

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NOTE: Charge pressure (orange) and low pressure return oil (red
and white stripes) are equal. The respective flows are shown this way
to help keep the circuits separate.

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STEERING PUMP
END VIEW

RIGHT CROSSOVER
RELIEF VALVE

TOP

CHARGE PRESSURE
RELIEF VALVE

ORIFICE PLUG

LEFT CROSSOVER
RELIEF VALVE

PRESSURE
COMPENSATOR VALVE

82
Pump shown in LEFT
TURN condition
Four relief valves

This slide shows the steering pump during a LEFT TURN. The left
crossover relief valve is closed, and the drive loop pressure (red) is sent to
the steering motor. The right crossover relief valve is in the makeup
mode, allowing charge pressure oil (orange) to replenish the return side of
the loop. If a pressure spike occurs in the drive side of the loop, the left
crossover relief valve opens and directs excess oil into the return side of
the loop.
The pressure compensator valve destrokes the pump if the pressure
exceeds the valve setting by draining the charge pressure oil (orange) that
is sent to the pump control spool and the pump control piston. The orifice
plug just above the left crossover relief valve helps maintain the charge
pressure when the pressure compensator drains the charge oil to the pump
control spool and the pump control piston.
The charge pressure relief valve limits the charge pressure (orange) used
in the steering system and continually drains the excess oil that is not
required in any of the circuits.

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D8R STEER MOTOR

LEFT TURN
TO
STEER
PUMP

RIGHT STEER
LOOP PRESSURE

FLUSHING
VALVE

TO BYPASS
AND PRESSURE
CONTROL GROUP

FROM
STEER
PUMP
FROM BYPASS
AND PRESSURE
CONTROL GROUP

LEFT STEER
LOOP PRESSURE

83
High pressure oil
rotates motor during
turns
Flushing valve sends
return oil through
motor

The high pressure oil sent to the steering motor causes the motor to rotate
and provide a mechanical input to the steer planetary in the bevel gear
case. The high pressure oil moves the flushing valve. When the valve
moves, low pressure (return) oil flows into the motor housing and then to
the bypass and pressure control group.

STMG 699
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- 105 -

STEERING PUMP (TOP VIEW)

LEFT TURN
SPRING COLLAR

RETAINER

FROM
PILOT VALVE
RIGHT SIDE
PUMP CONTROL
SPOOL

ROD

RIGHT
LEVER
ARM
STOP

COMPRESSION
SPRING

LEFT
LEVER
ARM

PUMP CONTROL
PISTON
LEFT SIDE

FEEDBACK
LEVER

TO PILOT VALVE
PIVOT POINT

SPOOL
CONTROL
ARM

84
Feedback lever
connects control
spool to piston
Control spool moves
control piston
Control spool
movement very small
Pilot valve sends oil to
control spool
Control spool directs
charge oil to piston

The pump control spool uses pilot oil (orange and white stripes) to control
the amount of charge pressure oil (orange dots) that is sent to the pump
control piston.
The movement of the pump control spool is approximately 2.00 mm
(.078 in.) in each direction. This spool constantly meters the charge oil to
maintain the correct pressure at the pump control piston and the correct
swashplate angle.
This slide shows the pilot valve moved to the LEFT TURN position. Pilot
pressure is proportional to the amount of lever movement that is directed
to the upper end of the pump control spool. As the spool moves down, a
passage opens and sends charge pressure oil to the upper end of the pump
control piston. At the same time, the spool control arm shifts the left lever
arm. This movement increases the tension of the compression spring
proportional to the force created by the pilot oil from the pilot valve. The
lever arms and the feedback lever pivot on the eccentric screw (pivot
point). An adjustment screw can be used to adjust the center position of
the spool.

STMG 699
6/98

Charge oil moves

control piston

Feedback lever moves

control spool toward
neutral

During stall,
swashplate moves
toward minimum
angle
System pressure
maintained by
compensator valve

- 106 -

Charge pressure oil directed to the upper end of the pump control piston
compresses the large springs and moves the pump control piston down.
As the pump control piston moves, the feedback lever pivots at the pivot
point and the stop on the feedback lever opens the right lever arm to cause
more compression on the spring. The spring force moves the spool back
toward the neutral position. As the spool moves toward neutral, the
opening to the passage for charge pressure oil to the pump control piston
is reduced. The charge pressure at the upper end of the piston is
decreased and the large springs move the swashplate toward minimum
angle to maintain the turn.
If the operator stalls the steer motor, the pressure compensator valve
destrokes the pump by bleeding off charge pressure oil at the pump
control piston. The large springs in the pump control piston move the
swashplate toward minimum angle to reduce pump output. This condition
occurs automatically and prevents the operator from stalling the steering
system at maximum flow. If the operator holds the tiller at the full left
turn position with the brakes engaged, the crossover relief valve will limit
the pressure spike and the pressure compensator will bleed the charge
pressure oil from the upper end of the control piston to decrease the angle
of the swashplate. Pump flow is at minimum, but the system pressure is
at the setting of the pressure compensator.
NOTE: In NEUTRAL (no turn), the pump control spool (if centered)
will send equal pressure to each end of the pump control piston.
Since 600 kPa (87 psi) is needed to move the pump control piston, a
difference of more that 600 kPa (87 psi) will cause the machine to
move when the parking brake lever is moved to the released position.
The adjustment screws on the pump control spool are used to adjust
the pressures on each end of the pump control piston. If the spool
needs adjustment, follow the procedure in the Service Module
Supplement (Form SENR4983). Loosening and tightening the
locknuts will change the center position of the pump control spool.
The small adjustment screws on both ends of the pump control piston
are not adjustable and have factory installed tamper proof caps. Any
attempt to adjust the screws will cause the valve to react differently to
pilot oil directed from the tiller lever. Replace the valve if the caps
have been tampered with and if the valve is damaged.

STMG 699
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- 107 -

PUMP
CONTROL
PISTON

FEEDBACK LEVER

PUMP CONTROL VALVE

RIGHT
CROSSOVER
RELIEF VALVE

STEERING PUMP
SIDE VIEW

CHARGE
PUMP

SWASHPLATE

PISTONS

LEFT
CROSSOVER
RELIEF VALVE

85
Steering pump
components:
- Right and left
crossover relief
valves
- Charge pump
- Pump control valve
- Feedback lever
- Pump control piston
- Swashplate
- Pistons

This slide shows a side view of the steering pump. The following
components are visible: the right and left crossover relief valves, the
charge pump, the pump control valve, the feedback lever, the pump
control piston, the swashplate, and the pistons.

STMG 699
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- 108 -

BYPASS AND PRESSURE CONTROL GROUP

TO STEER MOTOR
CASE DRAIN

TO COOLER, PILOT, AND

FROM
RIPPER DIVERTER VALVE
STEER PUMP CHARGE
FROM
FROM
PUMP
CHARGE
CASE DRAIN
DISCHARGE CHARGE PUMP
PUMP RELIEF COOLER
PRESSURE
PRESSURE

CASE RETURN
PRESSURE
COLD OIL
BYPASS

COOLING ORIFICE
FROM STEER
MOTOR
CASE DRAIN

CHARGE
CIRCUIT
MAKEUP
VALVE

COOLER
BYPASS

TO CASE DRAIN
FILTER IN TANK
TO
FILTER
FROM
IMPLEMENT PUMP
CASE DRAIN

FROM
FILTER

TO CHARGE
PRESSURE RELIEF
VALVE

FROM IMPLEMENT
PUMP SUPPLY

86
Bypass and pressure
control group directs
oil through filter and
cooler

Filter and cooler have

cold oil bypass valves

Implement pump
assists steering
charge circuit
Cooling orifice sends
steering pump case
drain oil to motor

The main purpose of the bypass and pressure control group is to direct
charge pump discharge oil through the steering charge circuit filter and
cooler. After the oil has been filtered and before it is cooled, the charge
pressure oil is available for the ripper diverter valve and steering pilot
valve. After the oil goes through the cooler, the flow is directed to the
steering pump control spool and to the drive loop for makeup oil.
The cold oil bypass valve protects the filter and charge pump during startup and the cooler bypass valve protects the cooler. The cold oil bypass
valve is set to open at 3200 kPa (460 psi). The cooler bypass valve will
open when the pressure differential is 345 kPa (50 psi).
The charge circuit makeup valve is a pressure reducing valve that directs
implement pump oil to the charge circuit if the charge pressure decreases
below 2000 kPa (290 psi).
The cooling orifice restricts the flow of steering pump case drain oil. This
restriction forces some of the steering pump case drain oil through a line
to the steering motor case. This oil adds to the oil from the steering motor
flushing valve for cooling and lubrication of the steering motor.

STMG 699
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- 109 -

10

4
7

5
8

87

Component locations:
1. Front idler
2. Front roller frame
3. Rear roller frame
4. Pivot shaft
5. Rear idler
6. Track
7. Major bogies
8. Minor bogies
9. Cover plate
10. Guide cover
Sealed and lubricated
track
Balanced design

UNDERCARRIAGE
The D8R suspended undercarriage is designed to absorb impact loads to
reduce the shock loads transferred to the machine frame. Two types of
undercarriage are available: a suspended undercarriage (shown) that
provides up to 15% more ground contact and a non-suspended
undercarriage for applications involving moderate impact or highly
abrasive materials.
The main components of the undercarriage are: the front idler (1), the
front roller frame (2), the rear roller frame (3), the pivot shaft (4), the rear
idler (5), the track (6), the major bogies (7), the minor bogies (8), the
cover plate (9) for the track adjuster, and the cover (10) for the guides.
The pivot shaft connects the right and left rear roller frames and transmits
the ground shocks directly to the main frame rather than through the
power train components. The roller frames can oscillate around the pivot
shaft. The equalizer bar (not shown) is an additional component of the
undercarriage. The equalizer bar is pinned in the center of the tractor and
can rotate around the center pin joint. The equalizer bar connects the two
rear track roller frames and controls the degree that the roller frames can
oscillate around the pivot shaft.

STMG 699
6/98

Track tension is
adjustable

- 110 -

The front roller frame slides inside the rear roller frame. Pumping grease
into a cylinder inside the rear roller frame increases the recoil spring
tension. A key and slot mechanism in the front and rear track roller
frames allows the front roller frame to slide in and out of the rear roller
frame, but prevents the front roller frame from rotating inside the rear.
To increase track tension, remove the adjusting valve cover plate (9) and
add grease through the adjusting valve. To decrease track tension, loosen
the relief valve and allow grease to escape. Then, close the relief valve
and add additional grease through the adjusting valve.
NOTE: The D8R Operation and Maintenance Manual (Form
SEBU6891) shows the correct track adjustment procedure.

STMG 699
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- 111 -

88

Pivot shaft dipstick

(arrow)

The pivot shaft oil can be checked by removing the dipstick (arrow) from
the container in the compartment just behind the batteries. The oil level
should be maintained to the FULL mark.

STMG 699
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- 112 -

89

Equalizer bar end pin

components:
1. Grease fitting
2. Relief valves
3. Limited slip seals

This slide shows the location of the equalizer bar end pin grease
fitting (1).
Using a hand operated grease gun filled with 80w90 EP gear oil, fill the
joint through the grease fitting until the oil flows from the relief valves
(2).
The joint can be filled with 5P0960 Multipurpose Molybdenum Grease
(MPGM) if current maintenance practices make filling with EP oil
difficult. The joint is filled at the factory with EP oil due to its greater
load carrying capabilities and lubricating qualities. The combination of
EP oil and MPGM grease will not be detrimental.
The equalizer bar has limited slip end pin seals (3).
NOTE: The D8N can be modified to accept these improvements if the
machine is updated to reduce oscillation, and the equalizer bar is
modified to provide pressure relief during the grease fill.

STMG 699
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- 113 -

D8R STEERING AND IMPLEMENT HYDRAULIC SYSTEM

STEERING
MOTOR

STEERING SYSTEM

STEERING
PUMP
CHARGE
PUMP

STEERING
PILOT
VALVE

BYPASS AND
PRESSURE
CONTROL
GROUP

RIPPER
CYLINDERS

RIPPER
DIVERTER
VALVE

STEERING CHARGE
CIRCUIT FILTER

TANK

IMPLEMENT SYSTEM
IMPLEMENT
PUMP
INLET MANIFOLD
RIPPER
QUICK-DROP
VALVE

LIFT
TILT

LIFT
CYLINDERS

TILT
CYLINDER

END COVER

90
IMPLEMENT HYDRAULIC SYSTEM
Implement hydraulic
system components:
- Pump
- Three control valves
with inlet manifold
- Single quick-drop
valve
- Ripper diverter valve
Two systems share
two functions

The implement hydraulic system consists of a variable displacement

pump, three control valves with an inlet manifold, and a single quick-drop
valve.
The steering and implement systems are connected at one point. The
implement pump output is sent to the bypass and pressure control group to
supplement the steering charge pump if the discharge pressure decreases
below a specified value.

STMG 699
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- 114 -

91

Hydraulic tank
components:
1. Cap and fill tube
2. Vacuum
breaker/relief valve
3. Sight gauge

The hydraulic tank serves as a reservoir for the implement and steering
hydraulic oil and is located on the right fender. The oil cap and fill tube
(1) are located on the top of the tank. Inside the fill tube is a fine mesh
screen which removes large particles of dirt or foreign material from the
oil as the tank is filled. A vacuum breaker/relief valve (2) is also located
on the top of the tank. The oil level sight gauge (3) on the front of the
tank permits an easy check of the hydraulic system oil level. Always
clean the sight gauge to be sure the oil level is visible. Dirt and stains on
the glass frequently give the appearance of a full tank.

STMG 699
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- 115 -

92

Implement hydraulic
system components:
1. Implement pump
2. Flow compensator
valve
3. Pressure
compensator valve

The implement hydraulic system is load sensing and pressure

compensated with a variable displacement slipper-type pump (1). The
pump is very similar to many other models in the Caterpillar equipment
line.
Mounted on the left side of the pump are the flow compensator valve (2)
and the pressure compensator valve (3).
The implement hydraulic pump maintains a low standby pressure between
2100 kPa (305 psi) and 3600 kPa (520 psi). Margin pressure is 2100 kPa
(305 psi) and high pressure cutoff is 26200 kPa (3800 psi). Contained in
the inlet manifold of the implement valve stack are the main relief valve
and the charging valve. The main relief valve protects the system from
pressure spikes over 27000 kPa (3900 psi). The charging valve restricts
return flow to the tank that helps prevent cavitation in the cylinders.

STMG 699
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- 116 -

1
2
5
3

93

Implement stack
includes: ripper, lift,
and tilt valves
Ripper control valve
standard
1. Signal oil pressure
tap
2. Pump discharge
pressure tap
3. Main relief valve
4. Charging valve
5. Supply line to steer
circuit
Charging valve
assists makeup and
quick-drop valve
Supply line sends
implement oil to
steering charge circuit

The implement control valve consists of three parallel valve sections:

ripper, dozer lift, and dozer tilt. The ripper control valve is standard on all
machines even if the machine is purchased without a ripper. The ripper
hardware may be added in the future along with the ripper diverter valve.
Pressure taps are provided on the inlet manifold for signal oil (1) and
pump discharge (2). By using these pressure taps, margin pressure, low
pressure standby and high pressure stall can be tested.
The inlet manifold includes the main relief valve (3) and the return oil
charging valve (4). The main relief valve is set at 27000 kPa (3900 psi),
which is 2750 kPa (400 psi) higher than the pressure compensator (cutoff)
valve. The main purpose of the main relief in the system is to eliminate
pressure spikes. If the system is in a stall condition, the pressure cutoff
valve will cause the implement pump to destroke toward a minimum
angle.
The charging valve restricts the cylinder return oil flow to the tank. This
valve keeps oil pressure in the cylinder return oil passage of the
implement control valves and is used with the makeup valves to prevent
cavitation in the cylinders. A typical function when the charging valve
assists the makeup valve and the quick-drop valve for the lift cylinders is
when the dozer control lever is moved to the full lower position (quickdrop) and the dozer is lowered rapidly.

STMG 699
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- 117 -

The supply line (5) goes to the bypass and pressure control group and
connects to the external check valve. This line supplies implement pump
oil to the internal pressure reducing valve in the valve group. The
pressure reducing valve in the bypass and pressure control valve provides
implement pump oil to supplement the steering charge pump discharge oil
if the charge pressure decreases below 2000 kPa (290 psi). Implement
system pressure will be felt in this line at all times.
NOTE: To connect the 1U5796 Differential Pressure Gauge Group to
these two pressure taps, remove only the floor plate in the operator's
station. Both hydraulic hose couplings can be connected to the
pressure taps by laying down on the outside of the right side of the
operator's station and using the right hand to secure them. The
operator's seat and seat plate need not be removed for this test.

STMG 699
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- 118 -

94

Implement hydraulic
system components:
1. Threaded gland
cylinders
2. Quick-drop valve

The threaded gland lift cylinders (1) have built-in bypass plungers that
prevent high pressure loads at either end of the stroke.
The single quick-drop valve (2) replaces the former quick-drop valves
which were located on the head end of each lift cylinder.

STMG 699
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- 119 -

95

Blade tilt cylinders

(arrows)

The D8R is available with single or dual tilt cylinders (arrows). If the
machine is equipped with a single cylinder, the left cylinder is replaced
with a brace. The tilt control valve will operate either the single or dual
tilt cylinder arrangement. The dozer tilt cylinders have the conventional
bolt-on head design.

STMG 699
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- 120 -

2
6

5
4
3

96

Ripper component
locations:
1. Carriage
2. Shank and tooth
3. Ripper frame

This view of the rear of the machine shows the main components of a
single shank ripper. The visible components include: the carriage (1), the
shank and tooth assembly (2), the ripper frame (3), the lift cylinders (4),
the tip cylinders (5), and the diverter valve (6).
NOTE: The ripper shank and tooth assembly is mounted in the
machine travel position. For the ripper to be used, the shank must be
mounted in the carriage with the tooth pointing toward the ground.

4. Lift cylinders
5. Tip cylinders
6. Diverter valve

The machine can also be equipped with a multi-shank ripper for

other ripping applications.

STMG 699
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- 121 -

4
5

97
Ripper component
locations:
1. Diverter valve
switch
2. Ripper diverter
valve
3. Pin puller toggle
switch
4. Pin puller control
valve
5. Pin puller cylinder

The optional ripper diverter valve group (2) is mounted on the rear of the
machine. The control lever has been redesigned to accommodate the
diverter valve switch (1). When the switch is depressed and the lever is
moved left and right, the ripper tip will move in or out. Releasing the
switch and moving the lever left and right will raise or lower the ripper.
The switch activates a solenoid on the ripper diverter valve that sends
steering system charge pressure oil to move the spool in the diverter valve.
The diverter valve permits a single ripper control valve to be used for both
operations.
The single shank ripper can be equipped with an optional hydraulically
operated pin puller (5). The pin puller control valve (4) allows the
operator to release and engage the pin for the ripper shank with the toggle
switch (3) without leaving the operator's station. Oil for operation of the
pin puller circuit is supplied by the power train hydraulic system.

STMG 699
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- 122 -

D8R IMPLEMENT HYDRAULIC SYSTEM

BYPASS AND PRESSURE
CONTROL GROUP

STEERING
CHARGE PRESSURE

INLET
MANIFOLD
RIPPER

DIVERTER

PUMP

LIFT
TILT
END
COVER
QUICK-DROP

98
Implement System Operation
This diagram shows the hydraulic system with all the implements in
HOLD. Oil is sent from the common steering and implement hydraulic
tank to the variable displacement, piston-type pump. Supply oil is
directed to the closed-center control valves. Return oil and pump case
drain oil are sent to the tank.
When a control lever is moved, oil from the implement control valve is
directed to double acting implement cylinders.
Signal network in
series
Highest signal
pressure sent to pump
control valve

The signal network line (orange) is in series with each control valve and
passes through each valve body. The signal network terminates at the
pump control valve. When an implement is activated, a signal is
generated by the work port load. This signal is sent through the signal
network. A resolver network inside the implement valves consists of a
series of check valves which compare the signals from the implements
and send the highest signal to the pump control valve.

STMG 699
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- 123 -

STEERING
CHARGE
PRESSURE

D8R IMPLEMENT HYDRAULIC SYSTEM

TO BYPASS
AND PRESSURE
CONTROL VALVE

RIPPER
DIVERTER
TO BYPASS
AND PRESSURE
CONTROL VALVE

TO STEERING
CHARGE PUMP

INLET
MANIFOLD

IMPLEMENT PUMP

QUICK-DROP
VALVE
RIPPER

LIFT

TILT

TANK

99
Schematic shows
components in HOLD

This schematic shows the components and conditions in the implement

system with the engine started and the implements in HOLD.
The major components in this system are: the implement pump, the inlet
manifold, the ripper, lift and tilt control valves, the quick-drop valve, and
the ripper diverter valve.

Three changes
include:
- Single quick-drop
- Ripper diverter valve
- Flow control spools
are solid

Three changes have occurred from the D8N: a single quick-drop valve, an
electrically actuated ripper diverter valve, and the flow control spool in the
control valve is solid rather than hollow.
In addition to the implement oil being used to move the cylinders, it also
is sent to the bypass and pressure control group to supplement the charge
pump if the discharge pressure decreases below 2000 kPa (290 psi). The
ripper diverter valve uses steering charge pressure to move the ripper
diverter spool when the operator selects the RIPPER TIP or LIFT
functions.

STMG 699
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- 124 -

PRESSURE AND FLOW COMPENSATOR VALVE

ADJUSTMENT SCREWS

PRESSURE COMPENSATOR
(CUTOFF) SPRING

FLOW COMPENSATOR
(MARGIN) SPRING

TO TANK

TO
ACTUATOR PISTON
FLOW COMPENSATOR
(MARGIN) SPOOL

FROM
OUTPUT PORT
PRESSURE COMPENSATOR
(CUTOFF) SPOOL

100
Implement Pump
Two spools in pump
control valve:
1. Flow compensator
2. Pressure
compensator

Shown here is the pressure compensator valve used on the implement

pump. Two spools are installed in the valve:
1. The flow compensator (or margin) spool is on the left. This valve
controls margin pressure and low pressure standby. Margin
pressure is set at 2100 kPa (305 psi) above the signal pressure.
Low pressure standby is approximately 3000 kPa (435 psi). If this
pressure is below 2100 kPa (305 psi) or above 3600 kPa (520 psi),
margin pressure should be checked. Adjusting the margin pressure
to specification allows the standby pressure to be maintained
within specification.
2. The pressure compensator (or cutoff) spool (on the right) controls
the stall pressure. The valve is set at 24100 kPa (3500 psi).
NOTE: Each spring has an individual adjustment screw.

STMG 699
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- 125 -

PUMP AND COMPENSATOR OPERATION

ENGINE OFF

NO SIGNAL

PUMP OUTPUT
LARGE ACTUATOR

YOKE PAD
SWASHPLATE

DRIVE
SHAFT

FLOW COMPENSATOR
( MARGIN) SPOOL

PRESSURE
COMPENSATOR
(CUTOFF) SPOOL

SMALL ACTUATOR
AND BIAS SPRING
PISTON AND
BARREL ASSEMBLY

101
Identify all labeled
components

When the engine is OFF, the bias spring holds the swashplate at maximum
angle.

Bias spring holds

swashplate at
maximum angle

When the engine is started, the pump drive shaft starts to rotate. Oil is
drawn into the piston bores. As the piston and barrel assembly rotates, the
oil is forced out into the system.

STMG 699
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- 126 -

PUMP AND COMPENSATOR OPERATION

LOW PRESSURE STANDBY
NO SIGNAL

PUMP OUTPUT

102
Pump produces flow:
- Flow blocked at
implement valves
- Pressure increases
- Margin spool moves
up
- Flow directed to
large actuator
- Pump is destroked

When no flow is demanded from the implements, no signal pressure is

generated. System pressure (red and white stripes) generated by the pump
is called "low pressure standby." The pump produces enough flow to
compensate for system leakage at sufficient pressure to provide for
instantaneous implement response when an implement is actuated.
At machine start-up, the bias spring holds the swashplate at maximum
angle. As the pump produces flow, system pressure begins to increase
because the flow is blocked at the implement control valves. This
pressure is felt under both the margin spool and the pressure cutoff spool.
The margin spool moves up against the low spring force and permits
system oil to go to the large actuator piston in the pump.

Low pressure
standby:
- No flow demand
- Minimum flow
produced

STMG 699
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Low pressure standby

higher than margin

- 127 -

As pressure in the large actuator piston increases, the large actuator piston
overcomes the force of the bias spring and the pressure in the small
actuator piston and moves the swashplate to a reduced angle. The large
actuator piston moves to the right until the cross-drilled passage in the
stem is uncovered. Oil in the large actuator piston then bleeds off to the
pump case. At this minimum angle, the pump will produce just enough
flow to make up for system leakage. The system pressure at this time is
called "low pressure standby" and is approximately 3000 kPa (435 psi).
Low pressure standby is higher than margin pressure. This characteristic
is due to a higher back pressure created by the oil which is blocked at the
closed-center valves when all the valves are in HOLD. Pump supply oil
pushes the margin spool up and further compresses the margin spring.
More supply oil then goes to the large control piston and flows through
the cross-drilled hole in the stem to the pump case.

STMG 699
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- 128 -

PUMP AND COMPENSATOR OPERATION

UPSTROKING
SIGNAL

PUMP OUTPUT
REDUCED PRESSURE

103
Upstroking:
- When flow is
required
- Signal is sent
- Margin spool moves
down
- Drains large actuator
- Bias spring and
small actuator
increase swashplate
angle

When an implement requires flow, a signal is sent to the pump control

valve. This signal causes the force (margin spring plus signal pressure) at
the top of the margin spool to become higher than the supply pressure at
the bottom of the spool. The spool then moves down, blocks oil to the
large actuator piston and opens a passage to drain. Pressure at the large
actuator piston is reduced or eliminated, which allows the bias spring to
move the swashplate to an increased angle. The pump will now produce
more flow. This condition is called "upstroking."
The following conditions can result in upstroking the pump:
1. An implement control valve is activated when the system is at
low pressure standby.
2. The control valve directional spool is moved for additional flow.
3. An additional circuit is activated.

STMG 699
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- 129 -

4. Engine rpm decreases. In this case, pump speed decreases which

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

STMG 699
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- 130 -

PUMP AND COMPENSATOR OPERATION

CONSTANT FLOW
SIGNAL

PUMP OUTPUT
REDUCED PRESSURE

104

- Signal pressure plus

spring equals
system pressure

As pump flow increases, pump supply pressure also increases. When the
pump supply pressure (red) increases and equals the sum of the load
pressure plus the margin spring pressure, the margin spool moves to a
metering position and the system becomes stabilized.

- Swashplate at
constant angle

The difference between the signal pressure and the pump supply pressure
is the value of the margin spring, which is 2100 kPa (305 psi).

Constant flow:

STMG 699
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- 131 -

PUMP AND COMPENSATOR OPERATION

DESTROKING
SIGNAL

PUMP OUTPUT

INCREASED PRESSURE

105
Destroking:
- Less flow required
- System pressure
moves margin spool
up
- Oil flows to large
actuator
- Swashplate angle is
reduced
Four conditions for
destroking

When less flow is needed, the pump is destroked. The pump destrokes
when the force at the bottom of the margin spool becomes higher than at
the top. The margin spool then moves up and allows more flow to the
large actuator piston. Pressure in the large actuator piston then overcomes
the combined force of the small actuator piston and bias spring and moves
the swashplate to a reduced angle. The pump will now produce less flow.
The following conditions can result in destroking the pump:
1. All implement control valves are moved to the HOLD position.
The pump returns to low pressure standby.
2. The control valve directional stem is moved to reduce flow.
3. An additional circuit is deactivated.
4. Engine rpm increases. In this case, pump speed increases causing
an increase in flow. The pump destrokes to maintain system flow
requirements.

STMG 699
6/98

Pump flow stabilizes

when margin spool
moves to metering
position

- 132 -

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

STMG 699
6/98

- 133 -

PUMP AND COMPENSATOR OPERATION

HIGH PRESSURE STALL
SIGNAL AT
MAX. PRESSURE

PUMP OUTPUT
AT MAX.
PRESSURE

106
High pressure stall:
- Margin spool is
down
- Pressure
compensator is up
- Flow directed to
large actuator
- Pump is destroked
- System pressure at
maximum

The pressure compensator (or cutoff) spool is in parallel with the flow
compensator (or margin) spool. The pressure compensator limits the
maximum system pressure at any given pump displacement. The spool is
held down during normal operation by the pressure compensator spring.
During stall or when system pressure is maximum, signal pressure is
equal to pump supply pressure. The combination of the signal pressure
and the margin spring forces the margin spool down. This movement of
the margin spool normally opens a passage in the pump control valve for
the oil in the large actuator piston to drain and causes the pump to
upstroke. However, if the supply pressure is high enough, the pressure
cutoff spool is forced up against the spring. This movement of the
pressure cutoff spool blocks the oil in the large actuator piston from going
to drain and allows supply oil to go to the large actuator piston. The
increase in pressure allows the large actuator piston to overcome the
combined force of the small actuator piston and bias spring to destroke the
pump. The pump is now at minimum flow and pump supply pressure is at
maximum. This condition is maintained for a single implement in a stall
condition.

STMG 699
6/98

Main relief valve limits

pressure spikes
Pressure cutoff spool
destrokes pump

Pump can still

produce flow for other
implements
Upstrokes to meet
flow requirements

- 134 -

This system also incorporates a main relief valve located in the inlet
manifold. The pressure cutoff spool can be adjusted in the machine to
destroke the pump at 24100 kPa (3500 psi). The main relief valve must
be removed from the machine and adjusted to 27000 kPa (3900 psi) using
the 1U5216 Test Block Manifold. This valve is set higher to limit
pressure spikes in the system.
When operating two or more implements with one in stall, the pump will
produce flow to meet the needs of the other implements operating at a
lower work port pressure. In this case, the pump could be producing up to
maximum flow while the supply pressure is at the maximum of
24100 kPa (3500 psi).
NOTE: Contained within the pump is a case drain relief valve. If the
internal pressure exceeds 170 kPa (25 psi), excess flow will be directed
to the inlet of the pump. The relief valve is designed to protect the
pump shaft seals.

STMG 699
6/98

- 135 -

D8R IMPLEMENT VALVES

TO BYPASS AND
PRESSURE CONTROL GROUP

IMPLEMENT PUMP
PRESSURE

IMPLEMENT
PUMP SIGNAL
PRESSURE

SIGNAL LINE TO
IMPLEMENT PUMP

INLET MANIFOLD

CHARGE
RELIEF
VALVE

SYSTEM
RELIEF
VALVE

TO
IMPLEMENT
PUMP SUPPLY

.
FLOW
CONTROL
VALVE
RIPPER
TO RIPPER
LIFT CYLINDERS
FLOW
CONTROL
VALVE
LIFT
TO LIFT
CYLINDERS
FLOW
CONTROL
VALVE
TILT

TO TILT
CYLINDERS

107
Implement Control Valves
Signal line to pump
compensator valve

The implement valve group consists of an inlet manifold, the ripper, lift,
and tilt control valves and an end cover. All machines are equipped with
this valve group. Even though the customer may not order the ripper, the
valve is included in the stack.

Oil sent to bypass and

pressure control
group

The signal line is connected from the inlet manifold to the pump
compensator valve. Another line from the inlet manifold sends implement
pump oil to the bypass and pressure control group in the steering system.

Inlet manifold
components:

The inlet manifold contains a system relief valve and a charge relief valve.
The system relief valve limits pressure spikes and is set higher than the
pressure compensator spool. The charge relief valve restricts return oil
going to the tank when the pump is not upstroked. This restriction keeps
oil pressure in the cylinder return oil passage of the implement control
valves. This oil pressure can be used with the makeup valves to prevent
cylinder cavitation.

- System relief valve

- Charge relief valve

STMG 699
6/98

- 136 -

DOZER LIFT VALVE

HOLD
PLUG

ROD END

HEAD END

RETURN
TO TANK

FROM
PREVIOUS
VALVE

MAKEUP
VALVE

MAIN CONTROL
SPOOL

RESOLVER

LOAD CHECK
VALVE
FROM PUMP

FLOW CONTROL SPOOL

TO
COMPENSATOR
VALVE

108
Control valve
operation
- Dozer lift valve

Lift valve in HOLD

Axial passage open to
tank
Flow control valve is
initially to left
Flow blocked at
control spool and
pressure increases

The dozer lift valve is the second valve in the stack. The lift control valve
is a closed-center, manually operated valve controlled through mechanical
linkage. The lift valve has four positions: RAISE, HOLD, LOWER, and
FLOAT. A centering spring keeps the spool in the HOLD position when
the blade lift cylinders are not in use. To operate in the FLOAT condition,
the operator must move the control lever forward until the detent balls
hold the valve spool. The operator must manually release the lift control
lever from the FLOAT position.
This slide shows the lift control valve in HOLD. In HOLD, the center
axial passage is open to the tank through a drain passage in the valve
body.
With the engine not running, the spring behind the flow control spool
holds the flow control spool to the left. When the operator starts the
machine, the pump sends oil through the inlet manifold to the flow
control spool, out the throttling slots on the left side of the spool, through
the load check valve, and to the main control spool. With the control
spool in the HOLD position, oil cannot flow to the cylinders, and oil
pressure will begin to increase.

STMG 699
6/98
Flow control spool
moves to the right
Throttling slot on right
closes
Throttling slot on left
opens
Flow control spool
maintains maximum
pressure differential

- 137 -

The increasing pressure in the chamber to the right of the load check
valve pushes the flow control spool to the right against the force of the
spring. Moving the flow control spool to the right closes the throttling
slot on the left side of the spool. Oil can continue to flow to the
remaining control valves in the system. In HOLD, pressure at the main
control spool is equal to the flow control spool spring.
Flow control spool: Receives all the oil flow from the inlet valve group.
The flow control spool provides the "pressure compensating" feature of
the lift circuit by controlling the maximum pressure drop across the lift
control spool. This operation results in a constant implement speed for a
given lever displacement.

Load check valve

Load check valve: Prevents reverse implement flow when the operator
moves a valve from HOLD and system pressure is lower than the cylinder
or work pressure. Without the load check valve, the implement would
drift down. The load check valve will open to allow supply oil to flow
through the control valve when the system pressure is higher than the
work port pressure.

Resolver

Resolver: Also called a double check valve. The resolver compares the
signal between the valves and sends the highest resolved working pressure
to the implement pump flow compensator. Although this slide shows the
resolver and signal lines as external components, the resolver is actually
inside the control valve, and the signal lines are internally drilled
passages.

Main control spool

Main control spool: Controls oil flow to the implement and contains
three cross-drilled holes that connect to an axial drilled passage in the
center of the control spool. The cross-drilled holes sense work port
pressure in both the head and rod ends of the cylinders.

Makeup valve

Makeup valve: Allows pressure in the tank to fill voids in the head end
of the cylinders during times when cylinder supply pressure decreases
below the tank pressure.

Orifice

Orifice: Provides smoother implement operation by delaying the rate that

the signal pressure in the flow control spring cavity decreases when the
operator changes implement directions.

STMG 699
6/98

- 138 -

NOTE: The throttling slot near the left end of the flow control spool
spool is never completely closed, and the check valve does not
completely block oil from reaching the main control spool. A small
amount of oil meters through the flow control spool and past the load
check valve to maintain a pressure at the main control spool that is
equal to the flow control spool spring force. Maintaining pressure at
the main control spool improves implement response.
If the flow control spool is explained as a pressure reducing valve
with a variable spring rate due to changes in signal pressure, the
operation of the spool is easier to understand. The spool will limit the
maximum pressure difference across the control spool to the value of
the flow control spool spring and cylinder pressure to provide
constant flow for a given lever displacement.
INSTRUCTOR NOTE: For more information about the valve
components and operation, refer to STMG 591 "446 Backhoe
Loader--Steering and Implement Hydraulic System" (Form
SESV1591).

STMG 699
6/98

- 139 -

DOZER LIFT VALVE

RAISE
ROD END

HEAD END

RETURN
TO TANK

FROM
PREVIOUS
VALVE

MAKEUP
VALVE

PLUG

MAIN CONTROL
SPOOL

RESOLVER

LOAD CHECK
VALVE
FROM PUMP

FLOW CONTROL SPOOL

TO
COMPENSATOR
VALVE

109
Lift valve in RAISE
Spool shifts left

Supply passage
opened to rod end
Signal pressure
sensed in flow control
valve spring chamber

As the operator moves the lift control lever to the RAISE position, the
control valve spool shifts to the left allowing pump supply to go through
the quick-drop valve to the rod end of the cylinders and opens the head
end of the cylinders to the tank. The oil will begin filling the rod end of
the lift cylinders and begin raising the blade.
Shifting the spool also opens the supply passage drilled in the center of
the control valve spool to the rod end port. Pump pressure going to the lift
cylinder or pressure from the rod end goes through the drilled passage in
the control spool and this signal oil goes to two places. First, the oil
travels through the orifice and fills the spring chamber of the flow control
spool moving the spool to the left. As the control valve spool shifts to the
left, the opening at the throttling slots near the left end of the spool
increases so more oil can flow to the work port, while the throttling slots
toward the right end of the control valve spool are open to the head end of
the cylinder and to the tank. The amount of flow from the pump,
combined with the amount of flow the lift work port needs, determines the
distance that the flow control valve shifts.

STMG 699
6/98
Signal oil sent to
resolver to upstroke
pump

- 140 -

Also, the signal oil is sent to the resolver valve. If the lift circuit is
producing the highest signal pressure, oil is sent through the manifold to
the implement pump flow compensator valve. The pump will then
upstroke to maintain the margin pressure, approximately 2100 kPa (305
psi) above the pressure of the signal oil.

STMG 699
6/98

- 141 -

DOZER LIFT VALVE

LOWER
ROD END

HEAD END

RETURN
TO TANK

FROM
PREVIOUS
VALVE

MAKEUP
VALVE

PLUG

MAIN CONTROL
SPOOL

RESOLVER

LOAD CHECK
VALVE
FROM PUMP

FLOW CONTROL SPOOL

TO
COMPENSATOR
VALVE

110
Lift valve in LOWER
Spool shifts right
Supply oil goes to
head end
Rod end opens to
drain
Signal oil sent to
resolver and flow
control spring
chamber
Head end passage
contains makeup
valve

This slide shows the operation of the lift control valve when the operator
has selected the dozer LOWER position. The main control spool has
shifted to the right opening a passage for supply oil to flow through the
quick-drop valve to the head end of the cylinders and a passage for oil
from the rod end of the cylinders to return to the tank. The main control
spool movement allows the cylinder pressure to become signal oil that is
directed to the resolver and the flow control spool spring chamber through
the drilled passages in the main control spool. System pressure controls
the upstroking of the pump by means of the resolver signal pressure and is
the same as described in the dozer RAISE operation.
The passage to the head end of the lift cylinders contains a makeup valve
for the lift circuit. When the pressure in the cylinder supply passage
decreases below the pressure in the tank, the makeup valve opens and
allows return oil from the tank to fill voids in the head end of the
cylinders. The makeup valve is needed because the weight of the blade
tends to force oil out of the rod end of the cylinders faster than the pump
can fill the head end of the cylinders. By including a makeup valve in the
head end passage, the possibility of cavitation is greatly reduced.

STMG 699
6/98
Dozer LOWER has two
conditions:
- Normal lower
- Quick-drop
operation

- 142 -

The dozer lower operation can function in two conditions. If the control
lever is moved up to 75% of its maximum non-float travel, the valve
operates as previously described. However, if the operator continues to
move the lever past this position, the quick-drop mode is activated.
In FLOAT, detents are used to hold the control valve spool in the FLOAT
position. No signal pressure is generated, which keeps the pump
destroked. Both the rod and head ends of the lift cylinders are open to the
tank, which allows the cylinder rods to move freely in either direction
according to the amount and direction of the force on the blade.
NOTE: Quick-drop valve operation will be discussed in greater
detail later in this presentation.

STMG 699
6/98

- 143 -

DOZER TILT VALVE

TILT LEFT
ROD END

HEAD END

PLUG

RETURN
TO TANK

PLUG

MAIN CONTROL
SPOOL

RESOLVER

LOAD CHECK
VALVE
FLOW CONTROL SPOOL

FROM PUMP

TO
COMPENSATOR
VALVE

111
Blade tilt valve in TILT
LEFT

No makeup valves

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

STMG 699
6/98

- 144 -

RIPPER CONTROL VALVE

HOLD
ROD END

HEAD END

RETURN
TO TANK

FROM
PREVIOUS
VALVE

MAKEUP
VALVE

PLUG

MAIN CONTROL
SPOOL

RESOLVER

LOAD CHECK
VALVE
FLOW CONTROL SPOOL

FROM PUMP

TO
COMPENSATOR
VALVE

112
Ripper control valve
in HOLD
Switch controls two
functions
Diverter valve for
ripper lift and tip

The ripper control valve is the first valve in the stack. The ripper control
valve is a closed-center, manually operated valve controlled through
mechanical linkage. The valve is used to raise and lower the ripper or to
move the ripper shank IN and OUT. Both functions are controlled by the
operator through the use of a switch located in the ripper control handle.
The switch shifts a spool in the ripper diverter valve which directs oil to
the correct circuit.
The ripper control valve has a centering spring to return the valve spool to
the HOLD position when the operator releases the lever. This slide shows
the position of the ripper control valve components in HOLD. This valve
functions basically the same as the blade lift control valve with several
differences. When the main control spool shifts to the right, pump supply
oil is directed to the head end of the ripper lift cylinders or to the head end
of the ripper tip cylinders, and the rod end of the cylinders are opened to
drain. The load check valve and the resolver valve operate the same as the
dozer lift valve.

STMG 699
6/98

Head end passage

contains makeup
valve

- 145 -

The passage to the head ends of either the ripper lift or tip cylinders in the
control valve contains a makeup valve. When the pressure in the cylinder
supply passage decreases below the pressure in the tank, the makeup
valve opens and allows return oil from the tank to fill voids in the head
end of the cylinders. The makeup valve is needed because the weight of
the ripper tends to force oil out of the rod end of the cylinders faster than
the pump can fill the head end of the cylinders. By including a makeup
valve in the head end, the possibility of cavitation is greatly reduced.

STMG 699
6/98

- 146 -

D8R QUICK-DROP VALVE

D8R QUICK-DROP VALVE

QUICK-DROP VALVE
TO
IMPLEMENT
VALVE

TO ROD END

DOZER LIFT
TO
IMPLEMENT
VALVE

TO HEAD END

TO
IMPLEMENT
VALVE
DOZER TILT

113
Quick-drop Valve
Quick-drop valve
(arrows)
Replaces two valves
on earlier D8N

Shown in this slide is the schematic of the single quick-drop valve that
replaces the two quick-drop valves that were mounted on the head end of
both lift cylinders in the earlier machines. The valve (arrows) is mounted
on top of the engine hood at the front of the machine.
In the schematic, components in the quick-drop valve are shown with the
dozer blade on the ground. The variable orifice sleeve is the essential
component in the valve and functions to create the pressure necessary to
move the valve spool to direct rod end oil to the head end in the QUICKDROP mode.

STMG 699
6/98

- 147 -

QUICK-DROP VALVE
HOLD

TO RIGHT CYLINDER
HEAD END

TO LEFT CYLINDER
HEAD END

TO RIGHT CYLINDER
ROD END

TO LEFT CYLINDER
ROD END

PASSAGE TO
PLUNGER END
VALVE SPOOL

PLUNGER

COVER

COVER

ORIFICE SLEEVE

PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE

114
Quick-drop valve
components:
- Orifice sleeve
- Plunger
- Valve spool
- Right and left covers
- Spring

Shown in this view are the components of the single quick-drop valve:
the orifice sleeve, the plunger, the valve spool, the right and left covers,
and the spring.
As shown in the previous slide, the valve components are shown with the
dozer blade on the ground. Both the orifice sleeve and the plunger can
float in the valve and their positions in HOLD depend on the previous
action of the lift control valve: RAISE, LOWER, or FLOAT.

STMG 699
6/98

- 148 -

QUICK-DROP VALVE
DOZER RAISE

TO LEFT CYLINDER
HEAD END

TO RIGHT CYLINDER
HEAD END

TO RIGHT CYLINDER
ROD END

TO LEFT CYLINDER
ROD END

PASSAGE TO
PLUNGER END
PLUNGER

VALVE SPOOL

COVER

COVER

ORIFICE SLEEVE

PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE

115
Quick-drop valve
operation in RAISE
Rod end oil moves
spool, plunger, and
sleeve right

When the dozer control valve is moved to the RAISE position, supply oil
enters the quick-drop valve through the passage on the left and moves the
orifice sleeve to the right. The oil then flows out to the rod end of the
cylinders. Return oil from the head end of the cylinders enters the valve
and flows past the valve spool to the lift control valve. Return oil pressure
then enters the passage to the plunger end inside the valve spool and is felt
on the right end of the plunger. However, the blade RAISE pressure felt
on the left end of the plunger is higher than the return oil pressure and
keeps the plunger shifted to the right. Blade RAISE pressure also enters
the passage to the right end of the spool. Since the same pressure is felt
on the left end of the spool, the spring keeps the spool shifted to the right.
NOTE: The orifice sleeve floats on the valve spool and is kept on the
spool by a retaining ring.

STMG 699
6/98

- 149 -

QUICK-DROP VALVE
DOZER LOWER

TO LEFT CYLINDER
HEAD END

TO RIGHT CYLINDER
HEAD END

FROM LEFT CYLINDER

ROD END

FROM RIGHT CYLINDER

ROD END
PASSAGE TO
PLUNGER END

PLUNGER

VALVE SPOOL

COVER

COVER

ORIFICE SLEEVE
PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE

116
Quick-drop valve
operation in LOWER
Rod end oil moves
orifice sleeve left
Spring holds valve
spool to the right

As the operator moves the lever to LOWER the blade (less than 75% of
maximum travel), return oil from the rod end of the cylinders enters the
quick-drop valve. The return oil flows past the orifice sleeve to the
control valve and moves the orifice sleeve to the left against the retaining
ring. This oil flow creates a pressure differential across the orifice sleeve.
Supply oil (red) from the control valve enters the quick-drop valve and
flows past the valve spool to the head end of the cylinders. Supply oil
pressure enters the passage to the plunger end and is felt on the right end
of the plunger. However, the return oil pressure (red dots) on the left end
of the plunger is higher and keeps the plunger shifted to the right.

STMG 699
6/98

- 150 -

Rod end return oil pressure (red and white stripes) enters the passage to
the right end of the spool. This pressure is also felt on the major diameter
at the left end of the spool just to the right of the orifice sleeve. In
addition, return oil pressure, after the pressure drop across the orifice
sleeve, is felt on the minor diameter at the left end of the spool. The net
result is that the spool and plunger are kept to the right because of the
spring and return pressure. The major diameters of the spool (the
effective area at the right end and the effective area just to the right of the
orifice sleeve) cancel each other. The pressure on the right end of the
spool is not high enough to overcome the spring and return oil pressure on
the minor diameter at the left end on the spool.

STMG 699
6/98

- 151 -

QUICK-DROP VALVE
QUICK-DROP

TO LEFT CYLINDER
HEAD END

TO RIGHT CYLINDER
HEAD END

FROM RIGHT CYLINDER

ROD END

FROM LEFT CYLINDER

ROD END

PASSAGE TO
PLUNGER END
VALVE SPOOL

PLUNGER

COVER

COVER

ORIFICE SLEEVE
PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE

117
Operation in QUICKDROP mode

When the dozer blade is rapidly lowered to the ground, the control valve
lever has been moved more than 75% of the maximum travel, and the
quick-drop valve operates in the QUICK-DROP mode.

Flow across orifice

sleeve creates
differential

The increased lever travel results in higher cylinder rod end flow and a
higher pressure drop across the orifice sleeve. The only difference from
the dozer LOWER position is that the pressure drop across the orifice
sleeve that is felt on the minor diameter of the right end of the spool
overcomes the resistance of the spring, and the spool starts to move. The
minimum flow that causes the necessary pressure drop across the orifice
sleeve to begin spool movement is referred to as the "trigger point" and
occurs at 75% of maximum lever travel. When the spool starts to move,
the effective area of the orifice sleeve decreases and the pressure drop
increases to shift the spool even farther.

STMG 699
6/98

Valve spool
movement allows rod
and head end oil to
mix

- 152 -

The result is that the spool shifts completely to the left. This movement
connects the rod end of the cylinders to the head end of the cylinders
across the slots in the spool. This connection provides even less
resistance and the downward blade velocity and flow from the rod ends
increase. This connection also provides a "filling" function to minimize
the pause time. Some of the oil from the rod ends still flows across the
orifice sleeve causing a pressure drop to keep the spool shifted.

STMG 699
6/98

- 153 -

QUICK-DROP VALVE
DOZER LOWER
WITH DOWN PRESSURE
TO RIGHT CYLINDER
HEAD END

TO LEFT CYLINDER
HEAD END

FROM RIGHT CYLINDER

ROD END

FROM LEFT CYLINDER

ROD END

PASSAGE TO
PLUNGER END
PLUNGER

VALVE SPOOL

COVER

COVER

ORIFICE SLEEVE
PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE

118
LOWER WITH DOWN
PRESSURE
When blade contacts
ground, pause time
occurs
Spool moves right and
plunger moves left

When the blade contacts the ground and stops, flow from the rod end of
the cylinders stops. With no pressure drop across the orifice, the spring
shifts the spool to the right. After the pump fills the head end of the
cylinders (pause time) and the head end cylinder pressure starts to
increase, the blade begins to move down. Supply oil pressure (red) enters
the passage to the right end of the plunger. Return oil pressure (red and
white stripes) from the rod end of the cylinders is felt on the left end of
the plunger. This pressure is lower than the oil pressure (red) on the right
end of the plunger, and the plunger moves to the left. The pressure drop
(red and white stripes) across the orifice sleeve that is felt on the minor
diameter of the right end of the spool works to move the spool to the left.
However, this movement is resisted by the spring and the supply oil
pressure (red) acting on the plunger. Therefore, the spool stays shifted to
the right.

STMG 699
6/98

- 154 -

D8R RIPPER DIVERTER VALVE

STEERING
CHARGE PRESSURE

STEERING
CHARGE
PRESSURE
PORT
FROM RIPPER
CONTROL
VALVE

RIPPER TIP
RIPPER LIFT

119
Diverter Valve
Diverter valve
eliminates need for
two control valves
Solenoid sends
charge oil to move
valve spool

Pressure port used to

diagnose problems

This slide shows the ripper diverter valve (arrow) with the control lever in
the HOLD position. The operator can select any of the four ripper
functions (RAISE, LOWER, TIP IN and TIP OUT) by using the control
lever, which is equipped with a trigger switch. The trigger switch controls
a solenoid on the ripper diverter valve that sends steering charge pressure
oil to one end of the valve spool to shift the spool against the springs on
the other end. Steering charge pressure at 2500 kPa (365 psi) is the same
oil pressure used in the charge circuit for the steering pump and steering
pilot valve.
The charge pressure test port at the rear of the ripper diverter valve is used
to diagnose ripper actuation problems. When the trigger switch is used,
the solenoid is energized and charge pressure oil moves the diverter valve
spool. Ripper TIP IN or TIP OUT can then be selected.

STMG 699
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- 155 -

RIPPER DIVERTER VALVE

RIPPER TIP IN
( PORT E)

RIPPER TIP OUT

(PORT F)

RIPPER LOWER
(PORT C)

RIPPER RAISE
(PORT D)

C
CHARGE PRESSURE
TEST PORT

RIPPER SUPPLY
LOWER/TIP IN

F
RIPPER SUPPLY
RAISE/TIP OUT

120
Letters below spool
correlate to ripper
cylinder ports

The letters below the ripper diverter valve spool relate directly to the
ripper TIP IN, TIP OUT, RAISE and LOWER ports. The spool is shown
in the solenoid DE-ENERGIZED position. If the operator moves the
control lever, the ripper will RAISE or LOWER.

Oil flow through

diverter valve

For example, when the operator moves the lever to the RAISE position,
oil from the control valve enters the ripper diverter valve through the
RAISE/TIP OUT passage. Oil then flows into Passage D, goes through
the valve body and flows out Port D to the rod end of the ripper raise
cylinders. Return oil flows into Port C from the head end of the ripper
cylinders, goes through the valve, flows out Passage C and returns to the
ripper control valve through the LOWER/TIP IN passage.

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D8R STARTING AND CHARGING SYSTEM

200 BK

KEY START
SWITCH

321 BR

BACK-UP
ALARM

308 YL

109 RD
C OFF
S ON
B ST
105 RD

KEY START
10 A

BACK-UP ALARM
SWITCH

121 RD

10 A

BACK-UP ALARM
101 RD

304 WH

307 OR

STARTER
RELAY
200 BK

BAT MTR
STARTER
MOTOR

MOTOR

306 GN

NEUTRAL-START
SWITCH

200 BK

101 RD

109 RD
109 RD

MAIN
RELAY

S
RD 00

105 RD

112 PU

ALTERNATOR
BREAKER

BUS BAR

109 RD

FRAME

RD 00

RD 00

DISCONNECT
SWITCH

ENGINE
BK 00

308 YL
200 BK

10 A
FORWARD HORN

109 RD

10 A

POS NEG

ALT
+

15 A

POS NEG

FRONT DASH DOME

RD 00

SIDE AND REAR FLOOD LAMPS/RADIO

RD 00

10 A

OPERATOR MONITOR

10 A

GAUGES AND SERVICE METER

15 A

WIPER MOTORS

15 A

CIGAR LIGHTER

POS NEG

POS NEG

BATTERIES

121
STARTING AND CHARGING SYSTEMS
Basic starting system:
- Four batteries
- Disconnect switch
- Key start switch
- Starter relay
- Main relay
Basic charging
system
- Alternator
- Alternator breaker
- Bus bar

This schematic shows the components of the D8R starting and charging
system. The basic starting system consists of the four batteries, the
disconnect switch, the key start switch, the starter relay, and the main
relay. With the disconnect switch closed, the negative potential of the
batteries is connected to ground (frame). When the operator moves the
key start switch to START, power is sent through the key start switch from
the 105 RED wire to the 307 ORANGE and 308 YELLOW wires to
energize the starter relay and main relay respectively. With the starter
relay energized, power is sent to the starter motor through the 304 WHITE
wire. After the engine has started, the key start switch is moved to ON
and the main relay remains energized, which then provides power to five
fuses through the 112 PURPLE wire.
After the engine is started and running, the alternator will charge the
batteries by directing power through the 109 RED wire, the alternator
breaker, and the bus bar to the batteries. The bus bar is used as a junction
block for the starter motor, the alternator, and the batteries.

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4
3

122
Starting and charging
system components:
1. Batteries
2. Starter
3. Alternator
4. Disconnect switch
5. Power outlet

The D8R starting and charging system uses four 3000 CCA 12-Volt
maintenance free batteries (1) to provide the electrical power to the starter
(2). A 50 amp alternator (3) is used to maintain the charge level of the
batteries. An optional 75 amp alternator is available for additional
accessories and when more than eight lights are required.
The disconnect switch (4) is used to open and close the ground connection
between the negative terminal of the batteries and the machine frame. The
switch is convieniently located to the left of the operator's station.
Next to the disconnect switch is the 24-Volt power outlet receptacle (5)
that can be used to power service tools. Use the 4C9031 Battery to Tool
Cable that has the standard cigarette lighter plug with an integral 1 amp
fuse on one end and a standard MS 2-pin connector on the other.

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5
4

123
Electrical
components:
1. Auliliary start
receptacle
2. Bus bar
3. Fuse panel

If the machine needs to be jump started, an auxiliary start receptacle (1) is

standard equipment and is located on the left side of the engine. Two Plug
Assemblies are available: the 8S2632 Plug Assembly is 2.45 m (10 ft.)
long and the 9S3664 Plug Assembly is 3.81 m (15 ft.) long. If the plug
assemblies are not available, refer to the procedure in the Operation
Section of the Operation and Maintenance Manual for the D8R Track-type
Tractor.
A bus bar (2), located just below the operator's station on the left inside of
the frame, is used as a junction to connect the positive power cable from
the batteries to the starter. The auxiliary start receptacle and the prelubrication timer/solenoid are connected to the bus bar.
Located on the left side of the operator's station just above the battery
compartment is the fuse panel (3). The fuse panel contains fuses for the
following circuits:

STMG 699
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- Flood lamps and
radio
- Operator monitor
- Gauges and
service meter
- Wiper motor
- Cigar lighter
- Horn
- Back-up alarm
- Front dash dome
- Key start switch
- Blower motor
- Alternator
4. Diagnostic
connector
5. Main relay

- 159 -

Side and rear flood lamps and radio (15 amp)

Operator monitor (10 amp)
Gauges and service meter (10 amp)
Wiper motor (15 amp)
Cigar lighter (15 amp)
Horn (10 amp)
Back-up alarm (10 amp)
Front dash dome (10 amp)
Key start switch (10 amp)
Blower motor (20 amp circuit breaker)
Alternator (60 amp circuit breaker)

In the center of the panel is the diagnostic connector (4). The diagnostic
connector can be used with the 6V2150 Starting/Charging Analyzer
Group to analyze starting and charging problems. Use the Service
Manual module "Systems Operation, Testing and AdjustingStarting and
Charging Systems for Machines Equipped with Diagnostic Connector"
(Form SENR2947) when diagnosing problems in these systems.
The main relay (5) is located just below the fuse panel. When the key
start switch is moved to the ON position, the main relay is energized.
Behind the fuse panel is the starter relay. When the key start switch is
moved to START, the starter relay is activated and permits the starter to
engage.

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2
3

124
Electrical
components:
1. Key start switch
2. Start aid switch
3. Neutral-start switch
location
4. Ether starting aid
5. Coolant
temperature switch

The key start switch (1) is located on the dash. If the dual twist tiller is in
either FORWARD or REVERSE, the engine will not start because a
neutral-start switch is installed in the dual twist tiller housing (3). The
back-up alarm switch is also contained within the tiller housing.
The ether starting aid group (4) is standard equipment. The group is
located on the left side of the engine in front of the fuel injection pump.
The operator can activate the system by depressing the start aid switch (2)
on the dash. A coolant temperature switch (5) is located on the top right
rear of the engine head. This system is not functional above 38C
(100F). For the correct operating procedure, refer to the Operation
Section of the D8R Track-type Tractor Operation and Maintenance
Manual.

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125

ELECTRONIC MONITORING SYSTEM

EMS components:
1. EMS panel
2. Master fault light
3. Panel test switch

The Electronic Monitoring System (EMS) is designed to alert the operator

of an immediate or impending problem in one or more of the machine
systems. The system includes the following components:
EMS Panel (1): contains eight fault lights, one for each machine
system.
Master Fault Light (2): flashes to indicate a Category 2 or 3 fault.
Panel Test Switch (3): used to test the panel lights, the master fault
light, and the fault alarm (not shown because it is located in the
compartment with the pilot valve for the dual twist tiller). With the
battery disconnect switch ON and the key start switch ON, holding the
test switch in the UP position will allow all the panel lights and master
fault light to flash. With the engine running, moving the test switch to
the UP position will allow all the lights to flash and the fault alarm to
sound. If any of the lights or alarm do not function, perform the
necessary repairs before starting the engine again.

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D8R EMS PANEL

COOLANT
TEMPERATURE

POWER TRAIN
OIL TEMPERATURE

COOLANT
FLOW

POWER TRAIN
OIL FILTER

ENGINE
OIL PRESSURE

ALTERNATOR

HYDRAULIC
OIL TEMPERATURE

HYDRAULIC
OIL FILTER

126
EMS warning
categories
Category 1
- Alternator

The EMS panel has three warning categories:

Category 1: For the first level of warning, only an LED indicator flashes.
This alert informs the operator that a system requires attention, but a
failure in the system will not endanger the operator or seriously damage
any machine components.

Category 2

- Alternator
- Coolant
temperature
- Power train oil
temperature
- Hydraulic oil
temperature

Category 2: For the second level of warning, both an LED indicator

flashes and the master fault light flashes on and off. Second level
warnings are caused by overheating and requires operator response. They
inform the operator to change his method of operation to prevent high
temperature damage to one or more systems.
- Coolant Temperature
- Power Train Oil Temperature
- Hydraulic Oil Temperature

STMG 699
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Category 3
- Engine oil pressure
- Power train oil filter

- 163 -

Category 3: For the third level of warning, an LED indicator will flash,
the master fault light will flash, and the fault alarm will sound. This alert
requires the operator to immediately shut down the machine as safely and
quickly as possible until the problem is corrected.

- Coolant flow

- Engine Oil Pressure

- Hydraulic oil filter

- Power Train Oil Filter

- Coolant Flow
- Hydraulic Oil Filter

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2
1

127
Category 1
components:
1. Alternator
2. "R" terminal
Category 2
components:
3. Coolant
temperature switch
4. Power train oil
temperature switch
5. Hydraulic oil
temperature switch

Category 1 Components: The alternator (1) is located on the right front

of the engine. The "R" terminal (2) on the alternator provides an AC
signal to the EMS control. The EMS control measures the frequency (Hz)
of the AC signal and determines the speed at which the alternator is
rotating. If the frequency measured is below 94 Hz 10%, the alternator
alert indicator will FLASH.
Category 2 Components: The 7N9785 Coolant Temperature Switch (3)
is located at the left rear of the engine head. The switch opens at 107.2C
(225F).
The 3T8525 Power Train Oil Tmperature Switch (4) is located on the
torque converter outlet relief valve. The switch opens at 129.4C (265F)
and closes at 118.3C (245F).
The 8N2248 Hydraulic Oil Temperature Switch (5) is located on the left
side of the hydraulic tank. The switch opens at 101.7C (215F) and
closes at 93.3C (200F).

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1
2

5
8

128
Category 3
components:
1. Engine oil pressure
switch
2. Power train oil filter
3. Hydraulic oil filter
4. Power train oil filter
switch
5. Power train oil filter
temperature switch

Category 3 Components: The 6T4949 Engine Oil Pressure Switch (1) is

located at the right rear of the engine block. The switch opens at 93 kPa
(13.5 psi) and closes at 69 kPa (10 psi).
The 9X7781 Power Train Oil Filter Switch (4) is located at the front of the
power train oil filter (2). The switch is normally open before installation.
If the filter element becomes full of debris, the restriction will cause the
pressure to increase inside the filter. If the pressure differential increases
to 175 kPa (25 psi), the bypass valve will move and the power train oil
filter switch will open causing the Category 3 Warning. Located on the
rear of the filter is the 9G3341 Power Train Oil Filter Temperature Switch
(5). The switch is normally closed below 52C (125F), which disables
the Category 3 Warning. After the system is warm and if the filter is
plugged, the fault will alert the operator.

STMG 699
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6. Hydraulic oil filter
switch
7. Hydraulic oil filter
temperature switch
8. Coolant flow switch

- 166 -

The 9X7781 Hydraulic Oil Filter Switch (6) is located at the rear of the
hydraulic oil filter (3). The switch is normally open before installation. If
the filter element becomes full of debris, the restriction will cause the
pressure to increase inside the filter. If the pressure differential increases
to 175 kPa (25 psi), the bypass valve will move and the power train oil
filter switch will open causing the Category 3 Warning. Located on the
front of the filter is the 8C3569 Hydraulic Oil Filter Temperature Switch
(7). The switch is normally closed below 52C (125F), which disables
the Category 3 Warning. After the system is warm and if the filter is
plugged, the fault will alert the operator.
The 3E2030 Coolant Flow Switch (8) is located at the right front side of
the engine. The switch is normally open and, when the engine is running,
coolant flow from the water pump moves the switch paddle closing the
switch. If a loss of coolant flow causes the switch to open, the fault will
alert the operator.

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129

Fuel pressure switch

(arrow)

The EMS Category 3 alarm is activated by the 9W3187 Fuel Pressure

Switch (arrow) located on the filter housing. During normal operation
(engine running), the fuel pressure switch is open. When the engine is
stopped, the fuel pressure switch closes the alarm inhibit input to ground.
With this input grounded, the alarm will NOT SOUND.

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130

Four dash gauges:

1. Hydraulic oil
temperature
2. Fuel level
3. Power train oil
temperature
4. Engine coolant
temperature

On the dash are four gauges for the operator to monitor the following
systems:
Hydraulic Oil Temperature (1): Monitors the temperature of the
hydraulic oil system (implement and steering). Normal operating
temperature is between 75C and 96C (167F and 205F). If the gauge
indicator reaches 102C (215F), the temperature in the hydraulic system
is too high. Move the cylinders without a load to reduce the temperature.
Fuel Level (2): Monitors the amount of fuel in the tank.
Power Train Oil Temperature (3): Monitors the temperature of the
power train oil system. Normal operating temperature is between 82C
and 113C (180F and 235F). If the gauge indicator reaches 129C
(265F), the temperature in the power train oil system is too high. Move
the tiller to NEUTRAL and maintain the engine rpm at HIGH IDLE to
reduce the temperature.
Engine Coolant Temperature (4): Monitors the temperature of the
engine. Normal operating temperature is between 75C and 93C (167F
and 200F). If the gauge indicator reaches 107C (225F) with the
cooling system pressurized, the temperature is too high.

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4
3

131
Gauge group
component locations:
1. Hydraulic oil
temperature sender
2. Fuel level sender

The 8N2248 Hydraulic Oil Temperature Sender (1) is located on the left
side of the hydraulic tank.
The 118-0690 Fuel Level Sender (2) is located in the top center of the fuel
tank and, if an electrical problem occurs, a mechanical needle on the top
of the sender shows the fuel level.

3. Power train oil

temperature sender

The 8N3844 Power Train Oil Temperature Sender (3) is located on the
torque converter outlet relief valve.

4. Engine coolant
temperature sender

The 6N5926 Engine Coolant Temperature Sender (4) is located on the top
front of the engine cylinder head.

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CONDENSER
COIL
COMPRESSOR

CONDENSER FAN

ORIFICE TUBE/
DRYER

EVAPORATOR
COIL

ACCUMULATOR

D8R ORIFICE TUBE SYSTEM

EVAPORATOR BLOWER FAN

132
AIR CONDITIONING SYSTEM
Air conditioning
components:
- Evaporator
- Compressor
- Condenser

The optional air conditioning system on the D8R contains the following
components:
Evaporator: Low pressure liquid refrigerant boils and collects heat
from the surrounding area.
Compressor: Increases the pressure and temperature of the
refrigerant vapor.

- Orifice tube-dryer
- Accumulator

Condenser: Removes heat from the high pressure/high temperature

refrigerant vapor causing the vapor to change into high pressure liquid
refrigerant.
Orifice tube/dryer: Regulates the flow of refrigerant to the
evaporator coil and the dryer section contains the desiccant for
moisture removal.
Accumulator: Functions as a liquid/vapor separator and ensures that
only vapor will reach the compressor.

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

- High pressure liquid

Red and White Stripes

- Low pressure liquid

Purple

- High pressure gas

Purple and White Stripes

- Low pressure gas

Green

- Refrigerant oil

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133

Air conditioning
components:
1. Orifice tube/dryer
2. Moisture indicator

The orifice tube/dryer (1) is located on the left side of the engine just
below the air cleaner housing. This group contains the orifice tube and
the desiccant which dries the liquid refrigerant.
Located on the left side of the orifice tube/dryer is the moisture indicator
(2). The moisture indicator should be checked at the end of each shift. To
check the moisture indicator, look at the color through the sight glass. If
the color is blue, the system is dry. If the color is pink, the system has
moisture. The moisture must be removed and the orifice tube/dryer must
be changed.

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ORIFICE TUBE
TUBE

SCREEN

TABS

O-RINGS

SCREEN

BODY

134
Orifice tube
components

The orifice tube contains a small tube which extends through the center of
a plastic body. The two screens (one on each end) filter the refrigerant
that flows through the small tube. The two o-rings are positioned to seal
against leakage past the outside of the orifice tube. The two tabs engage
the tooling when installing and removing the orifice tube.

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1
2

135

Air conditioning
components:
1. Compressor
2. Refrigerant switch

The compressor (1) is located at the left front of the engine. The
refrigerant switch (2) is mounted on the compressor. The refrigerant
switch is the low pressure sensing switch that is used to protect the system
from damage due to the lack of oil. Located in the electrical circuit to the
magnetic clutch, the switch opens and shuts off the compressor when the
system pressure decreases below 175 kPa (25 psi).

3. Arc suppressor

The arc suppressor (3) is used to suppress the high voltage that is created
each time the magnetic clutch on the compressor is engaged and released.

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DRIVE PLATE
PULLEY ASSEMBLY

HUB

COMPRESSOR
CLUTCH

SHAFT

BEARING
COIL ASSEMBLY

136
Magnetic clutch

The clutch is driven by the engine crankshaft through a belt to the pulley
assembly on the magnetic clutch. The pulley assembly turns on the
bearing and is not connected to the shaft. The drive plate is splined
through the hub to the shaft. The coil assembly is mounted on the frame
of the compressor and does not rotate.
The electrical current from the thermostat creates a magnetic field in the
coil assembly. The magnetic field pulls the drive plate against the pulley
assembly. The pulley assembly then turns the drive plate, hub and shaft to
operate the compressor.

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1
3

137

Air conditioning
components:
1. Accumulator
2. Condenser coil
3. Hydraulic cooler

The accumulator (1) is located just above and to the left of the
compressor. The condenser coil (2) is located in front of the hydraulic
system oil cooler (3) and behind the radiator.

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DIVERTER CAP

INLET

VAPOR LINE

ACCUMULATOR
OIL BLEED LINE

OUTLET

138
Accumulator
components

The accumulator contains a diverter cap to keep the liquid away from the
vapor line and an oil bleed line to allow oil to flow back to the
compressor.

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4
5

10

9
1

139

Heating and air

conditioning controls:
1. Fan switch
2. Off
3. Low
4. High
5. Defrost
6. Low
7. High
8. Defogging
9. Heater temperature
control
10. Air conditioning
temperature
control

The heating and air conditioning controls are located on the bottom left of
the dash. The heating and air conditioning fan speed switch (1) has seven
positions.
Heating Positions:
Off (2), Low (3), High (4), and Defrosting (5)
Air Conditioning Positions:
Low (6), High (7), and Defogging (8)
The heater temperature control (9) can be rotated from OFF (left) to
MAXIMUM (right) heat. The air conditioning temperature control (10)
can be rotated from OFF (left) to MAXIMUM (right) cooling.
NOTE: The heating system will be explained later in this
presentation.

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1
3

140

2. Capillary tube

The evaporator coil (1) is located in front of the operator's station. The
capillary tube (2) for the thermostatic switch is inserted into the
evaporator coil. Moisture that drips off the evaporator coil is collected in
a pan. This pan has a vinyl drip tube (3) that directs the water below the
machine.

3. Evaporator drip
tube

On top of the evaporator coil is the filter (4) that must be cleaned every 10
service hours or daily.

4. Filter

Inside the cab is a filter element (5) that must be cleaned every 10 service
hours or daily.

Air conditioning
components:
1. Evaporator coil

5. Cab filter

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COMPRESSOR
ELECTRICAL CIRCUIT

CAPILLARY TUBE

R-134a

CAPILLARY BELLOWS
ASSEMBLY

PIVOTING FRAME

CLUTCH

POINT
OPENING
BATTERY

THERMOSTATIC
SWITCH

TEMPERATURE
ADJUSTING SCREW

141
Thermostatic switch

The thermostatic switch in the compressor electrical circuit cycles the

compressor, allowing the operator to adjust the amount of coolness
desired and prevent the evaporator from freezing.
The thermostatic switch consists of a pivoting frame attached to a
capillary bellows assembly. The capillary tube is filled with refrigerant.
The capillary tube is inserted between the evaporator core fins. The gas in
the capillary tube expands or contracts, depending on the temperature of
the evaporator.
The expanding and contracting gas in the capillary tube causes the bellows
to expand and contract. The expanding and contracting bellows cause the
frame to pivot.

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- 181 -

Half of the evaporator clutch coil contact is connected to the pivoting

frame, and the other half is attached to the body of the switch. The
contacts must come together to operate the compressor clutch. The
operator regulates the evaporator cooling by varying the space between
the contacts. Moving the contacts farther apart (decreasing cooling)
causes the bellows to expand farther before closing the contacts. Moving
the contacts closer together (increasing cooling) causes the contacts to
close with less bellows movement.
Adjustable thermostats have provisions for regulating the range between
the opening and closing of the contacts. An adjustment screw is located
below a removable cover. If an adjusment screw is not found in this
location, the thermostat is non-adjustable.

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KEY START SWITCH

D8R OPERATOR'S STATION AIR CONDITIONING SYSTEM

308 YL

C OFF
S ON
B ST
105 RD
307 OR

KEY START
101 RD
10 A
304 WH

BAT MTR

STARTER
RELAY

RD 00

200 BK

NEUTRAL-START
SWITCH

109 RD

109 RD

MAIN
RELAY

STARTER
MOTOR

MOTOR

306 GN

112 PU

200 BK

101 RD

FRAME

BLOWER
MOTOR

200 BK

BLOWER
MOTOR

ENGINE
RD 00

RD 00

308 YL

DISCONNECT
SWITCH

BUS BAR

ALTERNATOR
BREAKER

POS NEG

BK 00

POS NEG

109 RD
ALT
+

515 GY

515 GY

RD 00

RD 00

RESISTOR

POS NEG

POS NEG

BATTERIES

517 BU

516 GN
521 YL

BLOWER
MOTOR
BREAKER

ARC SUPPRESSOR

THERMOSTAT
SWITCH

124 GN
20 A

1 2 5 4 3

513 OR

522 WH

REFRIGERANT SWITCH
(NORMALLY OPEN BEFORE
REFRIGERANT CHARGE)

BLOWER MOTOR
SWITCH

AIR CONDITIONER CLUTCH

142
Air conditioning
electrical schematic

The D8R air conditioning electrical system is very basic. Power for the
air conditioner clutch comes from the refrigerant switch which is
connected to terminal 2 on the blower motor switch. The thermostat
switch is the control for the clutch. To increase or decrease the operator's
station temperature, the operator rotates the thermostat switch on the dash
to change the compressor cycling. The arc suppressor is used to suppress
the high voltage that is created each time the magnetic clutch is engaged
or released.

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143

Air conditioner
servicing:
1. Suction line
2. Discharge line

To check the air conditioning system, start and operate the engine at
HIGH IDLE. Set the air conditioner control for maximum cooling and
the fan control on HIGH. Allow two minutes for the system to stabilize.
Feel the suction line (1) and the discharge line (2). If the system contains
refrigerant, the discharge line will be warmer than the suction line. If the
system does not contain or is very low on refrigerant, poor cooling output
will result.
Before faulting the refrigerant, check the condition and tightness of the
compressor belt. The belt should deflect 14 to 20 mm (.56 to .81 in.)
under a 110 N (25 lb.) force.
If the belt tension is acceptable and the system still does not cool, the air
conditioner system must be serviced.

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144

OPERATOR'S STATION HEATING SYSTEM

Heating system
components:
- Heater core

The optional heating system on the D8R contains the following

components:
Heater core: Source of heat to the operator from the engine coolant.

- Gate valves
- Blower motors and
fans
- Fan speed control
- Heater temperature
control

Gate valves: Two valves, supply and return, that are used to control
the flow of coolant to the heater core.
Blower motors and fans: Provide forced air for both heating and
cooling.
Fan speed control: Seven position switch that controls the blower
motors for heating and air conditioning. The switch uses a large
resistor to provide the LOW speed. HIGH speed does not use the
resistor.
Heater temperature control: Controls the amount of coolant flow
through the heater core.

STMG 699
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- 185 -

145

Heating system
components:
1. Heating fan switch
2. Off
3. Low
4. High
5. Defrosting
6. Heater temperature
control

The heating controls are located on the bottom left corner of the dash.
The heating fan speed switch (1) has seven positions.
Heating Positions:
Off (2), Low (3), High (4), and Defrosting (5)
The heater temperature control (6) can be rotated from OFF (left) to
MAXIMUM (right) heat.

STMG 699
6/98

- 186 -

146

Heater system
components:
1. Blower motors
2. Resistor

The blower motors (1) have two speeds through the use of a power
resistor (2). When the fan speed switch is moved to the LOW SPEED
position, the resistor is connected in series and lowers the voltage to the
motors, which decreases the speed of the motors.

STMG 699
6/98

- 187 -

KEY START
SWITCH

D8R OPERATOR'S STATION HEATING SYSTEM

308 YL

C OFF
S ON
B ST

KEY START
105 RD

10 A

101 RD

307 OR

304 WH

BAT MTR

STARTER
RELAY

RD 00

200 BK

STARTER
MOTOR

MOTOR

306 GN

NEUTRAL-START
SWITCH

200 BK

101 RD

109 RD
109 RD

FRAME
RD 00

308 YL

BLOWER
MOTOR

200 BK

DISCONNECT
SWITCH

BUS BAR

ALTERNATOR
BREAKER

112 PU

MAIN
RELAY

BLOWER
MOTOR

ENGINE
RD 00

POS NEG

BK 00

POS NEG

109 RD
ALT
+

RD 00

RESISTOR

RD 00
515 GY

515 GY

POS NEG

POS NEG

517 BU

516 GN

BATTERIES

124 GN
20 A

BLOWER
MOTOR
BREAKER

1 2 5 4 3

BLOWER MOTOR
SWITCH

147
Heating electrical
schematic

The D8R heating electrical system is also very basic. Power for the two
dual blower motors comes from the blower motor breaker, which is
connected to the main relay. The blower motor switch can be wired for
both heating and air conditioning. By using the resistor, two speeds are
available: LOW and HIGH.

STMG 699
6/98

- 188 -

148

Heater control valve

(arrow)

The heater control valve (arrow) is located in the return line of the heater
core.

STMG 699
6/98

- 189 -

149

Heater control knob

(arrow)

When the heater control knob (arrow) is rotated, the torsion cable, which
connects the knob to the heater control valve, varies the amount of coolant
that flows through the heater core.

STMG 699
6/98

- 190 -

150

Heater control
components:
1. Supply valve
2. Return valve

The heater core shutoff valves are used when the ambient temperature is
high enough that the operator does not need any cab heating. The upper
valve (1) is the supply gate valve and the lower valve (2) is the return gate
valve.

STMG 699
6/98

- 191 -

151

CONCLUSION
This presentation has discussed the major changes between the D8R and
the D8N Track-type Tractors. All the systems of the machine were
discussed and included the component locations and functions.
For service repairs, adjustments, and maintenance, always refer to the
Operation and Maintenance Manual, Service Manuals, and other related
service publications.

STMG 699
6/98

- 192 -

SLIDE LIST
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.

Title slide
Steer system comparison
Hydraulic system comparison
Additional changes
Optional equipment
Operator's station
Seat
Steering controls
Implement controls
Brake pedal and engine speed controls
Dash
Disconnect switch
Engine
Air inlet and exhaust system
Air filters
Aftercooler
Exhaust system
Ether starting aid
Fuel system
Fuel tank
Fuel tank valves
Fuel level components
Fuel system filters
AMOCS radiator
AMOCS coolant flow
Radiator components
Cooling system components
Cooling system components
Coolant monitoring system
Engine oil system
Engine oil system components
Pre-lubrication system
Pre-lubrication system (engine left side)
Pre-lubrication system (engine right side)
Pre-lubrication electrical schematic
Undercarriage
Pilot shaft dipstick
Equalizer bar
Power train comparison
Power train schematic
Torque divider
Torque divider operation
Power shift transmission
Transmission pressure taps

45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
7 5.
76.
77.
78.
79.
80.
81.
82.
83.
84.

Power shift transmission

Power train fill tube
Power train pumps
Power train filter
Transmission case drain plug
Bevel gear case fast fill fitting
Main sump drain
Torque divider drain
Torque converter outlet relief valve
Power train oil cooler
Power train schematic
Transmission control valve--NEUTRAL
Transmission control valve--FIRST
FORWARD
Transmission control valve--START IN GEAR
Brake control, makeup and priority valve
Brake control, makeup, and priority valve
components
Final drive, brakes, and steering differential
and planetary
Brake housing plugs
Brake shuttle spool
Pump drive lube tap
Differential steer components
Differential steer-- STRAIGHT LINE
OPERATION
Differential steer--LEFT TURN FORWARD
Steering comparison
Steering and implement systems diagram
Pilot valve location
Steering pump location
Steering motor location
Bypass and pressure control group location
Bypass and pressure control group components
Hydraulic tank and filter
Hydraulic tank drain valve
Hydraulic oil cooler
Steering system schematic
Pilot valve--NO TURN
Steering pump--NO TURN
Steering motor--NO TURN
Steering motor flushing valve
Pilot valve--LEFT TURN
Steering pump--LEFT TURN

STMG 699
6/98

- 193 -

SLIDE LIST
85.
86.
87.
88.
89.
90.
91.
92.
93.
94.
95.
96.
97.
98.
99.
100.
101.
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.
115.
116.
117.
118.
119.
120.
121.
122.
123.
124.

Steering pump (end view)

Steering pump--LEFT TURN
Steering pump (top view)
Steering pump (side view)
Bypass and pressure control group
Steering and implement system diagram
Hydraulic tank components
Implement pump location
Implement control valves location
Lift cylinders
Blade tilt cylinders
Ripper components
Ripper components
Implement hydraulic system diagram
Implement hydraulic system schematic
Pressure and flow compensator valve
Implement pump--ENGINE OFF
Implement pump--LOW PRESSURE
STANDBY
Implement pump--UPSTROKING
Implement pump--CONSTANT FLOW
Implement pump--DESTROKING
Implement pump--HIGH PRESSURE
STALL
Implement control valves schematic
Dozer lift valve--HOLD
Dozer lift valve--RAISE
Dozer lift valve--LOWER
Dozer tilt valve--HOLD
Ripper valve--HOLD
Quick-drop valve location
Quick-drop valve--HOLD
Quick-drop valve--RAISE
Quick-drop valve--LOWER
Quick-drop valve--QUICK-DROP
Quick-drop valve--LOWER WITH DOWN
PRESSSURE
Ripper diverter valve schematic
Ripper diverter valve
Starting and charging system schematic
Starting and charging system component
Starting and charging system component
locations
Starting and charging system components
locations

125.
126.
127.
128.
129.
130.
131.
132.
133.
134.
135.
136.
137.
138.
139.
140.
141.
142.
143.
144.
145.
146.
147.
148.
149.
150.
151.

EMS
EMS panel
EMS components--Categories 1 and 2
EMS components--Category 3
Fuel pressure switch
Dash gauges
Gauge components locations
Air conditioning system
Orifice tube dryer
Orifice tube
Air conditioning components
Compressor clutch
Air conditioning components
Accumulator
Heating and air conditioning controls
Air conditioning components
Thermostatic switch
Air conditioning electrical schematic
Air conditioning servicing
Operator's station heating system
Heating system controls
Blower motors
Heating system electrical schematic
Heater control valve
Heater control knob
Heater shutoff valves
D8R model view

CYLINDER

AIR
CLEANER
COMPRESSOR WHEEL

PRECLEANER

MUFFLER

DUST EJECTOR LINE

TURBINE WHEEL

TURBOCHARGER

- 194 -

HEAD AND
VALVES

EXHAUST
MANIFOLD

AFTERCOOLER

D8R AIR INLET AND

EXHAUST SYSTEM

Directions: Draw the air flow lines between the components.

STMG 699
6/98
Serviceman's Handout No. 1

SUPPLY

TANK

DRAIN

TRANSFER
PUMP
PRIMARY
FILTER

INJECTOR

- 195 -

SECONDARY
FILTER

PRIMING
PUMP

RETURN

D8R FUEL SYSTEM

Directions: Draw the fuel flow lines between the components.

STMG 699
6/98
Serviceman's Handout No. 2

BYPASS

WATER
PUMP

TEMPERATURE
REGULATOR

SHUNT
LINE

WATER PUMP
OUTLET

AIR VENT

AIR
FLOW

- 196 -

OIL
COOLER

AFTERCOOLER

EXPANSION
TANK

D8R ADVANCED MODULAR COOLING SYSTEM

Directions: Draw the coolant flow arrows between the components.

STMG 699
6/98
Serviceman's Handout No. 3

D8R LUBRICATION SYSTEM

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
- 197 Serviceman's Handout No. 4

109 RD

ALT

KEY START
10 A

112 PU

109 RD

10 A

RD 00

BUS
BAR

OPERATOR MONITOR
GAUGES AND SERVICE METER
WIPER MOTORS
CIGAR LIGHTER

10 A
10 A
15 A
15 A

116 BR

SIDE AND REAR FLOOD LAMPS/RADIO

10 A
FRONT DASH DOME

105 RD

101 RD

337 WH

ALTERNATOR
BREAKER

101 RD

10 A
FORWARD HORN

15 A

121 RD

BACK-UP ALARM

109 RD

109 RD

NEUTRAL-START
SWITCH

307 OR

105 RD

306 GN

200 BK

109 RD

200 BK

C OFF
S ON
B ST

BACK-UP ALARM

200 BK

RD 00

RD 00

BK 00

STARTER
MOTOR/
PRELUBE

POS NEG

BATTERIES

POS NEG

200 BK

A447 PK

337 WH

307 OR

PRELUBE
TIMER/
SOLENOID

DISCONNECT
SWITCH

101RD

301 BU

OIL PRESSURE
CUTOFF SWITCH

POS NEG

RD 00

POS NEG

RD 00

ENGINE

MOTOR

BAT MTR

FRAME

200 BK

304 WH

116 BR

BACK-UP ALARM
SWITCH

321 BR

- 198 -

308 YL

MAIN
RELAY

STARTER
RELAY

308 YL

KEY START
SWITCH

D8R PRE-LUBRICATION SYSTEM

Directions: Draw the wires between the components of the pre-lubrication system.

STMG 699
6/98
Serviceman's Handout No. 5

STMG 699
6/98

- 199 -

Serviceman's Handout No. 6

Directions: Match the components with the associated letter.

D8R COMPONENT IDENTIFICATION

Q

O
P

B
C

M
L

Case Drain Filter

Bevel Gear Case

Implement Pump

Tiller Lever and Pilot

Valve

Quick-drop Valve

Steering Motor

Oil Cooler

Steering Pump

Brake Housing

Hydraulic Tank

Torque Divider

Power Train Filter

Bypass and Pressure

Control Group
Hydraulic Tank
Charge Pump
Final Drive

Power Train Pumps

Implement Filter

TORQUE DIVIDER

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
- 200 Serviceman's Handout No. 7

POWER SHIFT TRANSMISSION

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
- 201 -

Serviceman's Handout No. 8

P3

R N F

1 2 3

P1

5
4

P2

D8R POWER TRAIN HYDRAULIC SYSTEM

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
- 202 -

Serviceman's Handout No. 9

P3

P1

P2

- 203 -

R N F

1 2 3

NEUTRAL

D8R TRANSMISSION CONTROL VALVE

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
Serviceman's Handout No. 10

BRAKE CONTROL, MAKEUP AND PRIORITY VALVE GROUP

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
- 204 -

Serviceman's Handout No. 11

STMG 699
6/98

- 205 -

Serviceman's Handout No. 12

Directions: Write the sequence of letters for the power flow through the differential power train for the
condition: LEFT TURN FORWARD. Use the numbered blanks at the bottom of the page for the two
power flow splits.

HYDRAULIC
MOTOR

P B
J
TO LEFT
FINAL DRIVE

G
E

I
D

TRANSMISSION
INPUT

K
M

O
I

E
F

TO RIGHT
FINAL DRIVE

M
H
K

DRIVE
PLANETARY
STEER
PLANETARY

EQUALIZING
PLANETARY

1. _________

1. _________

7. _________

2. _________

2. _________

8. _________

3. _________

3. _________

4. _________

4. _________
5. _________
6. _________

STMG 699
6/98

- 206 -

Serviceman's Handout No. 13

Steering System Component Reference Checklist I

Directions: Use this sheet to take notes during the presentation and as a checklist when identifying
components during the lab session
_____ Charge pressure relief valve
Example: Limits charge pressure for the charging circuit, ripper diverter valve and pilot
valve.
_____ Pressure compensator (cutoff) valve

_____ Right and left crossover and makeup relief valves

_____ Charge pump

_____ Pump control spool

_____ Pump control piston

_____ Steering pump swashplate and pistons

_____ Steering motor with flushing valve

_____ Steering charge circuit filter

_____ Cold oil bypass valve

_____ Cooler

_____ Cooler bypass valve

_____ Pressure reducing valve and check valve

_____ Orifice in bypass and pressure control group

STMG 699
6/98

- 207 -

Serviceman's Handout No. 14

Implement System Component Reference Checklist II

Directions: Use this sheet to take notes during the presentation and as a checklist when identifying
components during the lab session
_____ Flow compensator (margin) spool
Example: Maintains difference between supply pressure and signal pressure.
_____ Pressure compensator (cutoff) spool

_____ Quick-drop valve

_____ Ripper diverter solenoid

_____ Ripper diverter spool

_____ Charging valve

_____ Main relief valve

_____ Hydraulic line from implement pump to bypass and pressure control group

_____ Bleed valve on pump compensator valve

STMG 699
6/98

- 208 -

Serviceman's Handout No. 15

Directions: Match the components of the D8R Differential Steer System to the definitions at the right
of the page. Place the letter in the blank next to the name.
_____ Pilot Valve
_____ Cooler Bypass Valve
_____ Pump Control Piston

A. Fills the system with oil during start-up and

provides cool oil for the drive loops and steering
pilot valve.
B. When either side of the loop reaches 40000 kPa
(5800 psi), this valve destrokes the pump.

_____ Pressure Compensator (Cutoff) Valve

_____ Pump Control Spool
_____ Cold Oil Bypass Valve
_____ Orifice in Bypass and Pressure Control
Group
_____ Steering Motor with Flushing Valve
_____ Charge Pump
_____ Pressure Reducing Valve and Check
Valve

C. This valve limits the charge pressure to 2500 kPa

(365 psi).
D. Each side of the drive loop has a valve that limits
the pressure spikes.
E. Pilot oil moves the spool a small amount and
directs charge pressure to either end of the pump
control piston.
F. Contains two pressure reducing valves which
control the displacement of the steering pump.
G. Uses flow from the steering pump to cause the
machine to make right or left turns.

_____ Charge Pressure Relief Valve

H. Filters charge pump oil.
_____ Right and Left Crossover and Makeup
Relief Valves
_____ Steering Charge Circuit Filter
_____ Bypass and Pressure Control Group

I. This valve group serves as a collection manifold

for the charge pressure and cooling circuit of the
steering system.
J. This valve protects the charge circuit when the oil
is cold.
K. This valve protects the cooler from differential
pressures higher than 345 kPa (50 psi).
L. If charge pump pressure decreases below a set
pressure, oil from the implement pump oil helps
replenish the charge circuit.
M. Steering pump case drain oil directed to steering
motor.
N. Directly connected to the swashplate.

D8R STEERING AND IMPLEMENT HYDRAULIC SYSTEM

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
- 209 Serviceman's Handout No. 17

ENGINE OFF

PUMP AND COMPENSATOR OPERATION

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
- 210 Serviceman's Handout No. 18

HOLD

DOZER LIFT VALVE

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
- 211 Serviceman's Handout No. 19

HOLD

QUICK-DROP OPERATION

Directions: Fill in the blanks with the correct name for each component.

STMG 699
6/98
- 212 Serviceman's Handout No. 20

109 RD

ALT

200 BK

109 RD

200 BK

109 RD

10 A

105 RD

101 RD

121 RD
304 WH

SIDE AND REAR FLOOD LAMPS/RADIO

OPERATOR MONITOR
GAUGES AND SERVICE METER
WIPER MOTORS
CIGAR LIGHTER

10 A
10 A
15 A
15 A

RD 00

200 BK

STARTER
MOTOR

POS NEG

POS NEG

BATTERIES

POS NEG

RD 00

POS NEG

RD 00

ENGINE

MOTOR

BAT MTR

BACK-UP ALARM
SWITCH

FRAME

200 BK

RD 00

BUS BAR

RD 00

15 A

10 A
FRONT DASH DOME

ALTERNATOR
BREAKER

109 RD

101 RD

BACK-UP ALARM
10 A

FORWARD HORN

109 RD

NEUTRAL-START
SWITCH

10 A

KEY START

112 PU

306 GN

307 OR

105 RD

C OFF
S ON
B ST

BACK-UP ALARM

321 BR

BK 00

DISCONNECT
SWITCH

- 213 -

308 YL

MAIN
RELAY

STARTER
RELAY

308 YL

KEY START
SWITCH

D8R STARTING AND CHARGING SYSTEM

Directions: Draw the wires between the components of the starting and charging system.

STMG 699
6/98
Serviceman's Handout No. 21

D8R EMS PANEL

Directions: Fill in the blanks with the correct name for each symbol.

STMG 699
6/98
- 214 Serviceman's Handout No. 22

Directions: Fill in the blanks with the correct name for each component.

D8R ORIFICE TUBE SYSTEM

STMG 699
6/98
- 215 Serviceman's Handout No. 23

109 RD

ALT

112 PU

109 RD

BLOWER MOTOR
SWITCH

20 A

1 2 5 4 3

516 GN
124 GN

515 GY
515 GY

ALTERNATOR
BREAKER

101 RD

BLOWER
MOTOR

NEUTRAL-START
SWITCH

10 A

KEY START

517 BU

RD 00

POS NEG

513 OR

DISCONNECT
SWITCH

AIR CONDITIONER CLUTCH

522 WH

THERMOSTAT
SWITCH

BATTERIES

BK 00

ARC SUPPRESSOR

POS NEG

REFRIGERANT SWITCH
(NORMALLY OPEN BEFORE
REFRIGERANT CHARGE)

POS NEG

RD 00

POS NEG

RD 00

MOTOR

STARTER

ENGINE

MOTOR

BAT MTR

FRAME

200 BK

RD 00

BUS BAR

521 YL

RESISTOR

BLOWER
MOTOR

101 RD

RD 00

304 WH

D8R OPERATOR'S STATION AIR CONDITIONING SYSTEM

- 216 -

BLOWER
MOTOR
BREAKER

200 BK

109 RD

306 GN

307 OR

105 RD

C OFF
S ON
B ST

200 BK

308 YL

MAIN
RELAY

STARTER
RELAY

308 YL

KEY START
SWITCH

Directions: Draw the wires between the components of the air conditioning electrical system.

STMG 699
6/98
Serviceman's Handout No. 24

ALT

200 BK

109 RD

200 BK

515 GY

1 2 5 4 3

516 GN
124 GN

515 GY

BLOWER
MOTOR

ALTERNATOR
BREAKER

101 RD

RD 00

POS NEG

POS NEG

BATTERIES

POS NEG

RD 00

POS NEG

RD 00

BK 00

STARTER
MOTOR

ENGINE

MOTOR

BAT MTR

FRAME

200 BK

RD 00

BUS BAR

BLOWER MOTOR
SWITCH

517 BU

RESISTOR

BLOWER
MOTOR

101 RD

RD 00

304 WH

DISCONNECT
SWITCH

D8R OPERATOR'S STATION HEATING SYSTEM

- 217 -

BLOWER
MOTOR
BREAKER

20 A

109 RD

NEUTRAL-START
SWITCH

KEY START
10 A

112 PU

306 GN

307 OR

105 RD

C OFF
S ON
B ST

109 RD

308 YL

MAIN
RELAY

STARTER
RELAY

308 YL

KEY START
SWITCH

Directions: Draw the wires between the components of the heating electrical system.

STMG 699
6/98
Serviceman's Handout No. 25

STMG 699
6/98

- 218 -

INSTRUCTOR NOTES

STMG 699
6/98

- 219 -

INSTRUCTOR NOTES

SESV1699
6/98

Printed in U.S.A.