SERV1866

September 2008

GLOBAL SERVICE LEARNING

TECHNICAL PRESENTATION

993K WHEEL LOADER

INTRODUCTION

Service Training Meeting Guide

(STMG)
993K WHEEL LOADER -
INTRODUCTION
AUDIENCE

Level II - Service personnel who understands the principles of machine system operation,
diagnostic equipment, and procedures for testing and adjusting.

CONTENT

This presentation provides information on the system operation of the operator’s station, engine,
power train, implement, steering, fan, and brake systems. This presentation may be used for
self-paced and self-directed training.

OBJECTIVES
After learning the information in this meeting guide, the technician will be able to:
1. locate and identify the major components in the operator’s station, engine, power train,
implement, steering, fan, and brake systems;
2. explain the operation of the major components in the systems;
3. trace the flow of oil through the systems.

REFERENCES

Specalog "993K Wheel Loader" AEHQ5922

993K Wheel Loader Service Manual KENR5810
993K Wheel Loader Parts Manual (Z9K) SEBP4658
993K Wheel Loader Parts Manual (LWA) SEBP5445

PREREQUISITES

"Fundamentals of Engines Self Study Course" TEMV3001

"Fundamentals of Mobile Hydraulics Self Study Course" TEMV3002
"Fundamentals of Power Trains Self Study Course" TEMV3003
"Fundamentals of Electrical Systems Self Study Course" TEMV3004
STMG546 "Graphic Fluid Power Symbols" SESV1546

Estimated Time: 36 Hours

Illustrations: 245
Form: SERV1866
Date: 09/08

© 2008 Caterpillar
SERV1866 -3- Text Reference
09/08

TABLE OF CONTENTS

INTRODUCTION ........................................................................................................................6

OPERATOR'S STATION..............................................................................................................8

VITAL INFORMATION MANAGEMENT SYSTEM (VIMS)................................................22

Advisor Display ....................................................................................................................28
Main Menu Options..............................................................................................................31
Operator Menu Options ........................................................................................................32
Service Menu Options ..........................................................................................................33
Settings Menu Options .........................................................................................................36
Payload Menu Options .........................................................................................................38
Monitor Menu Options .........................................................................................................40
Service Mode Menu Options................................................................................................41

MESSENGER MONITORING SYSTEM .................................................................................42

Main Menu Options..............................................................................................................44
Service Menu Options ..........................................................................................................45
Settings Menu Options .........................................................................................................47
Totals Menu Options.............................................................................................................48

C32 ACERT™ ENGINE ............................................................................................................49

Engine Electronic Control System .......................................................................................50
Engine Derates......................................................................................................................67
Cooling System.....................................................................................................................74
Lubrication System ...............................................................................................................76
Fuel System...........................................................................................................................77
Air Intake and Exhaust System ............................................................................................81
Engine Compression Brake ..................................................................................................87

POWER TRAIN .........................................................................................................................91

Power Train Electronic Control System ...............................................................................92
Power Train Hydraulic System...........................................................................................122
Power Train Hydraulic Schematics ....................................................................................135
Automatic Lubrication System ...........................................................................................145

ELECTRO-HYDRAULIC IMPLEMENT SYSTEM ..............................................................152

Implement Electronic Control System ...............................................................................154
Positive Flow Control (PFC) System .................................................................................165
Pilot Hydraulic System .......................................................................................................166
Main Hydraulic System ......................................................................................................179
Implement Pump Operation................................................................................................185
SERV1866 -4- Text Reference
09/08

Implement Control Valve Operation...................................................................................190

Implement Hydraulic System Operation ............................................................................194
Ride Control System...........................................................................................................205
Implement Control Strategies .............................................................................................208
Implement System Calibrations..........................................................................................210

FAN HYDRAULIC SYSTEM .................................................................................................212

Standard Hydraulic Fan System .........................................................................................216
High Ambient Hydraulic Fan System.................................................................................220

STEERING SYSTEM ..............................................................................................................221

Steering Pump Operation....................................................................................................235
Pilot Control Valve .............................................................................................................240
Steering Control Valve........................................................................................................242
Steering System Operation .................................................................................................245

BRAKE SYSTEM ....................................................................................................................248

Brake Pump Operation .......................................................................................................250
Brake System Schematics...................................................................................................259

AXLE OIL COOLING SYSTEM ............................................................................................263

REAR ACCESS EGRESS SYSTEM (RAES) .........................................................................268

CONCLUSION.........................................................................................................................279

VISUAL LIST ..........................................................................................................................280

HYDRAULIC SCHEMATIC COLOR CODE.........................................................................284

SERV1866 -5- Text Reference
09/08

NOTES
SERV1866 -6- Text Reference
09/08 Introduction

993K WHEEL LOADER

INTRODUCTION

© 2008 Caterpillar

INTRODUCTION

The 993K Wheel Loader has been designed as a new model that fits between the 992K and
994F Wheel Loaders in the Cat product line. The 993K meets U.S Environmental Protection
Agency (EPA) Tier 2 and European Union Stage II emissions control standards.

Key features include:

- Modern operator station with increased visibility
- C32 ACERT™ Engine
- VIMS Advisor Monitoring System
- Electro-hydraulic Positive Flow Control (PFC) hydraulic system
- Expanded service center in left rear bumper
- Remote diagnostic pressure taps at the front frame and rear frame
- Deluxe service bay
SERV1866 -7- Text Reference
09/08 Introduction

Technical Specifications

993K
- Serial number prefixes: LWA, Z9K
- Operating weight: 133,637 kg (294,800 lb)
- Max ground speed forward: 21.9 km/h (13.6 mph)
- Max ground speed reverse: 24.2 km/h (15 mph)
- Engine: C32 ACERT™
- Net power: 708 kW (950 hp)
- Length: 15.2 m (50 ft)
- Width: 5.1 m (16.9 ft)
- Height: 6 m (19.7 ft)
SERV1866 -8- Text Reference
09/08 Operator's Station

7
1 5

8
3
4

OPERATOR'S STATION

The operator's station on the 993K is new to the large wheel loader line. Most notable is the
instrument cluster, which is similar to those being used in many of the new off-highway trucks
and track-type tractors. Also new is the Advisor display panel. The main components in the
operator's station are:

- Instrument cluster (1)

- Steering/transmission control (2)
- Parking brake control (3)
- Implement control levers (4)
- Advisor display panel (5)
- Work Area Vision System (WAVS) camera display (6)
- Control switches (7)
- HVAC switch panel (8)
SERV1866 -9- Text Reference
09/08 Operator's Station

2 3 4 5 6

9 8 7

Shown is the instrument cluster located in the center of the front dash panel. The instrument
cluster includes dash indicators, five analog gauges, and an LCD digital display (1). The LCD
window in the lower center of the dash includes the wheel loader speed, gear, and direction on
the top of the display and the service hour meter on the bottom of the display. The following
components are located on the instrument cluster and front dash panel:

- Hydraulic oil temp gauge (2)

- Coolant temp gauge (3)
- Tachometer (4)
- Torque converter oil temperature gauge (5)
- Fuel level gauge (6)
- Parking brake control (7)
- Alert indicator (8)
- Lighter/12 VDC supply (9)

Several indicator lights are located to the left and right of the tachometer. These illuminate
when various features are activated, such as throttle lock, reduced rimpull, or ride control.
When the key start switch is turned to the ON position, the dash cluster will perform a three
second self-test. During this test all alert indicators will illuminate and the gauges will do a
single sweep.
SERV1866 - 10 - Text Reference
09/08 Operator's Station

Sometimes the data needed for an indicator is unknown. This can be due to data link
communication problems or active sensor diagnostics.
Effects of unknown data at the dash cluster are as follows:
- When data needed for an indicator is unknown the indicator will be illuminated.
- When data needed for a gauge is unknown the gauge will be driven to its red zone.
- When data needed for the LCD is unknown, the LCD will either be blank or display "---".
- When there is an Advisor to dash cluster communication problem all indicators will be
off, all gauges will point to the left, and the action lamp will blink red.
SERV1866 - 11 - Text Reference
09/08 Operator's Station

INSTRUMENT CLUSTER

Parking Reduced
Throttle Machine
Action Brake Rimpull
Lock Security
Lamp Indicator Indicator
Indicator Indicator
Float
Indicator

Action Park
Lamp Brake Reduce Mach
Throt
Lock Rimpull Sec

Quick Lockup Ride

Shift Clutch Cont
Float

Coolant Tach TC Oil

Temp Temp

% mph
n/min km/h

Hyd Oil kPa psi Fuel

Temp Level
CF kmmiles

Quickshift Lockup Clutch Ride Control

Indicator Indicator Indicator

The dash cluster contains the following indicators, starting at the left side:

- Throttle lock indicator: Illuminates when the throttle lock is engaged.

- Action lamp: Illuminates when the machine has a serious issue that requires the operator's
attention. The action lamp will flash whenever there is a level 2 or level 3 event in any of
the machine systems.
- Parking brake indicator: Illuminates when the parking brake is engaged.
- Reduced rimpull indicator: Illuminates when the reduced rimpull function is activated.
- Machine security indicator: Illuminates when the machine security system is activated.
- Float indicator: Illuminates when the float function is activated.
- Ride control indicator: Illuminates when the ride control system is activated.
- Lockup clutch indicator: Illuminates when the lockup clutch is engaged.
- Quickshift indicator: Illuminates when the quickshift function is activated.
SERV1866 - 12 - Text Reference
09/08 Operator's Station

1
3

The 993K is a STIC steer machine. The STIC lever (1) at the left armrest combines steering,
speed, and direction control. Pushing the yellow buttons (2) upshifts or downshifts the
transmission. Tilting the lever left or right steers the machine. Forward, neutral, and reverse
are controlled by a yellow toggle switch (3) located at the front of the STIC lever.

The steering and transmission lock lever (4) is located to the left of the STIC console. Moving
the lever forward and right unlocks the STIC steering and transmission controls. A console
adjustment knob located inside the left armrest moves the STIC lever console forward or
backward for operator comfort.
SERV1866 - 13 - Text Reference
09/08 Operator's Station

3 4

1 2
7

The implement controls are located on the right console. The two levers control bucket tilt (1)
and lift arm motion (2).

The bucket tilt control has three positions: TILT BACK, HOLD, DUMP.

The lift control has four positions: RAISE, HOLD, LOWER, FLOAT.

Located at the upper right is the set/decel button (3). With the throttle lock switch (located on
the right control panel) in the ON position, press the button to set the throttle while at the
desired engine rpm. Depress or hold the button to decrease the engine rpm. Pressing the
resume/accel button (4) will resume the engine rpm to the previous setting or accelerate the
engine rpm. Pressing on the right brake pedal or switching the throttle lock switch to OFF will
cancel the throttle setting.

The store button (5) is used with the payload control system. Pressing the button stores load
data.

Pressing on the front of the hydraulic lockout switch (6) activates an electronic lockout of the
hydraulic controls. Pressing the back of the switch unlocks the controls.

The large yellow button at the lower left of the console activates the horn (7).
SERV1866 - 14 - Text Reference
09/08 Operator's Station

2
1

Located to the right of the operator seat and implement control console are the VIMS Advisor
panel (1) and machine control panel (2).
SERV1866 - 15 - Text Reference
09/08 Operator's Station

1
2 7

3 8

4 9

5 10

6 11

12 13 14 15

Payload control keys are located to the left of the Advisor message center (1):

- Key to enter truck identification (2)

- Store key (3)

- Clear key (4)

- Reweigh key (5)

- Delay key (6)

Advisor navigation keys are located to the right of the Advisor message center (1):

- Cursor Left/Up (7)

- Cursor Right/Down (8)

- Return to previous screen (9)

- Return to main screen (10)

- Enter/Select/Next (11)
SERV1866 - 16 - Text Reference
09/08 Operator's Station

Below the VIMS Advisor message center are four switches:

- Reduced rimpull switch (12)

- Front wiper switch (13)

- Dual wiper switch (14)

- Rear wiper switch (15)

SERV1866 - 17 - Text Reference
09/08 Operator's Station

1 2 3 4 5 6 7 8 9 10
12
11

13

22 21 20 19 18 17 16 15 14

The following components are located on the right panel in the cab:

- Throttle lock enable switch (1) - Diagnostic port for Cat ET (12)
- Quickshift switch (2) - 12 Volt power port (13)
- Ride control switch (3) - Engine key start switch (14)
- Lockup clutch switch (4) - Dome lamp switch (15)
- Front and rear HID lights (5) - Heated mirror switch (16)
- Front flood lamp switch (6) - Manual lube (17)
- Rear flood lamp switch (7) - Tilt back kickout set switch (18)
- Rotating beacon switch (8) - Lift kickout set switch (19)
- Running lamps switch (9) - Air conditioning switch (20)
- Stairway light switch (10) - Temperature adjustment knob (21)
- VIMS serial port (11) - HVAC fan speed switch (22)
SERV1866 - 18 - Text Reference
09/08 Operator's Station

10

11

The optional Caterpillar Work Area Vision System (WAVS) is a closed circuit video monitoring
system using a rear vision camera. WAVS consists of a 178mm (7 inch) LCD color display (1)
that mounts on the right pillar in the machine cab. The weatherproof camera (2) is mounted on
the radiator cowling at the rear of the machine.
SERV1866 - 19 - Text Reference
09/08 Operator's Station

1
12

13

2
1

The following components are located inside the access door (1) on the right side of the cab
exterior:

- Electronic Control Modules (ECMs) (1)

- Fuse panels (2)

- Relays (3)
SERV1866 - 20 - Text Reference
09/08 Operator's Station

3
5

14

The following pedals are located on the cab floor:

- Throttle pedal (1)

- Right service brake pedal (2)

- Left service brake pedal (3) and the impeller clutch position sensor (4)

- Optional compression brake pedal (5)

The compression brake attachment is an option on the 993K. The compression brake provides
auxiliary braking by reducing engine over speed, which also extends brake component life. The
compression brake enable status can be configured through Cat ET. The compression brake
pedal (5) allows the operator to switch between automatic mode and manual mode.
SERV1866 - 21 - Text Reference
09/08 Operator's Station

15

16

There are two cab air filters on the 993K Wheel Loader. One cab air filter (1) is located inside
the left hand access door behind the cab. The other cab air filter (2) is located inside the cab to
the left of the operator's seat.
SERV1866 - 22 - Text Reference
09/08 VIMS

Service
Lamp Instrument Messenger Module
VIMS / Advisor
Cluster ( Deluxe Service Cent er)
( Cab)
Service 10
15 20
25

VIMS
5

Key Start
30
0 35

X100

RS-232
OK

Switch
Port
CAT Datalink
VIMS Service Tool CAN SAE J1939 Datalink
and Software RS232 19200 Baud Serial Link
VIMS
ECM
Engine
ECM
Electronic
Technician

Forward
Horn Relay

Product Link ECM

Action Alarm

Action
Lamp Sensors
Sensors
VITAL INFORMATION
MANAGEMENT SYSTEM
(VIMS) Implement ECM Power Train ECM

17

VITAL INFORMATION MANAGEMENT SYSTEM (VIMS)

The 993K Wheel Loader is equipped with the Vital Information Management System (VIMS).
VIMS has the ability to acquire data, perform analysis, store information, and display data.
When equipped with source code software, the VIMS Electronic Control Module (ECM)
recognizes (through the configuration software) the machine on which it is installed and knows
which components are present.

Information is displayed on the VIMS/Advisor display module in the cab. Information can also
be displayed on the Messenger display module located in the optional deluxe service center.
The instrument cluster is a cab display that shows the operator the status of various machine
parameters and alerts the operator of specific machine conditions.

The VIMS ECM communicates with the other machine electronic control modules (such as the
Engine ECM, the Power Train ECM, etc.). The ECMs and monitor display modules
communicate over the CAT Data Link. The display modules communicate with the instrument
cluster over the CAN Data Link.
SERV1866 - 23 - Text Reference
09/08 VIMS

VIMS incorporates four different data links. The CAT and CAN Data Link are bi-directional
data links that allow VIMS to communicate with other onboard electronic controls and
Caterpillar Electronic Technician (Cat ET).

The third and fourth data links are the RS-232 data links. Each RS-232 data link is separate.
One of the links has a communication port in the cab and another port mounted outside at the
rear bumper. The communication ports allow VIMS to communicate with an offboard service
tool (PC).

The other RS-232 Data Link allows VIMS to communicate through two-way radio
communications with other offboard systems.
SERV1866 - 24 - Text Reference
09/08 VIMS

3 10 9 8 6 7 5

18

This illustration shows the main components in the VIMS.

The VIMS ECM (1) is located on the right side of the cab. The VIMS ECM receives input
signals from various machine components and sends output signals to the Advisor display
module (2), the optional Messenger display module (3), and the action lamp (4).

The display modules communicate with the instrument cluster (5) over the CAN Data link.

The service port switch (6) is used to provide power to the machine electrical system from the
ground. However, the engine cannot be started from the service port switch. Warning
indicators are located at the top of the deluxe service center.

Also located in the deluxe service center are the:

- Stairway access light switch (7)

- 12 Volt power port (8)

- VIMS service port (9)

- Cat ET service port (10)

SERV1866 - 25 - Text Reference
09/08 VIMS

During the normal operation mode and the menu mode, the Messenger or VIMS/Advisor
display may be interrupted by a warning message. Warning messages are displayed when
important instructions or information need to be displayed.

The Messenger or VIMS/Advisor provides four warning categories (1, 2, 2S, and 3) similar to
other Caterpillar monitoring systems.

The first category requires only operator awareness. The second category states that the
operation of the machine and the maintenance procedure of the machine must be changed. The
third Warning Category states that the machine must be safely shut down immediately.

Warning Category 1
For a Category 1 Warning, an indicator light will illuminate or a gauge will be in the red zone.
The indicator that illuminates or the gauge that is in the red zone identifies the machine system
that needs attention. The "OK" key on the Messenger or VIMS/Advisor panel can be used to
acknowledge the warning. Some warnings will be silenced for a predetermined period. After
this time period, if the abnormal condition is still present, the warning will reappear.

Warning Category 2
For a Category 2 Warning, an indicator will illuminate or a gauge will indicate in the red zone,
the action light will flash, and a popup screen appears on the Messenger or VIMS/Advisor
display screen. A Category 2 warning alerts the operator that a change in machine operation is
required to avoid possible damage to the indicated system. The "OK" key on the Messenger or
VIMS/Advisor panel can be used to acknowledge the warning. Some warnings will be silenced
for a predetermined period. After this time period, if the abnormal condition is still present, the
warning will reappear.

Warning Category 2-S

For a Category 2-S Warning, an indicator will illuminate or a gauge will indicate in the red
zone, the action light will flash, a popup screen appears on the Messenger or VIMS/Advisor
display screen, and an action alarm will sound continuously. The 2-S Warning indicates a
SEVERE Category 2 Warning. A Category 2-S Warning alerts the operator to immediately
change the operation of the machine to avoid possible damage to the indicated system. When
the change in operation is made to an acceptable condition, the action alarm will turn off.

Warning Category 3
For a Category 3 Warning, an indicator will illuminate or a gauge will indicate in the red zone,
the action light will flash, a popup screen appears on the Messenger or VIMS/Advisor display
screen, and an action alarm will sound intermittently. A Category 3 Warning alerts the operator
that the machine must be safely shut down immediately to avoid damage to the machine or
prevent personal injury. Some Category 3 Warnings cannot be stopped by pressing the "OK"
key.
SERV1866 - 26 - Text Reference
09/08 VIMS

VITAL INFORMATION CAT / CAN Data Links

Cat ET
Engine ECM
VIMS
MANAGEMENT SYSTEM (VIMS) ECM Implement ECM
SWITCH INPUT COMPONENTS Power Train ECM
J1 Connector J2 Connector

ORS Makeup Tank

Payload Store Switch
Level Switch
Steering Pump / Brake Pump
Case Drain Filter Bypass Switch Engine Oil
Level Switch (eng on)
Implement / Fan Pump Case Drain
Filter Bypass Switch

Steering Pilot Filter Bypass Switch

Implement Pilot Filter Bypass Switch

Implement/Fan Return
Oil Filter Bypass Switch

Primary Steering Pressure Switch

Brake Accumulator Pressure Switch

Transmission Oil Filter

Bypass Switch
Torque Converter Oil Filter
Bypass Switch

Engine Oil Level Switch (Eng Off)

Implement Oil Level Switch

Steering / Brake Oil Level Switch

Engine Coolant Level Switch

Front Brake Lube

Oil Pressure Switch

Rear Brake Lube

Oil Pressure Switch

19

Inputs to the VIMS ECM include open or grounded switch-type inputs from switches used to
monitor machine events.

This illustration shows the components that provide input signals to the VIMS ECM. The input
information is received from pressure switches, temperature switches, and level switches.
VIMS uses the information to determine the condition of vital machine parameters such as filter
conditions, fluid levels, torque converter oil temperature, steering oil pressure, and brake oil
pressure.

Tech tip: The engine oil, engine coolant, implement oil, and steering brake oil level
switches are three wire switches. To troubleshoot the switches, measure the voltage sent
to the ECM over the signal wire (pin C). If the switch is submersed in fluid, the voltage
sent back to the ECM should be 0 volts. If the switch not submersed in fluid, the
voltage sent back to the ECM should be 5 volts.

NOTE: The switches shown in this illustration will be identified throughout the
presentation.
SERV1866 - 27 - Text Reference
09/08 VIMS

VITAL INFORMATION Cat ET

MANAGEMENT SYSTEM (VIMS) VIMS CAT / CAN Data Links Engine ECM
SENSOR AND SENDER INPUT COMPONENTS ECM Implement ECM
Power Train ECM
J1 Connector J2 Connector

Implement Oil
Temperature Sensor Engine Fan Pump
Pressure Sensor
Lift Cylinder Head End
Torque Converter
Pressure Sensor
Oil Temperature Sensor
Ambient Air
Temperature Sensor Fuel Level Sender

Left Steering Pump

Pressure Sensor

Center Steering Pump

Pressure Sensor

Steering Pilot Oil

Pressure Sensor

Lift Linkage
Position Sensor

Steering/Brake Oil
Temperature Sensor

Front Axle Oil

Temperature Sensor

Rear Axle Oil

Temperature Sensor
Front Axle Brake
Pressure Sensor

Rear Axle Brake

Pressure Sensor

20

VIMS uses sensors to provide information on the various measured parameters. The sensors
used by the VIMS are either pulse width modulation or frequency type.

VIMS uses the sensor information to determine the condition of vital machine parameters such
as air and oil temperature, oil pressure, and lift linkage position.

VIMS also receives an input signal from the fuel level sender.

NOTE: The sensors shown in this illustration will be identified throughout the
presentation.

VIMS ECM also sends output signals to the forward horn relay, the VIMS action lamp, and the
following LEDs:

- Fuel level add LED - Windshield wiper fluid level LED

- ORS tank LED - Engine oil level add LED
- Steering oil level LED - Engine coolant add LED
- Implement oil level LED
SERV1866 - 28 - Text Reference
09/08 VIMS

2612809V13

21

Copyright 2005 Caterpillar Inc.

All Rights Reserved
OK

P P R N 3 2 1
Normal 03:55:46 07/7/2006 0%

Operator
Service 22

Settings

Payload OK

Advisor Display

Shown above is the Advisor/VIMS graphical display module. Upon machine start-up (key
ON), an introduction screen appears as shown in the top illustration and Advisor performs a
self-test routine. After a few seconds the main screen will appear as shown in the bottom
illustration.

NOTE: The time and date is set with VIMSpc software.

The top portion of the screen is called the "Top Banner" and it displays vital machine
information at all times. The Top Banner may display different information from machine to
machine, depending on the model and the attachments that are installed.
SERV1866 - 29 - Text Reference
09/08 VIMS

At the right of the display screen is a column of five user interface buttons. These buttons are
used to navigate through the numerous Advisor screens, to make menu selections, or to enter
data. The five buttons, from top to bottom, are:

LEFT/UP Arrow Button - This button is used for screen navigation or data entry. It can be
used:
- to scroll up a vertical list or scroll left across a horizontal list
- to decrease a setting value, such as decreasing brightness/contrast

DOWN/RIGHT Arrow Button - This button is also used for screen navigation or data entry.
It can be used:
- to scroll down a vertical list or scroll right across a horizontal list
- to increase a setting value, such as increasing brightness/contrast

BACK Button - This button is used:

- to go up one level in a stair-step (hierarchical) menu structure, or to return to the
previous screen
- as a backspace, or cancel key when the operator or technician wishes to delete entered
characters

HOME Button - This button is used to return to the home menu screen, regardless of what
screen is currently displayed

OK Button - This button is used:

- to make selections from a screen

- to confirm an entry, such as a password, or for saving an operator profile entry

Navigation through the menus and sub-menus is accomplished by using the ARROW Buttons
to highlight the desired selection, then pressing the OK Button. The ARROW Buttons are also
used to highlight a mode or to set a parameter. Pressing the OK Button selects that option.

NOTE: The left buttons are used to display a screen without scrolling. If a screen is
selected and one of the left buttons is pressed and held for at least three seconds, the
screen is saved (programmed). Whenever the button is pressed again the "saved"
screen will appear.
SERV1866 - 30 - Text Reference
09/08 VIMS

23

The illustration above shows a "pop-up" warning screen generated by the Power Train ECM
and reported by Advisor. There may be more warning screens if there are any other active
faults or events reported to Advisor by the Power Train ECM, or any other ECM on the
machine. Advisor will scroll through all of the warning screens generated by all of the active
faults and events. Each of these warning screens must be individually acknowledged by
pressing the "OK" button.

Each of these warning screens contains the following information:

- The reporting ECM (in text)

- The reporting MID (module identifier, or ECM code)
- The ID (Component ID and Failure Mode Identifier)
- A text message stating the failed component
- A text message stating the failure mode of the component
- A prompt for the operator to acknowledge the warning

Acknowledging these warnings does not clear them from the reporting ECM's memory, but
only clears them from the screen, or "snoozes" them. The warnings remain an active event or
fault until the problem is resolved. Advisor will display the message again after a
pre-determined amount of time, depending on the severity of the event.
SERV1866 - 31 - Text Reference
09/08 VIMS

ADVISOR MAIN Operator

MENU SELECTIONS
Service

Settings

Main Menu
Payload

Monitor

Service Mode

24

Main Menu Options

Advisor’s menu structure is arranged in a stair-step, or hierarchical list format. When the
operator or technician selects an option from a menu or list, the resulting screen is one level
down from that selection. More selections, or options, may be available from that screen as
well. There may also be more than one page of information or options to be displayed from
any level. This is indicated by the "More Options" icon, which may point left, right, up, or
down, depending upon how the data or list is arranged.

The illustration above shows the options that are available from Advisor's Main Menu screen.
The Main Menu screen and its options will be displayed upon pressing the HOME button from
any screen within Advisor.
SERV1866 - 32 - Text Reference
09/08 VIMS

OPERATOR MENU

Operator ID

Select Profile

View/Save Current
Operator
Create Profile

Delete Profile

Factory Set

25

Operator Menu Options

The Operator Profile options are as follows:

- Operator ID: This option allows the operator to choose their ID.

- Select Profile: This option allows the operator to select their profile when
operating the machine.

- View/Save Current: This option allows the operator to view the current settings
and save any changes made to their profile.

- Create Profile: This option allows the operator to create a profile with
their machine preferences.

- Delete Profile: This option allows the operator to delete a profile.

- Factory Set: This options returns the settings saved within a profile to
the factory settings.
SERV1866 - 33 - Text Reference
09/08 VIMS

SERVICE MENU
TC Pedal Cal
Diagnostics Active Events Transmission IC Solenoid Cal
Service Lockup Clutch Cal
Logged
Events
Lift Lever Sensor Cal
Trigger Implement
Snapshot Tilt Lever Sensor Cal
Lift Lingage Sensor Cal
Snapshot Master Event Number
Config Event / Diagnostic Tilt Linkage Sensor Cal
Center Pump Cal
Clear Snapshot Right Rear Pump Cal
Data Logger Right Front Pump Cal
Start Raise Valve Cal
Data Logger Lower Valve Cal
Reset (DLRES) Rack Valve Cal
Event Dump Valve Cal
Config (ESET)
Pop-up Msg VIMS Calibrate Payload
Config
Conditional Status Fan Max
Logger Duration Engine
Fan Min

Calibrations

Service
Modes Transmission

Implement Stall Checks First Gear Engine System Info: Engine

Third Gear
Rack-No Stall Detect System Info:
Implement
Rack-Stall Detect Implement
Rack-Center Pump
Rack-Rt Rear Pump Transmission System Info:
Rack-Rt Front Pump Transmission
Raise Dbl Stall Spd System Info:
Advisor
Advisor
Drift Checks Lift Cylindr Drft Chk
Tilt Cylindr Drft Chk VIMS System Info: VIMS
Lift Time
Checks Center Imp Pump System Info:
Right Rear Pump Messenger
Messenger
Right Front Pump
Main Relief
Pres Check
System Info

Service Engine
Sort By ECM
Parameters VIMS
Transmission
Implement

Temperatures
Sort By Type
Pressures
Speeds
Filter Switches
Operator Inputs
All Parameters Sensor Duty Cycles
Position
Solenoid and Relay
Service Disabled Levels
Lamp Snapshots Full Performance
Snapshot Ocurred Other
Self Test No Snapshot Notice
(TEST) Damage Events Only = Password Required

26

Service Menu Options

Use the Service Menu to troubleshoot machine problems, perform calibrations and service tests,
and view current machine information.
Diagnostics
- Active Events: Select this option to view active events in the monitoring
system. This replaces the VIMS "EACK" command.

- Logged Events: Select this option to view inactive diagnostic and event
codes. This list includes all codes which are currently
stored in the VIMS event list, and can be cleared using the
VIMSpc tool. This replaces the VIMS "ELIST" keypad
command.

- Trigger Snapshot: Activates the VIMS snapshot (event recorder). This will
save the previous five minutes and next one minute of
data. This replaces the VIMS "EREC" keypad command.

NOTE: VIMS can store a total of two snapshots, including those that are automatically
generated by system events. Use this feature sparingly.
SERV1866 - 34 - Text Reference
09/08 VIMS

- Snapshot Config: Configure a snapshot to occur based on a diagnostic or

event code. This feature is useful in troubleshooting
intermittent codes. This replaces the VIMS "ERSET"
keypad command.

- Clear Snapshot Stg: Clear the user-configured snapshot settings. This will
prevent inadvertently filling up the snapshot buffers.

- Data Logger Start: Start and stop the VIMS datalogger. The datalogger
records approximately 30 minutes of machine data and
may be started and stopped until the buffer is full. This
replaces the VIMS "DLOG" keypad command.

- Data Logger Reset: Resets the VIMS data logger. This will erase all data
currently stored in the datalogger buffer and replaces the
VIMS "DLRES" keypad command. The data logger may
also be reset by performing a VIMSpc download.

- Event Configuration: Customize settings of selected events. This is useful in

preventing display/logging of "nuisance" events and
replaces the VIMS "ESET" keypad command.

- Pop-up Msg Config: Customize setting of selected machine conditions. This is

useful in preventing display of “nuisance” conditions.
Some conditions include: Cylinder Cut-Out Active,
Transmission Neutralized, and Implement Lockout Active.

- Conditional Logger: Customize setting of the data logger. The conditional data
logger can be enable/disable and the duration can be
adjusted.

Calibrations
Use the Calibrations sub-menu to perform machine calibrations on the components shown in
the illustration. This replaces the VIMS "SERV" keypad command.

Service Modes
Use the Service Modes sub-menu to perform machine service modes, such as stall speed
checks, drift checks, lift time checks, and the main relief pressure check.
SERV1866 - 35 - Text Reference
09/08 Messenger

System Information
Use the System Information sub-menu to view the current hardware and software information
for the ECMs.

Service Parameters
Use the Service Parameters sub-menu to view the current status of the on-board sensors,
switches, solenoids, and relays. The information is sorted by ECM, by type, and by all
paramters. For example, engine speed is available in the "By ECM" menu under the "Engine
ECM" and in the "By Type" menu under "Speeds." There is also a menu to view all available
parameters.

Service Lamp Set

Use the Service Lamp sub-menu to change the settings for the VIMS Service Lamp (the blue
lamp on the back of the machine). This replaces the VIMS "SVCSET" keypad command.

Self Test: Performs a self-test of the Advisor display and the dash cluster.
SERV1866 - 36 - Text Reference
09/08 VIMS

SETTINGS MENU

Contrast

Lights On

Lights Off

Language
Reduced Rimpull
Display Setup Units

Date Format Forward Active Spd

Ride Control Speeds
Reverse Active Spd
Time Format
Detent Settings Raise Detent
Lower Detent
Dash Cluster Option Rackback Detent

Operator
Settings
Config

Machine
Config Lube Cycle Time Auto Lube Interval
Auto Lube Min Pres

Control Throttle

Transmission Gears Max Forward Gear

Max Reverse Gear

Pop-up Msg Config

= Password Required

27

Settings Menu Options

Use the Settings menu to configure the Advisor display, dash cluster, and operator/machine
settings.

Display Setup
- Contrast: Adjusts the Advisor display contrast. This replaces the
VIMS "CON" keypad command.

- Lights On Brightness: Adjusts the Advisor backlight when the headlights are on.

- Lights Off Brightness: Adjusts the Advisor backlight when the headlights are off.

- Language: Changes the language on the Advisor display. This

replaces the VIMS "LA" keypad command.

- Units: Selects English or SI (metric) units. This replaces the

VIMS "UN" keypad command.
SERV1866 - 37 - Text Reference
09/08 VIMS

- Date Format: Selects display format for the date.

- Time Format: Selects display format for the time.

- Dash Cluster Option: Chooses between Ground Speed and Engine Speed to
display on the dash cluster.

Operator Configuration
Use the Operator Configuration sub-menu to change operator settings. These settings can be
saved with an operator profile.

- Reduced Rimpull Settings: Choose available rimpull in each of the four Rimpull
Control System ride control settings.

NOTE: The Maximum (100%) position cannot be

modified.

- Ride Control Speeds: Adjust the activation speed for Ride Control in both
Forward and Reverse.

- Detent Settings Enable or disable the soft detent kickouts for lift, lower,
rackback, and dump.

Machine Configuration
Use the Machine Configuration sub-menu to change machine settings. These settings cannot
be stored with the operator profile.

- Lube Cycle Time: Adjusts the time between auto lube cycles as well as the
minimum required auto lube pressure.

- Control Throttle: Enables/disables full-time Controlled Throttle Shifting.

This feature drops the engine speed during directional
shifts.

- Transmission Gears: Sets the maximum allowable forward and reverse gears.

- Pop-up Msg Configuration: Customize setting of selected machine conditions. This is

useful in preventing display of “nuisance” conditions.
Some conditions include: Cylinder Cut-Out Active,
Transmission Neutralized, and Implement Lockout Active.
SERV1866 - 38 - Text Reference
09/08 VIMS

PAYLOAD MENU
Site Current Avg Truck Load Time
Information Material Type
Operator Avg Delay Time
Payload
Load Site Avg Cycle Time
Avg Bucket Payload
Avg Truck Payload
Blast Number
Total Weight
Truck Count
Target Weight
Weight / Hour
Fuel / Hour
Truck Counter Weight / Fuel

View Reports Current Shift Avg Truck Load Time

Avg Delay Time
Avg Cycle Time
Calibration Avg Bucket Payload
View Cal Info Last Cal
Cal Weight Avg Truck Payload
Carry Back Total Weight
Truck Count
View Weigh
Weight / Hour
Range
Fuel / Hour
Set Weigh Weight / Fuel
Range
Carry Back
Weight
Calibration
Weight
Calibrate
Payload

Bucket
Volume
Ldr Bucket
Trgt Wt
Payload
Horn

Truck ID

Reweigh
Load

Clear Load

Delay
= Password Required
Payload
System

28

Payload Menu Options

Use the Payload menu to set up and calibrate the payload system.

Site information
Enter the payload site information, including material type, load site, blast number, truck
weight, and truck counter.
View Reports
View payload reports for the current and previous shift.
SERV1866 - 39 - Text Reference
09/08 VIMS

Calibration
- View Cal Info: Checks the current calibration information.

- View Weigh Range: Checks the range at which the bucket weight is calculated.

- Set Weigh Range: Sets the range at which the bucket weight is calculated.

- Carryback Weight: Set the carryback weight. This is also good for adjusting
the payload system to account for extra bucket wear
material which may be added following the calibration.

- Calibration Weight: Specifies the amount of weight in the bucket during the
calibration.

- Calibrate Payload: Performs the payload calibration (this may also be

accessed through the Service menu).

- Bucket Volume: Enter the rated volume of the bucket.

- Ldr Bucket Trgt Wt: Enter the rated weight of a fully loaded bucket.

Payload Horn On/Off

Choose whether the Payload Store button activates the horn.

Truck ID - Enter

Choose current truck ID.

Reweigh Load

Reweigh current load.

Clear Bucket Load

Erase current load from truck total.

Delay

Enter a reason for a delay in production.

Payload System On/Off

Enable/disable the payload system and associated pop-up screens and warnings.
SERV1866 - 40 - Text Reference
09/08 VIMS

MONITOR MENU

Parameter Screen 1

Monitor Parameter Screen 2

Parameter Screen 3

Productivity Current Operator

Current Shift

29

Monitor Menu Options

Use the Monitor screens to view real-time operation parameters.

Parameter Screen 1

Choose this screen to view real-time gauge readings.

Parameter Screen 2

Choose this screen to view real-time temperature readings.

Parameter Screen 3

Choose this screen to view real-time speed readings.

Productivity

Choose this screen to view the real-time productivity of the operator and shift.
SERV1866 - 41 - Text Reference
09/08

SERVICE MODE PASSWORD

MENU SELECTION

Service Mode
Enable / Disable
Password

30

Service Mode Menu Options

The Service Mode menu option allows the user to enable and disable the service mode. The
password entry screen will appear if the password has been entered in Cat ET. Advisor will
enter into service mode after the password has been entered correctly.

The Advisor system has a means to inhibit the user from altering or performing certain service
related functions. This is to be accomplished via a password protected service mode which,
when enabled, will allow the user more functionality via Advisor. The password is maintained
throught Cat ET and will default to no password established. The user still will need to enable
the service mode when no password is assigned. Once enabled, service mode will remain
enabled until the user commands it to be disabled or the next system power down. The user
can disable the service mode by pressing the OK button with service mode enabled while in the
“Service Mode” menu.
SERV1866 - 42 - Text Reference
09/08 Messenger

2 3 4 5

31

MESSENGER MONITORING SYSTEM

The Messenger display module (1) is located in the optional deluxe service bay. The
Messenger system displays relevant machine information to the service technician. The
Messenger display allows the technician to check machine conditions and perform diagnostic
procedures from the ground level.

The Messenger has a menu structure that allows the user to access the desired machine
information. The default screen will display the main menu and the service hour meter. The
default screen is displayed at machine start-up and until the technician navigates to another
screen.
SERV1866 - 43 - Text Reference
09/08 Messenger

The Messenger consists of the display and four navigation buttons that are used to navigate
through the menu structure. The button functions from left to right are as follows:

BACK Button (2): Used to navigate to the previous screen that was accessed in the
Messenger.

LEFT/UP Arrow Button (3): Allows the user to scroll left or up. Scroll direction is dependent
on the specific data that is being displayed on the screen.

RIGHT/DOWN Arrow Button (4): Allows the user to scroll right or down. Scroll direction is
dependent on the specific data that is being displayed on the screen.

OK Button (5): Acts as a confirmation function for the Messenger.

SERV1866 - 44 - Text Reference
09/08 Messenger

MESSENGER MAIN
MENU SELECTIONS

Service

Main Menu Settings

Totals

32

Main Menu Options

Messenger’s menu structure is arranged in a stair-step, or hierarchical list format. When the
operator or technician selects an option from a menu or list, the resulting screen is one level
down from that selection. More selections, or options, may be available from that screen as
well. There may also be more than one page of information or options to be displayed from
any level. This is indicated by the "More Options" icon, which may point left, right, up, or
down, depending upon how the data or list is arranged.

The illustration above shows the options that are available from Messenger's Main Menu
screen.
SERV1866 - 45 - Text Reference
09/08 Messenger

SERVICE MENU
Diagnostics/ View Diagnostics
Events

Lockout
Transmission
Status
Service
System
Engine System Info: Engine
Information

Implement System Info: Implement

Transmission System Info: Transmission

Advisor System Info: Advisor

Monitoring System Info: Monitoring

VIMS System Info: VIMS

Machine
Status Fuel Level

Oil Renewal Rate Setting

33

Service Menu Options

The Service Menu allows the technician to access active diagnostic codes, machine and lockout
status, maintenance intervals, and ECM hardware/software information.

Diagnostic/Events
Select this option to view active diagnostic and event codes. When a new diagnostic or event
code becomes active, the current display will be interrupted to display the new code.

Lockout Status
This option allows the user to view the status of the transmission lockout.
SERV1866 - 46 - Text Reference
09/08 Messenger

System Information
Use the System Information sub-menu to view the current hardware and software information
for the ECMs.

Machine Status
This option will display the fuel level and oil renewal setting parameters.
SERV1866 - 47 - Text Reference
09/08 Messenger

SETTINGS MENU

Contrast

Mon Sys Back Light

Settings
Settings

Language

Units

34

Settings Menu Options

Use the Settings menu to configure the Messenger display and machine settings.

Display Setup
- Contrast: Adjusts the Messenger display contrast.

- Back Light: Adjusts the backlighting of the display.

- Language: Changes the language on the Messenger display.

- Units: Selects English or SI (metric) units.

SERV1866 - 48 - Text Reference
09/08

TOTALS MENU

Average Fuel Rate

Totals

Total Fuel

35

Totals Menu Option

The totals menu will allow the user to view the average fuel rate and total fuel.
SERV1866 - 49 - Text Reference
09/08 Engine

36

C32 ACERT™ ENGINE

Shown is the C32 engine with ACERT™ Technology used in the 993K Wheel Loader.

The engine performance specifications for the 993K are:

- Serial No. Prefix: LJW
- Performance spec: 0K5971
- Gross power: 783 kW (1050 hp)
- Full load rpm: 1900
- High idle rpm: 2000
- Low idle rpm: 900
- Overspeed rpm: 2250

This V-12 engine uses twin turbochargers, Air to Air AfterCooler (ATAAC), and Mechanical
Electronic Unit Injection (MEUI) for power, reliability, and fuel economy. The C32 is
compliant with U.S. EPA Tier 2 and European Union Stage II emissions regulations.
SERV1866 - 50 - Text Reference
09/08 Engine

ENGINE ECM SYSTEM DIAGRAM CAT and CAN Data Link

MEUI Injectors (12)

ORS Solenoid (Attachment)

Left Bank (Odd) Engine Retarder Solenoids

Ether Aid Solenoid

Right Bank (Even) Engine Retarder Solenoids

Fan Solenoid
Outputs
Outputs
Inputs Inputs
Speed Sensor No. 1 (Crank)
Key Start Switch
Speed Sensor No. 2 (Cam)

Right Intake Manifold Temperature Sensor Throttle Pedal Position Sensor

Left Intake Manifold Temperature Sensor
Throttle Lock Switch
Coolant Temperature Sensor

Right Turbo Outlet Pressure Sensor

Throttle Lock Set / Decel Switch
Left Turbo Outlet Pressure Sensor

Engine Oil Pressure Throttle Lock Resume / Accel Switch

Atmospheric Pressure

Exhaust Temperature Sensors (4) Ground Level Shutdown Switch

Air Filter Restriction (Turbo Inlet) Sensor

Fuel Temp Sensor

Fuel Pressure Sensor Brake Pedal Switch

Differential Fuel Pressure Switch Compression Brake Pedal Switch

J2 (ENGINE) CONNECTOR J1 (MACHINE) CONNECTOR

37

Engine Electronic Control System

Shown is the electronic control system component diagram for the C32 engine used in the
993K Wheel Loader. Fuel injection is controlled by the Engine ECM.

Many electronic signals are sent to the Engine ECM by sensors, switches, and senders. The
Engine ECM analyzes this input and sends signals to various output components such as relays
and solenoids.

For example, based on the various input signals, the Engine ECM determines when and for how
long to energize the injector solenoids. When the injector solenoids are energized determines
the timing of the engine. How long the solenoids are energized determines the engine speed.

The two interface connectors provide electrical connections from the engine to the machine
including the CAN Data Link and the CAT Data Link.

The oil level switches send input signals to the VIMS ECM. The VIMS ECM sends the engine
oil level input to the Engine ECM over the CAT and CAN data links.
SERV1866 - 51 - Text Reference
09/08 Engine

Input Components:

Crankshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signal
to the Engine ECM in order to determine the engine speed, direction, and timing.

Camshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signal to
the Engine ECM in order to determine the engine speed, direction, and timing.

Intake manifold air temperature sensors - These sensors supply air temperature data at the
intake manifolds to the Engine ECM. The ECM uses this information for engine derates and
logged events.

Coolant temperature sensor - This sensor is an input to the Engine ECM supplying
information on the temperature of the engine coolant. The ECM uses this information for fan
solenoid current, high coolant temperature warnings, engine derates for high coolant
temperature, or logged events.

Turbo outlet air pressure sensors - These sensors are an input to the Engine ECM to supply
information about the air pressure into the intake manifolds.

Engine oil pressure sensor - This sensor is an input to the Engine ECM to supply an
information warning for low oil pressure, engine derates for low oil pressure, or logged events.

Atmospheric pressure sensor - This sensor is an input to the Engine ECM and is used as a
reference for air filter restriction. Also, the sensor is used to supply information to the Engine
ECM during operation at high altitude.

Exhaust temperature sensors - The exhaust temperature sensors send a signal to the Engine
ECM indicating exhaust temperature.

Fuel temperature sensor - This sensor sends fuel temperature data to the Engine ECM. The
ECM uses this information for engine derates and logged events.

Fuel pressure sensor - The fuel pressure sensor sends a signal to the Engine ECM indicating
fuel pressure.

Fuel differential pressure switch - This switch relays information to the ECM that the fuel
pressure at the output of the filter base is restricted in comparison to the inlet pressure.

Key switch ON (+B) - The Key ON input to the Engine ECM enables the ECM for operation
and is recognized by any ECM on the machine.

Throttle pedal position sensor - This sensor sends the throttle position to the Engine ECM in
order to increase or decrease the fuel supply to the injectors.
SERV1866 - 52 - Text Reference
09/08 Engine

Throttle lock switch - The switch relays information to the ECM to activate the throttle lock
function.

Throttle set/decel switch - The switch relays information to the ECM to set or decelerate
engine rpm.

Throttle lock resume/accel switch - The switch relays information to the ECM to resume or
accelerate engine rpm.

Ground level shutdown switch - This switch is an input to the Engine ECM. This input
disables fuel injection when the engine is running or at engine start-up.

Air filter restriction (turbo inlet) pressure sensor - This sensor is an input to the Engine
ECM to supply information about the air restriction before the turbocharger. The ECM uses
this information for engine derates and logged events.

Brake pedal switch - This switch in the cab sends a signal to the Engine ECM to deactivate
the throtte lock.

Compression brake pedal switch - This switch sends a signal to the Engine ECM when the
compression brake pedal is depressed to activate the compression brake function.

Output Components:

Fuel injectors - Proportional solenoids that control the fuel to the combustion chamber.

Engine brake solenoids - Solenoids that control engine oil to the compression brake pistons.

ORS Solenoid - Solenoids that meter engine oil into the fuel supply and supplies oil to the
engine oil pan.

Ether aid solenoid - On/off solenoid valve that injects ether to start the engine in cold weather.

Fan solenoid - Proportional solenoid valve that controls the signal pressure to the fan pump to
meet the varying cooling requirements of the machine.
SERV1866 - 53 - Text Reference
09/08 Engine

3
2

38

Fuel injection and some other systems are controlled by the Engine ECM (1), which is accessed
from the left side engine compartment. Other systems controlled by the Engine ECM are:
ether injection, fan, and engine derates.

The Engine ECM has two main connectors for diagnostics. The larger 120-pin connector (2)
known as J2 connects to the engine harness. The smaller 70-pin connector (3) is identified on
schematics as J1 and connects to the machine harness.

Using the Cat ET service tool, timing calibration is performed automatically for the
speed/timing sensors. This step is performed to avoid instability and ensures that no backlash is
present in the timing gears during the calibration process. Timing calibration improves fuel
injection accuracy by correcting for any slight tolerances between the crankshaft, the timing
gears, and the timing wheel. Timing calibration is normally performed after ECM replacement,
cam or crank sensor replacement, or timing wheel replacement.

Occasionally, Caterpillar will make changes to the internal software that controls the
performance of the engine. These changes can be performed by using the WinFlash program in
Cat ET. Cat ET is used to diagnose and program the electronic controls used in machines. If
using the WinFlash program, a "flash" file must be obtained from Caterpillar and uploaded to
the ECM.
SERV1866 - 54 - Text Reference
09/08 Engine

4 3

6
2 5

39

The right intake air temperature sensor (1) and left intake air temperature sensor (2) are located
on top of the engine. The intake air temperature sensors produce an analog signal that is
monitored by the Engine ECM. The ECM monitors intake air temperature for signaling the
monitoring system in the event of a problem and for derating the engine at high temperatures.

The coolant temperature sensor (3) is located on top of the engine toward, closest to the
radiator. The coolant temperature sensor is an analog sensor that is monitored by the Engine
ECM. The ECM monitors engine coolant temperature for signaling the monitoring system in
the event of a problem and for derating the engine at high temperatures. The Engine ECM also
uses the coolant temperature sensor information for cold mode functions such as timing
changes, elevated idle, cold cylinder cut-out, and ether injection.

The right turbo outlet pressure sensor (4) and left turbo outlet pressure sensor (5) are used for
calculating boost.

The atmospheric pressure sensor (6) is located on top of the engine toward the left rear side.
The atmospheric pressure sensor is an analog sensor that is monitored by the Engine ECM.
The ECM monitors atmospheric pressure for the following: altitude derate, air inlet restriction
derate, and calibration reference for other sensors.
SERV1866 - 55 - Text Reference
09/08 Engine

40

The crankshaft speed/timing sensor (1) is located near the crank pulley and damper, on the right
side of the engine compartment. The crank sensor measures engine speed and timing for
control of the timing and delivery of fuel to each of the engine's cylinders. Sensing engine
speed allows engine speed governing, fuel limiting, and fuel injection timing. If the crank
speed/timing sensor fails, the cam speed/timing sensor allows for continuous operation.

The oil pressure sensor (2) is located near the air conditioning compressor on the right side of
the engine compartment. The oil pressure sensor is an analog sensor that is monitored by the
Engine ECM. When the oil pressure is too low, the Engine ECM will signal the monitoring
system to display a warning and derate the engine. The ECM will also log an event that
requires a factory password to clear.
SERV1866 - 56 - Text Reference
09/08 Engine

41

The oil level switches (1) monitor the oil level in the pan with engine ON and the engine OFF.
The C32 engine can be equipped with an optional Oil Renewal System (ORS). The ORS can
increase the oil change interval and can decrease the amount of used oil in need of disposal.
The life of the engine is not shortened and the availability of the machine is increased.

The ORS meters engine oil that has been filtered into the fuel supply. The metered oil is
consumed in the engine during the normal combustion process. The Engine ECM sends an
output signal to the ORS solenoid (2) to control the oil metered. The Engine ECM controls the
amount of oil that is metered based on the actual load factor or on the fuel that is consumed by
the engine.

Whenever the old oil from the oil pan is injected into the return fuel line, new oil from a
makeup tank is added to the oil pan. Regular additions of new oil will allow the oil change
level to be extended. Reviewing the reports of the S•O•S Oil Analysis will determine when the
oil needs to be changed and if a problem has occurred.
SERV1866 - 57 - Text Reference
09/08 Engine

42

The cam speed/timing sensor (arrow) is located on the right side of the engine in the rear of the
timing gear housing. The cam sensor is used as a back-up for the crank speed/timing sensor. If
the cam speed/timing sensor fails, the crank speed/timing sensor allows for continuous
operation.
SERV1866 - 58 - Text Reference
02/07

4
2

43

The C32 engine contains a cam in each cylinder head, instead of a single cam in the engine
block, as in the 3508. The timing gear train for the C32 has been moved to the rear of the
engine. The above illustration shows the front gear train with the front cover removed.

The components shown are:

- idler gear (drives the oil pump drive gear) (1)

- front crankshaft gear (2)
- idler gear (3)
- idler gear for the water pump drive gear (not shown) (4)
SERV1866 - 59 - Text Reference
02/07

6
5

4
8

44

The above Illustration shows the rear timing gear train of the C32 with the rear cover removed.
The components shown are:

- rear crankshaft gear (1)

- idler gear (2)
- idler gear (driven by gear No. 2) (3)
- left camshaft drive/timing gear (4)
- left camshaft timing mark (5)
- idler gear (drives both camshafts and the fuel transfer pump) (6)
- right camshaft timing mark (7)
- right camshaft drive/timing gear (8)

Cylinder No. 1 will be at TDC of its compression stroke and cylinder No. 11 will be at TDC of
its exhaust stroke when the timing pin is used to locate top dead center.

The firing order for the C32 engine is: 1, 10, 9, 6, 5, 12, 11, 4, 3, 8, 7, 2.

The rear timing gear cover has two separate inspection covers for the camshaft gears. Correct
camshaft timing can be checked by removing the camshaft gear covers and indexing the
crankshaft to top dead center (compression stroke) of the No. 1 cylinder.
SERV1866 - 60 - Text Reference
09/08 Engine

LOSS OF ENGINE SPEED/TIMING SIGNAL

Engine will start and run with one speed/timing sensor signal

Engine will NOT start or run without at least one

speed/timing sensor signal

If crank sensor fails during engine operation:

- Slight change in engine performance

If crank sensor signal is not present at engine start up:

- Engine starts normally

If cam sensor fails during engine operation:

- No noticeable change in engine performance

If cam sensor signal is not present at engine start up:

- Engine will start with crank sensor signal, but may
take longer to start and run rough for a few seconds

45

The engine will start and run when only one sensor signal is present from either the crank or
cam sensor. During engine operation, if both speed/timing sensors fail, the Engine ECM will
stop fuel injection and the engine will shut down. During start-up, the loss of both sensors will
prevent the engine from starting.

If the engine is running and the signal from the crank speed/timing sensor is lost, a slight
change in engine performance will be noticed when the Engine ECM performs the changeover
to the cam speed/timing sensor. If the signal from the crank speed/timing sensor is not present
during start up, the engine will start normally.

Loss of the cam speed/timing sensor during engine operation will not result in any noticeable
change in engine performance. However, if the signal from the cam speed/timing sensor is not
present during start up, the engine may require a slightly longer period of time to start and may
run rough for a few seconds until the ECM determines the proper firing order by using only the
crank engine speed/timing sensor.
SERV1866 - 61 - Text Reference
09/08 Engine

The teeth configuration in the crankshaft timing wheel are not the same as the camshaft timing
wheel. The camshaft timing wheel includes 37 timing teeth with 36 of the teeth spaced equally
at 10° apart. One tooth is spaced 5° apart from the other teeth.

There are only 35 teeth on the crankshaft gear spaced equally at 10° apart. Two of the teeth are
spaced at 20° apart, which creates a "gap" in the gear teeth.

When the Engine ECM uses the cam speed sensor to determine timing for engine starting, the
ECM knows exactly what cylinder is at TDC. The following cylinders are at TDC at the same
time (one cylinder bank only):
- Cylinder No. 1 (compression stroke) and No. 6 (exhaust stroke)
- Cylinder No. 2 (compression stroke) and No. 5 (exhaust stroke)
- Cylinder No. 3 (compression stroke) and No. 4 (exhaust stroke)

When the Engine ECM uses the crank speed sensor to determine timing for engine starting, the
ECM does not know which of the two cylinders is at TDC. As an example, the Engine ECM
will attempt to fire Cylinder No. 1 and check if there is any increase in the engine rpm. If there
is no increase in rpm, the ECM determines that the TDC timing position at that firing moment
is Cylinder No. 6. This action may result in a longer engine start time.
SERV1866 - 62 - Text Reference
09/08 Engine

46

Located behind the right pedal, the throttle position sensor (arrow) provides the desired throttle
position to the Engine ECM. If the Engine ECM detects a fault in the throttle position sensor,
the throttle lock switch in the cab can be used to increase the engine speed.

The throttle position sensor receives a regulated 8.0 ± 0.5 Volts from the Engine ECM. The
throttle position sensor output signal is a Pulse Width Modulated (PWM) signal that varies with
throttle position and is expressed as a percentage between 0 and 100%.

To check the output signal of the throttle position sensor, connect a multimeter between Pins B
and C of the throttle position sensor connector. Set the meter to read "Duty Cycle." The duty
cycle output of the throttle position sensor should be:
- Low Idle: 16 ± 6%
- High Idle: 85 ± 4%
SERV1866 - 63 - Text Reference
09/08 Engine

47

If the machine is equipped with an ether start system, the Engine ECM will automatically inject
ether from the ether solenoid valve (1) and ether cylinder during cranking. The ether solenoid is
located inside the right engine compartment.

The ether injection system has two cycles: pre-ether injection and post-ether injection. The
pre-ether injection cycle will inject ether during engine starting. Once the engine has reached
low idle, ether will be injected for 1 second. Either the temperature of the engine coolant or
right intake manifold air temperture and the atmospheric pressure will determine when ether is
injected. The atmospheric pressures and temperature at which ether is injected are:
- 50 kPa (7 psi) and a temperature of 18°C (64°F)
- 75 kPa (10 psi) and a temperature of 9°C (48°F)
- 100 kPa (14.5 psi) and a temperature of 0°C (32°F)

After the pre-ether injection cycle has completed, the post-ether injection cycle begins. The
post-ether injection cycle is based on engine coolant temperature. The amount of ether injected
will be the following:
- At -23°C (-9°F) ether will be injected for 40 seconds
- At -9°C (16°F) ether will be injected for 20 seconds
- At 0°C (32 °F) ether will be injected for 1 second

Cat ET can be connected to the machine to enable or disable the ether injection system.

Also shown above is the air cleaner housing (2).

SERV1866 - 64 - Text Reference
09/08 Engine

48

The fan solenoid (1) is controlled by the Engine ECM and is mounted to a bracket above the
pump drive. The fan solenoid is a proportional solenoid valve that controls the signal pressure
to the fan pump to meet the varying cooling requirements of the machine.

The pressure tap (2) located next to the fan solenoid is used for checking fan pump signal
pressure.
SERV1866 - 65 - Text Reference
09/08 Engine

49

The ground level shutdown switch (1) is located in the service center at the rear bumper on the
left side of the machine. The ground level shutdown switch is an input to the Engine ECM.
The ground level shutdown switch input disables fuel injection when the engine is running or at
engine start-up.

The transmission lockout switch (2) and the engine lockout switch (3) are used to disable the
engine and transmission, if necessary, for service procedures. The transmission lockout switch
sends a signal to the Power Train ECM, which disables the transmission. The engine lockout
switch de-energizes the start relay, which will not allow the engine to start.

Also located in the rear bumper service center are the:

- Stairway access light switch (4)

- Engine disconnect switch (5)

- Auxiliary start receptacle (6)

SERV1866 - 66 - Text Reference
09/08 Engine

50

2
3

51

The throttle lock switch (1) sends an input signal to the Engine ECM to activate the throttle
lock function.

The throttle set/decel switch (2) sends an input signal to the Engine ECM to set or decelerate
engine rpm.

The throttle lock resume/accel switch (3) sends an input signal to the Engine ECM to resume or
accelerate engine rpm.
 SERV1866 - 67 - Text Reference
09/08 Engine

HIGH COOLANT TEMPERATURE DERATE

120

100

80
% Derate

60

40

20

0
C 110 111 111.5 112 112.5 113 113.5 114 114.5
F 230 232 233 234 235 235.5 236.5 237 238
Coolant Temperature
Level 1 Warning Level 2 Warning / Derates

52

Engine Derates

The coolant temperature sensor measures the temperature of the coolant and initiate warning
levels and derates.

When the temperature of the coolant exceeds 110° C (230° F), the Engine ECM will initiate a
Level 1 Warning.

When the temperature of the coolant exceeds 111° C (231° F), the Engine ECM will initiate a
Level 2 Warning. At 111° C (231° F) the Engine ECM will initiate a 25% derate. Refer to the
illustration for the remainder of the high engine coolant temperature derate. At 100% derate,
the engine available power will be approximately 50%.
 SERV1866 - 68 - Text Reference
09/08 Engine

C11-C32 ENGINE INTAKE MANIFOLD TEMPERATURE DERATE

21

18

15

12
% Derate

0
C 82 86 87 88 89 90 91 92 93
F 180 187 189 190 192 194 196 198 199

Intake Manifold Temperature

Level 1 Warning Level 2 Warning / Derat es

53

The intake manifold air temperature sensor measures the temperature of the air that is flowing
to the intake manifold. The sensor is used to initiate warning levels and engine derates.

After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 82° C (180° F), the Engine ECM will initiate a Level 1 Warning.

After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 86° C (187° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2
Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate has a 20%
upper limit.
 SERV1866 - 69 - Text Reference
09/08 Engine

ENGINE EXHAUST MANIFOLD TEMPERATURE DERATE

75

70

60

50

40
% Derate

30

20

10

0
C 730 750 755 760 765 770 775 780 785
F 1346 1382 1391 1400 1409 1418 1427 1436 1445
Exhaust Manifold Temperature
Level 1 Warning Level 2 Warning / Derat es

54

The exhaust temperature sensors measure the temperature of the exhaust air flowing out of the
exhaust manifolds. The sensors are used to initiate warning levels and engine derates.

After the engine is running for over 4 minutes and if the exhaust manifold air temperature goes
above 730° C (1346° F), the Engine ECM will initiate a Level 1 Warning.

After the engine is running for over 4 minutes and if the exhaust manifold air temperature goes
above 750° C (1382° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2
Warning, the Engine ECM signals the engine to initiate a derate. This derate has a 75% upper
limit.
SERV1866 - 70 - Text Reference
09/08 Engine

psi kPa LOW OIL PRESSURE

26.0 180

23.0 160

20.0 140

17.0 120
Oil Pressure

15.0 100

12.0 80
35% Derate
9.0 60

6.0 40

3.0 20

0 0
0 500 1000 1500 2000 2340
Engine rpm
kPa Warning Level 1 kPa Shutdown Level 3

55

This illustration shows a graph with the two different warning levels for low oil pressure and
the low oil pressure derate.

When the oil pressure is below the blue line (154 kPa @ 1600 rpm) (22 psi @ 1600 rpm), the
Engine ECM will enable the low oil pressure Level 1 Warning. Change machine operation or
perform maintenance to the system in the event of a warning.

When the oil pressure is below the red line (104 kPa @ 1600 rpm)(15 psi @ 1600 rpm), the
Engine ECM will enable the low oil pressure Level 3 Warning. The operator should
immediately perform a safe engine shutdown in the event of a Level 3 warning.

Also, with the Level 3 Warning the Engine ECM initiates a 35% engine derate.

If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the Engine
ECM will initiate a Level 1 Warning.
SERV1866 - 71 - Text Reference
09/08 Engine

AIR INLET RESTRICTION DERATE

16

14

12

10
% Derate

0
kPa 0 2 4 6 8 10 12 14 16
psi 0 0.3 0.6 0.9 1.2 1.5 1.7 2.0 2.3
Air Restriction Difference
Level 1 Warning Level 2 Warning / Derates

56

The air inlet restriction is the pressure difference between the turbo inlet pressure sensor and the
atmospheric sensor. The turbo inlet pressure sensor measures the air inlet pressure at the
turbocharger compressor housing.

As the air restriction increases, the pressure difference will increase. If the engine has been
running for over 4 minutes and the air inlet restriction is 7.5 kPa (30 in. of water) for 30
seconds, the Engine ECM will initiate a Level 1 Warning. If the air restriction increases to 9.0
kPa (36 in. of water) for 30 seconds, then a Level 2 Warning will occur and the engine will
enter the air inlet restriction derate.

When the pressure difference between the turbo inlet pressure sensor and the atmospheric
sensor reach a difference of 10.0 kPa (40 in. of water), the Engine ECM will derate the engine
approximately 2%. The Engine ECM will then derate the engine 2% more for every 1 kPa
(2 in. of water) difference up to 10%.

If the signal between the Engine ECM and the turbo inlet pressure sensor is lost or disabled, the
Engine ECM will initiate a Level 2 Warning.

NOTE: This air inlet restriction derate is a latching derate. The derate will remain
active until the machine is shut down.
 SERV1866 - 72 - Text Reference
09/08 Engine

FUEL TEMPERATURE DERATE

30

25

20
% Derate

15

10

0
C 89.8 90.0 90.2 90.4 90.6 90.8 91.0 91.2 91.4 91.6 91.8 92.0 92.2
F 193.6 194.0 194.4 194.7 195.0 195.4 195.8 196.2 196.5 196.9 197.2 197.6 198.0

Fuel Temperature
Level 1 Warning Level 2 Warning / Derates

57

This illustration shows the graph for the warning and the derates map for the fuel temperature.
When the fuel temperature exceeds 90° C (194° F), the Engine ECM will activate a Level 1
Warning. When the fuel temperature increases to 91.0° C (196° F) a Level 2 Warning will be
initiated by the Engine ECM. At the same time, the engine will derate to 12.5%. If the fuel
temperature exceeds 92° C (198° F), the engine will be derated to 25%.

If the signal between the Engine ECM and the fuel temperature sensor is lost or disabled, the
Engine ECM will initiate a 12.5% derate.
SERV1866 - 73 - Text Reference
09/08 Engine

FUEL FILTER RESTRICTION DERATE

FUEL TEMP ABOVE 30 C (86 F)
AND FUEL DIFFERENTIAL PRESSURE ABOVE 138 kPa (20 psi)
60

50

40
% Derate

30

20

10

0
0 3 min 1 hr 2 hr 3 hr 4 hr 5 hr 6hr
Time
Level 1 Warning Level 2 Warning / Derates

58

When the differential pressure switch recognizes a fuel pressure of 138 kPa (20 psi) for 1 hour,
the Engine ECM will initiate a Level 1 Warning.

When the differential pressure switch recognizes 138 kPa (20 psi) across the filter for 4 hours,
the Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated, a 35 %
derate is applied to the engine.

This feature will be disabled when the fuel temperature is below 30° C (86° F).
SERV1866 - 74 - Text Reference
09/08 Engine

4
3

2 5

59

Cooling System

The jacket water cooling system on the 993K uses a Next Generation Modular Radiator
(NGMR) two-pass flow design. The NGMR (not visible) is located behind the a ATAAC
cores (1) and hydraulic oil coolers (2).

The coolant enters at the bottom right, travels through the core, and flows out at the bottom left.
Being modular, individual cores may be removed for service while the radiator remains in
place.

The aftercooler cooling system is an ATAAC system, which uses an air-to-air design. The
ATAAC cores are located in front of the radiator. Intake air is cooled after being compressed
by the turbocharger before being routed to the intake manifold.

Also visible in this illustration are the steering oil cooler (3), AC condenser (4), and the the fuel
cooler (5).
SERV1866 - 75 - Text Reference
09/08 Engine

3
60

COOLING SYSTEM FLOW

Thermostat
Housing
Radiator

Engine Block

Bypass
Tube
61
ATAAC
Engine Oil Cooler

Rear Axle Oil Cooler

Power Train Oil Cooler Water Pump

Jacket water coolant flows from the water pump through the engine oil cooler (1), the rear axle
oil cooler (2), and the power train oil cooler (3) to both sides of the engine cylinder block.
Coolant flows through the engine block to the cylinder heads. From the cylinder heads, the
coolant flows to the two temperature regulators and, based on coolant temperature, either flows
to the radiator (if hot) or through the bypass tube to the water pump (if cold) to recirculate until
the engine reaches operating temperature.

The thermostats are located in the thermostat housing at the top of the bypass tube.
SERV1866 - 76 - Text Reference
09/08 Engine

ENGINE OIL SYSTEM

Engine
Block

Engine Bypass
Oil Filters Valve
Engine
Oil Cooler

Engine
Oil Pump

62

Lubrication System

The engine oil pump draws oil from the oil pan through a screen.

Oil flows from the pump through an engine oil cooler bypass valve to the engine oil cooler.
The bypass valve for the engine oil cooler permits oil flow to the system during cold starts
when the oil is thick or if the cooler is plugged.

Oil flows from the engine oil cooler to the oil filters. The oil flows through the filters and
enters the engine cylinder block to clean, cool, and lubricate the internal components and the
turbochargers.
SERV1866 - 77 - Text Reference
09/08 Engine

2
4
3

63

Fuel System

Fuel is pulled from the tank through the primary fuel filter (1) by the fuel transfer pump. The
primary fuel filter and secondary fuel filters (2) are located at the rear of the pump bay door (3).
The primary filter has a reusable fuel/water separator that mounts directly below the filter
element. Periodically open the valve (4) under the separator bowl and drain any water into an
approved container.

After changing fuel filters, a switch (5) located on the base of the primary fuel filter, activates
the electric fuel priming pump to refill the fuel lines and filters with fuel. The pump only
works with the engine start switch in the OFF position. Switch the priming pump ON and
allow the pump to run for several seconds. Repeat the priming procedure if the engine fails to
start or misfires.
SERV1866 - 78 - Text Reference
09/08 Engine

64

The fuel transfer pump (1) is located at the top rear of the engine. The fuel transfer pump
contains a bypass valve to protect the fuel system components from excessive pressure. The
bypass valve setting is higher than the setting of the fuel pressure regulator. Fuel flows from
the transfer pump to the secondary fuel filter located on the right side of the engine.

Fuel flows from the fuel filter base to the MEUI fuel injectors. Return fuel from the injectors
flows through the fuel pressure regulator (2) before returning to the fuel tank. Fuel pressure is
controlled by the fuel pressure regulator.

Fuel pressure should be between 420 and 840 kPa (61 and 122 psi) at full load rpm.
SERV1866 - 79 - Text Reference
09/08 Engine

2
3

65

The differential fuel pressure switch (1) is located in the top in the center of the secondary fuel
filter housing. This switch will indicate a restriction in the fuel filter. A warning will be sent
by the Engine ECM to the monitoring system.

The fuel pressure sensor (2) is located in the top of the secondary fuel filter housing. This
sensor is used to monitor fuel pressure.

The engine fuel temperature sensor (3) is located in the top of the secondary fuel filter housing
directly behind the fuel pressure sensor. The Engine ECM uses the fuel temperature
measurement to make corrections to the fuel rate and maintain power regardless of fuel
temperature (within certain parameters). This feature is called "Fuel Temperature
Compensation."
SERV1866 - 80 - Text Reference
09/08 Engine

Electric Fuel
C32 ACERT ENGINE FUEL DELIVERY SYSTEM
Priming Pump

(Optional)
Primary Fuel Heater
Fuel Filter
Fuel Fuel Tank
Secondary Transfer
Fuel Filters Pump

Right Fuel Gallery

Fuel
Pressure
Regulator
Fuel
Shutoff
Left Fuel Gallery

66

Fuel is pulled from the tank through the primary fuel filter by the fuel transfer pump. Fuel
flows from the transfer pump to the secondary fuel filter.

Fuel flows from the secondary fuel filter base through the fuel injectors in the cylinder heads.
Return fuel from the injectors flows through the fuel pressure regulator before returning to the
tank.

The electric fuel priming pump is used to fill the filters after they are replaced.
SERV1866 - 81 - Text Reference
09/08 Engine

67

68

Air Intake and Exhaust System

Shown are the air intake system components. Check the air filter restriction indicator (1). If the
yellow piston is in the red zone, the air filters are restricted and must be serviced.

Two filter elements are installed in the filter housings (2). The large elements (3) are the
primary elements and the small elements (inside the large elements) are the secondary
elements.
SERV1866 - 82 - Text Reference
09/08 Engine

Air intake system tips:

- The primary element can be cleaned a maximum of six times.

- Never clean the secondary element for reuse. Always replace the secondary element.

- Air filter restriction causes black exhaust smoke and low power.

There is a turbocharger inlet pressure sensor (4) located above the air filter restriction indicator.
The Engine ECM uses the turbocharger inlet pressure sensor in combination with the
atmospheric pressure sensor to determine air filter restriction.

The ECM provides the input signal to the monitoring system, which informs the operator of the
air filter restriction. As the air restriction increases, the pressure difference will increase. If the
engine has been running for over 4 minutes and the air inlet restriction is 7.5 kPa (30 in. of
water) for 30 seconds, the Engine ECM will initiate a Level 1 Warning. If the air restriction
increases to 9.0 kPa (36 in. of water) for 30 seconds or the turbo inlet pressure sensor fails,
then a Level 2 Warning will occur and the engine will enter the air inlet restriction derate.

When the pressure difference between the turbo inlet pressure sensor and the atmospheric
sensor reach a difference of 10.0 kPa (40 in. of water), the Engine ECM will derate the engine
approximately 2%. The Engine ECM will then derate the engine 2% more for every 1 kPa
(2 in. of water) difference up to 10%.
SERV1866 - 83 - Text Reference
09/08 Engine

2
1

69

70

The C32 engine is equipped with two turbochargers, one on each side of the engine. Each
turbocharger is driven by the exhaust gas from the cylinders which enters the turbine side (1) of
the turbocharger from the exhaust manifold. The exhaust gas flows through the turbocharger,
spinning the turbine wheel, then exits to the exhaust piping and muffler.

The clean air from the filters enters the compressor side (2) of the turbocharger where it is
compressed by the spinning turbine and picks up heat. The compressed air from the
turbocharger then flows out the top of the turbocharger to the aftercooler. After the air is
cooled by the aftercooler, the air flows to the cylinders and combines with the fuel for
combustion.
SERV1866 - 84 - Text Reference
09/08 Engine

The turbo wastegate actuator (3) controls the exhaust gas sent to the turbo. The actuator
diaphragm and connecting rod mechanically open and close the wastegate to control the
amount of exhaust gas sent to the turbine wheel.

Two exhaust temperature sensors (4) are located in each exhaust manifold. The exhaust
temperature sensors send a signal to the Engine ECM indicating exhaust temperature.

When the engine runs at low idle, the temperature of an exhaust manifold port can indicate the
condition of a fuel injection nozzle. A low temperature indicates that no fuel is flowing to the
cylinder. An inoperative fuel injection nozzle or a problem with the fuel injection pump could
cause this low temperature.

A very high temperature can indicate that too much fuel is flowing to the cylinder. A
malfunctioning fuel injection nozzle, plugged air filters, or a restriction in the turbochargers or
the muffler could cause this very high temperature.
SERV1866 - 85 - Text Reference
09/08 Engine

71

The compressed air from the turbochargers is sent through the Air to Air After Coolers
(ATAAC) (arrows) mounted in front of the radiator. Outside air passes through the ATAAC and
the radiator to cool both the intake air and the engine coolant. The cooled, compressed air exits
the aftercoolers and is sent to the intake manifolds.
SERV1866 - 86 - Text Reference
09/08 Engine

From Air Mufflers

Filters

AIR INDUCTION
AND ATAAC
EXHAUST SYSTEM

From Air
Filters

72

This schematic shows the flow through the air induction and exhaust system.

The turbochargers are driven by the exhaust gas from the cylinders which enters the turbine
side of the turbochargers. The exhaust gas flows through the turbochargers, the exhaust piping,
and the mufflers.

The clean air from the filters enters the compressor side of the turbochargers. The compressed
air from the turbochargers flows to the ATAAC. After the air is cooled by the ATAAC, the air
flows to the cylinders and combines with the fuel for combustion.
SERV1866 - 87 - Text Reference
09/08 Engine

73

Engine Compression Brake

The 993K Wheel Loader can be equipped with the optional engine compression brake. The
compression brake provides higher downhill travel speeds and reduces brake wear. The
compression brake uses a master/slave hydraulic actuation system to open exhaust valves on the
compression stroke which releases pressurized air and creates a net braking force at the
flywheel.

The compression brake assembly, as shown in this illustration, controls two cylinders. The
compression brake assembly is mounted to the rocker arm shaft supports below the engine
valve covers. The compression brake is pressurized with engine oil from the rocker arm shaft
and uses a solenoid valve to control oil flow in the brake housing.

The compression brake is activated by a signal from the Engine ECM to the solenoid valve (1).
As the fuel injector rocker arm pushes up on the master piston (2), the corresponding slave
piston (3) is pressurized to push down on the exhaust valve bridge, decompressing the cylinder
and preventing the normal power stroke.

On the C32 engine, up to six brake assemblies are used. The control circuit for the
compression brake permits the operation of either two, four, or all six of the compression brake
assemblies which provides progressive braking capabilities with the retarding effect of four,
eight, or all 12 of the engine cylinders.

Compression brake system service consists of only periodic valve lash checks.
SERV1866 - 88 - Text Reference
09/08 Engine

ENGINE COMPRESSION BRAKE HYDRAULIC CIRCUIT

COMPRESSION BRAKE OFF

Slave Piston
Check Valve

To Slave Piston and

Master Cylinder Master
Exhaust Valve Piston
Compression Rocker Arm
Brake
Solenoid
Valve Fuel Injector
Rocker Arm
Rocker Arm
Shaft Oil
Passage

Engine Oil
Pump Exhaust
Valve

74

This illustration shows the oil flow in the C32 engine compression brake. Oil from the engine
oil pump flows through the rocker arm shaft oil passage. The compression brake solenoid
valve controls the oil flow in the compression brake hydraulic circuit.

When the Engine ECM energizes the solenoid, oil flows through the check valves to the slave
pistons and the master pistons.

Oil pressure overcomes spring force and the master piston moves down and contacts the fuel
injector rocker arm. The master piston will follow the movement of the fuel injector rocker
arm. As the fuel injector rocker arm moves up the master piston moves up and causes the oil to
close the check valve.

With the check valve closed, oil pressure increases in the compression brake hydraulic circuit
and the slave piston is forced down. The slave piston makes contact with the exhaust valve
rocker arm and causes the exhaust valve to open. As the exhaust valve opens, the engine
cylinder pressure is relieved through the open exhaust valve, which creates a net braking force
at the flywheel.
SERV1866 - 89 - Text Reference
09/08 Engine

When the fuel injector rocker arm moves down, the master piston moves down and the
hydraulic pressure decreases. The exhaust valves are returned to the closed position by the
exhaust rocker arm. The check valve opens and relieves the oil pressure.

When the Engine ECM de-energizes the compression brake solenoid, oil is drained from the
slave and master pistons to the tank. The exhaust valves close and the slave piston returns to
the starting position.
SERV1866 - 90 - Text Reference
09/08 Engine

ENGINE COMPRESSION BRAKE SCHEMATIC

Left Bank Valve Cover Engine ECM

Entry Connector P2/J2
Compression Compression Compression 10 J700-BR 5 Compression Brake Med / Hi
Brake Brake Brake 11 J701-GN 3 Compression Brake Low / Hi
Solenoid Solenoid Solenoid 12 K739-BU 14 Compression Brake Return
1 and 3 9 and 11 5 and 7
Right Bank Valve Cover
Entry Connector
Compression Compression Compression 10 K737-BR 8 Compression Brake Med / Hi
Brake Brake Brake 11 K738-GN 1 Compression Brake Low / Hi
Solenoid Solenoid Solenoid 12 K739-BU
10 and 12 2 and 4 6 and 8

Compression Brake
Switch
P1/J1
998-BR 5 Digital Sensor Return
Y756-GY 49 Engine Retarder Sw NC
Y757-BU 54 Engine Retarder Sw NO

75

This illustration shows the wiring and components of the engine compression brake. The
compression brake switch allows the operator to switch between automatic mode and manual
mode. The Engine ECM provides MEDIUM braking level. When the ECM commands a
MEDIUM braking level, four solenoids (two on each valve bank) will activate the compression
brake for eight cylinders (1, 2, 3, 4, 9, 10, 11, and 12).

In the automatic mode, with the compression brake configuration status ENABLED, the
compression brake will be activated when the engine speed is above the auto trip point of
2150 rpm. The brake will be activated until the engine speed is reduced to 1900 rpm. If the
compression brake pedal is depressed while automatic mode is active, the compression brake
mode will switch to manual mode and the compression brake will remain activated to the
manual trip point.

In manual mode, the compression brake will not be activated until the engine speed is above the
manual trip point of 1600 rpm. The brake will be activated until the engine speed is reduced to
1500 rpm. If the compression brake pedal is depressed the compression brake mode will be
switched from manual mode to automatic mode.

The transmission must be in 2nd or 3rd speed and the lockup clutch engaged to activate the
compression brake. The compression brake will not be activated in 1st speed or if the coolant
temperature is below 68° C (154° F).
SERV1866 - 91 - Text Reference
09/08 Power Train

POWER TRAIN COMPONENTS

Impeller Clutch Upper Input

Engine Torque Converter Drive Shaft Transfer Gear Transmission

Rear Rear Output Front Front

Final Drive Drive Shaft Transfer Gear Drive Shaft Final Drive

76

POWER TRAIN

This illustration shows the power flow through the 993K power train. Power from the diesel
engine is sent from the flywheel to the impeller clutch torque converter. The output yoke of the
impeller clutch torque converter is bolted to the upper drive shaft. The upper drive shaft is
bolted to the yoke of the input transfer gear box. The input transfer gear is splined to the
transmission input shaft. The transmission output shaft is splined to the output transfer gear.
The output transfer gear transmits power from the transmission to the front drive shaft and the
rear drive shaft.

Power flows through the front drive shaft and its respective pinion, bevel gear, differential and
axles to the front final drives, and similarly through the rear drive shaft to the rear final drives.
SERV1866 - 92 - Text Reference
09/08 Power Train

POWER TRAIN ELECTRONIC

Cat ET
CONTROL SYSTEM Power Train CAT/CAN Data Links Engine ECM
INPUT COMPONENTS ECM Implement ECM
J1 Connector J2 Connector VIMS ECM

STIC STIC
Upshift, Downshift, Forward, Neutral, Reverse
Transmission Lock Switch

Key Start Switch Reduced Rimpull Selection Switch

Quick-shift Switch Ride Control Switch

Lockup Clutch Enable Switch Parking Brake Limit Switch

Transmission Lockout Switch

Transmission (Bumper)
Input Speed Sensor
Torque Converter
Transmission Output Pedal Position Sensor
Speed Sensor 1 and 2
Parking Brake Pressure Switch

Autolube Level Sensor Impeller Clutch Pressure Sensor

Autolube EEF Grease

Pressure Sensor
HVAC Blower Switch
Autolube NEEF Grease
Pressure Sensor
Engine Speed Tach Signal
Power Train Pump
Pressure Sensor
Location Code 2 (Ground)
Platform Position Switch

Location Code Enable (GND) Transmission

Temperature Sensor
Transmission Heated Mirror Switch
Oil Level Sensor
AC Low Pressure Switch
Hydraulic Tank
Shutoff Switches (2)
Manual Lube Switch

77

POWER TRAIN ELECTRONIC CONTROL SYSTEM

This diagram of the Power Train Electronic Control System shows the components which
provide input signals to the Power Train ECM.

The CAN and CAT data links connect the Power Train ECM, to the Engine ECM, the
Implement ECM, the VIMS ECM, and to Cat ET.

The input components to the ECM are:

STIC: Combines control of the vehicle steering system and the transmission shifting system in
a single input device. The STIC lever contains the upshift switch, the downshift switch, the
F/N/R switch, and the transmission lock switch which provide input to the ECM.

Key start switch: Provides a signal to the ECM when the operator wants to start the engine.
The STIC directional switch must be in the NEUTRAL position before the ECM will permit
engine starting.
SERV1866 - 93 - Text Reference
09/08 Power Train

Reduced rimpull selection switch: This rotary switch sends a signal to the Power Train ECM
which determines the maximum rimpull torque.

Ride control switch: The ride control switch has three positions: AUTO, OFF, and ON. When
in the AUTO position, causes the ride control to be enabled when the appropriate conditions are
met. When in the OFF position, the ride control system is disabled. When in the ON position,
the ride control system is enabled at all time and should be used to service the ride control
system.

Parking brake limit switch: When in the ON position, signals the Power Train ECM that the
operator has engaged the machine parking brake.

Quick-shift switch: When in the ON position, enables the quick-shift feature during a
FORWARD FIRST to a REVERSE shift.

Lockup clutch enable switch: When in the ON position, enables the lockup clutch, if
equipped, to ENGAGE when the machine operating conditions are correct.

Transmission lockout switch: When in the LOCK position, causes the Power Train ECM to
shift the transmission to NEUTRAL. This switch is located in the rear bumper service center.

Torque converter pedal position sensor: Signals the position of the torque converter pedal to
the Power Train ECM. The Power Train ECM uses the position information to vary torque to
the drive train through the impeller clutch. The actual value of torque reduction is determined
by a combination of different input signals.

Transmission input speed sensor: Provides a signal the Power Train ECM used to determine
the output speed of the torque converter.

Transmission output speed sensors 1 and 2: These sensors measure the transmission output
speed in the range of 25 to 3000 rpm. By looking at the difference in phase between the
sensors, machine speed and direction is determined.

Park brake pressure switch: This switch monitors the park brake hydraulic pressure and the
Power Train ECM determines when oil has been sent to the parking brake.

Impeller clutch pressure sensor: Sends a signal to the Power Train ECM indicating impeller
clutch pressure.

Autolube pressure sensors: These sensors monitor the grease pressure in the autolube system.

Autolube reservoir level sensor: This switch monitors the grease level in the autolube
reservoir.

AC low pressure switch: Sends a signal to the Power Train ECM indicating AC status.
SERV1866 - 94 - Text Reference
09/08 Power Train

Heated mirror switch: Sends a signal to the Power Train ECM to activate the heated mirror
relay.

HVAC blower speed switch: Sends a signal to the Power Train ECM to activate the HVAC
blower.

Transmission temperature sensor: Sends a signal to the Power Train ECM indicating
transmission oil temperature.

Engine speed: The Power Train ECM receives the engine speed over the CAN Data Link
from the Engine ECM.

Location code enable (grounded): The location code enable is a grounded input signal to the
Power Train ECM that enables the location code detection feature to become active. J1-32 pin
on the Power Train ECM connector is connected.

Location code 2 (grounded): The location code pin number 2 is a grounded input signal that
establishes the ECM is dedicated to the Power Train operation. J1-27 pin on the Power Train
ECM connector is connected.

Transmission pump pressure sensor: Sends a signal to the Power Train ECM indicating
transmission pump oil pressure.

Platform position switch: Sends a signal to the Power Train ECM indicating if the Rear
Access Egress System (RAES) platform is raised or lowered.

Manual lube switch: Sends a signal to the Power Train ECM to manual activate the Autolube
system.

Transmission oil level switch: Sends a signal to the Power Train ECM indicating the
transmission sump oil level.

Hydraulic tank shutoff switches: Send a signal to the Power Train ECM indicating the status
(open or closed) of the hydraulic shutoff valves.
SERV1866 - 95 - Text Reference
09/08 Power Train

POWER TRAIN ELECTRONIC Cat ET

CONTROL SYSTEM Power Train

ECM
CAT / CAN Data Links Engine ECM
Implement ECM
OUTPUT COMPONENTS
VIMS ECM
J1 Connector J2 Connector

Clutch 1 Starter Relay

Reverse Solenoid
Autolube Low
Clutch 2 Indicator Lamp
Forward Solenoid
Ride Control
Clutch 3 Solenoid
3rd Gear Solenoid
Ladder Lower Relay
Clutch 4
2nd Gear Solenoid Transmission Lockout
Indicator Lamp
Clutch 5
1st Gear Solenoid Heated Mirror Relay

Impeller Clutch
Solenoid AC Compressor Clutch

Lockup Clutch
Solenoid

Autolube
Solenoid

Back-up Alarm Relay

78

This diagram of the Power Train Electronic Control System shows the components that receive
output signals from the Power Train ECM.

Based on the input signals, the ECM energizes the appropriate transmission control valve
solenoids for speed and directional clutch engagement. The ECM also energizes the additional
solenoids, relays, and indicator lamps as shown in this illustration.

The output components which receive signals from the Power Train ECM are:

Starter relay: The Power Train ECM energizes the starter relay when the appropriate
conditions to start the machine have been met.

Clutch solenoids: The solenoids control pilot oil flow to the speed and directional control
spools.

Ride control solenoid: The Power Train ECM energizes the ride control solenoid (attachment)
when the proper machine conditions have been met.
SERV1866 - 96 - Text Reference
09/08 Power Train

Impeller clutch solenoid: The Power Train ECM energizes the impeller clutch solenoid with
different levels of current to control hydraulic pressure to the impeller clutch.

Lockup clutch solenoid: The Power Train ECM energizes the lockup clutch solenoid to
ENGAGE the lockup clutch (attachment) when the correct machine conditions have been met.

Back-up alarm relay: The Power Train ECM energizes the back-up alarm relay, which
activates the back-up alarm when the operator selects the REVERSE direction with the STIC.

Autolube solenoid: The Power Train ECM energizes the autolube solenoid to send grease to
the bearings on the machine.

Heated mirror relay: The Power Train ECM energizes the heated mirror relay which transfers
power to the heated mirror.

Transmission lockout indicator lamp: The Power Train ECM illuminates the transmission
lockout indicator lamp when the transmission switch lever is activated.

Autolube low indicator lamp: The Power Train ECM illuminates the Autolube indicator lamp
when the autolube system reservoir is low.

AC compressor clutch: The Power Train ECM energizes the AC clutch to activate the air
conditioning compressor.
SERV1866 - 97 - Text Reference
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3
2

79

The Power Train ECM (3) is located on the right side of the cab. Also located on the right side
of the cab is the VIMS ECM (2) and the Implement ECM (1).

The Power Train ECM makes decisions based on control program information in memory and
switch and sensor input signals.

The Power Train ECM responds to machine control decisions by sending output voltage to the
appropriate circuit which creates an action. For example, the operator selects an upshift using
the STIC. The Power Train ECM interprets the input signals from the STIC, evaluates the
current machine operating status, and energizes the appropriate clutch solenoids.

The Power Train ECM receives three different types of input signals:

1. Switch input: Provides the signal line to battery, ground, or open.

2. PWM input: Provides the signal line with a square wave of a specific frequency and a
varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern,
or a sine wave of varying level and frequency.
SERV1866 - 98 - Text Reference
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The Power Train ECM has three types of output drivers:

1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage
(ON) or less than one Volt (OFF).

2. PWM solenoid driver: Provides the output device with a square wave of fixed
frequency and a varying positive duty cycle.

3. Controlled current output driver: The Power Train ECM will energize the solenoid
with 1.25 amps for approximately one half second and then decrease the level to 0.8
amps for the duration of the on time. The initial higher amperage gives the actuator rapid
response and the decreased level is sufficient to hold the solenoid in the correct position.
An added benefit is an increase in the life of the solenoid.

The Power Train ECM controls the transmission speed and directional clutches and the
operation of the impeller clutch and lockup clutch. The ECM interprets signals from the STIC,
torque converter pedal position sensor, lockup clutch enable switch, and current machine
operating status to determine the appropriate output signals to the systems. Different
conditions of the inputs affect the output conditions. These conditions will be discussed later.

The Power Train ECM communicates through the CAT and CAN Data Links. The Data Links
allow high speed proprietary serial communications over a twisted pair of wires and different
systems on the machine to communicate with each other.

The Power Train ECM has built-in diagnostic capabilities. As the ECM detects fault conditions
in the power train system, it logs the faults in memory and displays them on VIMS display
panel. The fault codes can also be accessed using Cat ET.
SERV1866 - 99 - Text Reference
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4
2

80

6
81

The STIC lever (1) is bolted to the seat at the front of the left armrest. The transmission
directional control switch (2) is a three position rocker switch that the operator uses to select
NEUTRAL, FORWARD, or REVERSE. The transmission speed upshift switch (3) and the
transmission speed downshift switch (4) are momentary contact switches that the operator uses
to select the desired speed.
SERV1866 - 100 - Text Reference
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When the operator selects REVERSE by depressing the top of the directional control switch,
the Power Train ECM energizes the reverse directional solenoid. The Power Train ECM also
activates the back-up alarm. When the operator selects FORWARD by depressing the bottom
of the directional control switch, the ECM energizes the forward directional solenoid. When
the operator selects NEUTRAL by placing the directional control switch in the center position,
the Power Train ECM de-energizes both the forward and the reverse directional solenoids.
After two seconds, the Power Train ECM energizes speed solenoid No. 3 and the transmission
is in NEUTRAL until the operator selects a different gear.

When the operator presses the upshift switch, the Power Train ECM energizes the appropriate
speed clutch solenoid to select the next higher gear, and the transmission upshifts. When the
operator presses the downshift switch, the Power Train ECM energizes the appropriate speed
clutch solenoid to select the next lower gear, and the transmission downshifts. The switch must
be released and pressed again to continue shifting.

When the steering and transmission lock lever (5) is moved to the LOCK position (shown), the
STIC is held in the center position. The transmission lock switch (6) signals the Power Train
ECM to shift the transmission to NEUTRAL. The transmission lock switch is located at the
base of the STIC lever.

Certain machine operating conditions will override the operator desired function of the STIC.
If the directional switch is in the FORWARD or REVERSE position when the steering and
transmission lock lever is moved to the UNLOCK position, the Power Train ECM will not shift
from NEUTRAL. The directional switch must first be moved to the NEUTRAL position, then
to the direction desired before the Power Train ECM will engage the clutches.

If the steering and transmission lock lever is in the UNLOCK position when the machine is
started, the lever must be moved to the LOCK position and then to the UNLOCK position
before the ECM will shift the transmission out of NEUTRAL.
SERV1866 - 101 - Text Reference
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82

The operator turns the key start switch (1) clockwise to signal the Power Train ECM to start the
engine. The key start switch supplies a signal of +Battery to the Power Train ECM. The Power
Train ECM energizes the start relay. Three conditions must be present before the Power Train
ECM will energize the start relay:

1. The transmission directional control switch is in neutral.

2. The key switch is turned to the start position.
3. The system voltage is below +32 Volts.

Ride control is an attachment which helps stabilize the machine during travel at high speeds
over rough terrain. Ride control uses accumulators in the implement lift hydraulic circuit to
dampen and absorb the forces of the bucket. Since ride control is an attachment, the attachment
code entered in VIMS must be correct.

The ride control switch (2) is a three position switch located on the right side operator console.
When the ride control enable switch is placed in the ON (top) position, the Power Train ECM
continuously energizes the ride control solenoid. This mode should only be used to service the
ride control system.

When the ride control enable switch is placed in the OFF (center) position, the Power Train
ECM de-energizes the ride control solenoid and the ride control system is turned off.
SERV1866 - 102 - Text Reference
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The ride control switch is placed in the AUTOMATIC position by pushing the bottom of the
switch. The Power Train ECM energizes the ride control system when ground speed exceeds
9.6 km/h (6 mph). The ECM de-energizes the ride control solenoid when the ground speed is
below 9.2 km/h (5.7 mph).

NOTE: The activation speed for the ride control system can be configured through Cat
ET. The forward activation speed and the reverse activation speed can be adjusted to
meet operator requirements.
SERV1866 - 103 - Text Reference
09/08 Power Train

INSTRUMENT CLUSTER
Ride Control
Indicator

Action Park
Lamp Brake Reduce Mach
Throt
Lock Rimpull Sec

Quick Lockup Ride

Shift Clutch Cont
Float

Coolant Tach TC Oil

Temp Temp

% mph
n/min km/h

Hyd Oil kPa psi Fuel

Temp Level
CF kmmiles

83

When the ride control switch is in the AUTOMATIC position, the ride control indicator light
illuminates on the instrument cluster. The positive lead of the ride control indicator lamp is
connected to +Battery. The ground lead is connected to the ride control switch. When the ride
control switch is placed in the AUTOMATIC position, the ride control switch allows current to
flow and the lamp is illuminated.

Several fault conditions will prevent the Power Train ECM from turning on the ride control
system regardless of the switch position. If the Power Train ECM detects a transmission output
speed high or transmission output speed low fault, it will not energize the ride control solenoid.
Also, if the Power Train ECM detects a fault in the ride control solenoid circuit of short to
battery, short to ground, or open circuit, the Power Train ECM will not energize the ride control
solenoid.
SERV1866 - 104 - Text Reference
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84

The Power Train ECM determines direction and ground speed by the signasl received from the
transmission output speed sensors (arrows) located on the lower left side of the transmission
case.
SERV1866 - 105 - Text Reference
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2
85
3

1 4

INSTRUMENT CLUSTER
Reduced Rimpull
Indicator

Action Park
Lamp Brake Reduce Mach
Throt
Lock Rimpull Sec

Quick Lockup Ride

Shift Clutch Cont
Float
86

Coolant Tach TC Oil

Temp Temp

% mph
n/min km/h

Hyd Oil kPa psi Fuel

Temp Level
CF kmmiles

The Power Train ECM provides maximum rimpull when the torque converter pedal is fully
released by keeping the impeller clutch fully engaged and the rimpull selection switch (1) is in
position (2). If the torque converter pedal is used to modulate the impeller clutch, the rimpull
selection switch must be in position (2).

To select reduced rimpull, move the rimpull selection switch to the desired position. The
rimpull selection switch signals the Power Train ECM to monitor the reduced rimpull selection
switch to determine the rimpull setting with the torque converter pedal fully released. This
condition occurs only when the machine is in FIRST GEAR. If the machine is not in FIRST
GEAR, the rimpull will stay at maximum.
SERV1866 - 106 - Text Reference
09/08 Power Train

The desired maximum rimpull setting will be active when the torque converter pedal is fully
released, and the machine is in FIRST GEAR. The Power Train ECM reduces rimpull by
increasing the current to the impeller clutch solenoid, which reduces the hydraulic pressure to
the impeller clutch and allows slippage between the impeller and the torque converter housing.
By additionally decreasing the impeller clutch pressure, the impeller will slip more resulting in
lower torque to the power train. The resulting additional engine torque can be used for the
implements.

Depressing the torque converter pedal will further reduce rimpull from the selected percentage.
The rimpull that is commanded by the fully released pedal will equal the reduced rimpull that is
selected on the rimpull selection switch. When a lower rimpull is selected, pedal travel will
result in a more gradual decrease in rimpull.

The reduced rimpull selection switch has four positions. Each position corresponds to a
maximum allowable percentage of maximum rimpull. The default values for each position are:

• 100% Rimpull (2)

• 90% Rimpull (3)
• 80% Rimpull (4)
• 70% Rimpull (5)

When the rimpull is reduced, using the rimpull selection switch, the Power Train ECM sends a
signal to the reduced rimpull indicator lamp on the right side of the instrument cluster.

NOTE: Only positions (3), (4), and (5) are configurable.

SERV1866 - 107 - Text Reference
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87

The Power Train ECM monitors the position of the torque converter pedal (1) with the torque
converter pedal position sensor (2). As the operator depresses the pedal, the Power Train ECM
increases the current to the impeller clutch solenoid and reduces the hydraulic pressure to the
impeller clutch. The rimpull will decrease with pedal travel from the maximum setting to the
minimum setting. When the operator releases the left pedal, the rimpull will return to the
maximum percentage as set by the rimpull selector switch.

If the machine is not in FIRST GEAR, the impeller clutch pressure will remain at the maximum
level until the transmission is shifted into FIRST GEAR.

NOTE: An increase in current to the impeller clutch solenoid from the ECM results in
a decrease in pressure to the impeller clutch.
SERV1866 - 108 - Text Reference
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88

The transmission input speed sensor (arrow) is located on the input transfer gears of the
transmission. The Power Train ECM receives a signal from the sensor to determine torque
converter output speed.
SERV1866 - 109 - Text Reference
09/08 Power Train

89

The parking brake is spring engaged and hydraulically released.

The operator engages the parking brake by pulling the park brake control (arrow) in the cab.
The control in the cab is connected to the park brake valve by a push-pull cable. Pulling the
control releases the hydraulic pressure in the parking brake.

The operator releases the parking brake by pushing the park brake control. Pushing the control
IN allows oil to flow through the parking brake valve to the parking brake. As the pressure
increases, the parking brake is released.
SERV1866 - 110 - Text Reference
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4 5

2
3

90

The parking brake limit switch (1) is mounted near the park brake valve on top of the frame
below the left rear of the cab. The limit switch actuator (2) connected to the park brake
valve (3) moves past the switch like a cam and causes the switch to change state based on the
position of the park brake control in the cab.

The park brake pressure switch (4) is mounted on the park brake valve (3) and provides a signal
the Power Train ECM uses to determine if the park brake pressure is low (brake engaged) or
high (brake released).

If the transmission is in FIRST SPEED FORWARD or FIRST SPEED REVERSE and the
parking brake is ENGAGED, the Power Train ECM shifts the transmission to NEUTRAL. If
the transmission is in a speed other than FIRST SPEED FORWARD or FIRST SPEED
REVERSE and the parking brake is ENGAGED, the transmission remains in gear. The VIMS
gives a Category 3 Warning to alert the operator of a potentially unsafe condition.

NOTE: FIRST SPEED FORWARD or REVERSE may be obtained during a parking

brake hydraulic failure by holding the parking brake control knob IN and then shifting
into FIRST SPEED FORWARD or REVERSE. This feature allows the machine to move
by driving through the parking brake and is intended for emergency use only.

Also located on the parking brake control valve is another parking brake switch (5) that is used
in the optional Rear Access Egress System (RAES) electrical circuit. The RAES will be
discussed later in the presentation.
SERV1866 - 111 - Text Reference
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91

INSTRUMENT CLUSTER

Action Park
Lamp Brake Reduce Mach
Throt
Lock Rimpull Sec

Quick Lockup Ride

Shift Clutch Cont
Float

Coolant Tach
92
TC Oil
Temp Temp

% mph
n/min km/h
Hyd Oil kPa psi Fuel
Temp Level
CF kmmiles

Quickshift
Indicator

The quickshift switch (arrow) is located on the console on the right side of the cab. The
quickshift switch reduces the number of shifts an operator has to make during a normal cycle.
When the quickshift switch is activated, the quickshift indicator light is illuminated.

When operating in FIRST SPEED FORWARD and the quick-shift switch is in the ON position
(shown), shifting the directional control switch to REVERSE causes the Power Train ECM to
shift the transmission to SECOND SPEED REVERSE automatically. When the directional
control switch is shifted from REVERSE to FORWARD, the ECM shifts the transmission to
SECOND SPEED FORWARD, the same as normal operation. The quickshift switch will only
affect a shift from FIRST SPEED FORWARD to REVERSE.
SERV1866 - 112 - Text Reference
09/08 Power Train

When shifting from a reverse speed other than FIRST SPEED REVERSE, the operator must
use the directional control switch and the downshift switch to shift the transmission to FIRST
SPEED FORWARD.

The quickshift feature does not affect REVERSE to FORWARD shifts.

SERV1866 - 113 - Text Reference
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93

2 3 4

INSTRUMENT CLUSTER
Lockup Clutch
Indicator

Action Park
Lamp Brake Reduce Mach
Throt
Lock Rimpull Sec

Quick Lockup Ride

Shift Clutch Cont
Float

Coolant
94
Tach TC Oil
Temp Temp

% mph
n/min km/h
Hyd Oil kPa psi Fuel
Temp Level
CF kmmiles

The lockup clutch is an attachment on the 993K.

The lockup clutch enable switch (1) is located on the right panel in the cab. When the switch is
in the ON (closed) position and the proper conditions have been met, the Power Train ECM
will engage the lockup clutch to improve the efficiency of the power train. When the lockup
clutch is activated, the lockup clutch indicator light is illuminated.
SERV1866 - 114 - Text Reference
09/08 Power Train

During normal operation, the Power Train ECM will energize the torque converter lockup
clutch solenoid based on the following conditions:

1. Lockup clutch enable switch state: ON (closed).

2. Torque converter output speed: When the torque converter output speed is greater than
1500 rpm.
3. Time in gear: The transmission must be in the present speed and direction for at least
two seconds.
4. Time since lockup clutch solenoid was de-energized: At least four seconds must have
passed since the ECM de-energized the lockup clutch solenoid.
5. Torque converter and right brake pedal status: Both pedals must be fully released.

During normal operation, the following conditions will cause the Power Train ECM to
de-energize the torque converter lockup clutch solenoid valve and release the lockup clutch:

1. Lockup clutch enable switch: OFF (open).

2. Torque converter output speed: When the torque converter output speed is less than
1350 rpm.
3. A shift is made.
4. Torque converter and right brake pedal status: If either pedal is depressed.
5. Transmission is in 1F or 1R.

NOTE: To prevent engine overspeed, the ECM will not engage the lockup clutch when
the torque converter output speed is higher than 2250 rpm. If the lockup clutch is
already engaged when the torque converter output speed reaches 2250 rpm, the ECM
allows the lockup clutch to remain engaged.

During lockup clutch engagement, the impeller clutch pressure is maintained at the
system pressure 2275 ± 207 kPa (330 ± 30 psi).

The HVAC fan speed switch (2), the manual lube switch (3), and the heated mirror switch (4)
also provide input signals to the Power Train ECM.
SERV1866 - 115 - Text Reference
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95

The air conditioning low pressure switch (1) and air conditioning high pressure switch (2) are
located at the rear of the air conditioning compressor (3). The AC low pressure switch sends a
signal to the Power Train ECM indicating low pressure.

The Power Train ECM also sends an output signal to control the AC compressor
clutch (not visible) located on the front of the AC compressor.
SERV1866 - 116 - Text Reference
09/08 Power Train

2 4

96

The lockup clutch solenoid valve (1) and the impeller clutch solenoid valve (2) are mounted on
the left side of the torque converter housing. A cover plate is mounted on the torque converter
housing in place of the lockup clutch valve on machines not equipped with a lockup clutch.

NOTE: The lockup clutch is an attachment for the 993K.

The ECM energizes the lockup clutch solenoid to allow oil to flow through the lockup clutch
valve to the lockup clutch. The pressure increases in the lockup clutch, causing it to engage
and the machine operates in DIRECT DRIVE.

The lockup clutch solenoid is a proportional solenoid and is energized by a modulated signal
from the Power Train ECM. The Power Train ECM varies the amount of current to control the
amount of oil flow through the lockup clutch valve to the lockup clutch.

NOTE: An increase in current to the lockup clutch solenoid from the ECM results in an
increase in pressure to the lockup clutch.

The Power Train ECM monitors the status of the impeller clutch solenoid and can determine
certain faults that may affect operation of the impeller clutch. These faults include: a short to
+Battery, a short to ground, or an open circuit.

When the Power Train ECM detects a fault in the impeller clutch solenoid circuit, a fault will
be displayed on the VIMS display panel.
SERV1866 - 117 - Text Reference
09/08 Power Train

When a fault is detected, Controlled Throttle Shifting (CTS) is used. When a directional shift
is made above 1400 rpm, the Power Train ECM will request a desired engine speed of 1400
rpm from the Engine ECM for the duration of the shift. This feature helps decrease the
energies absorbed in the transmission.

The torque converter pedal position sensor and the impeller clutch solenoid must be calibrated
through the VIMS to ensure proper operation.

Also shown is a pressure test hose (3) connected to the the lockup clutch pressure tap and the
impeller clutch pressure tap (4). The impeller clutch pressure sensor (not visible) is located
below the impeller clutch valve.

NOTE: CTS can be enabled or diabled with Cat ET or through the Advisor display.
SERV1866 - 118 - Text Reference
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1
2 97

98

The transmission pump pressure sensor (1) is located on the left frame rail near the
transmission pump (2). The transmission pump pressure sensor sends a signal to the Power
Train ECM indicating transmission pump output pressure.

The transmission oil level switch (3) is located on the side of the transmission tank. The oil
level switch sends a signal to the Power Train ECM indicating transmission oil level.
SERV1866 - 119 - Text Reference
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99

The transmission oil temperature sensor (arrow) is located at the top of the transmission. The
transmission temperature sensor sends a signal to the Power Train ECM indicating transmission
oil temperature.
SERV1866 - 120 - Text Reference
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3
5

100

The Power Train ECM shifts the transmission by energizing the solenoid valves that are located
in the transmission control valve group on top of the transmission.

Two solenoid valves are used to control REVERSE (1) or FORWARD (2) directional shifts and
three solenoid valves are used to control speed shifts: FIRST (3), SECOND (4), and
THIRD (5).

The solenoid valves are two position, three-way solenoid valves. The solenoid valves are
normally open to drain. When energized, the solenoid valve spool moves to direct pressure oil
to one end of the transmission control valve spool. The transmission control valve spool then
directs oil to the appropriate clutch.
SERV1866 - 121 - Text Reference
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6
5 7

1
4

101

The Power Train ECM also sends output signals to the following relays located on the right
side of the cab:

- Start relay (1)

- Heated mirror relay (2)

- Back-up alarm relay (3)

- Ladder lower relay (5)

Also shown are the HVAC med/high fan relay (4), the HVAC high fan relay (6), and the horn
relay (7).
SERV1866 - 122 - Text Reference
09/08 Power Train

POWER TRAIN SCHEMATIC

Priority
Valve

Transmission
Control Valve

T/C Trans
LUC Solenoid IC Solenoid Filter Filter

Lockup Impeller Transmission

Clutch Clutch
Pump
Torque
Converter

Input
T/C Outlet
Transfer Gear
Relief Valve Output
Transfer Gear

Cooler

102

Power Train Hydraulic System

This schematic shows the components and the oil flow in the power train hydraulic system. Oil
from the sump (located in the bottom of the transmission output transfer case) flows to a
two-section gear pump.
Oil from the rear section of the pump flows through the transmission filter to the priority valve.
From the priority valve, oil flows to the impeller clutch (IC) solenoid and to the optional lockup
clutch (LUC) solenoid. When a shift is made, the priority valve prevents oil pressure to the
impeller clutch solenoid and the lockup clutch solenoid from dropping below
2205 kPa (320 psi).

When the impeller clutch solenoid is energized, oil flow to the impeller clutch is stopped. The
impeller clutch releases allowing the impeller to slip. When the lockup clutch solenoid is
energized, oil flow pressurizes the lockup clutch and places the converter in DIRECT DRIVE.
SERV1866 - 123 - Text Reference
09/08 Power Train

When the priority valve opens, oil flows to the transmission control valve. The transmission
control valve controls transmission clutch engagement, provides modulation and sequencing of
the directional and speed clutches, and limits the maximum clutch pressure. From the
transmission control valve, the remainder of the oil is sent to the torque converter inlet.

Oil from the front section of the pump flows through the torque converter filter and joins with
the oil from the transmission control valve. The combined oil flows through the torque
converter inlet to the torque converter. Oil pressure in the torque converter is maintained by
the torque converter outlet relief valve. An orifice in the outlet relief valve permits some
lubrication oil to flow to the transmission at all times. From the outlet relief valve, oil is sent
through the oil cooler to the transmission lubrication circuits.
SERV1866 - 124 - Text Reference
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1 4

103

The power train pump (1) is a two-section gear pump mounted on the left sde of the torque
converter. The pump is driven by a pump drive gear in the torque converter.

Oil from the reservoir in the output transfer gear case enters the power train pump through the
suction line (2). Supply oil from the rear section of the pump flows through the hose (3) and
through the transmission filter to the priority valve, to the impeller clutch solenoid valve, to the
lockup clutch solenoid valve, and to the transmission control valve. Oil from the front section
of the pump flows through the hose (4) and through the torque converter filter to the torque
converter.
SERV1866 - 125 - Text Reference
09/08 Power Train

5 2
1

4
3
104

2 105
1

The transmission oil filter (1) and the torque converter oil filter (2) are mounted to a bracket on
the right side of the machine. The oil filters are accessed from the right side of the platform by
opening a panel.

Also shown are the transmission oil filter bypass pressure switch (3), the torque converter oil
filter bypass pressure switch (4). The transmission and torque converter bypass switches send a
signal to the VIMS ECM when a filter is plugged.

The transmission oil fill tube (5) is located next to the transmission filter.
SERV1866 - 126 - Text Reference
09/08 Power Train

2 1

106

The priority valve (1) is located on the upper right side (left side of the machine) of the torque
converter and pump drive case. When the engine is running, the priority valve maintains a
minimum of 2205 kPa (320 psi) oil pressure to the lockup clutch and impeller clutch solenoid
valves.

Power train pump oil pressure can be checked at the pressure tap (2) located on the priority
valve.
SERV1866 - 127 - Text Reference
09/08 Power Train

5
3

2
1 7

107

The transmission hydraulic control valve group (1) is bolted to the top of the transmission
planetary clutch group. Shown are five clutch solenoids (2), the P3 pressure tap (3), the
solenoid electrical harness (4), the P1 pressure tap (5), the P2 pressure tap (6), and the plug (7)
for the load piston.
SERV1866 - 128 - Text Reference
09/08 Power Train

To Torque Converter
TRANSMISSION From Power Train Pump
HYDRAULIC CONTROL VALVE

From No. 2 Modulation

Solenoid Valve Relief Valve

First and Third Speed

Converter Inlet Selector Spool
Ratio Valve

Load Piston
Directional
Selector Spool

Pressure
Differential Valve From No. 5
Solenoid Valve
From No. 1
Solenoid Valve

From No. 4
Solenoid Valve

Second Speed
Selector Spool

108

Also included in the transmission hydraulic controls are:

Modulation relief valve: Limits the maximum clutch pressure.

First and third speed selection spool: Directs oil flow to the No. 5 and No. 3 clutches.

Load piston: Works with the modulation relief valve to control the rate of pressure increase in
the clutches.

Second speed selector spool: Directs oil flow to the No. 4 clutch.

Pressure differential valve: Controls speed and directional clutch sequencing.

Directional selection spool: Directs oil to the FORWARD and REVERSE directional clutches.

Converter inlet ratio valve: Limits the pressure to the torque converter.
SERV1866 - 129 - Text Reference
09/08 Power Train

1 2

109

The torque converter outlet relief valve (1) is bolted to the left side of the torque converter
(facing the engine flywheel). The torque converter outlet relief valve limits the pressure in the
torque converter to 380 ± 70 kPa (55 ± 10 psi). Torque converter outlet oil pressure can be
checked at the pressure tap (2) on the outlet valve.

The torque converter temperature sensor (3) sends a signal to the VIMS ECM indicating torque
converter oil temperature.
SERV1866 - 130 - Text Reference
09/08 Power Train

Turbine

Stator IMPELLER CLUTCH

Lockup Clutch TORQUE CONVERTER
Piston

Impeller Clutch
Piston

Housing

Lockup Clutch Impeller Clutch

Discs and Plates Discs and Plates

Impeller

110

Shown is a sectional view of the torque converter. The major components include the rotating
housing, the impeller, the turbine, the stator, the impeller clutch, and the lockup clutch.

In the torque converter, the rotating housing (red) is splined to the engine flywheel (not shown)
and is driven by the flywheel. The impeller (pink) connects to the rotating housing through the
impeller clutch discs and plates (yellow). The clutch discs are splined to the impeller and the
clutch plates are splined to the rotating housing. When the impeller clutch modulating valve
(not shown) is de-energized, oil flows to the impeller clutch oil pressure port through the
impeller clutch oil pressure port. The force of the oil on the impeller clutch piston engages the
discs and plates. When the impeller clutch is engaged, the impeller rotates with the housing.

The turbine (blue) and the output drive shaft (blue) are fastened together.

When the impeller clutch modulating valve is energized, the oil pressure at the impeller clutch
oil pressure port is reduced to the dump pressure. The dump pressure will be maintained in
order to eliminate refilling the clutch. This improves the response time of the impeller clutch.
The force on the impeller clutch piston is at a minimum. The engagement between the impeller
clutch discs and plates will develop the minimum amount of torque. The engagement between
the housing and the impeller will slip.
SERV1866 - 131 - Text Reference
09/08

As the current to the impeller clutch modulating valve decreases, the oil pressure at the
impeller clutch oil pressure port increases. As that pressure increases, force at the impeller
clutch will increase and the allowable slippage is reduced.

The carrier (orange) and the stator (orange) are assembled together. This torque converter is
not equipped with a free wheel stator.

The turbine is splined to the output shaft. In TORQUE CONVERTER DRIVE, the force that
rotates the output drive shaft is developed by the oil pressure that is directed to the torque
converter inlet oil pressure port.

In DIRECT DRIVE, the lockup clutch connects the turbine (blue) to the housing (red). The
lockup clutch discs are splined to the turbine and the lockup clutch plates (yellow) are splined
to the housing (red). When the lockup clutch modulating valve is energized, the oil is directed
through the output drive shaft from the lockup clutch oil pressure port. The force that is
developed by the oil pressure will engage the lockup clutch. The housing, turbine, impeller,
and the output drive shaft rotate as a unit at engine rpm.
SERV1866 - 132 - Text Reference
09/08 Power Train

IMPELLER CLUTCH Test Port

SOLENOID VALVE Valve

Spring Ball Orifice Spool Spring

Impeller Clutch
Solenoid De-energized

Armature
Solenoid From
Assembly
Pump
To Impeller
Clutch

Test Port

Valve
Spring Ball Orifice Spool Spring

Impeller Clutch
Solenoid Energized

Armature
Solenoid From
Assembly
Pump
To Impeller
Clutch

111

Shown is a sectional view of the impeller clutch solenoid valve.

When the impeller clutch solenoid is DE-ENERGIZED, the spring moves the pin assembly
against the ball. The ball blocks the pump flow through the orifice to drain. The oil pressure
increases at the left end of the valve spool and moves the valve spool to the right against the
spring. The valve spool blocks the passage between the impeller clutch and drain and opens the
passage between the impeller clutch and the pump. Pump oil flows past the valve spool to the
impeller clutch.

When the impeller clutch solenoid is ENERGIZED, the solenoid moves the pin assembly
against the spring and away from the ball. Pump oil flows through the center of the valve
spool, through the orifice and past the ball to drain. The valve spring moves the valve spool to
the left. The valve spool blocks the passage between the impeller clutch and the pump and
opens the passage between the impeller clutch and drain. Pump flow to the impeller clutch is
blocked. The oil in the impeller clutch flows past the valve spool to drain.
SERV1866 - 133 - Text Reference
09/08 Power Train

LOCKUP CLUTCH/ Test Port

TRANSMISSION CLUTCH
Valve
SOLENOID VALVE Ball Orifice Spool Spring

Solenoid De-energized

Solenoid Pin From

Pump
To
Clutch

Test Port

Valve
Ball Orifice Spool Spring

Solenoid Energized

Solenoid Pin From

Pump
To
Clutch

112

Shown is a sectional view of the lockup clutch solenoid valve.

When the lockup clutch solenoid is DE-ENERGIZED, the force that held the pin assembly
against the ball is removed. The pump oil flows through the orifice and past the ball to drain.
The spring moves the valve spool to the left. The valve spool opens the passage between the
lockup clutch and drain and blocks the passage between the lockup clutch and the pump. Pump
flow to the lockup clutch is blocked. The oil in the lockup clutch flows past the valve spool to
drain.

When the lockup clutch solenoid is ENERGIZED, the solenoid moves the pin assembly against
the ball. The ball blocks pump oil flow through the orifice to drain. The oil pressure increases
at the left end of the valve spool and moves the valve spool to the right against the spring. The
valve spool blocks the passage between the lockup clutch and drain and opens the passage
between the lockup clutch and the pump. Pump oil flows past the valve spool to the lockup
clutch.
SERV1866 - 134 - Text Reference
09/08 Power Train

1 2

113

The power train oil cooler (1) is bolted to the engine on the left side of the machine. Engine
coolant flows through tubes inside the cooler.

Power train oil from the torque converter enters the cooler through the oil inlet (2), flows
around the coolant tubes, and out through the oil outlet (3). The heat from the power train oil
flows through the walls of the coolant tubes to the engine coolant. The engine coolant is then
cooled by the engine cooling system.

Also shown is the engine oil cooler (4) and the rear axle oil cooler (5).
SERV1866 - 135 - Text Reference
09/08 Power Train

POWER TRAIN HYDRAULIC SYSTEM

NEUTRAL

2 3

Priority Impeller Clutch

Valve Solenoid Valve
1 5 4

Lockup Clutch
Solenoid Valve

Torque Torque
3 Transmission Converter Converter
2 Filter Outlet
Filter
5 Relief
1 Valve
Torque
Converter
4
Pump

Transmission
Control Valve
Cooler To
Sump Transmission

114

Power Train Hydraulic Schematics

In this schematic, the engine is running and the transmission is in NEUTRAL.

When the operator moves the directional switch to the NEUTRAL position, the ECM energizes
the No. 3 clutch solenoid and the impeller clutch solenoid. The ECM also de-energizes the
lockup clutch solenoid.

Flow from the power train pump is sent through the transmission filter to the priority valve, the
impeller clutch solenoid valve, and the lockup clutch solenoid valve. The priority valve
maintains a minimum oil pressure to the impeller clutch solenoid valve and the lockup clutch
solenoid valve during transmission shifts.

When the power train pump supply pressure increases above the priority valve setting, the
priority valve opens and sends oil flow to the manifold for clutch solenoid valves No. 2 and 3,
the manifold for clutch solenoid valves No. 1, 5, and 4, and the inlet passage for the selector
and pressure control valves.

The oil at the clutch solenoid valve manifolds become the pilot oil for the transmission speed
and directional selector spools.
SERV1866 - 136 - Text Reference
09/08 Power Train

When the No. 3 clutch solenoid is ENERGIZED, the No. 3 clutch solenoid valve sends pilot oil
to one end of the selector spool for speed clutches No. 3 and 5. The pilot oil pressure
overcomes the force of the selector valve spring and moves the spool from its center position.
Oil from the inlet passage flows through the orifice, past the selector spool for speed clutches
No. 3 and 5, and into the No. 3 speed clutch.

When directional solenoids No. 1 and 2 are DE-ENERGIZED, pilot oil is blocked at the
directional solenoid valves. The directional clutch selector spool spring centers the valve. Oil
flow from the differential valve to the directional clutches is blocked.

When the oil requirements of the selector and pressure control valve have been satisfied, the
remaining power train pump oil flows to the torque converter.

Flow from the power train pump is sent to the torque converter filter. Oil flows from the filter
and joins with the oil from the selector and pressure control valve. The combined oil flows to
the torque converter. Flow continues through the torque converter to the torque converter
outlet relief valve. The torque converter outlet relief valve maintains the pressure in the torque
converter. From the outlet relief valve, flow continues through the cooler to the transmission
lubrication circuit.

When the transmission is in NEUTRAL, the ECM de-energizes the optional lockup clutch
solenoid. When the lockup clutch solenoid is de-energized, the lockup clutch solenoid valve
closes. The closed valve blocks pump flow to the lockup clutch and allows the lockup clutch
oil to flow to the tank. The lockup clutch releases and disconnects the turbine from the rotating
housing. No power is transmitted through the turbine from the housing.

NOTE: Operation of the modulating relief valve, the torque converter inlet ratio valve,
and the pressure differential valve is the same as explained in STMG 421 "966D Wheel
Loader Part 2-- Power Train" (Form SESV1421). (SESV1421 is not available for
ordering from the media system. SESV1421 material is available on the Machine
Legacy DVDs SERV1000 or the Dealer Learning Management System (DLMS).
SERV1866 - 137 - Text Reference
09/08 Power Train

POWER TRAIN HYDRAULIC SYSTEM

FIRST SPEED FORWARD
TORQUE CONVERTER DRIVE

2 3

Priority Impeller Clutch

Valve Solenoid Valve
1 5 4

Lockup Clutch
Solenoid Valve

Torque
Torque Converter
3 Transmission Converter
2 Outlet
Filter Filter
5 Relief
Valve
1
Torque
Converter
4
Pump

Transmission
Control Valve
Cooler To
Sump Transmission

115

When the transmission is shifted to FIRST SPEED FORWARD, the ECM energizes clutch
solenoids No. 2 and 5. The ECM also de-energizes the impeller clutch solenoid and the lockup
clutch solenoid.

When the ECM energizes the No. 2 clutch solenoid, the No. 2 clutch solenoid valve sends pilot
oil to one end of the directional clutch selector spool for directional clutches No. 1 and 2. Oil
pressure overcomes the force of the selector valve spring and moves the spool from its center
position. Directional clutch oil flows from the pressure differential valve, past the directional
clutch selector spool, and into the FORWARD directional clutch (No. 2).

When the ECM energizes the No. 5 solenoid, the No. 5 clutch solenoid valve sends pilot oil to
one end of the selector spool for speed clutches No. 3 and 5. The pilot oil pressure overcomes
the force of the selector valve spring and moves the spool from its center position. Oil from the
inlet passage flows through the orifice, past the selector spool for speed clutches No. 3 and 5,
and into the No. 5 speed clutch.
SERV1866 - 138 - Text Reference
09/08 Power Train

When the impeller clutch solenoid de-energizes, the impeller clutch solenoid valve fully opens.
Power train pump oil flows through the fully open valve and pressurizes the impeller clutch.
The impeller clutch locks the torque converter impeller to the torque converter rotating
housing. The torque converter housing is splined to the engine flywheel. The impeller and
torque converter housing rotate with the engine flywheel.
SERV1866 - 139 - Text Reference
09/08 Power Train

POWER TRAIN HYDRAULIC SYSTEM

SECOND SPEED FORWARD
SPEED SHIFT

2 3

Priority Impeller Clutch

Valve Solenoid Valve
1 5 4

Lockup Clutch
Solenoid Valve

Torque Torque
3 Transmission Converter Converter
2 Outlet
Filter Filter
5 Relief
1 Valve
Torque
Converter
4
Pump

Transmission
Control Valve
Cooler To
Sump Transmission

116

When the operator shifts from FIRST SPEED FORWARD to SECOND SPEED FORWARD
(speed shift), the ECM de-energizes the No. 5 clutch solenoid, and energizes the No. 4 clutch
solenoid. The ECM also continues to de-energize the impeller clutch solenoid and the lockup
clutch solenoid.

When de-energized, the No. 5 clutch solenoid valve blocks the pilot oil flow and sends the pilot
oil at the end of the selector spool for speed clutches No. 3 and 5 to drain.

When energized, the No. 4 clutch solenoid valve sends pilot oil to the end of the selector spool
for speed clutch No. 4. The pilot oil pressure overcomes the force of the selector valve spring
and moves the spool from its center position.

Oil from the inlet passage flows through the orifice, past the selector spool for speed clutches
No. 3 and 5, past the selector spool for speed clutches No. 4, and into the No. 4 speed clutch.
SERV1866 - 140 - Text Reference
09/08 Power Train

The empty No. 4 clutch causes the P1 and P2 pressures to decrease to less than 375 kPa
(55 psi). The decrease in P1 oil pressure allows the differential valve spring to move the
differential valve up. When the differential valve moves up, the differential valve opens a
passage for oil in the differential valve spring chamber and the load piston cavity to flow to
drain.

The transmission control valve then repeats the fill and modulation cycle. During a speed shift,
the ECM maintains maximum pressure in the impeller clutch. The transmission directional
clutch picks up the load after a shift.
SERV1866 - 141 - Text Reference
09/08 Power Train

POWER TRAIN HYDRAULIC SYSTEM

SECOND SPEED REVERSE
DIRECTIONAL SHIFT

2 3

Priority Impeller Clutch

Valve Solenoid Valve
1 5 4

Lockup Clutch
Solenoid Valve

Torque Torque
3 Transmission Converter Converter
2 Outlet
Filter Filter
5 Relief
1 Valve
Torque
Converter
4
Pump

Transmission
Control Valve
Cooler To
Sump Transmission

117

When the operator shifts from FIRST SPEED FORWARD to SECOND SPEED REVERSE
(directional shift), the ECM de-energizes clutch solenoids No. 2 and 5 and energizes clutch
solenoids No. 1 and 4. The ECM also energizes the impeller clutch solenoid and de-energizes
the lockup clutch solenoid.

When the ECM de-energizes the No. 2 clutch solenoid, the No. 2 clutch solenoid valve blocks
the pilot oil flow and sends the pilot oil at the end of the selector spool to drain. The force of
the selector valve spring moves the spool to its center position. When the selector spool moves
to the center position, oil in the No. 2 clutch flows to drain.

When the ECM energizes the No.1 clutch solenoid, the No. 1 clutch solenoid valve sends pilot
oil to one end of the directional clutch selector spool for directional clutches No. 1 and 2. The
oil pressure overcomes the force of the selector valve spring and moves the spool from its
center position. Directional clutch oil flows from the pressure differential valve, past the
directional clutch selector spool, and into the REVERSE directional clutch (No. 1).
SERV1866 - 142 - Text Reference
09/08 Power Train

When the ECM de-energizes the No. 5 clutch solenoid, the No. 5 clutch solenoid valve blocks
the pilot oil flow and sends the pilot oil at the end of the selector spool for speed clutches No. 3
and 5 to drain. The oil pressure overcomes the force of the selector valve spring and moves the
spool from its center position. When the selector spool moves to the center position, oil in the
No. 5 clutch flows to drain.

When the ECM energizes the No. 4 clutch solenoid, the No. 4 clutch solenoid valve sends pilot
oil to one end of the speed clutch selector spool for speed clutch No. 4. The oil pressure
overcomes the force of the selector valve spring and moves the spool from its center position.
Oil from the inlet passage flows through the orifice, past the selector spool for speed clutches
No. 3 and 5, past the selector spool for speed clutches No. 4, and into the No. 4 speed clutch.

As the empty No. 1 and 4 clutches fill, they cause the P1 and P2 pressures to decrease to less
than 375 kPa (55 psi) momentarily. The momentary decrease in P1 oil pressure allows the
differential valve spring to move the differential valve up. When the differential valve moves
up, the differential valve opens a passage for oil in the differential valve spring chamber and
the load piston cavity to flow to drain.

The transmission control valve then repeats the fill and modulation cycle.

During a directional shift, the ECM reduces the pressure in the impeller clutch allowing the
impeller clutch to slip. The ECM monitors the torque converter output speed sensor and the
transmission output speed sensor to determine when the transmission clutches are engaged.
When the transmission clutches are engaged, the ECM engages the impeller clutch in the
torque converter. The torque converter picks up the load after a directional shift.
SERV1866 - 143 - Text Reference
09/08 Power Train

POWER TRAIN HYDRAULIC SYSTEM

SECOND SPEED REVERSE
DIRECT DRIVE

2 3

Priority
Impeller Clutch
Valve
1 5 4 Solenoid Valve

Lockup Clutch
Solenoid Valve

Torque Torque
3 Transmission Converter Converter
2 Outlet
Filter Filter
5 Relief
1 Valve
Torque
Converter
4
Pump

Transmission
Control Valve
Cooler To
Sump Transmission

118

When the machine is operating in TORQUE CONVERTER DRIVE, five conditions must be
present before the ECM will energize the lockup clutch solenoid and shift the torque converter
to DIRECT DRIVE.

1. The lockup clutch enable switch is in the ON position.

2. The torque converter output speed is above 1500 rpm.
3. The machine has been in the present speed and direction for more than two seconds.
4. Neither brake pedal is depressed.
5. The lockup clutch has been released by the ECM for at least four seconds.

When the lockup clutch solenoid is energized, the lockup clutch solenoid valve opens. The
power train pump oil flows past the lockup clutch solenoid valve and fills the lockup clutch.
The lockup clutch engages and connects the turbine to the rotating housing.

In DIRECT DRIVE, both the impeller clutch and the lockup clutch are engaged. The torque
converter rotating housing, the impeller, and the turbine turn as a unit. The stator, which is
mounted on a freewheel assembly, is driven by the force of the oil in the housing and will
freewheel at approximately the same rpm.
SERV1866 - 144 - Text Reference
09/08

TRANSMISSION CLUTCH ENGAGEMENT

Clutch 1 Clutch 2 Clutch 3 Clutch 4 Clutch 5

Reverse Forward 3rd Speed 2nd Speed 1st Speed

1st Speed FWD X X

2nd Speed FWD X X
3rd Speed FWD X X
NEUTRAL X
1st Speed REV X X
2nd Speed REV X X
3rd Speed REV X X

119

This chart lists the combination of the clutches that are engaged for each forward speed, for
neutral, and for each reverse speed. This chart can be useful for transmission diagnosis.
SERV1866 - 145 - Text Reference
09/08 Power Train

1
6

11 1

6 4

7 2 3

5
3 9

8 10

120

Automatic Lubrication System

The automatic lubrication system (autolube) provides grease flow to lubrication points on the
993K Wheel Loader. Autolube is controlled and monitored by the Power Train ECM. Changes
to the Autolube system include an additional pressure sensor, redesigned injectors, and a new
grease level sensor.

The autolube reservoir (1) is located below the right platform, to the right of the cab (top left
illustration). The reservoir can be accessed by opening a panel on the right platform (top right
illustration).

The components mounted on the autolube reservoir include:

• Autolube solenoid valve (2) • Vent valve (7)

• Pressure reducing valve (3) • Safety unloader valve (8)
• Flow control valve (4) • Autolube reservoir level switch (9)
• Autolube motor (5) • Autolube pressure gauge (10)
• Autolube pump (6) • Autolube pump pressure sensor (11)
SERV1866 - 146 - Text Reference
09/08 Power Train

The autolube system uses oil from the steering pilot pump to operate the autolube motor. The
autolube motor drives the autolube pump. The autolube solenoid valve controls the flow of oil
to the pump.

The autolube level switch sends a signal to the Power Train ECM indicating the autolube
reservoir grease level. If the machine is equipped with the service center, once the autolube
tank is full a green light is illuminated. The autolube level percentage can also be displayed in
the VIMS.
SERV1866 - 147 - Text Reference
09/08 Power Train

121

There are two autolube pressure sensors. The NEEF autolube pressure sensor (arrow) is located
on the NEEF, above and to the left of the implement control valve. The NEEF autolube
pressure sensor monitors the pressure of the autolube grease downstream of the autolube pump.

The pump autolube pressure is located on the autolube pump (as shown in the previous
illustration) and monitors the pressure of the autolube grease at the autolube pump. Both
sensors send a signal to the Power Train ECM.

The ECM will end the automatic lube mode when the pressure reaches the minimum autolube
pressure configuration.

After the Power Train ECM energizes the autolube solenoid, if the grease pressure does not
increase above the injector activation pressure (default 2500 psi) for at least 10 seconds, the
Power Train ECM activates an "Autolube Pressure Low" warning.

If the maximum operating pressure (3500 psi) was reached at the pump before the downstream
pressure reached the minimum autolube pressure configuration an "Abnormal Machine Auto
Lube System Operation" warning will be activated by the ECM. This warning indicates there is
an excessive pressure drop in the system that is preventing the downstream injectors from
reaching the required pressure.

Probable causes of the injectors not reaching the required pressure are the pump running too
fast or the grease is too thick for the operating temperature.

NOTE: The injection activation pressure setting is configurable using Cat ET. The
default setting is 2500 psi, and can be adjusted to meet operating conditions.
SERV1866 - 148 - Text Reference
09/08 Power Train

122

The adjustment volume (per turn) has increased on the autolube injectors (arrow). There is a
weep hole on the side of the injectors that leaks if the injector is worn, which indicates injector
replacement is necessary.
SERV1866 - 149 - Text Reference
09/08 Power Train

AUTOLUBE SYSTEM
OFF CYCLE

Autolube
Pump
Pressure
Reducing Valve Flow Control
Valve

Autolube
Solenoid Valve

Check Autolube
Valve Reservoir
To Steering
System
Vent Valve

Steering
Pilot Pump Safety Unloader
Valve

Injectors

123

When the autolube system is OFF, the autolube solenoid valve is de-energized. The steering
pilot pump oil is blocked at the autolube solenoid valve and the autolube pump is not providing
lubricant flow to the system.
SERV1866 - 150 - Text Reference
09/08 Power Train

AUTOLUBE SYSTEM
ON CYCLE
Autolube
Pump
Pressure
Flow Control
Reducing Valve
Valve

Autolube
Solenoid Valve

Check Autolube
Valve Reservoir
To Steering
System
Vent Valve

Steering Pilot
Pump Safety Unloader
Valve

Injectors

124

After the engine is started, the Power Train ECM waits two minutes before energizing the
autolube solenoid valve. The timer allows the solenoid to remain energized for up to 120
seconds. If the autolube grease pressure reaches the injector activation pressure and maintains
that pressure for 10 seconds, the Power Train ECM de-energizes the autolube solenoid valve.
Every 15 minutes thereafter, the Power Train ECM energizes the solenoid.

This process continues until one of the following conditions occur: the engine stops running,
the implements are locked out, the engine is at an elevated idle, the engine is below 1100 rpm,
or if the machine speed is greater than 14 km/h (9 mph).

When the autolube solenoid valve is energized, the steering pilot pump oil flows through the
autolube solenoid valve, the pressure reducing valve, and the flow control valve to the autolube
and to the vent valve. The vent valve shifts down to allow the grease to flow to the injectors.
The autolube pump draws grease from the autolube reservoir and the grease flows through the
check valve, the vent valve, and to the injectors.

The safety unloader valve protects the autolube grease system from damage due to excessive
grease pressures. If the autolube grease pressure reaches 4000 psi, the safety unloader valve
will vent the grease to atmosphere.
SERV1866 - 151 - Text Reference
09/08 Power Train

AUTOLUBE SYSTEM
INSTANT SOLENOID VALVE DE-ENERGIZES

Autolube
Pump
Pressure
Reducing Valve Flow Control
Valve

Autolube
Solenoid Valve

Check Autolube
Valve Reservoir
To Steering
System
Vent Valve

Steering Pilot
Safety Unloader
Pump
Valve

Injectors

125

Immediately after the Power Train ECM de-energizes the autolube solenoid valve, the grease
pressure on the bottom of the vent valve shifts the vent valve up. The pressurized grease flows
through the vent valve to the autolube reservoir.
SERV1866 - 152 - Text Reference
09/08 Implement System

ELECTRO-HYDRAULIC IMPLEMENT SYSTEM

Pilot Implement Electronic Pilot Control

Relief Valve Control Module Lever Module
Hydraulic Implement Oil
Tank Lift Linkage
Cooling Pump
Position Sensor
Tilt
Cylinder

Pilot Implement Tilt Linkage

Hydraulic Main Control Lift
Pump Position Sensor
Pumps Valve Assembly Cylinder

Electronic System Main Hydraulic System

Pilot Hydraulic System Common to Both Systems

126

ELECTRO-HYDRAULIC IMPLEMENT SYSTEM

Shown are the major components of the 993K electro-hydraulic implement system. The
electro-hydraulic implement system is pilot operated. The pilot system controls the functions of
the main control valve. The pilot system consists of the electronic system and the pilot
hydraulic system.

The electronic system components are the pilot control lever module, the Implement Electronic
Control Module (ECM), the pump solenoid valves, the tilt linkage position sensor, the lift
linkage position sensor, and the implement pressure sensors.

Electronic system components not shown are the tilt lever position sensor, the lift lever position
sensor, the implement kickout set switches, the implement lockout switch, the pilot on/off
solenoid valve, and the pilot control actuator solenoids.

The pilot hydraulic system (orange) consists of the pilot pump, the manual lower valve, the
pilot relief valve, the pilot accumulator, the pilot on/off valve (part of the main control valve
assembly), and the pilot hydraulic actuators (part of the main control valve assembly).
SERV1866 - 153 - Text Reference
09/08 Implement System

The 993K main hydraulic system (red) consists of three variable pumps, two pump relief valves
(part of the main control valve assembly), three pump solenoid valves, the main control valve
assembly, the lift and tilt relief valves, the float solenoid valves, the two lift cylinders, and the
two tilt cylinders.

The hydraulic tank (green) is common to both hydraulic systems.

SERV1866 - 154 - Text Reference
09/08 Implement System

IMPLEMENT ELECTRONIC CONTROL SYSTEM

Cat ET
CAT / CAN Data Links Engine ECM
Implement ECM
Power Train ECM
VIMS ECM
Input Components Output Components
Lift Lever
Pilot On/Off Solenoid
Position Sensor
Center Pump Solenoid
Tilt Lever
Position Sensor
Right Rear Pump Solenoid
Implement
Lockout Switch Right Front Pump Solenoid

Raise / Lower Left Float Solenoid Valve

Kickout Switch
Rack Back Right Float Solenoid Valve
Kickout Switch

Lift Linkage Tilt Back Solenoids (2)

Position Sensor
Tilt Dump Solenoids (2)
Tilt Linkage
Position Sensor
Lift Lower Solenoids (2)
Implement Pilot
Pressure Sensor
Lift Raise Solenoids (2)
Right Implement
Pressure Sensor

Left Implement
Pressure Sensor

Location Code 4
(Ground)

Location Code
Enable (GND)

127

Implement Electronic Control System

Shown is a block diagram of the Implement Electronic Control System.

The Implement Electronic Control Module (ECM) receives input signals from the various
sensors and switches. The Implement ECM processes the input signals, makes decisions, and
provides a corresponding output signal to the pilot solenoid valves and kickout solenoids. The
Implement ECM also communicates with other electronic control systems through the CAT
Data Link.

The Implement Electronic Control System consists of the following components:

Lift lever position sensor: Signals the Implement ECM the position of the lift control lever.

Tilt lever position sensor: Signals the Implement ECM the position of the tilt control lever.

Implement lockout switch: Signals the Implement ECM that the operator wants the pilot
system disabled.
SERV1866 - 155 - Text Reference
09/08 Implement System

Raise/lower and rack kickout switches: Used to set the bucket tilt, lift raise, and lift lower
kickout positions.

Lift linkage position sensor: Signals the Implement ECM the position of the lift arm relative
to the machine.

Tilt linkage position sensor: Signals the Implement ECM the position of the bucket relative
to the lift arm.

Implement pilot pressure sensor: Sends a signal to the Implement ECM indicating
implement system pilot pressure.

Right and left implement pressure sensors: Send a signal to the Implement ECM indicating
right and left side implement system pressures.

Pilot on/off solenoid: Controls the pilot on/off solenoid valve. The on/off solenoid valve
enables or disables the pilot hydraulic system.

Right front, right rear, and center pump solenoids: Control the pump swashplate angle. The
pump solenoid valve directs pilot oil to the pump actuator.

Left and right float valve solenoids: When the FLOAT function is activated, the float
solenoids direct the lift cylinder head end oil to the tank.

Tilt back solenoids: Control the tilt back actuators. The tilt back actuators direct pilot oil
from the tilt back end of the main control valve spool to the tank.

Tilt dump solenoids: Control the tilt dump actuators. The tilt dump actuators direct pilot oil
from the tilt dump end of the main control valve spool to the tank.

Lift lower solenoids: Control the lift lower actuators. The lift lower actuators direct pilot oil
from the lift lower end of the main control valve spool to the tank.

Lift raise solenoids: Control the lift raise actuators. The lift raise actuators direct pilot oil
from the lift raise end of the main control valve spool to the tank.
SERV1866 - 156 - Text Reference
09/08 Implement System

3 4

6
1

128

This illustration shows the implement pod components:

- Horn (1)

- Payload control system store switch (2)

- Set/decelerate switch (3)

- Resume/accelerate switch (4)

- Lift control lever (5)

- Hydraulic lockout switch (6)

- Tilt control lever (7)

The lift and tilt lever position sensors are located at the base of the lift and tilt levers. The
position sensors send a signal to the Implement ECM indicating the lift and tilt lever position.
SERV1866 - 157 - Text Reference
09/08 Implement System

129

The raise and lower kickout switch (1) is located on the right side panel. Depress the top of the
switch to set the RAISE kickout. Depress the bottom of the switch to set the LOWER kickout.

When setting the RAISE kickout, raise the lift arm to the desired position. Return the lift lever
to the HOLD position. Depress the top of the kickout switch for approximately one second and
release.

When setting the LOWER kickout, lower the lift arm to the desired position. Return the lift
lever to the HOLD position. Depress the bottom of the kickout switch for approximately one
second and release.

The bucket kickout switch (2) is also located on the right side panel. Depress the top of the
switch to set the TILT kickout.

When setting the bucket TILT kickout, move the bucket to the desired position. Return the tilt
lever to the HOLD position. Depress the top of the kickout set switch for approximately one
second and release.
SERV1866 - 158 - Text Reference
09/08 Implement System

130

131

The lift linkage position sensor (1) is bolted to the right side of the front frame near the A pin.
The lift linkage position sensor constantly monitors the position of the lift linkage and sends the
lift linkage position information to the Implement ECM.

The tilt linkage position sensor (2) is bolted to the right side of the lift arm near the tilt linkage
pin. The tilt linkage position sensor constantly monitors the position of the tilt linkage and
sends the tilt linkage position information to the Implement ECM.

When the operator moves the lift lever or the tilt lever, the Implement ECM analyzes the signal
from the respective lever position sensor, the signal from the lift linkage position sensor, and
the signal from the tilt linkage position sensor. The Implement ECM then sends a proportional
signal to the respective pilot hydraulic actuator solenoid.
SERV1866 - 159 - Text Reference
09/08 Implement System

1 2

132

The Implement ECM (1) is located on the right side of the cab.

Also shown are the VIMS ECM (2) and the Power Train ECM (3).
SERV1866 - 160 - Text Reference
09/08 Implement System

1 3

2 4

133

This illustration shows the rear of the implement control valve. The pilot hydraulic actuator
solenoids visible are:

- Left tilt back solenoid (1)

- Left lift lower solenoid (2)

- Right tilt back solenoid (3)

- Right lift lower solenoid (4)

The hydraulic actuator solenoids control the movement of the valves for each circuit.

When the operator moves a control lever, the control lever sensor sends a pulse width
modulated (PWM) signal to the Implement ECM. The Implement ECM analyzes the signals
from the control lever sensor, the lift linkage position sensor, and the tilt linkage position
sensor. The Implement ECM then sends a proportional current to ENERGIZE the respective
pilot hydraulic actuator solenoid.
SERV1866 - 161 - Text Reference
09/08 Implement System

134

The pilot on/off solenoid valve (arrow) is located below the main control valve on the left side
of the front frame.

When the pilot on/off solenoid is DE-ENERGIZED, pilot oil is blocked at the pilot on/off
solenoid valve.

When the pilot on/off solenoid is ENERGIZED, pilot oil flows to the pilot control actuators.
SERV1866 - 162 - Text Reference
09/08 Implement System

1
2

135

The left float valve solenoid (1) and the right float valve solenoid (2) are located on the right
frame rail next to the main control valve.

When the FLOAT function is activated, the Implement ECM energizes the float solenoids,
which direct the lift cylinder head end oil to the tank.

The float solenoids are also used during engine starting. The float solenoids are engergized
while the engine is cranking to reduce the load on the engine. Once the engine has reached low
idle, the solenoids are de-energized.
SERV1866 - 163 - Text Reference
09/08 Implement System

2 136

1 3

4 5

137

The right front pump solenoid valve (1), the right rear pump solenoid valve (2), and the center
pump solenoid valve (3) receive signals from the Implement ECM. The solenoid valves control
oil flow to the pump actuators to control the pump output oil flow.

The pressure sensor for the right side (4) and the left side pressure sensor (5) send a signal to
the Implement ECM indicating system pressure.
SERV1866 - 164 - Text Reference
09/08 Implement System

138

The implement pilot pressure sensor (1) sends a signal to the Implement ECM indicating pilot
system pressure. The sensor is located near the pilot pressure reducing valve (2) on the right
frame rail near the transmission.
SERV1866 - 165 - Text Reference
09/08 Implement System

993K Pressure
Sensor
POSITIVE FLOW CONTROL
Pump

Lift
Implement
Pilot Oil Cylinder
Valve

Tilt
Lift and Tilt Cylinder
Control Lever
Implement
Position
ECM
Sensors
Tilt
Cylinder

Control Lever Position Signals

Pump Current Pump Implement Lift
Valve Solenoid Current Valve Cylinder
Pressure Sensor Signals
Linkage Position Sensor Signals Pump
Pilot Oil Pressure Linkage
Implement Pump Supply Oil Sensor
Cylinder Travel

139

Positive Flow Control (PFC) System

The implement hydraulic system is equipped with three implement pumps supplying oil to the
implement valve. When the lift and tilt control levers are in the HOLD position, the three
implement pumps supply oil to the implement valve at low pressure standby.

The electrohydraulic system is now controlled by Positive Flow Control (PFC). In PFC, the
Implement ECM takes information from engine speed sensors, system pressure sensors, lift
cylinder velocity, lift valve commands, tilt cylinder velocity, tilt valve commands, and hydraulic
oil temperature, interprets the data, and sends a pump displacement to the pump control in the
Implememt ECM. The pump control takes this data, compares the data with the actual engine
speed, pump calibration table, the pump current rate limit and the output driver processer to
send a proportional current to the individual solenoid valves in the pump control valves. The
implement pumps upstroke when there is a demand for more supply oil in the system and
destroke when the demand is reduced.
 SERV1866 - 166 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

PILOT SYSTEM COMPONENTS

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Reducing Ride
Line Line Relief Tilt Back Tilt Back Lower
Valve Lower Control
Relief Valves Solenoid Solenoid Solenoid Accumulators
Solenoid System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Float Solenoid
Check Check
From Axle Oil Cooler To Valve Check
Valve
Motor Case Drain Axle Oil Cooler Motor with Orifice Valve
with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Axle Oil
Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

140

Pilot Hydraulic System

The main pilot hydraulic system components are labeled in red in this illustration.

Oil from the pilot/axle oil cooling pump flows through the pilot filter to the following locations:

- Pressure reducing valve

- Pilot accumulator
- Pilot on/off valve
- Manual lower valve,
- Hydraulic actuator valves

Pilot oil also flows to the ride control solenoid valve.

The pilot/axle oil cooling pump also provides oil flow to the axle oil cooling motors.
SERV1866 - 167 - Text Reference
09/08 Implement System

1 12 11
10

5 12

9
11
7
10
6
8 13
2

141

The implement hydraulic tank (1) is located at the rear of the upper platform behind the cab.
The tank has a fill cap (2) for filling and adding oil and a breaker relief valve (3) that protects
the tank from excessive pressure and/or vacuum. The hydraulic oil sight gauge (4) is visible
from the ground.

There are five oil filters (5) that are accessed from the top of the tank.

The hydraulic oil temperature sensor (6) and the hydraulic oil level switch (7) are located on
the front of the tank. The temperature sensor and level switch report to the VIMS ECM.

The hydraulic system is equipped with shutoff valves (8) that are between the hydraulic tank
and the hydraulic pump inlets. The hydraulic system can be serviced without draining the oil
from the hydraulic tank. The shutoff valves are equipped with interlock switches (9). When
either valve is in the closed position, the valves will contact the switches. The switches will
send a signal to the Power Train ECM, which will inhibit engine startup.
SERV1866 - 168 - Text Reference
09/08 Implement System

Also located on the front of the tank are the following components:

- Secondary fuel filters (10)

- Primary fuel filter (11)
- Pilot oil filter (12)
- S•O•S tap (13)
SERV1866 - 169 - Text Reference
09/08 Implement System

142

The axle oil cooling/implement pilot pump (arrow) is a variable displacement pump mounted
on the right rear of the pump drive. The axle oil cooling/implement pilot pump provides oil to
the implement pilot system and the axle oil cooling motors.
SERV1866 - 170 - Text Reference
09/08 Implement System

1
2

143

The implement pilot oil filter (1) is mounted to the front of the hydraulic tank. Pilot oil flows
from the pump through the oil filter inlet hose (2), the pilot filter, and the outlet hose (3) to the
pilot pressure reducing valve and to the pilot system.

The oil filter bypass switch (4) alerts the VIMS when oil is bypassing the filter.
SERV1866 - 171 - Text Reference
09/08 Implement System

144

The pilot pressure reducing valve (arrow) is fastened to the inside of the pump compartment on
the right side of the machine. Pilot oil from the pilot filter flows to the pressure reducing valve.
The pressure reducing valve maintains the pressure in the pilot hydraulic system at
3450 kPa (500 psi). Pilot pressure oil also flows through the inlet hose to the:

- pilot on/off solenoid valve

- pilot accumulator
- variable pump solenoid valves
- ride control valve
- manual lower valve
SERV1866 - 172 - Text Reference
09/08 Implement System

145

The manual lower valve (1) is located on the pressure tap plate (2) at the articulation joint on
the right side of the front frame. The manual lower valve is used to lower the implement when
the engine and the machine electrical system are inoperable. The manual lower valve sends oil
from the pressure reducing valve to the hydraulic tank, allowing the implement lift cylinders to
retract.
SERV1866 - 173 - Text Reference
09/08 Implement System

146

The pilot accumulator (1) is bolted to a bracket on the right frame next to the right front
implement pump (2).
SERV1866 - 174 - Text Reference
09/08 Implement System

147

The pilot hydraulic actuators (1) control pilot oil flow from the ends of the main control valve
spools to the tank.

Also shown are the lift rod end line relief valve (2) and the tilt head end line relief valve (3).
SERV1866 - 175 - Text Reference
09/08 Implement System

PILOT HYDRAULIC ACTUATOR

HOLD

Stabilizing Tank Oil Pilot Oil Centering Snap Tank Oil

Spring Port Port Springs Ring Port

Left Pilot Feedback Spring Spool Pilot Oil Right

Actuator Spool Spring Retainer Port Actuator
Solenoid Solenoid

148

In the HOLD position, both solenoids for the pilot hydraulic actuators are de-energized. When
both solenoids are de-energized, the pilot spools direct pilot oil to the ends of the main spool.
The pilot pressure at each end of the main spool and the force of the centering springs keep the
main spool centered in the control valve.

The centering springs and retainers help stabilize the movement of the main spool. The
stabilizing springs dampen the movement of the pilot spools by holding the pilot spools in
contact with the feedback springs.
SERV1866 - 176 - Text Reference
09/08 Implement System

PILOT HYDRAULIC ACTUATOR

LEFT SOLENOID ENERGIZED

Stabilizing Tank Oil Pilot Oil Centering Snap Tank Oil

Spring Port Port Springs Ring Port

Left Pilot Feedback Spring Spool Pilot Oil Right

Actuator Spool Spring Retainer Port Actuator
Solenoid Solenoid

149

When the left actuator solenoid is energized, the solenoid moves the pilot spool to the right.
The pilot spool directs the pilot oil on the left side of the main spool to tank. This decreases the
pilot oil pressure at the left end of the main spool.

The right actuator solenoid is de-energized. When the solenoid is de-energized, the feedback
spring holds the pilot spool to the right. The pilot spool directs pilot oil to the right end of the
main spool. The pilot oil pressure at the right end of the main spool moves the main spool to
the left. As the main spool moves to the left toward the left pilot spool, the centering springs
and the feedback spring are compressed.
SERV1866 - 177 - Text Reference
09/08 Implement System

PILOT HYDRAULIC ACTUATOR

LEFT ACTUATOR BALANCED

Stabilizing Tank Oil Pilot Oil Centering Snap Tank Oil

Spring Port Port Springs Ring Port

Left Pilot Feedback Spring Spool Pilot Oil Right

Actuator Spool Spring Retainer Port Actuator
Solenoid Solenoid

150

When the left actuator solenoid is energized, the main spool moves to the left which
compresses the centering springs and the feedback spring. The force of the feedback spring is
equal to the force of the actuator solenoid and the stabilizing spring. When the pilot spool
moves far enough to the left, the pilot oil port and the tank oil port are blocked. When the oil
in the actuator is blocked, the main spool stops moving. The main spool will stay in this
balanced position until the current to the actuator solenoid changes.

If the operator moves the implement control lever further in the same direction, the Implement
ECM will increase the current to the actuator solenoid. The increase of current increases the
force on the pilot spool. The pilot spool will move to the right which opens the tank oil port.
The decreased oil pressure inside the left actuator will allow the main spool to move further to
the left due to the pilot oil pressure on the right end of the main spool. As the main spool
moves to the left the feedback spring will be compressed more and the feedback sequence
begins again.

If the operator moves the implement control lever toward the centered position, the Implement
ECM will decrease the current to the actuator solenoid. The decrease of current decreases the
force on the pilot spool. The pilot spool will move to the left which opens the pilot oil port and
blocks the tank oil port.
SERV1866 - 178 - Text Reference
09/08 Implement System

The combined force of the pilot oil and the compressed centering springs on the left side of the
main spool will move the main spool to the right. This will decrease the flow of oil to the
implements. The force on the pilot spool from the feedback spring decreases as the main spool
moves to the right. As the main spool moves to the right, the force of the feedback spring
continues to decrease. The pilot spool continues to move to the right until the pilot oil port and
the tank oil port are blocked. When the force of the feedback spring equals the combined force
of the stabilizing spring and the actuator solenoid, the spools will be balanced. The spools will
remain balanced until the current to the actuator solenoid increases or decreases.
 SERV1866 - 179 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

MAIN HYDRAULIC SYSTEM COMPONENTS

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Main Reducing
Lower Ride
Control Valve Valve Line Lower Line Relief Tilt Back Tilt Back
Solenoid Control
Relief Solenoid Valves Solenoid Solenoid Accumulators
System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Solenoid
Check
From Axle Oil Cooler To Check
Valve
Motor Case Drain Axle Oil Cooler Motor Valve
with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Implement Axle Oil
Pumps Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

151

Main Hydraulic System

The 993K main hydraulic system consists of three variable pumps, three pump solenoid valves,
two pump relief valves (part of the main control valve assembly), the main control valve
assembly, two float valves, two lift cylinders, and two tilt cylinders.
SERV1866 - 180 - Text Reference
09/08 Implement System

4
3

7
4
1

152

The main hydraulic system contains three variable displacement piston-type pumps. The right
front implement pump (1), the right rear implement pump (2), and the center implement
pump (3) supply oil flow to the implement control valves.

Also shown in this illustration are the steering pumps (4), the fan pump (5), the steering
pilot/autolube pump (6), and the hydraulic cooling pump (7).
SERV1866 - 181 - Text Reference
09/08 Implement System

1 3

4
2

153

The return filters (1) for the implement, fan, and axle oil cooling pumps is located in the
hydraulic tank. The case drain filter removes contaminants from the case drain oil before the oil
enters the implement hydraulic tank. The bypass switch (2) for the hydraulic return filters also
sends a signal to the VIMS ECM if the return filters in the tank are plugged.

The case drain filter (3) for the implement, fan, and axle oil cooling pumps is also located in the
hydraulic tank. The case drain oil filter contains a bypass switch (4) that sends a signal to the
VIMS ECM if the filter is plugged.
SERV1866 - 182 - Text Reference
09/08 Implement System

5 6

3 7
4
2

12 10 8
13 14
5
11
6
4

15
9 3
7
1 2

154

The implement control valve is located in the front frame below the boom. The bottom left
view shows the right section of the implement valve. The bottom right view shows the left
section of the implement valve. The following components are contained in the implement
control valve:

- Pressure reducing valve (1) - Lift cylinder rod end relief valve (9)
- Lift cylinder head end relief valve (2) - Tilt cylinder rod end relief valve (10)
- Tilt cylinder head end relief valve (3) - Raise right solenoid (11)
- Lower right solenoid (4) - Rack right solenoid (12)
- Dump right solenoid (5) - Left pump relief valve (13)
- Dump left solenoid (6) - Rack left solenoid (14)
- Lower left solenoid (7) - Raise left solenoid (15)
- Right pump relief valve (8)
SERV1866 - 183 - Text Reference
09/08 Implement System

155

When an implement is activated, oil from the implement control valve is directed to the lift
cylinders (1) and/or tilt cylinders (2).
SERV1866 - 184 - Text Reference
04/08 993K Implement System

156

The lift cylinder pressure sensor (arrow) sends a signal to the VIMS ECM indicating lift
cylinder head end pressure.
SERV1866 - 185 - Text Reference
09/08 Implement System

VARIABLE IMPLEMENT PUMP

MAXIMUM DISPLACEMENT

Coil
Assembly

Impeller

Pin

Piston Assembly Armature

Detail A
Barrel Assembly

Swashplate

Solenoid Valve

Stabilizing
Spring Pin

A
Large
Actuator

Spring
Control Case
Small
Spring Spool Drain
Actuator

157

Implement Pump Operation

This illustration shows the variable displacement implement pump with the coil assembly at
maximum current and the swashplate at maximum displacement.

The implement pump is a variable displacement piston pump that supplies hydraulic oil to the
implement system.

The impeller pump produces enough flow to lubricate the pump and provide instant reaction for
upstroking.

Pump output oil flows to the implement hydraulic system and to the small actuator through a
port within the pump housing. The combination of oil pressure and the spring at the end of the
small actuator provide the force that shifts the actuator to the right to upstroke the pump. Also,
the spring will assist in upstroking the pump at low discharge pressure.

The pump solenoid valve directs pilot oil to the large end of the actuator to control the pump
swashplate angle. When the solenoid is energized by the Implement ECM, pilot oil flows to
drain and the pump upstrokes due to the combination of pump output oil pressure and the
spring at the end of the small actuator.
SERV1866 - 186 - Text Reference
09/08 Implement System

When the solenoid is de-energized by the Implement ECM, the solenoid pin moves the control
spool to the left and pilot oil flows to the large pump actuator. The control spool also
compresses the spring inside the large actuator. The pilot oil pressure and the spring force
move the large actuator to the left and the pump destrokes.
SERV1866 - 187 - Text Reference
09/08 Implement System

PUMP AND PUMP CONTROL VALVE

Pressure LOW PRESSURE STANDBY
Sensor
To Implement Control Valve

Orifice

Solenoid
Valve
From
Swashplate
Tank Control
Lever Arm Actuator Spool From Implement
Impeller
Pilot Pump
Pump

Implement Pump

Case
Drain

To
Tank

158

When the implement pump is at low pressure standby, the Implement ECM sends a
proportional amount of current to the solenoid valve. The Implement ECM determines the
amount of current required to produce low pressure standby using the input signals from the
pump pressure sensor and the implement pump calibration data.

In the minimum displacement position, the Implement ECM sends a minimum current to the
pump solenoid valve. The solenoid valve directs pilot oil flow to the large end of the actuator.

The spring force and the pilot pressure on the large end of the actuator work against the pump
output oil and spring force on the small end of the actuator.

The actuator moves to the left rotating the swashplate to the required angle needed to produce
low pressure standby. Minimum oil flow is directed to the implement control valve.
SERV1866 - 188 - Text Reference
09/08 Implement System

PUMP AND PUMP CONTROL VALVE

Pressure CONSTANT FLOW
Sensor
To Implement Control Valve

Orifice

Solenoid
Valve
From
Swashplate
Tank Control
Lever Arm Actuator Spool From Implement
Impeller
Pilot Pump
Pump

Implement Pump

Case
Drain

To
Tank

159

When the flow demands of the implement system have been met, the implement pump moves
to a constant displacement position. The Implement ECM determines the amount of current
required to maintain the pump swashplate using the input signals from the pump pressure
sensor, lift and tilt linkage sensors, lift and tilt lever position sensor, and pump calibration data.

In a constant displacement position, the Implement ECM sends current to the pump solenoid
valve. The solenoid valve meters the pilot oil to the large end of the actuator to maintain the
swashplate position.

The pump output oil and spring force on the small end of the actuator work against the spring
force and the pilot pressure on the large end of the actuator. The actuator shifts to the right and
the swashplate moves to the desired angle. The oil flow is directed to the implement control
valve.
SERV1866 - 189 - Text Reference
09/08 Implement System

PUMP AND PUMP CONTROL VALVE

MAXIMUM DISPLACEMENT
Pressure
Sensor
To Implement Control Valve

Orifice

Solenoid
Valve
From
Swashplate
Tank Control
Lever Arm Actuator
Impeller Main Spool From Implement
Pump Pump Pilot Pump

Case
Drain

To
Tank

160

When the implement system requires additional oil flow, the implement pump moves to the
maximum displacement position. The Implement ECM determines the amount of current
required to upstroke the pump using the input signals from the pump pressure sensor, lift and
tilt linkage sensors, lift and tilt lever position sensor, and pump calibration data.

In the maximum displacement position, the Implement ECM sends a maximum current to the
pump solenoid valve. The solenoid valve blocks pilot oil flow from the large end of the
actuator and also drains the oil from the actuator.

The pump output oil and spring force on the small end of the actuator work against the spring
force and the pilot pressure on the large end of the actuator. The actuator shifts to the right and
the swashplate rotates to the maximum angle. Maximum oil flow is directed to the implement
control valve.
SERV1866 - 190 - Text Reference
09/08 Implement System

TILT CONTROL VALVE

HOLD

Rod End Head End

Load
Check
Valve

Line Relief Line Relief

Makeup Valve Valve

Dump
Tilt Back Pilot Hydraulic
Pilot Hydraulic Actuator
Actuator Supply
Passage Pilot Oil
Pilot Oil Tilt Tank Passage to Internal Tank Chamber
Chamber Spool Port Next Valve Passage Port

161

Implement Control Valve Operation

In the HOLD position, pilot oil pressure is present at both ends of the control valve tilt spool.
The pilot oil and the centering springs keep the lift spool in the centered position. The control
valve lift spool blocks oil flow to the tilt cylinder, and oil from the tilt cylinder is blocked by
the tilt spool. The oil is trapped and the cylinder will remain in the HOLD position.

Oil from the implement pump enters the supply passage, flows around the tilt spool, and flows
to the lift spool.

The flow of oil through the lift control valve is similar to the flow of oil through the tilt control
valve. However, the tilt control valve has priority over the lift control valve.

The head end and rod end line relief valves limit the oil pressure in the head end and rod end of
the tilt cylinder.
SERV1866 - 191 - Text Reference
09/08 Implement System

TILT CONTROL VALVE

DUMP

Rod End Head End

Load
Check
Valve

Line Relief
Line Relief
Makeup Valve
Valve

Dump
Tilt Back Pilot Hydraulic
Pilot Hydraulic Actuator
Actuator Supply
Passage Pilot Oil
Pilot Oil Tilt Tank Passage to Internal Tank Chamber
Chamber Spool Port Next Valve Passage Port

162

When the operator moves the implement control lever to the DUMP position, the tilt lever
position sensor sends a PWM signal to the Implement ECM. Then the Implement ECM sends
current that energizes the dump pilot hydraulic actuator solenoid.

The solenoid moves the spool for the pilot hydraulic actuator and the pilot oil at the right end of
the tilt spool is drained to the tank. The pilot oil pressure on the left end of the tilt spool moves
the tilt spool right to the DUMP position.

The tilt spool directs oil from the implement pump to the load check valve. Oil flows through
the load check valve and through the tilt spool to the rod end of the tilt cylinder. The tilt spool
also opens the tank passages to allow the oil from the head end of the tilt cylinder to return to
the tank.
SERV1866 - 192 - Text Reference
09/08 Implement System

LIFT CONTROL VALVE

HOLD

Head End Rod End

Load
Check
Valve

Line Relief Line Relief

Valve Makeup Valve

Raise
Lower
Pilot Hydraulic
Pilot Hydraulic
Actuator
Actuator

Pilot Oil Tank Internal Supply Tank Lift Pilot Oil

Chamber Port Passage Passage Port Spool Chamber

163

In the HOLD position, pilot oil pressure is present at both ends of the control valve lift spool.
The pilot oil and the centering springs keep the lift spool in the centered position. The control
valve lift spool blocks oil flow to the lift cylinders, and oil from the lift cylinders is blocked by
the lift spool. The oil is trapped and the cylinders will remain in the HOLD position.

Oil from the implement pump enters the supply passage, flows around the lift spool, and flows
to the tank.

The head end and rod end line relief valves limit the oil pressure in the head end and rod end of
the lift cylinders.
SERV1866 - 193 - Text Reference
09/08 Implement System

LIFT CONTROL VALVE

LOWER

Head End Rod End

Load
Check
Valve

Line Relief Line Relief

Valve Makeup Valve

Raise
Lower Pilot Actuator
Pilot Control Solenoid
Actuator
Supply
Pilot Oil Tank Internal Passage Tank Lift Pilot Oil
Chamber Port Passage Port Spool Chamber

164

When the operator moves the implement control lever to the LOWER position, the lift lever
position sensor sends a PWM signal to the Implement ECM. Then the Implement ECM sends
current that energizes the lower pilot control actuator solenoid.

The solenoid moves the spool for the pilot hydraulic actuator and the pilot oil at the left end of
the lift spool is drained to the tank. The pilot oil pressure on the right end of the lift spool
moves the lift spool left to the LOWER position.

The lift spool directs oil from the implement pump to the load check valve. Oil flows through
the load check valve and through the lift spool to the rod end of the lift cylinders. The lift
spool also opens the tank passages to allow the oil from the head end of the lift cylinders to
return to the tank.
SERV1866 - 194 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

HOLD

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Main Reducing
Lower Ride
Control Valve Valve Line Lower Line Relief Tilt Back Tilt Back
Solenoid Control
Relief Solenoid Valves Solenoid Solenoid Accumulators
System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Solenoid
Check
From Axle Oil Cooler To Check
Valve
Motor Case Drain Axle Oil Cooler Motor Valve
with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Implement Axle Oil
Pumps Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

165

Implement Hydraulic System Operation

This schematic shows the oil flow in the implement pilot system and the implement hydraulic
system when the engine is running and the control valves are in the HOLD position.

In the pilot system, the pilot/axle oil cooling pump pulls oil from the tank and sends oil flow
through the pilot oil filter to the following locations as previously described:

- Axle oil cooler motor

- Pressure reducing valve
- Pilot accumulator
- Variable pump solenoid valves
- Ride control valve (if equipped)
- Manual lower valve
- Pilot ON/OFF solenoid valve
SERV1866 - 195 - Text Reference
09/08 Implement System

The pressure reducing valve limits the pilot system pressure to 3450 kPa (500 psi).

The pilot on/off solenoid valve is controlled by the implement lockout switch through the
Implement ECM. When the implement lockout switch is in the OFF position, the Implement
ECM de-energizes the pilot on/off solenoid valve. Pilot oil is then blocked at the pilot on/off
solenoid valve. When the implement lockout switch is in the ON position, the Implement ECM
energizes the pilot on/off solenoid valve. Pilot oil flows past the pilot on/off solenoid valve to
the pilot hydraulic actuator on each end of the control valve spools.

The implement pumps pull oil from the tank and send oil flow to the main control valve. Oil
flows to the main relief valves and to the tilt control valve spools.

When the main control valve spools are in the HOLD position, oil flows through the
open-center tilt control valves and through an orifice in the lift control valves to the tank.

Implement system pressure is controlled at a maximum of 29500 ± 340 kPa (4300 ± 50 psi) by
the main relief valves.

In the HOLD position, oil flow to and from the cylinders is blocked by the control valve
spools.
 SERV1866 - 196 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

DUMP

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Main Reducing
Lower Ride
Control Valve Valve Line Lower Line Relief Tilt Back Tilt Back
Solenoid Control
Relief Solenoid Valves Solenoid Solenoid Accumulators
System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Float Solenoid
Check Check
From Axle Oil Cooler To Check
Valve Valve
Motor Case Drain Axle Oil Cooler Motor Valve
with Orifice with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Implement Axle Oil
Pumps Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

166

When the tilt lever is moved to the DUMP position, the tilt lever position sensor sends a PWM
signal to the Implement ECM. The Implement ECM analyzes the input signals from the tilt
lever position sensor and the tilt linkage position sensor. The Implement ECM then sends a
current to energize the dump hydraulic actuator solenoid valves in the Implement control valve.
The implement ECM’s electrical output is proportional to the input signals from the tilt lever
position sensor and the tilt linkage position sensor.

The dump hydraulic actuator valves send pilot oil to the tank and decrease the oil pressure at
the lower end of the tilt control valve spools. The pilot oil pressure at the dump end of the tilt
control valve spools moves the control valve spools down to the DUMP position.

The tilt spools direct oil from the implement pump through the load check valve to the rod end
of the tilt cylinders. The tilt cylinders retract. The tilt spool also opens a passage for oil in the
head end of the tilt cylinders to return to the tank.
 SERV1866 - 197 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

TILT BACK

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Main Reducing
Lower Ride
Control Valve Valve Line Lower Line Relief Tilt Back Tilt Back
Solenoid Control
Relief Solenoid Valves Solenoid Solenoid Accumulators
System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Float Solenoid
Check Check
From Axle Oil Cooler To Check
Valve Valve
Motor Case Drain Axle Oil Cooler Motor Valve
with Orifice with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Implement Axle Oil
Pumps Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

167

When the tilt lever is moved to the TILT BACK position, the tilt lever position sensor sends a
PWM signal to the Implement ECM. The Implement ECM analyzes the input signals from the
tilt lever position sensor and the tilt linkage position sensor. The Implement ECM then sends a
current to energize the tilt back hydraulic actuator solenoid valves in the implement control
valve. The Implement ECM’s electrical output is proportional to the input signals from the tilt
lever position sensor and the tilt linkage position sensor.

The tilt back hydraulic actuator valves send pilot oil to the tank and decrease the oil pressure at
the top end of the tilt control valve spools. The pilot oil pressure at the rack back end of the tilt
control valve spools moves the control valve spools up to the TILT BACK position.

The tilt spools direct oil from the implement pump through the load check valve to the head end
of the tilt cylinders. The tilt cylinders extend. The tilt spool also opens a passage for oil in the
rod end of the tilt cylinders to return to the tank.
 SERV1866 - 198 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

RAISE

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Main Reducing
Lower Ride
Control Valve Valve Line Lower Line Relief Tilt Back Tilt Back
Solenoid Control
Relief Solenoid Valves Solenoid Solenoid Accumulators
System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Float Solenoid
Check Check
From Axle Oil Cooler To Check
Valve Valve
Motor Case Drain Axle Oil Cooler Motor Valve
with Orifice with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Implement Axle Oil
Pumps Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

168

When the lift lever is moved to the RAISE position, the lift lever position sensor sends a PWM
signal to the Implement ECM. The Implement ECM analyzes the input signals from the lift
lever position sensor and the lift linkage position sensor. The Implement ECM then sends a
current to energize the raise hydraulic actuator solenoid valves in the implement control valve.
The Implement ECM’s electrical output is proportional to the input signals from the lift lever
position sensor and the lift linkage position sensor.

The raise hydraulic actuator valves send pilot oil to the tank and decrease the oil pressure at the
lower end of the lift control valve spools. The pilot oil pressure at the raise end of the lift
control valve spools moves the control valve spools down to the RAISE position.

The lift spools direct oil from the implement pump through the load check valve to the head
end of the lift cylinders. The lift cylinders raise. The lift spool also opens a passage for oil in
the rod end of the lift cylinders to return to the tank.
SERV1866 - 199 - Text Reference
09/08 Implement System

If the machine is equipped with the optional ride control system, the pressure in the head end of
the lift cylinders increases during the RAISE function. As the oil pressure increases, the oil
pressure on the left end of the balance valve will force the balance valve to shift to the left.
Supply oil flows through the check valve, through the balance valve to the ride control
accumulators, charging the accumulators. When the accumulators are fully charged
accumulator oil pressure closes the check valve.

With ride control not enabled, the ride control solenoid valve is de-energized. Oil flow
between the head end of the lift cylinders and the accumulators is blocked. The oil from the
rod end of the lift cylinders flows around the lift spool to the hydraulic tank.
 SERV1866 - 200 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

LOWER

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Main Reducing
Lower Ride
Control Valve Valve Line Lower Line Relief Tilt Back Tilt Back
Solenoid Control
Relief Solenoid Valves Solenoid Solenoid Accumulators
System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Float Solenoid
Check Check
From Axle Oil Cooler To Check
Valve Valve
Motor Case Drain Axle Oil Cooler Motor Valve
with Orifice with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Implement Axle Oil
Pumps Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

169

When the lift lever is moved to the LOWER position, the lift lever position sensor sends a
current to the Implement ECM. The Implement ECM analyzes the input signals from the lift
lever position sensor and the lift linkage position sensor. The Implement ECM then sends a
PWM signal to energize the lower hydraulic actuator solenoid valves in the implement control
valve. The Implement ECM’s electrical output is proportional to the input signals from the lift
lever position sensor and the lift linkage position sensor.

The lower hydraulic actuator valves send pilot oil to the tank and decrease the oil pressure at
the top end of the lift control valve spools. The pilot oil pressure at the lower end of the lift
control valve spools moves the control valve spools up to the LOWER position.

The lift spools direct oil from the implement pump through the load check valve to the rod end
of the lift cylinders. The lift cylinders lower. The lift spool also opens a passage for oil in the
head end of the lift cylinders to return to the tank.
SERV1866 - 201 - Text Reference
09/08 Implement System

If the machine is equipped with the optional ride control system, the pressure in the head end of
the lift cylinders decreases during the LOWER function. As the oil pressure decreases, the oil
pressure on the right end of the balance valve will force the balance valve to shift to the right.
Oil flows through the balance valve and to tank. When the pressure in the accumulators is
equal to the pressure in the head end of the lift cylinders, the balance valve will block the
accumulator oil from the tank. The balance valve will continue to balance the pressure in the
accumulators with the pressure in the head end of the lift cylinders.

With ride control not enabled, the ride control solenoid valve is de-energized. Oil flow
between the head end of the lift cylinders and the accumulators is blocked.
 SERV1866 - 202 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

FLOAT

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Main Reducing
Lower Ride
Control Valve Valve Line Lower Line Relief Tilt Back Tilt Back
Solenoid Control
Relief Solenoid Valves Solenoid Solenoid Accumulators
System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Float Solenoid
Check Check
From Axle Oil Cooler To Check
Valve Valve
Motor Case Drain Axle Oil Cooler Motor Valve
with Orifice with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Implement Axle Oil
Pumps Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

170

To enter the FLOAT position, the wheel loader bucket must be below the lower kickout
position.When the lift lever is moved to the FLOAT position, the movement of the lift control
spools are the same as when the lift control lever is in the LOWER position. However, the
Implement ECM also energizes the float solenoid valves and the electromagnetic float detent
coil, which holds the lift lever in the FLOAT position. When the float solenoid valves are
energized, the oil is drained from the float valve.

The small orifice in the float valves cause a restriction to the implement pump oil when filling
the cavity behind the float valves. With oil flowing from behind the float check valves faster
than oil flows in, the pressure difference between the oil around the float check valves and the
oil behind the float check valves becomes high enough to lift the float check valve off its seat.
The oil from the implement pump flows past the float check valve to the tank.

The oil in the rod end of the lift cylinders is now open to tank and the bucket follows the
contour of the ground in the FLOAT position.
 SERV1866 - 203 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

LOWER ENGINE OFF

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Main Reducing
Lower Ride
Control Valve Valve Line Lower Line Relief Tilt Back Tilt Back
Solenoid Control
Relief Solenoid Valves Solenoid Solenoid Accumulators
System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Float Solenoid
Check Check
From Axle Oil Cooler To Check
Valve Valve
Motor Case Drain Axle Oil Cooler Motor Valve
with Orifice with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Implement Axle Oil
Pumps Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

171

When the bucket is being LOWERED with the ENGINE OFF the weight of the implement
creates a high pressure in the head end of the lift cylinders. The high lift cylinder pressure oil
flows through the shuttle valve to the pressure reducing valve.

The pressure reducing valve decreases the lift cylinder oil pressure to approximately 1650 kPa
(240 psi). The reduced pressure oil flows past the check valve to the pilot on/off solenoid valve
and becomes the oil supply for the pilot system.

When the on/off solenoid valve is de-energized, pilot oil is blocked at the on/off solenoid valve.
When the on/off solenoid valve is energized (as shown), pilot oil flows through the on/off
solenoid valve and pressurizes the pilot solenoid valves.

When the lift control lever is moved to the LOWER position, the Implement ECM operation is
the same as when the engine is running. The lift control spool directs oil in the head end of the
lift cylinders to the tank. Tank oil flows through the rod end makeup valves into the rod end of
the lift cylinders and prevents cylinder cavitation.
SERV1866 - 204 - Text Reference
09/08 Implement System

If the machine loses electrical power, the pilot on/off solenoid will be de-energized and oil from
the head end of the lift cylinders will not flow to the pilot solenoid valves. The manual lower
valve must be used to lower the implements. When the manual lower valve is opened, oil from
the head end of the lift cylinders is directed to the tank and the implements will lower.
SERV1866 - 205 - Text Reference
09/08 Implement System

172

Ride Control System

The optional ride control system dampens the ride during machine travel. When the top of the
ride control switch (1) in the cab is pressed, a signal is sent to the Power Train ECM, which
enables the ride control AUTO mode. The ride control system will automatically turn ON if
ground speed exceeds 9.7 km/h (6 mph). The ride control system will automatically turn OFF
if ground speed is less than 9.7 km/h (6 mph) and the bucket is operated.

If the bottom of the ride control switch is pressed, the ride control system is in SERVICE mode
and ride control is active at all times. The SERVICE mode is used only for machine servicing.
The ride control valve (2) is located near the articulation hitch.

The ride control solenoid (3) controls the oil flow between the head end of the lift cylinders and
the ride control accumulators (4) and the oil flow between the rod end of the lift cylinders and
the tank.

The ride control accumulators are located at the rear of the front frame. The ride control
accumulators act as shock absorbers to dampen the ride during machine travel.
 SERV1866 - 206 - Text Reference
09/08 Implement System

Lift RH Lift Cylinder RH Tilt Cylinder LH Tilt Cylinder LH Lift Cylinder

Head End
993K ELECTROHYDRAULIC SYSTEM Pressure
Sensor
Orifice

RIDE CONTROL ON

Main Relief Valve Main Relief Valve

Shuttle Makeup Makeup Makeup

Valve Valve
Pressure Valve Valve
Main Reducing
Lower Ride
Control Valve Valve Line Lower Line Relief Tilt Back Tilt Back
Solenoid Control
Relief Solenoid Valves Solenoid Solenoid Accumulators
System
Valves and
and Makeups Diverter
Makeup Valve

Check
Valve

Load Load
Check Check
Manual Valve Valve
Lowering
Solenoid
Valve
Valve
Load Load
Lift Check Check
Tilt Tilt Lift
Spool Valve Valve
Back Back Spool
Spool Spool

Pilot On/off
Valve
Balancing
Dump Valve
Solenoid
Raise Raise
Solenoid Dump
Float Solenoid Float Solenoid
Check Check
From Axle Oil Cooler To Check
Valve Valve
Motor Case Drain Axle Oil Cooler Motor Valve
with Orifice with Orifice
Float
Valve
Float
Valve

Bypass Check Orifice Orifice

Switch Implement Implement
Filter Valve
Pressure Sensor Pressure Sensor
High Pressure
Screen

Pilot and
Axle Oil Cooling Pump
Pressure
Reducing
Valve
High
Pilot Oil Pressure
Pressure Check Valves Screen
Sensor

Pilot
Accumulator

Right Front Right Rear Center

Actuator Implement Actuator Actuator
Implement Implement
Pump Pump Pump
Pressure Pressure
Switch Switch

Impeller Impeller Impeller

Pump Pump Pump
Implement
and
Implement Axle Oil
Pumps Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Right Front Right Rear Center

Pump Pump Manual Shutoff Manual Shutoff
Pump
Solenoid Valve Solenoid Valve Valve Valve
Solenoid Valve
with with
Limit Switch Limit Switch

173

This schematic shows the hydraulic oil flow when the ride control solenoid valve is energized.
The ride control solenoid valve is controlled by the Power Train ECM. The ride control switch
(not shown) allows the operator to select between the ride control ON, the ride control OFF,
and the ride control AUTO positions. When the ride control switch is in the ON position, the
Power Train ECM continually energizes the ride control solenoid valve.

When the ride control switch is in the AUTO position, the Power Train ECM energizes the ride
control solenoid when the machine ground speed is above 9.7 km/hr (6 mph) and will de-
energize the ride control solenoid when the ground speed is below 9.7 km/hr (6 mph).

When the Power Train ECM energizes the ride control solenoid valve, pilot pressure at the
diverter valve flows to the tank. The spring shifts the diverter valve to connect the head end of
the lift cylinders with the accumulators and the rod end of the lift cylinders to tank. A floating
piston in the accumulators separates the oil from the nitrogen gas. Since nitrogen gas is
compressible, the gas functions as a spring.
SERV1866 - 207 - Text Reference
09/08 Implement System

Any downward force on the lift arms is transferred through the oil at the head end of the lift
cylinders to the accumulators. The pressure of the oil is transmitted to the accumulator piston,
which compresses the nitrogen gas. Compressing the nitrogen gas absorbs the pressure spike
and the oil displacement caused by the downward force on the lift arms. This operation results
in less ground induced shocks on structures and components, reduced tire flexing and a greater
payload retention.

When the lift arms are raised, the balance valve moves in the direction needed to equalize the
pressures on each end of the balance spool. During the balancing operation, when the pressure
on the right end of the balance spool is lowest, the spool shifts right and the implement pump
supplies oil flow to equalize the pressure on both ends of the spool. During the balancing
operation, when the pressure at the left end of the balance spool is lowest, the spool shifts left
and the oil pressure in the accumulator flows to tank until the pressures on both ends of the
spool are equal.

At a ground speed below the ECM configured value of 9.7 km/h (6 mph), the ride control
solenoid valve is de-energized. The de-energized solenoid blocks the oil flow to the tank from
the rod end of the lift cylinders and the lift cylinder head end oil from flowing to the
accumulator.
SERV1866 - 208 - Text Reference
09/08 Implement System

IMPLEMENT CONTROL STRATEGIES

Programmable Lift and Tilt Kickouts
Rack Inversion
Lower Inversion
Lower Feather Catch
Float
Lift Snubbing

174

Implement Control Strategy

Programmable Lift and Tilt Kickouts: Allows the operator to program the lift kickout, the
lower kickout, and the tilt kickout from the cab.

Rack Inversion: The spool command is reduced when the linkage is close to contacting the tilt
back stops or fully extending the tilt cylinders.

Lower Inversion: The spool command is reduced when the lift cylinders are close to full
extension and a full lower command is sent to the ECM. The reduced command prevents
excessive machine movement when the linkage is lowered. The spool command will increase
to the full lower command as the linkage travels downward.

Lower Feather Catch: Brings the linkage to a smooth stop when a lower command is
abruptly stopped.

Float: Occurs when the boom is below horizontal and the lever is moved into lower detent.
(used for dozing and cleanup).
SERV1866 - 209 - Text Reference
09/08 Implement System

Lift Snubbing: The solenoid command is limited when the linkage is close to bottoming out
the lift cylinders.

NOTE: When the boom is at the maximum lift position and the lift lever is moved to
hold and back to raise, lift snubbing is cancelled resulting in main relief pressure in the
head end of the lift cylinders. This procedure can be used for checking main relief
pressure and implement stall conditions. The implement hydraulic service mode
eliminates snubbing.
SERV1866 - 210 - Text Reference
09/08 Implement System

IMPLEMENT SYSTEM CALIBRATIONS

Lever Position Sensors
Linkage Position Sensors
Implement Pump Solenoids
Implement Valve Solenoids

175

Implement System Calibrations

Implement system calibrations consists of lift and tilt lever sensor calibrations, lift and tilt
linkage sensor calibrations, implement pump solenoind calibrations, and implement valve
solenoid calibrations.

Calibrations should be performed in the order listed in this illustration.

The sensor calibrations determine the minimum and maximum sensor duty cycles associated
with the respective minimum and maximum linkage and lever angles.

A sensor calibration must be performed for any of the following reasons:

- Sensor replaced
- ECM replaced
- Required by a diagnostic code
SERV1866 - 211 - Text Reference
09/08 Implement System

The implement pump solenoid calibration determine the current required to move the pump
swashplate. The pressure sensors are used by the Implement ECM to determine the minimum
and maximum swashplate angles. By using the pressure sensor, the ECM elimates the
deadband in the pump resulting in maximum pump performance.

The implement valve solenoid calibration determines the current required to initiate movement
of the pilot valve spool to allow oil flow and to initiate movement of the main control spool.
The main spool shifts until pressure increases enough to initiate the movement of the
implement in a desired direction.

When the operator moves the implement lever during normal operation, the Implement ECM
begins energizing the corresponding solenoid with the calibrated current level. Using the
calibrated current level to initiate movement results in consistent implement movement and
helps to eliminate the deadband (free travel) in the implement control levers.
SERV1866 - 212 - Text Reference
09/08 Fan System

FAN HYDRAULIC SYSTEM

Fan
Fan Hydraulic Fan Solenoid Implement
Motor Tank Pump Valve ECM

Hydraulic Engine
Oil Coolers ECM

Electronic System Hydraulic System

176

FAN HYDRAULIC SYSTEM

Shown are the major components of the fan hydraulic system. The fan drive system consists of
electrical components and hydraulic components.

The main electrical system components (yellow) are the Engine ECM, fan solenoid valve, and
Implement ECM. The engine coolant temperature sensor, right intake manifold temperature
sensor, and hydraulic oil temperature sensor information are sent to the Engine ECM to
determine the fan speed. The Engine ECM will interpret the data and send the appropriate
amount of current to the fan solenoid to increase/decrease the fan speed.

The main hydraulic components (red) are the hydraulic tank, fan hydraulic pump, fan motor,
and hydraulic oil cooler.

NOTE: The 993K can be equipped with a standard fan system or a high ambient fan
system. Two pumps supply oil to the oil coolers in the standard fan system. In the high
ambient fan system, one high capacity pump supplies oil to the oil coolers. The high
ambient fan system operation is the same as the standard fan system.
SERV1866 - 213 - Text Reference
09/08 Fan System

177

178

The top illustration shows the pump arrangement in the standard fan system. The bottom
illustration shows the pump arrangement in the high ambient fan system.

The standard fan drive pump (1) is a variable displacement piston pump. The fan pump is
mounted to the left steering pump (2).

In the standard fan system, the additional cooling pump (3) is mounted to the standard fan
pump. The additional cooling pump is a fixed displacement pump that supplements the
standard fan pump.

The high ambient fan pump (4), which replaces the standard fan pump and the additional
cooling pump, is a variable displacement pump that is mounted to the left steering pump.
SERV1866 - 214 - Text Reference
09/08 Fan System

179
1

180

Oil from the fan pump flows to the fan solenoid (1), the fan pump control valve on the pump,
and to the fan motor (2).

The fan solenoid controls the signal oil to the pump control valve. Signal pressure can be
checked at the pressure tap (3) located at the signal line. The fan pump pressure sensor (4)
sends a signal to the VIMS ECM indicating fan system pressure.

The fan pump supplies the oil flow to rotate the fan motor. The fan motor is located at the rear
of the machine in front of the engine radiator assembly.
SERV1866 - 215 - Text Reference
09/08 Fan System

181

Return oil from the fan motor flows through the hydraulic oil coolers (arrows) and to the tank.
SERV1866 - 216 - Text Reference
09/08 Fan System

STANDARD HYDRAULIC FAN SYSTEM

MAXIMUM FAN SPEED
High Pressure
Screen

Hydraulic Fan Motor

Oil Coolers and
and Makeup Valve
Implement Oil Bypass Valve
Cooling Pump
High
Pressure Fan
Pressure Screen Solenoid Valve
Switch Pressure
Switch Pressure
Sensor

Implement Fan
and Pump
Axle Oil
Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Manual Shutoff Manual Shutoff

Valve Valve
with Limit Switch with Limit Switch

Implement Pumps Right Center

and Axle Oil Cooling Pump Implement Pumps Implement Pump

182

Standard Hydraulic Fan System

When the engine is running, the fan drive pump draws oil from the hydraulic tank and sends oil
flow to the fan motor. The fan motor turns the cooling fan. Oil from the fan motor flows
through the hydraulic cooler back and fan oil filter to the implement hydraulic tank.

The cooling fan sends air flow through the engine radiator, the hydraulic cooler, the steering
and brake oil cooler, the ATAAC, the fuel cooler, and the air conditioner condenser.

The fan drive pump also sends oil flow to the screen and to the demand fan solenoid valve.

The fan solenoid valve controls the signal oil to the pump compensator valve. When the
Engine ECM de-energizes the fan solenoid (as shown), the solenoid closes the passage for
signal oil flow to the tank. The signal oil flows through the two orifices to the pump
compensator valve. The signal oil causes the compensator valve to upstroke the pump.
SERV1866 - 217 - Text Reference
09/08 Fan System

STANDARD HYDRAULIC FAN SYSTEM

MINIMUM FAN SPEED
High Pressure
Screen

Hydraulic Fan Motor

Oil Coolers and
and Makeup Valve
Implement Oil Bypass Valve
Cooling Pump
High
Pressure Fan
Pressure Screen Solenoid Valve
Switch Pressure
Switch Pressure
Sensor

Implement Fan
and Pump
Axle Oil
Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Manual Shutoff Manual Shutoff

Valve Valve
with Limit Switch with Limit Switch

Implement Pumps Right Center

and Axle Oil Cooling Pump Implement Pumps Implement Pump

183

The Engine ECM analyzes the signals from the engine coolant temperature sensor, right intake
manifold temperature sensor, and the implement hydraulic tank temperature sensor.

When the Engine ECM energizes the fan solenoid valve, the solenoid valve opens the passage
for signal oil flow to the tank. The size of the opening is proportional to the current from the
Engine ECM.

Signal oil flows through the open passage to the tank. This condition decreases the signal
pressure at the compensator valve and destrokes the pump. Destroking the pump decreases
pump flow and decreases the fan speed. Destroking the pump also decreases the horsepower
needed to turn the pump.

When the engine is started, the fan system will operate at a minimum speed of 400 ± 50 rpm.
The following temperatures must be met to maintain the fan system at minimum fan speed.
- Engine coolant temperature is below 92° C (198° F)
- Intake manifold air temperature is below 49° C (120° F)
- Hydraulic oil temperature is below 87° C (189° F)
SERV1866 - 218 - Text Reference
09/08 Fan System

As one or more of the sensors reads a temperature that is above the target temperature, the
Engine ECM interprets a demand for additional cooling. Then, the Engine ECM starts sending
a reduced amount of current from the Engine ECM to the solenoid valve. The solenoid valve
will move proportionally, in the de-energized direction, upstroking the fan pump.

If the temperature(s) remain above the target temperature, the fan will operate at a maximum
speed of 800 ± 50 rpm.
If a fan solenoid failure occurs, the fan goes to maximum (100%) speed.

The minimum speed of the fan and the maximum speed are held in the Engine ECM. The set
limits for speed of the hydraulic fan can be changed through Caterpillar Electronic Technician.
SERV1866 - 219 - Text Reference
09/08 Fan System

STANDARD HYDRAULIC FAN SYSTEM

RAPID ENGINE DECELERATION
High Pressure
Screen

Hydraulic Fan Motor

Oil Coolers and
and Makeup Valve
Implement Oil Bypass Valve
Cooling Pump
High
Pressure Fan
Pressure Screen Solenoid Valve
Switch Pressure
Switch Pressure
Sensor

Implement Fan
and Pump
Axle Oil
Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Manual Shutoff Manual Shutoff

Valve Valve
with Limit Switch with Limit Switch

Implement Pumps Right Center

and Axle Oil Cooling Pump Implement Pumps Implement Pump

184

In this illustration, the fan motor is being driven by the cooling fan.

During normal operation, oil pressure at the fan motor inlet is higher than oil pressure at the fan
motor outlet. The higher inlet pressure seats the makeup valve.

When the engine is decelerated rapidly from HIGH IDLE, the inertia of the fan keeps the fan
drive motor turning faster than the fan drive pump can supply oil. The oil pressure at the fan
motor inlet becomes lower than the oil pressure at the fan motor outlet. The higher outlet
pressure opens the makeup valve and allows oil from the motor outlet to flow to the inlet. The
combination of oil flow through the makeup valve and the pump oil flow prevents cavitation of
the fan motor.

When pump output matches the fan speed, the motor inlet oil pressure increases above the
motor outlet oil pressure. The higher inlet pressure closes the makeup valve.
SERV1866 - 220 - Text Reference
09/08 Fan System

HIGH AMBIENT FAN HYDRAULIC SYSTEM

MINIMUM FAN SPEED
High Pressure
Screen

Hydraulic Fan Motor

Oil Coolers and
and Makeup Valve
Bypass Valve
High
Pressure Fan
Pressure Screen Solenoid Valve
Switch Pressure
Switch Pressure
Sensor

Implement Fan
and Pump
Axle Oil
Cooling Level Switch
Hydraulic
Tank Temperature
Sensor

Manual Shutoff Manual Shutoff

Valve Valve
with Limit Switch with Limit Switch

Implement Pumps Right Center

and Axle Oil Cooling Pump Implement Pumps Implement Pump

185

High Ambient Hydraulic Fan System

The operation of the high ambient fan hydraulic system is the same as the standard fan
hydraulic system. The Engine ECM will energize the fan solenoid valve based on the engine
coolant temperature, right intake manifold air temperature, and hydraulic oil temperature.

When the engine is started, the fan system will operate at a minimum speed of 400 ± 50 rpm.
The following temperatures must be met to maintain the fan system at minimum fan speed.
- Engine coolant temperature is below 92° C (198° F)
- Intake manifold air temperature is below 49° C (120° F)
- Hydraulic oil temperature is below 87° C (189° F)

If the temperature(s) remain above the target temperature , the fan will operate at a maximum
speed of 1000 ± 50 rpm.
SERV1866 - 221 - Text Reference
09/08 Steering System

STEERING SYSTEM COMPONENTS

Steering Steering Pilot Pilot Relief Quad Steering Pilot
Oil Cooler Pumps Pump Valve Check Valve Control Valve

Neutralizer
Valves
Steering and
Brake Tank

Steering Secondary Steering

Control Valve Steering Pump Cylinders

Pilot System Main Steering System Common To Main And Pilot Systems

186

STEERING SYSTEM

Shown are the locations of the major components in the steering system.

The pilot system components (orange) shown include the pilot pump, the pilot relief valve, dual
pilot check valve, the neutralizer valves and the STIC control lever.

The main steering system components (red) shown consist of the steering pumps, the steering
control valve and the steering cylinders.

The secondary steering pump (red) is part of the secondary steering system (if equipped).

The hydraulic tank (green) is located below the platform on the right side of the machine.
SERV1866 - 222 - Text Reference
09/08 Steering System

Steering
Cylinders

Steering Control Valve

993K
Diverter
Valve Shuttle STEERING SYSTEM
Valve HOLD
Crossover
Relief Valve Secondary
Back-up Relief
Relief Valve
Valve Hydraulic
Oil Cooler

Auto Lube Return

Pressure
Pilot
Reducing
Relief Valve
Quad Valve
Check
Valve Auto Lube Supply
Steering
Pilot
Pressure
Neutralizer Sensor
Selector and
Valves
Pressure
Secondary
Control Valve
Pump

Steering
Pressure Switch

Steering
Steering Pressure Sensor Pilot
Pressure Oil Filter
STIC Sensor
Steering
Valve

Steering Hydraulic Oil

Pumps Level Sw. Pilot
Pump
Hydraulic Oil
Temp. Sensor

187

The steering pumps draw oil from the tank and send oil to the following locations:

- Steering control valve

- Back-up relief valve
- Secondary steering diverter valve
- Selector and pressure control valve
- Pressure reducing valve

The steering control valve directs oil to the steering cylinders. The steering cylinders extend
and retract to steer the machine.

The back-up relief valve limits steering system pressure as a back-up to the pump pressure
cutoff spool.

The secondary steering diverter valve directs secondary steering pump oil to the tank when the
main steering pump is providing oil flow to the steering system. The diverter valve directs
secondary steering pump oil to the steering control valve when the machine is traveling and the
main steering pump fails or the engine fails.
SERV1866 - 223 - Text Reference
09/08 Steering System

The selector and pressure control valve reduces steering system pressure that is monitored by
the steering pressure switch. If steering system pressure decreases to approximately
700 ± 100 kPa (100 ± 15 psi), the switch sends a signal to the VIMS, which illuminates an
indicator lamp in the cab to alert the operator.

The pressure reducing valve directs steering pump oil to the pilot circuit if a failure of pilot
system oil occurs.

The steering pilot pump draws oil from the tank and sends oil through the pilot oil filter to the
STIC pilot valve. The pilot pump also provides oil to the auto lube motor and the steering oil
cooler.

When the STIC lever is moved, pilot oil is sent through the respective neutralizer valve and
dual check valves to the steering control valve.

When the engine is running and the steering system is in HOLD, pilot oil is blocked at the
STIC pilot valve. Oil from the main steering pump flows to the steering control valve. The
control valve spool blocks oil flow to the steering cylinders and no signal pressure is generated.

The crossover relief valve and the shuttle valve protect the steering cylinders when an external
force articulates the machine. The crossover relief valve and the shuttle valve help to protect
the cylinders from excessive pressure.
SERV1866 - 224 - Text Reference
09/08 Steering System

4
3

2 5

188

There are two variable displacement, piston-type pumps that supply oil flow to the steering
system on the 993K Wheel Loader. The large steering pump (1) is mounted to the pump drive
on the left side. The small steering pump (2) is mounted to the center implement pump (3).
The pump compensator valves (4) control oil flow to the steering system.

Each pump compensator valve group consists of a flow compensator (margin) spool and a
pressure compensator spool.

The steering pilot pump (5) is mounted to the small steering pump. The pilot pump supplies oil
flow to the steering pilot system and the auto lube motor.
SERV1866 - 225 - Text Reference
09/08 Steering System

189

The steering pump pressure sensors (arrows) send a signal to the VIMS ECM indicating
steering system pressure.
SERV1866 - 226 - Text Reference
09/08 Steering System

5
3 8

190

The steering hydraulic tank (1) is located on the left side of the machine at the rear of the fuel
tank (2). The hydraulic oil tank has a fill cap (3) for filling and adding oil and a breaker relief
valve (not visible) that protects the tank from excessive pressure and/or vacuum. The hydraulic
oil sight gauge (4) is visible from the ground.

The hydraulic oil level switch (5) and the hydraulic oil temperature sensor (6), located on the
back of the tank, are both inputs to the VIMS ECM.

The case drain filter (7) for the steering pump is located inside the tank and removes
contaminants from the case drain oil. The case drain oil filter contains a bypass switch (8) that
sends a signal to the VIMS ECM if the filter is plugged.
SERV1866 - 227 - Text Reference
09/08 Steering System

1 191
2 5

192
4

The pilot filter (1) is mounted on a bracket at the rear of the pump compartment. The pilot oil
filter bypass switch (not visible) is mounted to the oil filter base. The bypass switch sends a
signal to the VIMS ECM indicating a restricted oil filter. An S•O•S tap (2) is also located on
the base of the filter.

The pilot relief valve (3) is located on the left side frame rail in the pump bay. The pilot relief
valve limits pressure in the pilot system to 2400 kPa (350 psi).

The pilot pressure sensor (4) sends a signal to the VIMS ECM indicating pilot system pressure.

Also shown is shuttle valve (5).

SERV1866 - 228 - Text Reference
09/08 Steering System

2
1

193

When the pilot pressure is too high and the pilot relief valve opens, oil is sent through the
steering oil cooler (1) and to the tank.

Other cooling system components visible in this illustration are:

- ATAAC (2)

- Hydraulic oil coolers (3)

- AC condenser (4)

- Fuel cooler (5)

SERV1866 - 229 - Text Reference
09/08 Steering System

1
2

194

The STIC control lever (1) is located at the left front of the operator's seat. The STIC lever is
used to the steer the machine. Other components of the STIC lever are the transmission
directional control (2) and the transmission upshift and downshift switches (3).

The pilot control valve (not visible) is located below the STIC control lever. When the STIC
lever is moved left or right, the lever moves the respective valve spool in the pilot control
valve.

Also visible is the steering/transmission lock lever (4).

SERV1866 - 230 - Text Reference
09/08 Steering System

195

The pilot control valve (1) is located below the STIC control lever (2). The console cover has
been removed in this view. When the control lever is moved left or right, the control lever
moves the respective valve spool in the pilot control valve. The pilot oil flows past the pilot
control valve spools to the steering control valve.
SERV1866 - 231 - Text Reference
09/08 Steering System

2 1

196

197
3

Two neutralizer valves (1) are mounted at the articulation joint on top of the rear frame. Each
neutralizer valve is actuated by an adjustable striker (2) mounted on the front frame. When the
machine makes a maximum turn (either left or right), the respective striker will contact the
neutralizer valve at the end of the turn. The striker moves the neutralizer valve and blocks pilot
oil flow to the steering control valve. With the oil flow stopped, the steering control valve
centering spring centers the valve and stops the machine from turning further.

The quad check valve (3) is located on the rear frame to the rear of the neutralizer valves. The
quad check valve dampens the movement of the steering control valve spool by restricting the
pilot oil returning from the steering valve control spool to the pilot control valve.
SERV1866 - 232 - Text Reference
09/08 Steering System

2
1

198

The steering control valve (1) is located on the left frame rail. The control valve directs
steering system oil to the steering cylinders and sends signal oil through the ball
resolver to the compensator valve on the steering pump.

The back-up relief valve (2) limits the maximum steering system pressure if the high pressure
cutoff fails in the pump compensator valve.

If the machine is equipped with the optional secondary steering system, the selector and
pressure control valve (3) protects the steering system pressure switch (4) by reducing steering
system pressure. If steering system pressure decreases to approximately 700 ± 100 kPa
(100 ± 15 psi), the switch sends a signal to the VIMS to alert the operator.
SERV1866 - 233 - Text Reference
09/08 Steering System

199

The secondary steering pump (arrow) is splined to the front of the transmission output transfer
gear near the articulation joint. The pump is ground driven and turns when the machine is
moving.

If the primary steering pump fails or the engine stops while the machine is moving, the
secondary steering pump supplies oil to the steering system.
SERV1866 - 234 - Text Reference
09/08 Steering System

200

Shown is the left steering cylinder (arrow). The steering cylinder head end is pinned to the
front frame and the rod end is pinned to the rear frame.
SERV1866 - 235 - Text Reference
09/08 Steering System

From Steering STEERING PUMP AND

Control Valve
COMPENSATOR VALVE
Flow ENGINE OFF
Compensator
Spool
Compensator
Pressure Valve
Compensator
Spool

Pump Swashplate
Output

Minimum Angle
Large Maximum Angle Stop
Steering Actuator Stop
Pump Piston
Bias Spring

Large
Actuator Small
Piston Actuator
Small Piston
Actuator Pump
Piston From Steering Output
Control Valve

Flow Pressure
Compensator Compensator
Spool Spool

201

Steering Pump Operation

Shown is a schematic and sectional view of the steering pump and compensator valve group.

The pump has two actuator pistons which work together to continually adjust the angle of the
swashplate. The small actuator piston, assisted by the small actuator spring, is used to upstroke
the pump. The large actuator piston is used to destroke the pump.

The compensator valve group consists of a flow compensator (margin) spool and a pressure
compensator (cutoff) spool. The valve group keeps the pump flow and pressure at a level
needed to fulfill the demands of the steering system.

The margin compensator spring maintains the pump supply pressure at 2100 ± 100 kPa
(305 ± 15 psi) above the signal pressure for both steering pumps. The pressure compensator
spring limits the system pressure to 25000 ± 350 kPa (3625 ± 50 psi) for the small steering
pump. The pressure compensator spring limits the system pressure to 31000 ± 750 kPa (4495 ±
110 psi) for the large steering pump.

When the engine is OFF, the small actuator spring moves the swashplate to maximum angle.
SERV1866 - 236 - Text Reference
09/08 Steering System

From Steering STEERING PUMP AND

Control Valve COMPENSATOR VALVE
LOW PRESSURE STANDBY
Flow
Compensator
Spool

Pressure
Compensator
Spool
Swashplate
Pump Output
Minimum Angle
Maximum Angle Stop
Large Stop
Actuator
Steering Piston Bias Spring
Pump

Large
Small
Actuator
Actuator
Piston
Small Piston
Actuator Piston Pump
Output
From Steering Charge Pump
Control Valve

Flow
Pressure
Compensator
Compensator
Spool
Spool

202

At machine start-up, the bias spring holds the swashplate at maximum angle. When the
steering control valve is in the HOLD position, pump flow is blocked at the steering control
valve and no signal pressure is generated. As the pump produces flow, the system pressure
begins to increase. This pressure is felt at the lower end of both the flow compensator spool
and the pressure compensator spool. The flow compensator spool moves up against spring
force and permits system oil to go to the large actuator piston. The oil pressure at the large
actuator piston overcomes the combined force of the bias spring and system oil pressure at the
small actuator piston.

The large actuator piston moves the swashplate to the LOW PRESSURE STANDBY position.
In LOW PRESSURE STANDBY, the pump produces enough flow to compensate for system
leakage at sufficient pressure to provide instantaneous response when the steering control valve
is moved.
SERV1866 - 237 - Text Reference
09/08 Steering System

STEERING PUMP AND

From Steering
COMPENSATOR VALVE Control Valve
UPSTROKE
Flow
Compensator
Spool

Pressure
Compensator
Compensator
Valve
Spool

Pump Output

Large
Steering
Actuator
Pump
Piston

Small
Actuator
Piston

203

During a turn, signal pressure at the steering control valve increases. This increased pressure
causes the force (flow compensator valve spring plus oil pressure) at the right end of the flow
compensator spool to become greater than the pump supply pressure at the left end of the spool.

The increased pressure at the right end of the flow compensator spool causes the spool to shift
left. The spool reduces or blocks pump output oil flow to the large actuator, and opens a
passage to drain. Reducing or blocking oil flow to the large actuator reduces or eliminates the
pressure acting against the large actuator piston. When the pressure in the large actuator piston
decreases, the bias spring and small actuator move the swashplate to an increased angle causing
the pump to UPSTROKE.
SERV1866 - 238 - Text Reference
09/08 Steering System

STEERING PUMP AND From Steering

Control Valve
COMPENSATOR VALVE
DESTROKE
Flow
Compensator
Spool

Pressure Compensator
Compensator Valve
Spool

Pump Output

Large
Steering
Actuator
Pump
Piston

Small
Actuator
Piston

204

When the load on the steering system decreases, signal oil pressure at the right end of the flow
compensator valve decreases. This decreased pressure causes the force (flow compensator
valve spring plus oil pressure) at the right end of the flow compensator spool to decrease below
the pump supply pressure at the left end of the spool. The decreased pressure at the right end
of the flow compensator spool causes the spool to shift and allows more flow to the large
actuator causing the pressure in the large actuator piston to increase. The increased pressure in
the large actuator piston overcomes the combined force of the small actuator and bias spring
and moves the swashplate to a reduced angle.

As pump flow decreases, supply pressure also decreases. When the supply pressure decreases
and equals the sum of the oil pressure at the right end of the flow compensator spool and spring
force, the flow compensator spool moves to a metering position and the system stabilizes.
SERV1866 - 239 - Text Reference
09/08 Steering System

STEERING PUMP AND From Steering

COMPENSATOR VALVE Control Valve

HIGH PRESSURE CUTOFF

Flow
Compensator
Spool

Pressure Compensator
Compensator Valve
Spool

Pump Output

Large
Steering
Actuator
Pump
Piston

Small
Actuator
Piston

205

The pressure compensator spool limits the maximum system pressure for any given pump
displacement. The pressure compensator spool is held in the left position during normal
operation by spring force.

When steering hydraulic system pressure is at maximum, pump supply pressure increases and
the pressure compensator spool moves right against spring force. The pressure cutoff spool
blocks oil in the large actuator piston from returning to the tank 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 spring to destroke the pump. The pump is now at minimum flow and
pump supply pressure is at maximum.

This feature eliminates the need for a main relief valve in the steering hydraulic system.
Maximum system pressure is adjusted by turning the pressure compensator adjustment screw.
SERV1866 - 240 - Text Reference
09/08 Steering System

Handle

PILOT VALVE
Cam Follower Linkage NO TURN

Left Port Plunger

Right Port Plunger

Centering Spring

Regulating Spring
Drain Passage
Return Spring

Pilot Stem Pilot Oil Passage

Shims
Left Port Right Port

206

Pilot Control Valve

The pilot control valve controls the displacement and direction of pilot oil flow to the steering
control valve. The pilot valve assemblies work similarly to other modulating pressure reducing
valves.

The pilot valve assemblies are identical. The major components include: plunger, return spring,
regulating spring, and pilot stem. Supply oil is available from the steering pilot pump to the
supply passage.

When the STIC lever is in the NO TURN (centered) position, return spring force keeps the pilot
valve assemblies in the centered position and pilot oil is blocked by both pilot stems. The pilot
oil ports at the bottom of the valve assemblies are open to drain and no pilot oil is sent to the
steering control valve.
SERV1866 - 241 - Text Reference
09/08 Steering System

Handle
PILOT VALVE
LEFT TURN
Cam Follower Linkage

Left Port Plunger

Right Port Plunger

Centering Spring

Regulating Spring

Drain Passage Return Spring

Pilot Oil Passage

Pilot Stem

Shims
Left Port Right Port

207

When the operator moves the STIC lever to the left (as shown), the cam follower linkage
depresses the left port plunger and regulating spring. The increased force on the regulating
spring pushes the left pilot stem down and opens a passage through the pilot stem from the pilot
pressure supply passage to the left pilot (signal) port.

The pilot stem meters the pilot oil from the supply passage to the pilot port. This metering
controls the signal pressure to the steering control valve. The pressure of this signal is
determined by the force of the regulating spring, which depends on the distance the plunger is
depressed. The amount the plunger is depressed is controlled by how far the STIC lever is
moved.

As the STIC lever moves to the left, the right port plunger moves up with the linkage as the
pivot plate rotates. However, the right pilot stem remains in position. The right pilot stem
lands are open to the drain passage, providing a path for return oil from the opposite end of the
steering control valve spool.

When a RIGHT TURN is made, the right port plunger is depressed and the right pilot stem
meters pilot oil to the steering control valve.
SERV1866 - 242 - Text Reference
09/08 Steering System

STEERING CONTROL VALVE Ball

Outlet to
Hydraulic Oil
NO TURN Resolver Tank

Pressure Pump Inlet Steering Cross-

Reducing Valve Port over Relief
Valve

Pilot Oil Spool

Springs
Port

Pilot Oil Port

Tank Tank Retainer

Passage Passage

Right Turn Left Turn

Port Port

Supply Back-up Relief

Passage Valve

208

Steering Control Valve

When the STIC lever is in the NO TURN (center) position, pilot oil flow to either end of the
steering control valve spool is blocked by the pilot valve. Also, if either steering neutralizer
valve is actuated, pilot oil flow to either end of the steering control valve spool is blocked.

With no pilot oil present at the ends of the steering control valve spool, centering springs keep
the spool in the center position. As the spool returns to the center position, pilot oil present at
the end of the spool flows through an orifice to the tank.

When the spool is in the center position, supply oil from the steering pump is blocked at the
supply oil passage and no oil flows to the steering cylinders.
SERV1866 - 243 - Text Reference
09/08 Steering System

STEERING CONTROL VALVE Ball

Outlet to
Hydraulic Oil
LEFT TURN Resolver Tank

Pressure Pump Inlet Steering Cross-

Reducing Valve Port over Relief
Valve

Pilot Oil Spool Springs

Port

Pilot Oil Port

Tank
Tank Retainer
Passage
Passage

Right Turn Left Turn

Port Port

Supply Back-up Relief

Passage Valve

209

When the STIC lever is moved to the LEFT TURN position, pilot oil flows from the pilot
control valve to the retainer on the right end of the steering control valve spool. The pilot oil
pressure moves the spool to the left.

When the spool moves to the left, oil in the supply oil passage flows past the spool to the left
turn port. Oil flows to the head end of the right steering cylinder and to the rod end of the left
steering cylinder.

Oil from the head end of the left steering cylinder and oil from the rod end of the right steering
cylinder flows into the right turn port and to the tank. The machine articulates to the left.

When the STIC steering control lever is released, pilot oil is blocked at the pilot valve. Oil
pressure present at the right end of the steering control valve spool flows through an orifice and
to the tank. Spring force causes the spool to return to the center position.

With the STIC lever in the HOLD (center) position, the steering control valve spool blocks oil
flow to the steering cylinders, which keeps the machine in the LEFT TURN position.
SERV1866 - 244 - Text Reference
09/08 Steering System

If an outside force tries to turn the machine with the steering control valve spool in the center
position, oil pressure in the steering cylinders will increase. This pressure increase opens the
steering cylinder crossover relief valve.

When the steering control valve is in the RIGHT TURN position, the steering control valve
moves to the right and directs oil to the right turn port.

NOTE: If the machine is turned while moving, the machine will continue to move in
the same direction as the last selected travel position of the STIC lever. When the STIC
lever is released, the machine will not return to the STRAIGHT AHEAD travel position.

If the pilot pump fails, steering pump oil pressure is directed through the pressure
reducing valve and a pilot check valve to the pilot valve. The pressure reducing valve
reduces pump pressure to less than pilot pressure.
SERV1866 - 245 - Text Reference
09/08 Steering System

Steering
Cylinders

Steering Control Valve

993K
Diverter
Valve Shuttle STEERING SYSTEM
Valve GRADUAL RIGHT TURN
Crossover
Relief Valve Secondary
Back-up
Relief
Relief
Valve
Valve Hydraulic
Oil Cooler

Auto Lube Return

Pressure
Pilot
Reducing
Relief Valve
Quad Valve
Check
Valve Auto Lube Supply
Steering
Pilot
Pressure
Neutralizer Selector and Sensor
Valves Pressure
Control Valve Secondary
Pump

Steering
Pressure Switch

Steering
Pressure Sensor Case Drain Pilot
Steering
Filter Oil Filter
Pressure
Bypass
STIC Sensor
Switch
Steering
Valve

Steering Hydraulic Oil

Pumps Level Sw. Pilot
Pump
Hydraulic Oil
Temp. Sensor

210

Steering System Operation

When the operator moves the steering lever to the right, pilot oil flows through the pilot control
valve and the right neutralizer valve to the right end of the steering control spool. Pilot oil
pressure moves the steering control spool to the left. The steering control valve directs oil from
the steering pumps through the check valve and the control spool orifice to the steering
cylinders. Oil flows to the rod end of the right steering cylinder and to the head end of the left
steering cylinder. The machine articulates to the RIGHT.

As pressure increases in the steering cylinders, an increase in signal pressure is sensed at the
pump compensator valves. This increase in signal pressure causes the pump to upstroke, which
increases pump oil flow as previously described.
SERV1866 - 246 - Text Reference
09/08 Steering System

Steering
Cylinders

Steering Control Valve

993K
Diverter
Valve Shuttle STEERING SYSTEM
Valve SHARP RIGHT TURN
Crossover
Relief Valve Secondary
Back-up
Relief
Relief
Valve
Valve Hydraulic
Oil Cooler

Auto Lube Return

Pressure
Pilot
Reducing
Relief Valve
Quad Valve
Check
Valve Auto Lube Supply
Steering
Pilot
Pressure
Neutralizer Selector and Sensor
Valves Pressure
Control Valve Secondary
Pump

Steering
Pressure Switch

Steering
Pressure Sensor Case Drain Pilot
Steering
Filter Oil Filter
Pressure
Bypass
STIC Sensor
Switch
Steering
Valve

Steering Hydraulic Oil

Pumps Level Sw. Pilot
Pump
Hydraulic Oil
Temp. Sensor

211

When making a SHARP RIGHT TURN, the right striker (not shown) contacts the right
neutralizer valve. Oil flow from the pilot control valve to the steering control valve is blocked
by the movement of the neutralizer valve. The steering control spool returns to the center
position. Flow to the steering cylinders is blocked and the machine stops turning. The steering
pump returns to the LOW PRESSURE STANDBY condition.

The neutralizer valves prevent the machine front frame from contacting the machine rear frame
when making a SHARP RIGHT or SHARP LEFT turn.
SERV1866 - 247 - Text Reference
09/08 Steering System

Steering
Cylinders

Steering Control Valve

993K
Diverter
Valve Shuttle STEERING SYSTEM
Valve GRADUAL RIGHT TURN
Crossover SECONDARY STEERING
Relief Valve Secondary
Back-up
Relief
Relief
Valve
Valve Hydraulic
Oil Cooler

Auto Lube Return

Pressure
Pilot
Reducing
Relief Valve
Quad Valve
Check
Valve Auto Lube Supply
Steering
Pilot
Pressure
Neutralizer Selector and Sensor
Valves Pressure
Control Valve Secondary
Pump

Steering
Pressure Switch

Steering
Pressure Sensor Case Drain Pilot
Steering
Filter Oil Filter
Pressure
Bypass
STIC Sensor
Switch
Steering
Valve

Steering Hydraulic Oil

Pumps Level Sw. Pilot
Pump
Hydraulic Oil
Temp. Sensor

212

Shown is a schematic of the steering system with the engine off and the machine moving.

When the engine is off, no oil flows from the pilot pump and the primary steering pumps. The
steering system oil is supplied by the secondary steering system. The secondary steering
system consists of the secondary pump, secondary relief valve, diverter valve, and check valve.

When the machine is moving, the output transfer gear turns the secondary pump. Secondary
pump oil flows through the diverter valve and the check valve to the steering control valve.

Secondary pump oil also flows through the pressure reducing valve and the check valve to the
pilot control valve.

When the operator moves the steering lever, secondary pump oil is used to steer the machine.

NOTE: The secondary steering pump does not produce the same amount of flow as the
main steering system pump. Secondary steering operations are reduced compared to
normal operation. Secondary steering provides a method to steer the machine to a safe
location if a failure occurs in the primary steering system or in the engine.
SERV1866 - 248 - Text Reference
09/08 Brake System

BRAKE SYSTEM COMPONENTS

Brake Brake Parking Brake Parking Brake Service Brake
Pump Accumulators Valve Control Pedals

Rear Service Steering and Brake Parking Manifold Service Brake Front Service
Brakes Tank Brake Valve Brakes

Service Brake Parking Brake Service and Parking Systems

Components Components Shared Components

213

BRAKE SYSTEM

Shown are the components of the brake system on the 993K Wheel Loader. Components of the
service brake system are shown in red, components of the parking brake system are shown in
orange, and components that are common to the service brake system and the parking brake
system are shown in green.
SERV1866 - 249 - Text Reference
09/08 Brake System

214

The brake pump (1) is mounted to the left rear of the pump drive. The brake pump supplies oil
flow to the brake hydraulic system.

The pump compensator valve (2) controls the oil flow to the brake system.
SERV1866 - 250 - Text Reference
09/08 Brake System

BRAKE PUMP
LOW PRESSURE
Control Piston Spring
Pressure
Compensator Valve

Barrel

Control Piston
Passage

Outlet Passage

Drive Shaft

Inlet Passage
Piston Assembly Swashplate

215

Brake Pump Operation

Shown in this illustration are the main components of the brake pump.

The components are:

- Pressure compensator (servo valve)

- Control piston
- Spring
- Swashplate
- Piston assembly
- Barrel
- Drive shaft
SERV1866 - 251 - Text Reference
09/08 Brake System

When pressure in the brake system is less than 13790 ± 345 kPa (2000 ± 50 psi), the spring
keeps the swashplate at maximum angle. The pump piston stroke is longest and pump
displacement is maximum. A small amount of pressure oil flows from the outlet passage to the
pressure compensator.. A spool in the pressure compensator blocks the flow of oil to the
control piston passage.
SERV1866 - 252 - Text Reference
09/08 Brake System

PUMP COMPENSATOR VALVE

LOW BRAKE SYSTEM PRESSURE HIGH BRAKE SYSTEM PRESSURE

To Control From Pump To Control From Pump

Piston Outlet Piston Outlet
Adjustment Adjustment
Bolt Bolt

Pressure Pressure
Locknut Spring Compensator Spool Locknut Spring Compensator Spool

216

This illustration shows the main components and the operation of the pressure compensator.
The components are:

- Adjustment bolt
- Locknut
- Spring
- Spool

The left illustration shows the operation of the pressure compensator when the brake system
pressure is less than 13790 ± 345 kPa (2000 ± 50 psi). Pump output oil flows around the right
land of the pressure compensator spool and into the chamber at the right end of the spool.

When the brake system pressure increases to 13790 ± 345 kPa (2000 ± 50 psi), the pressure of
the oil in the chamber is high enough to move the spool against the spring. Movement of the
spool permits oil to flow past the spool to the control piston in the pump.
SERV1866 - 253 - Text Reference
09/08 Brake System

BRAKE PUMP
HIGH PRESSURE
Control Piston Spring
Pressure
Compensator Valve

Barrel

Control Piston
Passage

Outlet Passage

Drive Shaft

Inlet Passage
Piston Assembly Swashplate

217

When the brake system pressure reaches 13790 ± 345 kPa (2000 ± 50 psi), oil from the
pressure compensator fills the chamber in the control piston. As the brake system pressure
increases above 13790 ± 345 kPa (2000 ± 50 psi), the oil pressure from the pressure
compensator moves the control piston against the spring. This movement decreases the angle
of the swashplate, the stroke of the pistons and the displacement of the pump. The amount of
oil per pump revolution is decreased to the amount needed to maintain the system pressure at
13790 ± 345 kPa (2000 ± 50 psi).
SERV1866 - 254 - Text Reference
09/08 Brake System

3 4

1
218

2
5

219

Oil from the brake pump flows through a high pressure screen (1) to the inverse shuttle
valve (2) located near the front brake accumulator (3) and rear brake accumulator (4) below the
top platform on the right side of the machine.

The inverse shuttle valve directs brake pump oil to the brake accumulators. The brake pressure
switch (5) sends a signal to the VIMS if the brake system hydraulic oil pressure decreases
below approximately 8960 kPa (1300 psi).

When the engine is running, the accumulators supply pressurized oil to the tandem brake valve.
If the engine stops or the brake pump fails, the accumulators provide a temporary emergency
oil supply to provide braking.
SERV1866 - 255 - Text Reference
09/08 Brake System

220

The service brake valve (arrow) is located below the right brake pedal. The left and right brake
pedals are mechanically connected. This connection allows the tandem brake valve to be
actuated by either brake pedal. The brake valve directs oil to the service brakes.

The hydraulically engaged, multiple disc service brakes are located between the planetaries and
the differential at each axle. Each brake contains a piston, discs, and plates. When either brake
pedal is DEPRESSED, pressure oil moves the piston which compresses the discs against the
plates. The friction between the discs and plates causes the wheels to turn slower or to stop.
The heat from brake friction is removed by the oil in the differential housing.
SERV1866 - 256 - Text Reference
09/08 Brake System

SERVICE BRAKE VALVE

BRAKE PEDAL
BRAKE PEDAL
APPLIED
OFF

Piston

Upper Spool
Springs

Lower Spool
To Rear Brakes To Rear Brakes

From
Accumulator

To Front Brakes To Front Brakes

From
Accumulator

To Tank To Tank

Spring

221

When the brake pedal is RELEASED (left view), the oil passages from the accumulators to the
brakes are closed, and the passages from the brakes to the tank are opened. Oil in the rear and
front service brakes flows through the respective brake spools to the tank. Spring force at the
bottom of the lower brake spool moves the brake spools up.

When the operator depresses either brake pedal (right view), the upper spring moves the two
brake spools down. The brake spools close the passages to the tank and open the passages from
the two accumulators. The oil from the rear accumulator flows through the rear brake spool to
ENGAGE the rear service brakes and to fill the chamber between the rear brake spool and the
front brake spool. The oil from the front brake accumulator flows through the front brake spool
to ENGAGE the front service brakes and to fill the chamber at the bottom of the front spool.

The pressure at the bottom of the front brake spool and the force of the spring move the front
brake spool up against the pressure in the chamber between the rear brake spool and the front
brake spool. The pressure in the chamber between the rear brake spool and the front brake
spool moves the rear brake spool up against the force on the brake pedal.

The force at the bottom of each brake spool balances that brake spool against the force at the
top of the brake spool. Each brake spool acts as a pressure reducing valve to limit the pressure
in the brakes proportionally to the force at the top of the respective brake spool.
SERV1866 - 257 - Text Reference
09/08 Brake System

222

The parking brake control valve (1) is located on the right frame rail below the cab. The
parking brake control valve directs oil flow to the parking brake. When the parking brake knob
in the cab is pulled out, the parking brake linkage (2) moves the spool inside the parking brake
valve. The spool blocks oil from the accumulator charging valve to the parking brake and
allows parking brake oil to flow to the tank. Spring force then engages the brake.

When the parking brake knob is pushed in, the parking brake linkage moves the spool inside
the parking brake valve. The spool allows oil to flow to the parking brake. The oil acts against
spring force to release the parking brake.

The parking brake pressure switch (3) sends the park brake pressure status to the Power Train
ECM.

Also located on the parking brake control valve is another parking brake switch (4) that is used
in the optional Rear Access Egress System (RAES) electrical circuit. The RAES will be
discussed later in the presentation.
SERV1866 - 258 - Text Reference
09/08 Brake System

4 1

3
5

223

The spring engaged, hydraulically released, multiple disc parking brake is bolted to the front of
the output transfer gear case. The brake discs are are splined to the hub, which turns with the
drive shaft. The plates are splined to the park brake housing which is held with bolts (1) that
are anchored to the bearing cage (2).

When the parking brake is RELEASED, brake system oil acts against the the piston which
moves a plate (3) outward against spring force. With spring force removed, the discs, hub, and
front drive shaft are allowed to rotate.

When the parking brake is ENGAGED, brake system oil in the parking brake flows to the tank.
Spring force moves the non-rotating plates against the turning discs which are splined to the
hub. The friction between the discs and plates causes the hub to turn slower or to stop.

If the brake pump fails or hydraulic oil flow stops, the parking brake can be manually released
to move the machine. To release the parking brake, brake release bolts (4) are installed in the
three brake release holes (5) spaced 120 degrees apart. The bolts are tightened, which forces
the plate outward against spring force. With spring force removed, the discs, hub, and front
drive shaft are allowed to rotate. When not in use, the bolts are stored in the location shown in
this view.
SERV1866 - 259 - Text Reference
09/08 Brake System

BRAKE SYSTEM
CUT-IN CYCLE
Right Brake Left Brake
Pedal Pedal
Brake Lights

Service
Brake
Valve

Inverse
Shuttle
Rear Service Valve
Rear Brake Brake
Brakes
Accumulator Pressure
Switch

Front Service
Brakes
Front Brake
Accumulator

Park Brake
Control Valve

Brake
Pump
Park Brake
Pressure
Switch Park Brake

224

Brake System Schematics

This schematic shows the brake system during the CUT-IN cycle with the service brakes
ENGAGED and the parking brake ENGAGED.

When the accumulator oil pressure decreases below 13790 ± 345 kPa (2000 ± 50 psi), the brake
pump begins to upstroke and the shuttle valve enters the CUT-IN mode. In the CUT-IN mode,
the combined force of the accumulator pressure and spring acting on each outer side of the
inverse shuttle valve is less than the high pressure in the center of the inverse shuttle valve.
The center pressure moves the two halves of the inverse shuttle valve outward. This movement
allows oil to flow from the brake pump to the accumulators.

When the brake pump is connected to the accumulators, the pressure decreases between the
inverse shuttle valve and the check valve. Pump oil flows to the accumulators until the
accumulator pressure and the pressure at the inverse shuttle valve reach the
13790 ± 345 kPa (2000 ± 50 psi) CUTOUT pressure. When the CUT-OUT pressure is reached,
the pump destrokes.
SERV1866 - 260 - Text Reference
09/08 Brake System

By depressing either the right or the left brake pedal, the service brakes are ENGAGED. The
movement of the brake pedal is mechanically transmitted to the service brake valve, which
permits oil to flow through the service brake valve to the rear and front service brakes.

If the machine looses power or if the hydraulic pump fails, the service brakes can still be
ENGAGED. The pressure in the accumulators permits several applications of the service
brakes to stop the machine or slow the machine enough to engage the parking brake.

When the right brake pedal is depressed the stop lamp switch is closed, which illuminates the
stop lamps on the back of the machine. Also, when the right brake pedal is depressed, the right
hand brake pedal switch signals the Engine ECM to disable the throttle lock function. The
Engine ECM sends the switch position data over the Cat Data Link to the Power Train ECM.

When the left brake pedal is depressed, a Pulse Width Modulated (PWM) signal is sent from
the left brake pedal position sensor to the Power Train ECM. The ECM processes the signal
and sends an output signal to the impeller clutch solenoid, which decreases impeller clutch
pressure. As the pedal is depressed further, oil pressure to the impeller clutch continues to
decrease. When the pedal has been depressed approximately 10 degrees, a mechanical linkage
from the left brake pedal to the tandem brake valve causes the service brakes to engage.
SERV1866 - 261 - Text Reference
09/08 Brake System

BRAKE SYSTEM
CUT-OUT CYCLE
Right Brake Left Brake
Pedal Pedal
Brake Lights

Service
Brake
Valve
Inverse
Shuttle
Rear Service Valve
Rear Brake Brake
Brakes
Accumulator Pressure
Switch

Front Service
Brakes
Front Brake
Accumulator

Park Brake
Control Valve

Brake
Pump
Park Brake
Pressure
Switch Park Brake

225

When the pressure in the accumulators increases to the CUT-OUT pressure of

13790 ± 345 kPa (2000 ± 50 psi), the combined oil pressure and spring force on the outer ends
of the inverse shuttle valve overcome the oil pressure on the inside of the inverse shuttle valve.
The inverse shuttle valve moves and blocks the flow of oil to the accumulators. When the flow
to the accumulators is blocked, the supply pressure increases. The increased pressure causes
the brake pump compensator spool to direct oil to the pump control piston and destroke the
pump.

The check valve prevents the high pressure oil in the passages to the inverse shuttle valve from
flowing back to the brake pump.

The inverse shuttle valve will remain in the CUT-OUT mode until the pressure in one of the
accumulators decreases to the CUT-IN pressure of 13790 ± 345 kPa (2000 ± 50 psi).
SERV1866 - 262 - Text Reference
09/08 Brake System

BRAKE SYSTEM
PARKING BRAKE RELEASED
Right Brake Left Brake
Pedal Pedal
Brake Lights

Service
Brake
Valve
Inverse
Shuttle
Rear Service Valve
Rear Brake Brake
Brakes
Accumulator Pressure
Switch

Front Service
Brakes
Front Brake
Accumulator

Park Brake
Control Valve

Brake
Pump
Park Brake
Pressure
Switch Park Brake

226

This schematic shows the brake system with the parking brake RELEASED.

Pressure oil flows from the brake pump to the inverse shuttle valve. The inverse shuttle valve
allows oil to flow to the rear and front brake accumulators and to the tandem brake valve. Part
of the oil that is sent to the rear brake accumulator also flows to the parking brake valve.

In the RELEASED position, the pressure oil flows past the parking brake valve to the parking
brake actuator. The oil in the parking brake actuator acts against the spring force that keeps the
parking brake ENGAGED. When the pressure of the oil overcomes the force of the spring, the
parking brake is RELEASED.

During a normal application, the parking brake will remain RELEASED until the flow of oil is
blocked at the parking brake valve or the supply pressure from the brake accumulator charging
valve decreases below 6050 ± 515 kPa (875 ± 75 psi).

If supply pressure from the brake accumulator charging valve decreases below 6050 ± 515 kPa
(875 ± 75 psi), spring force in the right end of the parking brake valve will shift the valve to the
left. When the parking brake valve shifts to the left, oil in the parking brake valve is allowed to
flow to the tank and spring force engages the parking brake.
SERV1866 - 263 - Text Reference
09/08 Brake System

FRONT AND REAR AXLE OIL COOLING SYSTEM

AXLE OIL COOL

Pressure
Relief Switch
Front Valve
Axle Oil
Coolers Thermostatic
Bypass
Valve
Filter Front
Axle
Axle Cooling
Case Drain and Motor and Pump
Axle Oil
Motor Return

Rear
Axle Oil
Cooler Pressure VIMS
Relief Switch ECM
Valve

Thermostatic
Bypass
Valve
Rear
Filter
Axle
Axle Cooling
Motor and Pump

Orifice
Implement
Pilot System
Filter

Pressure Filter
Reducing Bypass Switch
Valve Axle Cooling
and
Case Drain Pilot Oil Pump

227

AXLE OIL COOLING SYSTEM

Shown is a schematic of the front and rear axle cooling systems. Each axle cooling system
cools the oil in the respective axle. The axle cooling/pilot pump provides oil to the implement
pilot system and through the orifice to the motor section of the rear axle cooling motor. The
rear axle cooling motor drives the rear axle cooling pump and the front axle oil motor. The
front axle oil motor drives the front axle oil pump. The axle pump sections draw lube oil from
the differentials and send the oil through the filter, the thermostatic bypass valve, the axle oil
coolers, and back into the differentials.

When the operator applies the service brakes, friction generates heat in the brake plates and
discs. Also, heavy loads generate heat in the differential. The cooling pumps pull the high
temperature oil from the differential case and send the oil flow to the oil coolers. The oil
coolers remove the heat and return the oil to the axles. The cooler oil enters the axles at each
end of the differential case.

When the oil is cold, the high resistance to flow through the cooler causes the pump pressure to
increase. When the axle oil cooling system pressure increases, the oil filter bypass valves open
allowing cold oil to bypass the axle oil filters. The oil filter bypass valves have a pressure
setting of approximately 345 kPa (50 psi).
SERV1866 - 264 - Text Reference
09/08 Brake System

The VIMS ECM monitors the axle oil temperature through the front and rear axle oil
temperature sensors. When the axle oil temperature is below 82°C (180°F), spring force moves
the thermal bypass valves to the left and the axle cooling pump oil bypasses the axle oil
coolers.

When the axle oil temperature increases above 82°C (180°F), the thermal bypass valves begin
to move to the right against spring force and some of the axle cooling pump oil is directed to
the axle oil coolers. As the axle oil temperature continues to increase, the thermal bypass
valves move all the way to the right against spring force and all of the axle cooling pump oil is
directed to the axle oil coolers. The thermal bypass valve has an internal relief valve that has a
relief setting of approximately 345 kPa (50 psi)

The axle oil pressure switches send a signal to the VIMS ECM indicating high pressure. The
pressure switches have an activation pressure of approximately 93 ± 20 kPa (13 ± 3 psi).
SERV1866 - 265 - Text Reference
09/08 Brake System

1
7
2 4

5 6

228

These illustrations show the rear axle oil cooling system components.

The rear axle cooling motor/pump is located at the bottom of the rear frame. The
axle oil cooling/ pilot oil pump sends oil to the rear axle oil cooling motor (1). The rear axle
cooling motor drives the rear axle cooling pump (2). The rear axle cooling pump has a relief
valve (3) to protect the pump from high pressure. The relief valve has a pressure setting of
approximately 1034 ± 35 kPa (150 ± 50 psi).

The rear axle cooling pump sends oil through the oil filter (4) to the thermostatic bypass
valve (5). The bypass valve directs oil to the axle oil cooler (6) and to the rear axle.

The axle oil pressure switch (7) sends a signal to the VIMS ECM indicating a restriction in the
axle oil cooling system.
SERV1866 - 266 - Text Reference
09/08 Brake System

7
2

3
1

5
6

229

These illustrations show the front axle oil cooling system components.

The front axle cooling motor/pump is located at the bottom of the front frame. The oil from the
rear axle cooling motor (not shown) is sent to the front axle cooling motor (1). The front axle
cooling motor drives the front axle cooling pump (2). The front axle cooling pump has a relief
valve (3) to protect the pump from high pressure. The relief valve has a pressure setting of
approximately 1034 ± 35 kPa (150 ± 50 psi).

The front axle cooling pump sends oil through the oil filter (4) to the thermostatic bypass
valve (5). The bypass valve directs oil to the axle oil coolers (6) and to the front axle.

The axle oil pressure switch (7) sends a signal to the VIMS ECM indicating a restriction in the
axle oil cooling system.
SERV1866 - 267 - Text Reference
09/08 Brake System

230
1

231
2

The front axle oil temperature sensor (1) and the rear axle oil temperature sensor (2) are located
at the bottom of each differential. The axle oil temperature sensors send a signal to the VIMS
ECM indicating axle oil temperature.
SERV1866 - 268 - Text Reference
09/08

232

REAR ACCESS EGRESS SYSTEM (RAES)

The optional Rear Access Egress System (RAES) replaces the left rear ladder and lifts or
lowers the operator or service technician, personal belongings, and tools safely on and off the
platform.

The platform switch (1) on the RAES controls an electrically driven hydraulic pump, which
provides the oil flow to raise and lower the platform. The platform can also be lowered to the
ground using the platform switch (2) in the service center at the rear bumper.

A hydraulic oil sight gauge (3) is located to the left of the RAES platform to allow inspection of
the hydraulic oil level from the ground.

NOTE: The RAES must be configured as "installed" using Cat ET. The RAES status is
defaulted to "uninstalled" from the factory.
SERV1866 - 269 - Text Reference
09/08

7
3
1 2

4
6

11

8
12
9

10

233

These illustrations show the locations of the main RAES components.

The electric motor (1) and hydraulic pump (2) are located on a bracket inside the rear bumper.
When activated, the hydraulic motor drives the hydraulic pump which provides oil flow to the
manifold (3). The pump draws oil from the RAES hydraulic tank (4) located below an access
panel behind the left rear tire.

The hydraulic oil tank has a fill cap (5) for filling and adding oil and a breaker relief valve (6)
that protects the tank from excessive pressure and/or vacuum. The RAES oil filter (7) is
located in the tank.

The manifold directs oil from the hydraulic pump to the RAES cylinder (8). The cylinder
raises and lowers the platform. The cylinder rod end relief valve (9) is located on the cylinder.

The following three relays are also used to control the RAES:

- Lower relay (10)

- Ground level relay (11)

- Platform relay (12)

SERV1866 - 270 - Text Reference
09/08

234
1

235

Other components in the RAES electrical circuit are the parking brake pressure switch (1) and
the limit switch (2).

The parking brake must be engaged to lower the platform. If the parking brake is not engaged,
the parking brake pressure switch will open and not allow the platform to lower.

The limit switch sends a signal to the Power Train ECM when the platform is in the fully raised
position.
SERV1866 - 271 - Text Reference
09/08

RAES ELECTRICAL CIRCUIT

RAISE

+24V 131-MC205 RD-14

Platform Switch B7 D7

86
30
1 Platform
BU-16 1
2
RD-16 131-HC2 RD-14 +24V Relay
2

87
85
3
WH-16 3 F877-HC3 WH-16 To Lower Relay
4 F879-MC617 PK-16 B8 C8 D8
YL-16 4 F879-HC4 PK-16
5 BK-16 131-HC5 RD-14 +24V T971-MC604 OR-14
5
6 GN-16 6 T973-MC531 WH-14

T973-HG10 WH-14
200-HG11 BK-14
Motor Relay
CBL-AA1 RD-00 CBL-W1 RD-00 +24V
Motor
CBL-YY1 BK-00

Frame
Power Access Gnd 1 BU-16 1 T973-HAB4 WH-14
2
Pump Motor RD-16 2 T971-HA46 OR-16
3
WH-16 3 F877-HA43 WH-16
4 YL-16 4
5 BK-16 5
6 GN-16 6 To Lower
Relay
Ground Level Switch

236

When the platform switch is moved to the RAISE position, power is transferred to the platform
relay on wire F879. The platform relay transfers power to the hydraulic motor on wire T973.
The hydraulic motor activates and drives the hydraulic pump.

The platform can also be raised using the ground level switch. Power from the platform relay
is present at the ground level switch through the platform relay on wire T971. When the
ground level switch is moved to the RAISE position, power is transferred to the hydraulic
motor on wire T973. The hydraulic motor activates and drives the hydraulic pump.
SERV1866 - 272 - Text Reference
09/08

RAES HYDRAULIC CIRCUIT

RAISE

Platform
Direction
M Cylinder Rod End Cylinder
Shutoff Control
Valve Valve 1 Relief Valve

Electric
Drive Pump Flow
Control
Valve
Manual
Pump
Lower Direction
Solenoid Control
Valve 2
Main
Relief
Valve Manual
Override Knob

Cylinder Head End

Relief Valve
Manifold

Hydraulic Latch

237

This illustration shows the RAES hydraulic circuit in the RAISE position.

The electrically driven hydraulic pump supplies oil to the shutoff valve, the manual pump, the
flow control valve, the main relief valve, and the lower solenoid. In the RAISE position, the
lower solenoid is de-energized. System pressure builds and moves the shutoff valve down,
which directs oil to the direction control valve (1). Spring force moves the direction control
valve (1) up and oil flows to the rod end of the platform cylinder.

The platform cylinder retracts and raises the platform. Oil from the head end of the platform
cylinder returns to tank through the direction control valve (2).
SERV1866 - 273 - Text Reference
09/08

3 4

5
2

11 7
8
10 9

238

This illustration shows the components located on the manifold:

- Manual pump (1)

- Shutoff valve (2)
- Platform cylinder rod end pressure tap (3)
- Platform cylinder head end pressure tap (4)
- Direction control valve 1 (5)
- Direction control valve 2 (6)
- Flow control valve (7)
- Cylinder head end relief valve (8)
- Lower solenoid (9)
- Manual override valve (10)
- Main relief valve (11)
SERV1866 - 274 - Text Reference
09/08

RAES ELECTRICAL CIRCUIT

LOWER
Platform Switch

1 BU-16
2
1 Lower Relay
RD-16 2 131-HC2 RD-14 +24V
3 30
WH-16 3 F877-HC3 WH-16 F877-MC59 WH-16 1
4 86
YL-16 4 F879-HC4 PK-16 Platform Relay +24V 131-MV198 RD-16 5
5 BK-16 131-HC5 RD-14 +24V
5 Power Train C903-MC86 BU-16 2
6 85
GN-16 6 ECM 4 87
F765-MC96 BR-14 3
87a

Lower
BR-16 A F765-E12 BR-16 Solenoid
Park Brake Access RD-16 B
Pressure Switch BU-16 C F878-E13 BR-16 F878-HG6 BR-16 1 GN-14
200-HG4 BK-14 2 GN-14

T973-HG10 WH-14 +24V 131-MC210 RD-14

Motor Relay 200-HG11 BK-14 B5 D5

86
30
Ground Level
CBL-AA1 RD-00 CBL-W1 RD-00 +24V Relay

87
85
Motor D6
CBL-YY1 BK-00 F878-MC611 BR-16 B6 C6
Frame
T973-MC10 WH-14
Gnd
Power Access
Pump Motor

1 BU-16 1 T973-HAB4 WH-14

2
RD-16 2 T971-HA46 OR-16
3
WH-16 3 F877-HA43 WH-16
4 YL-16 4
Ground Level Switch 5 BK-16 From Platform
5
6 GN-16 6 Relay

239

When the platform switch is moved to the LOWER position, power is transferred to the lower
relay on wire F877. The platform can also be lowered using the ground level switch. Power
from the platform relay is present at the ground level switch through the platform relay on wire
T971. When the ground level switch is moved to the LOWER position, power is transferred to
the lower relay on wire F877.

When the transmission is in NEUTRAL and the parking brake is engaged, the Power Train
ECM will energize the lower relay.

With the lower relay energized, power is transferred to the parking brake switch on wire F765.
If the parking brake is engaged, the parking brake pressure switch is closed and power is
transferred to the lower solenoid and the ground level relay on wire F878.

The lower solenoid is energized and the ground level relay transfers power to the hydraulic
motor on wire T973. The hydraulic motor activates and drives the hydraulic pump.
SERV1866 - 275 - Text Reference
09/08

RAES HYDRAULIC CIRCUIT

LOWER

Platform
Direction
M Cylinder Rod End Cylinder
Shutoff Control
Valve Valve 1 Relief Valve

Electric
Drive Pump Flow
Control
Valve
Manual
Pump
Lower Direction
Solenoid Control
Valve 2
Main
Relief
Valve Manual
Override Knob

Cylinder Head End

Relief Valve
Manifold

Hydraulic Latch

240

This illustration shows the RAES hydraulic circuit in the LOWER position.

The electrically driven hydraulic pump supplies oil to the shutoff valve, the manual pump, the
flow control valve, the main relief valve, and the lower solenoid. System pressure builds and
moves the shutoff valve down, which directs oil to the direction control valve (1).

In the LOWER position, the lower solenoid is energized. The lower solenoid moves up and
directs oil to the top of the direction control valves and to the check valve. The direction
control valves move down and the check valve opens. Oil flows to the head end of the
platform cylinder.

The platform cylinder extends and lowers the platform. Oil from the rod end of the platform
cylinder returns to tank through the open check valve and the direction control valve (2).
SERV1866 - 276 - Text Reference
09/08

RAES HYDRAULIC CIRCUIT

MANUAL LOWER

Direction Platform
M Control Cylinder Rod End Cylinder
Shutoff
Valve Valve 1 Relief Valve

Electric
Drive Pump Flow
Control
Valve
Manual
Pump
Direction
Lower
Control
Solenoid
Valve 2
Main
Relief
Valve Manual
Override Knob

Cylinder Head End

Relief Valve
Manifold

Hydraulic Latch

241

This illustration shows the RAES hydraulic circuit in the MANUAL LOWER position.

The manual pump can be used to raise or lower the platform. To lower the platform, the
manual override knob must be used to shift the lower solenoid. When the manual pump is
used, the system operates the same as when the electrically controlled pump is used.

The manual pump supplies oil to the shutoff valve, the manual pump, the flow control valve,
the main relief valve, and the lower solenoid. System pressure builds and moves the shutoff
valve down, which directs oil to the direction control valve (1).

When the lower solenoid is moved up by the manual override knob, oil is directed to the top of
the direction control valves and to the check valve. The direction control valves move down
and the check valve opens. Oil flows to the head end of the platform cylinder.

The platform cylinder extends and lowers the platform. Oil from the rod end of the platform
cylinder returns to tank through the open check valve and the direction control valve (2).
SERV1866 - 277 - Text Reference
09/08

1
242

3
5

2 3

243

The manual pump (1) is accessed from the front of the bumper behind the left rear tire. The
pump handle (2) is located near the RAES manifold (3) and is accessed from the top of the
bumper.

To raise the platform, insert the handle into the manual pump receiver (4) and stroke the pump
until the platform is at the bumper level.

To lower the platform, pull the manual override knob (5) out and stroke the pump until the
platform is at ground level.

NOTE: Refer to the Operation and Maintenance Manual for manual operation of the
RAES platform.
SERV1866 - 278 - Text Reference
09/08

244

The hydraulic latch (arrow) is located at the bottom of the platform. The hydraulic latch keeps
the platform from lowering when the platform is not in use.
SERV1866 - 279 - Text Reference
09/08

245

CONCLUSION

This presentation has provided information on the machine systems for the
993K Wheel Loader. Understanding the information and features accessible using Cat ET can
make troubleshooting, diagnosis, and testing easier and more accurate. Always use the latest
Service Information to ensure that the most current specifications and test procedures are used.
SERV1866 - 280 - Text Reference
09/08

VISUAL LIST
1. Model view 43. C32 front gear train
2. Operator's station 44. C32 rear gear train
3. Instrument cluster 45. Loss of engine speed/timing signal
4. Dash cluster description
5. STIC and transmission controls 46. Throttle position sensor location
6. Implement controls 47. Ether aid and air filter location
7. Advisor display and machine controls 48. Hydraulic fan solenoid location
8. Advisor display controls 49. Ground level lockout switches on right
9. Switches on the right panel side of machine
10. WAVS display 50. Throttle lock switch location
11. WAVS camera 51. Set/decel switch and resume/accel
12. Access panel on right side of cab switch locations
13. ECMs and fuses on right side of cab 52. High coolant derate
14. Pedal controls in operator's station 53. Intake manifold temperature derate
15. Cab fresh air filter 54. Exhaust manifold temperature derate
16. Cab recirculation air filter 55. Low oil pressure derate
17. VIMS diagram 56. Air inlet restriction derate
18. VIMS main components 57. Fuel temperature derate
19. VIMS switch input components 58. Fuel filter restriction derate
20. VIMS sensor and sender input 59. Cooling system components
components 60. Coolers located on the left side of the
21. Advisor display engine
22. Advisor introduction screen 61. Cooling system flow diagram
23. Advisor “pop-up” warning screen 62. Engine oil system diagram
24. Advisor main menu 63. Fuel filters
25. Advisor operator menu 64. Fuel transfer pump and fuel pressure
26. Advisor service menu regulator
27. Advisor settings menu 65. Differential fuel pressure switch, fuel
28. Advisor payload menu pressure sensor, and fuel temperature
29. Advisor monitor menu sensor
30. Advisor service mode password menu 66. C32 engine fuel delivery system
31. Messenger monitoring system 67. Air filter restriction sensor and indicator
32. Messenger main menu 68. Engine air filters
33. Messenger service menu 69. Engine turbocharger
34. Messenger settings menu 70. Exhaust temperature sensors
35. Messenger totals menu 71. Air to Air Aftercoolers (ATAAC)
36. C32 72. Air induction and exhaust system
37. Engine ECM system diagram 73. Engine compression brake
38. Engine ECM 74. Engine compression brake hydraulic
39. Engine temperature sensors circuit
40. Crankshaft speed/timing sensor and oil 75. Engine compression brake electrical
pressure sensor location circuit
41. Oil level switches and ORS solenoid 76. Power train components
42. Cam speed/timing sensor
SERV1866 - 281 - Text Reference
09/08

VISUAL LIST continued

77. Power train electronic system input 110. Torque converter cutaway
components 111. Impeller clutch solenoid valve operation
78. Power train electronic system output 112. Lockup clutch solenoid valve operation
components 113. Power train oil cooler, engine oil cooler,
79. Power Train ECM location and rear axle oil cooler
80. STIC lever controls 114. Power train hydraulic system - neutral
81. Transmission lock switch 115. Power train hydraulic system - first
82. Key start switch and ride control switch speed forward (torque converter drive)
83. Ride control indicator 116. Power train hydraulic system - second
84. Transmission output speed sensors speed forward (speed shift)
85. Reduced rimpull selection switch 117. Power train hydraulic system - second
86. Reduced rimpull indicator speed reverse (directional shift)
87. Torque converter pedal 118. Power train hydraulic system - second
88. Transmission input speed sensor speed reverse (direct drive)
89. Parking brake control 119. Transmission clutch engagement chart
90. Parking brake valve, park brake limit 120. Automatic lubrication system
switch, and park brake pressure switch components
91. Quickshift switch 121. NEEF autolube pressure sensor
92. Quickshift indicator 122. Autolube injectors
93. Lockup clutch switch, HVAC controls, 123. Autolube system - off cycle
manual lube switch, and heated mirror 124. Autolube system - on cycle
switch 125. Autolube system - instant solenoid valve
94. Lockup clutch indicator de-energizes
95. Low pressure switch and high pressure 126. Electro-hydraulic implement system
switch for the air conditioning system components
96. Lockup clutch solenoid and impeller 127. Implement electronic control system
clutch solenoid components
97. Power train oil pump and power train 128. Implement pod components
pressure sensor 129. Lift kickout switch and tilt kickout
98. Power train oil level switch switch
99. Power train oil temperature sensor 130. Lift linkage position sensor
100. Transmission solenoids 131. Tilt linkage position sensor
101. Identification of relays on the right side 132. Implement ECM
of the cab 133. Implement control valve components
102. Power train hydraulic system 134. Implment pilot ON/OFF solenoid valve
103. Power train oil pump 135. Float solenoid valves
104. Power train oil filters and bypass 136. Implement pump solenoids
switches 137. Implement system pressure sensors
105. Power train oil filters 138. Implement pilot pressure sensor
106. Power train priority valve
107. Transmission hydraulic control group
108. Transmission hydraulic control valve
109. Torque converter outlet relief valve and
temperature sensor
SERV1866 - 282 - Text Reference
09/08

VISUAL LIST continued

139. Positive Flow Control (PFC) diagram 171. Implement hydraulic system - lower
140. Implement pilot hydraulic system engine off
141. Implement hydraulic tank and 172. Ride control system components
components 173. Implement hydraulic system - ride
142. Axle oil cooling/implement pilot pump control on
143. Implement pilot oil filter and bypass 174. Implement control system strategies
switch 175. Implement system calibrations
144. Implement pilot pressure reducing valve 176. Fan hydraulic system components
and pilot pressure sensor 177. Standard fan pump
145. Manual lower valve 178. High ambient fan pump
146. Pilot accumulator 179. Fan solenoid valve, pressure sensor, and
147. Pilot hydraulic actuators pressure tap
148. Pilot hydraulic actuator - hold 180. Fan motor
149. Pilot hydraulic actuator - left solenoid 181. Hydraulic oil coolers
energized 182. Standard fan hydraulic system -
150. Pilot hydraulic actuator - left actuator maximum fan speed
balanced 183. Standard fan hydraulic system -
151. Main hydraulic system minimum fan speed
152. Implement hydraulic pumps 184. Standard fan hydraulic system - rapid
153. Implement hydraulic filters engine deceleration
154. Implement control valve components 185. High ambient fan hydraulic system -
155. Lift cylinders and tilt cylinders minimum fan speed
156. Lift cylinder pressure sensor 186. Steering system components
157. Variable implement pump - maximum 187. Steering System - hold
displacement 188. Steering hydraulic pumps
158. Pump and pump control vave - low 189. Steering pressure sensors
pressure standby 190. Steering hydraulic oil tank components
159. Pump and pump control valve - constant 191. Steering pilot oil filter
flow 192. Steering pilot pressure reducing valve
160. Pump and pump control valve - and pressure sensor
maximum displacement 193. Steering oil cooler
161. Tilt control valve - hold 194. STIC control lever
162. Tilt control valve - dump 195. Steering pilot control valve
163. Lift control valve - hold 196. Steering neutralizer valves
164. Lift control valve - lower 197. Steering quad check valve
165. Implement hydraulic system schematic 198. Steering control valve
166. Implement hydraulic system - dump 199. Secondary steering pump
167. Implement hydraulic system - tilt back 200. Steering cylinder
168. Implement hydraulic system - raise 201. Steering pump and compensator valve -
169. Implement hydraulic system - lower ENGINE OFF
170. Implement hydraulic system - float 202. Steering pump and compensator valve -
low pressure standby
SERV1866 - 283 - Text Reference
09/08

VISUAL LIST
203. Steering pump and compensator valve - 235. RAES limit switch
upstroke 236. RAES electrical circuit - raise
204. Steering pump and compensator valve - 237. RAES hydraulic circuit - raise
destroke 238. RAES hydraulic manifold components
205. Steering pump and compensator valve - 239. RAES electrical circuit - lower
high pressure cutoff 240. RAES hydraulic circuit - lower
206. Pilot valve - no turn 241. RAES hydraulic circuit - manual lower
207. Pilot valve - left turn 242. RAES manual lower components
208. Steering control valve - no turn 243. RAES manual lower components
209. Steering control valve - left turn 244. RAES hydraulic latch
210. Steering system - gradual right turn 245. Model view
211. Steering system - sharp right turn
212. Steering system - gradual right turn
(secondary steering)
213. Brake system components
214. Brake hydraulic pump
215. Brake pump - low pressure
216. Brake pump compensator valve
217. Brake pump - high pressure
218. Brake accumulators and high pressure
screen
219. Brake inverse shuttle valve and low
pressure switch
220. Service brake valve
221. Service brake valve operation
222. Parking brake valve
223. Parking brake
224. Brake system - cut-in cycle
225. Brake system - cut-out cycle
226. Brake system - parking brake released
227. Front and rear axle oil cooling system
components
228. Rear axle oil cooling system
components
229. Front axle oil cooling system
components
230. Front axle oil temperature sensor
231. Rear axle oil temperature sensor
232. Rear Access Egress System (RAES)
233. RAES components
234. Parking brake pressure switch for RAES
SERV1866 - 284 - Text Reference
09/08

HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical Connection. Seal Red - High Pressure Oil

Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction

Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure

White - Atmosphere or Air (No Pressure) Pink - 3rd Reduction in Pressure

Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure

Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil

Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure

Green - Tank, Sump, or Return Oil Blue - Trapped Oil

Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void

HYDRAULIC SCHEMATIC COLOR CODE

This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.