D6R Heui-B

Service Training
Meeting Guide 757 SERV1757

March 2002
TECHNICAL PRESENTATION
D6R SERIES II
TRACK-TYPE TRACTORS
D6R SERIES II TRACK-TYPE TRACTORS
MEETING GUIDE 757 VISUALS AND SCRIPT
AUDIENCE
Level II - Service personnel who understand the principles of machine systems operation, diagnostic
equipment, and procedures for testing and adjusting.
CONTENT
This presentation describes the operation of the engine, the power train, the Caterpillar Monitoring
System, and the implement hydraulic system on the D6R Series II Track-type Tractors. These machines
may be equipped with Differential Steering (DS) or Finger Tip Control (FTC).
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. locate and identify the major machine components;
2. locate and identify all filters, dipsticks, indicators, fill tubes, drains, and test points;
3. locate and identify all major components in the engine systems: fuel, air induction and
exhaust, lubrication, and cooling;
4. explain the function of each component in the power train system;
5. trace the flow of oil through the power train hydraulic system;
6. locate and identify all major components in the brake system;
7. explain the function of each component in the brake system;
8. explain the function of each component in the steering hydraulic system;
9. trace the flow of oil through the steering hydraulic system;
10. explain the function of each component in the implement hydraulic system;
11. trace the flow of oil through the implement hydraulic system;
12. locate and identify all major components in the Caterpillar Monitoring System; and
13. explain the function of each component in the Caterpillar Monitoring System.
REFERENCES
D6R Series II Service Manual (Finger Tip Control) RENR4250
D6R Series II Service Manual (Differential Steering) RENR4265
STMG 687 "D6R/D7R Track-type Tractors" SESV1687
"Troubleshooting - C9 Engine for Caterpillar Built Machines (For D6R Series II TTT)" SENR9503
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" (CD ROM) TEMV9001
STMG 546 "Graphic Fluid Power Symbols" SESV1546
Estimated Time: 2 Hours
Visuals: 112
Serviceman Handouts: 10 Handouts
Form: SERV1757
Date: 3/02
© 2002 Caterpillar Inc.

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TABLE OF CONTENTS
INTRODUCTION ..................................................................................................................5
OPERATOR'S STATION........................................................................................................8
ENGINE................................................................................................................................19
POWER TRAIN ...................................................................................................................40
Torque Divider Group.....................................................................................................42
Transmission ...................................................................................................................49
Priority Valve ..................................................................................................................55
STANDARD IMPLEMENT HYDRAULIC SYSTEM .......................................................63

Pump Operation ..............................................................................................................71
Implement Control Valve Operation...............................................................................82
Quick-Drop Valve Operation ..........................................................................................92
DIFFERENTIAL STEER HYDRAULIC SYSTEM..........................................................100

Differential Steer Mechanical Operation ......................................................................107
Pump Operation ............................................................................................................113
Steering Circuit Operation ............................................................................................121
Implement Control Valve Operation.............................................................................130
CATERPILLAR MONITORING SYSTEM ......................................................................135
CONCLUSION...................................................................................................................158
ILLUSTRATION LIST.......................................................................................................159
SERVICEMAN'S HANDOUTS.........................................................................................161
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D6R SERIES II
T R A C K - T Y P E T R A C TO R S
© 2002 Caterpillar, Inc.
INTRODUCTION
The D6R Series II Track-type Tractor is part of the Caterpillar line of

medium track-type tractors. The D6R Series II machines have the
elevated sprocket design drive system and can be equipped with optional
differential steering.
• C-9 with ADEM III The D6R Series II is powered by a new C-9 electronic engine with the
engine controls rated Hydraulic Electronic Unit Injection - B (HEUI-B) fuel system and the
at 123 kW (165 hp)
Advanced Diesel Engine Management (ADEM III) engine controls. All
standard @ 2000 rpm
the power specifications are given at 2000 rpm for steering clutch and
brake machines and for differential steer machines. The C-9 engine in the
D6R Series II provides 123 kW (165 hp) at 2000 rpm in the Standard
machine. Power specifications for the XL machine, the XW machine and
the LGP machine are increased to 138 kW (185 hp) at 2000 rpm.
• AMOCS radiator
The D6R Series II is equipped with Advanced MOdular Cooling System
(AMOCS) radiators and an Air To Air AfterCooler (ATAAC).
• Air To Air AfterCooler
System (AMOCS)
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The D6R Series II machines are equipped with a three speed FORWARD,
three speed REVERSE (3F/3R) planetary power shift transmission. A
torque divider transfers engine power to the planetary transmission.
All D6R Series II machines with Differential Steering (DS) or Finger Tip
Control (FTC) are equipped with a load sensing, pressure compensating
(LS/PC) hydraulic system with variable displacement pumps and pilot
operated implement controls.
Customers can order the D6R Series II machines with a "6S," "6SU,"
"6A," or a Power Angle Tilt (PAT) blade. The "6S," "6SU," and "6A"
blades mount to push arms and contain a tag link stabilizer to provide
higher penetration forces, better balance, excellent attachment control,
and maximum machine maneuverability. The "6 PAT" blade mounts to a
C-frame through a pinned connection. The "6A" blade allows blade
angling or tilting, left or right.
Both the optional enclosed cab and open canopy provide the operator with
rollover protection (ROPS) and falling object protection (FOPS). The cab
meets the standards for ROPS and FOPS structures provided by the
Society of Automotive Engineers (SAE) and the International Standards
Organization (ISO).
Carrier rollers are standard on the "XL" and Low Ground Pressure (LGP)
models of the D6R Series II.
Also available as an attachment for the D6R Series II is Product Link.

Product link allows authorized personnel to remotely monitor some of the
machine's operating parameters.
This presentation covers the operation of the power train, the steering
clutches and brakes, the differential steering, the implement hydraulic
system, and the Caterpillar Monitoring System for the D6R Series II
Track-type Tractors. A basic machine and operator's station orientation is
also included.
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STANDARD
UNDERCARRIAGE
ARRANGEMENT
XL
UNDERCARRIAGE D6R SERIES II
ARRANGEMENT
UNDERCARRIAGE
ARRANGEMENTS
XW
UNDERCARRIAGE
ARRANGEMENT
LGP
UNDERCARRIAGE
ARRANGEMENT
• Undercarriage The elevated sprocket design provides maximum flexibility in choice of

arrangements: track roller frames. The D6R Series II machines have a standard track
- Standard configuration or optional XL, XW, and LGP track configurations.
- XL extends track to The XL track configuration contains a longer track roller frame (seven
front rollers and a carrier roller) with more track toward the front of the
machine.
- XW extends track to The XW track configuration also extends the track toward the front (seven
front and has wider rollers and a carrier roller), but has a wider track gauge for better stability
gauge on slopes. It has better traction in wet conditions, making it ideal for wet,
but not swampy applications.
- LGP for increased The LGP arrangement has wider track, a wider track gauge, and a longer
stability and low track roller frame (eight rollers and a carrier roller) than the standard track
ground pressure
configuration, extending the track both forward and to the rear. This
reduces ground pressure for excellent flotation in swampy conditions.
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OPERATOR'S STATION
The corporate C550 seat provides comfort and reduces operator fatigue.
The operator can adjust the seat height, front to rear position, tilt, lumbar,
and seat back angle. The seat is angled 15° to the right to provide
maximum visibility to the rear of the machine. It can also be adjusted for
the weight of the operator.
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1 2
3
• Finger Tip Control Tractors that are not equipped with differential steering are equipped with
(FTC): Finger Tip Control (FTC) steering. The two small levers allow the
1. Left steering clutch
operator to control left and right turns. These levers, when pulled, send
and brake lever an electrical signal from the FTC to the Power Train Electronic Control
Module (ECM). The Power Train ECM then sends a signal to the
2. Right steering steering clutch and brake control valve. The proportional solenoids on
clutch and brake this valve control the hydraulic circuits for the clutch and brake spools.
lever
Pulling the left lever (1) toward the rear of the tractor (approximately one-
3. Direction control half the full travel distance) releases the left steering clutch, which
disengages the track from the power train. Pulling the left steering
4. Upshift switch lever (1) the full travel distance engages the left brake. The right steering
lever (2) operates the same as the left steering lever (1). To make a
5. Downshift switch
gradual turn, pull the steering lever approximately one-half the travel
distance to the rear of the tractor. To make a sharp turn, pull the steering
lever the full travel distance to the rear of the tractor.
The tractor direction is controlled by a rotating paddle (3) located on the
console. Pushing on the top of the paddle (3) selects the FORWARD
direction. Pushing on the bottom of the paddle (3) selects the REVERSE
direction. The center position of the paddle (3) is the NEUTRAL
position.
Pushing the top button (4) upshifts the transmission to the next higher
gear. Pushing the bottom button (5) downshifts the transmission to the
next lower gear.
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5
1
2 4
3
• Tiller control lever The tiller control lever on the differential steer machines combines
components: machine steering, directional changes, and gear selection into a single
control. Pressing the top button (4) upshifts the transmission one gear
1. Parking brake
switch range higher and pressing the bottom button (5) selects a speed one gear
range lower.
2. Key lockout
Rotating the tiller lever (3) toward the front selects the FORWARD
3. Tiller lever direction, and rotating the lever toward the rear selects the REVERSE
direction. The center position is NEUTRAL.
4. Upshift switch
5. Downshift switch With the machine in FORWARD, moving the tiller lever toward the front
causes the machine to turn left, while moving the tiller lever to the rear
causes the machine to turn right. When the operator releases the tiller
lever, a centering spring returns the lever to the center NO STEER
position.
The parking brake switch (1) with a key lockout (2) energizes the brake
solenoids which engages the brakes and shifts the transmission to FIRST
speed NEUTRAL.
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WARNING
With the engine running and the machine stationary, moving the
tiller control lever toward the front or the rear of the machine will
cause the machine to turn. To avoid potential personal injury and/or
property damage, always ENGAGE the parking brake, which
neutralizes the transmission and engages the brakes.
The differential steering machines operate with "S-turn logic," not

"C-turn logic." With the machine moving FORWARD, moving the
tiller lever toward the front of the machine causes the machine to
turn to the LEFT. With the machine moving in REVERSE, moving
the electronic tiller lever toward the front of the machine causes the
machine to turn to the RIGHT.
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2
1
• Component locations: Depressing the large pedal (1) ENGAGES the service brakes. The
smaller pedal is the decelerator pedal (2). During normal operation, the
1. Service brake pedal
operator operates in the HIGH IDLE position and decreases the engine
2. Decelerator pedal speed using the decelerator pedal to control engine speed for directional
shifts, modulated steering and precise grading control of the blade.
The service brake pedal is an input device to to the Power Train ECM.
The Power Train ECM sends a proportional output signal to the
Electronic Brake valve. The brake pressure gradually decreases to touch
up pressure. If the service brake pedal is depressed further, the secondary
brake switch is closed and the secondary brake solenoid on the Electronic
Brake valve is energized and all brake pressure oil returns to drain. The
brakes are then fully engaged.
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2
3
1
4
10
5
9
8
7
6
• Dash components: The instrument panel (on cab equipped machines) includes the quad
gauge module (1), the AutoKickdown switch (2), the key start switch (3),
1. Quad gauge
the gear/direction and alert indicator module (4), the operator scroll
module
switch (5), the Caterpillar Monitoring System Message Center and alert
2. AutoKickdown
switch
indicators (6) used for monitoring the machine systems, the air
conditioning and heating temperature controls (7), the machine light
3. Key start switch
switches (8), the Caterpillar Monitoring System action lamp (9), the
4. Gear/direction and
alert indicator
AutoShift switch (10), and the action alarm (not visible).
module
5. Operator scroll
switch INSTRUCTOR NOTE: The Caterpillar Monitoring System will be
6. Caterpillar discussed in more detail later in this presentation.
Monitoring System
Message Center
and alert
indicators
7. Air conditioning
and heating
controls
8. Machine lighting
controls
9. Action lamp
10. AutoShift switch
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3
4 5
2
1
• Right console The implement controls are at the right of the operator's seat. The
components: standard dozer control lever (1) allows the operator to control all the blade
functions with one lever.
1. Dozer control lever
2. High/low idle switch Pushing the lever to the full forward position permits the blade to FLOAT.
When the lever is in the forward position just to the rear of FLOAT, the
3. Ripper control lever blade will LOWER. Pulling the lever to the rear of the center (HOLD)
position causes the blade to RAISE. Pushing the lever to the right tilts the
4. Implement lockout
right side of the blade down, and pushing the lever to the left tilts the left
switch
side of the blade down.
5. Action lamp
Machines equipped with an optional ripper have a ripper control lever (3)
6. Horn button behind the implement control lever. To RAISE the ripper, move the
control lever from the center (HOLD) position toward the operator's seat,
and to LOWER the ripper, move the control lever from the center
(HOLD) position away from the operator's seat.
Located at the right rear of the console is an additional action lamp (5)
which alerts the operator to abnormal machine conditions.
The horn button (6) is located between the dozer control lever and the
ripper control lever.
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The high/low idle switch (2) is located on the right console behind the
dozer control lever. Pressing the top of the switch allows the engine to
run at high idle, and pressing the bottom of the switch allows the engine
to return to low idle. Intermediate engine speeds are set by depressing the
decelerator pedal to the desired speed. Then, press the top of the high/low
idle switch and hold the switch for approximately five seconds. Release
the switch. This will be the maximum engine speed until the top or the
bottom of the high/low idle switch is pressed again.
Located behind the ripper control lever is the implement lockout

switch (4). If the switch is in the locked position, no pilot oil is allowed
to flow to the implement control valves. This prevents inadvertent
implement movement.
• Winch is optional: On machines equipped with winches, the winch control lever (not shown)
is to the right of the operator's seat, behind the dozer control lever. The
- Winch control lever
winch control lever has six positions.
(if equipped) is
behind dozer control
lever. The first position controls the FREESPOOL function. The FREESPOOL
function allows the winch drum to spin freely. An electric detent
(magnet) mechanism holds the winch lever in the FREESPOOL position.
The second position is the BRAKE OFF detent position. When the lever
is pushed forward fully to the detent position, the brake is fully released.
The third position is the BRAKE OFF position. The BRAKE OFF
function provides enough resistance on the winch drum to prevent
unreeling the cable by hand, but not so much resistance to prevent the
load weight or machine movement from unreeling the cable.
When the operator releases the winch lever from the BRAKE OFF
position, the lever moves into the BRAKE ON (fourth) position. When
the winch is in the BRAKE ON position, the winch brake prevents the
winch drum from rotating.
The fifth position is the REEL IN position. The final position (if
equipped) is for the REEL OUT function. Releasing the lever from either
the REEL IN or REEL OUT position returns the winch lever to the
BRAKE ON position.
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• Diagnostic Located behind the seat at the left rear of the operator’s compartment are
connectors: two 12V inverter adapters (1) which may be used to power a laptop
computer, Data View, etc. Also shown is a connector for the 4C8195
1. 12V inverter
service tool adapter (2), and the diagnostic connector for the
adapters
Caterpillar ® Electronic Technician (ET) (3).
2. 4C8195 Service NOTE: The key must be in the ON position to have power supplied
Tool connector
to the two 12V inverter adapters.
3. Caterpillar ®
Electronic
Technician (ET)
connector
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10
• Electrical The main disconnect switch (1) is located on the left side of the operator's
components: station behind a hinged panel. Also located in this panel is the jacket
water heater plug (2).
1. Main disconnect
2. Jacket water heater

plug
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11
• Automotive type fuses The fuse and breaker panel is located inside the battery box on the left
fender. The D6R Series II machine utilizes automotive type fuses. Below
• Starting and charging
the fuse panel is the connector for the 6V2150 starting and charging
connector (arrow)
analyzer (arrow).
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12
ENGINE
• C-9 Hydraulic
The C-9 Hydraulic Electronic Unit Injection - B (HEUI-B) engine in the
Electronic Unit D6R Series II Track-type Tractor is turbocharged and Air To Air
Injection (HEUI) AfterCooled (ATAAC), and is rated at 123 kW (165 hp) at 2000 rpm
(standard models). It supplies power through the torque divider, the
• 123 kW (165 hp) at power shift transmission, and the final drives to the undercarriage.
2000 rpm (standard)
• 138 kW (185 hp) at

The C-9 HEUI-B engine meets worldwide Tier II Emissions Regulations
2000 rpm (XL, XW, for the U.S. Environmental Protection Agency, The European Union, and
and LGP models) the California Air Resources Board.
The C-9 HEUI-B engine has many features and benefits not possible with
mechanical fuel systems. These features include very clean exhaust,
improved fuel consumption, and starting. Maintenance is simplified
because the fuel system has fewer moving parts, meaning no mechanical
adjustments are needed.
The C-9 HEUI-B engine allows more precise control of timing and
duration of injection. The electronic engine control system requires a
thorough understanding of sensor operation and data interpretation, both
of which will be covered later in this presentation.
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HEUI FUEL
INJECTORS GALLERY
PRESSURE
REGULATOR
PRIMING
TRANSFER PUMP
PUMP
PRIMARY
FILTER
WATER
SECONDARY
SEPARATOR
FILTER
(2 MICRON) PRIMING PUMP
RELIEF
CHECK VALVES
VALVE
TANK
13
• Fuel delivery: Fuel is drawn from the tank through the primary fuel filter (ten micron)
and the water separator by a gear-type transfer pump. It then passes
- Primary Filter
through the secondary fuel filter (two micron).
(10 micron)
- Water Separator Next, the fuel enters the low pressure supply gallery located in the
cylinder head. Any excess fuel not injected leaves the cylinder head and
- Transfer Pump flows back to tank through the pressure regulating valve, which limits
pressure to 450 kPa (65 psi). Minimum pressure is 310 kPa (45 psi).
- Secondary Filter
(2 micron)
From the pressure regulating valve, the excess flow returns to the tank.
- Fuel Gallery The ratio of fuel between combustion and fuel returned to the tank is
approximately 1:3 (i.e. four times the volume required for combustion is
- Fuel Injectors supplied to the system for combustion and injector cooling purposes).
- Excess fuel through

pressure regulator
- Fuel Tank
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14
• Inlet air heater and The air intake system on the C-9 engine has an inlet air heater (1) and an
intake air temperature intake air temperature sensor (2). (The heater is an internal component of
sensor
the housing and is shown in the cutaway, above.) The intake air
temperature sensor is used by the engine Electronic Control Module
(ECM) in conjunction with the coolant temperature sensor to calculate the
need for intake air heating in cold weather. (No ether injection is used.)
The ECM controls the heater through a relay mounted above the intake
manifold.
The intake air temperature sensor is also used by the ECM to warn the
operator of excessive intake air temperatures.
For more detailed information about this system, refer to the NPI material
for "C-9 Engine Systems and Controls" (currently available on Service
Training NPI Web site) or SENR9503, "Trouble Shooting the C-9 Engine
for Caterpillar Built Machines" (subtitled "Troubleshooting Guide for the
D6R Series II").
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1
6
2
4
15
• Fuel supply: Fuel is drawn from the tank through the primary fuel filter (1). The
primary fuel filter contains a water separator (2) which is a vital part of
1. Primary fuel filter
the fuel system.
2. Water separator
Any high pressure fuel system will deteriorate rapidly if water is allowed
3. Fuel transfer pump to circulate through the system. Water can cause early wear or seizure of
the injectors due to a lack of lubricity and corrosion.
4. Secondary fuel filter
The normal expected fuel system life will NOT be achieved if
5. Electric priming
pump
contaminated fuel is used. Use clean fuel and keep it clean.
6. Priming pump The primary filter has a rating of 10 microns.

switch
The fuel flows from the primary filter, to the transfer pump (3), and then
7. Fuel pressure to the secondary filter (4).
regulator (not
visible)
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.
The fuel transfer pump is attached to the rear of, and is driven by the
HEUI Hydraulic Pump.
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Return fuel from the injectors flows through the fuel pressure regulator
before returning to the fuel tank.
Fuel system pressure is controlled by the fuel pressure regulator, which

limits pressure to 450 kPa (65 psi). Minimum pressure is 310 kPa
(45 psi).
The fuel pressure regulator is positioned downstream of the injectors.

Fuel which passes through the valve is returned to the fuel tank.
The secondary fuel filter has a rating of two (2) microns. It is vital to the
life of the injectors that the correct filter with the correct micron rating is
used.
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3
1
16
• Components: The ADEM III Engine ECM (1) is the principle component of the
electronic engine control system. It controls engine performance by
1. Engine ECM
determining fuel injection timing, limiting fuel, and functioning as the
2. J2/P2 connector governor. The Engine ECM receives signals from all the sensors and
energizes the injector solenoids to control engine timing and speed. The
3. J1/P1 connector Engine ECM also has the ability to communicate through the CAT Data
Link with a Personal Computer (PC) using the Caterpillar Electronic
Technician (ET). The ADEM III Engine ECM is the third generation of
ECM’s in a series. It can be recognized by the two 70 pin connectors.
(Previous ECM’s had two 40 pin connectors.)
The Personality Module is located inside the Engine ECM and it contains
all the operating parameters for proper engine performance. It is no
longer possible to physically replace the module. The module must be
electronically reprogrammed using the ET Service Tool.
The J2/P2 Connector (2) is for the engine wiring harness and the J1/P1
connector (3) is for the machine wiring harness.
The ADEM III Engine ECM used on the C-9 engine in the D6R Series II
Track-type Tractor is NOT fuel cooled. Air drawn in the sides of the
engine compartment by the fan is sufficient to cool the ECM.
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17
• Atmospheric pressure The atmospheric pressure sensor (arrow) is installed in the valve cover
sensor (arrow) base. This sensor provides the following information to the Engine ECM:
• Absolute pressure measurement for the ET Service Tool
• Engine ECM pressure calculations
• Ambient pressure measurement for indication of altitude
• Absolute pressure used with the boost pressure sensor for air/fuel
ratio control.
The atmospheric pressure sensor is an analog-type sensor. The sensor is

supplied with 5 Volts from the Engine ECM. The return signal can vary
between 0.2 to 4.8 Volts depending on the atmospheric pressure.
If the sensor or circuit fails, the Engine ECM will log a Diagnostic Code
and set the atmospheric pressure reading to 100 kPa (14.5 psi). This
condition could result in overfueling at higher altitudes.
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18
• Oil pressure Two pressure sensors are used for the measurement of oil (gauge)
measurement pressure which is read on the instrument panel or Service tool:
- Oil Pressure Sensor (arrow)

- Atmospheric Pressure Sensor (illustration 17)
Gauge pressure, as displayed by the Cat Monitoring System, is calculated
by the ECM as engine oil pressure, less atmospheric pressure.
• Calculations are used

to determine gauge Oil pressure - Atmospheric pressure = Gauge pressure
pressure
This measurement is used to determine oil pressure for the ET service

tool, Caterpillar Monitoring System and to alert the operator that an
abnormal condition exists. The sensor operating range is 0 to 690 kPa
(0 to 100 psi).
Engine oil pressure varies with engine speed. Oil pressure can be read as
absolute or as gauge pressure using ET.
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• Calculations are used Low oil pressure threshhold calculations are programmed into the ECM
to determine gauge and stored in the personality module. As long as oil pressure stays above
pressure
these threshholds, the ECM reads adequate oil pressure. If engine oil
pressure decreases below these threshholds, the following occurs:
- An event is generated and logged in the permanent ECM memory.

- A Category 3 Warning (alert indicator, action lamp, and alarm) is
generated on the Caterpillar Monitoring System.
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19
• Turbo outlet pressure The turbo outlet pressure sensor (arrow) is mounted in the top of the air
sensor (arrow) intake manifold. The turbo outlet pressure sensor provides boost pressure
information to the Engine ECM.
The turbo outlet pressure sensor is an analog-type sensor. The sensor is

between 0.2 to 4.8 Volts depending on boost pressure.
and set the boost pressure reading to 0 kPa (0 psi). This condition will
limit fuel delivery, which in turn will decrease horsepower.
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20
• Intake air temperature The intake air temperature sensor (arrow) has two functions. It is used by
sensor (arrow) the engine ECM to prevent excessive intake air temperatures from
damaging the engine. High intake air temperature leads to high exhaust
temperatures which can cause damage to exhaust components, such as
turbochargers and exhaust valves.
This sensor, in conjunction with the coolant temperature sensor, is also

used to determine the need for the inlet air heater operation for engine
starting. This feature improves cold starting and reduces white smoke
after start up.
The intake air temperature sensor is an analog-type sensor. The sensor is

between 0.2 to 4.8 Volts depending on the intake air temperature.
and set the intake manifold air temperature to a default value. This
condition could result in low power.
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21
• Coolant temperature The coolant temperature sensor (arrow) provides engine coolant
sensor (arrow) temperature information to the Engine ECM and the Caterpillar
Monitoring System coolant temperature display. The Engine ECM uses
this information to control the mode of engine operation. The Cold Mode
provides increased low idle speed and modified fuel delivery. This
sensor, in conjunction with the intake air temperature sensor, is also used
to determine the need for the inlet air heater operation for engine starting.
The coolant temperature sensor is an analog-type sensor. The sensor is

between 0.2 to 4.8 Volts depending on the coolant temperature.
If the coolant temperature exceeds 107° C (225° F), a high coolant

temperature event will be logged by the ECM and engine derate will
occur.
and set the engine temperature reading to 90°C (194°F). This condition
will result in reduced efficiency during cold engine operation.
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22
• Speed/timing sensors The Speed/Timing Sensors are both mounted on a single bracket which is
bolted to the rear of the front housing, under the hydraulic pump.
- Fixed clearance The sensors are installed with a clearance between the sensor and the
timing wheel. This clearance is not adjustable and is pre-determined by
the dimensions of the sensor.
1. Upper speed/timing The Upper (high speed) Speed/Timing Sensor (1) measures engine speed
sensor for normal engine operations, including governing and crankshaft position
for timing purposes and cylinder identification.
This sensor is optimized for high speed operations. The timing accuracy
of the sensor is greater at this speed range than the lower sensor and is
therefore the primary sensor during normal operations.
2. Lower speed/timing The Lower Speed/Timing Sensor (2) has a high output and less accuracy
sensor at high speed than the upper sensor but is optimized for cranking speeds.
This sensor also functions as a backup for continuous operation if the high
speed sensor fails. A failure of the high speed sensor will cause the ECM
to automatically switch to the Lower (cranking) Speed/Timing Sensor.
Also, the check engine lamp will turn ON.
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• Failure modes: Although each sensor is designed for a specific speed range, either can
work alone in the event of a failure of the other. If both sensors should
- One sensor failure:
fail, the engine will stop. Operation is not possible without any
- Slight Speed/Timing Sensor input to the ECM.
performance
reduction Some performance reduction may be evident in the event of a failure of
either Speed/Timing Sensor.
- Two sensor failures:
- Will not start or Engine performance will be degraded slightly if the backup sensor is in
run use.
STMG 757 - 33 -
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23
• Injection actuation The Injection actuation pressure sensor (Hydraulic oil pressure sensor) is
pressure sensor: located in the hydraulic supply manifold (arrow) and is used to measure
injector actuation hydraulic pressure for the ECM.
- Active type
The ECM uses this measurement to control the hydraulic supply pump
- Senses injection pressure (through the Pump Control Valve).
actuation pressure
The hydraulic pump can produce a maximum pressure of approximately
28,000 kPa (4,060 psi). The sensor can read a maximum pressure of
33,000 kPa (4,800 psi).
The ECM will not activate the injectors to start the engine if the pressure
• Injectors not activated
is below 4,000 kPa (580 psi). This hydraulic pressure is the minimum
below 4,000 kPa required to generate sufficient fuel pressure to exceed the nozzle Valve
(580 psi) Opening Pressure (VOP). This feature enables hydraulic pressure to build
up faster during engine starting.
- VOP is 18,000 kPa (2,600 psi).

- The injector intensification ratio is approximately 6:1.
STMG 757 - 34 -
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24
• Hydraulic oil Two Hydraulic (engine) oil temperature sensors are used by the ECM to
temperature sensors: compensate for the effects of oil temperature on fuel injector timing and
fuel delivery. This compensation provides consistent engine operation
- Passive type
throughout a variety of operating conditions.
Two sensors are used on the C-9 as oil temperature may vary as it passes
through the engine, the middle sensor (arrow), and the rear sensor (arrow,
illustration 25).
- Enables automatic Without oil temperature monitoring, viscosity changes due to changes in
viscosity oil temperature would cause unacceptable variations in engine
compensation performance (including exhaust emissions).
This timing variable is known as Start Of Logic to Start Of Injection.

This measurement is the delay between the signal leaving the ECM and
the injector delivering the fuel to the cylinder. This delay varies inversely
with oil temperature.
• Two oil grade plugs In addition, two Oil Grade Plugs are installed in the wiring harness which
installed are used to select the oil grade for the engine.
STMG 757 - 35 -
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25
• Oil grade detection Oil viscosity can effect injector timing of the C-9 Engine. It is necessary
using oil grade plugs for the ECM to be programmed for the oil viscosity being used.
This input is accomplished by using the Oil Grade Plugs on the left rear of
the engine (not visible).
Two oil viscosities, 10W30 and 15W40 can normally be selected using
the plugs. As most engines will only have two plugs, the 0W20 oil grade
can only be selected by installing an extra plug. The plug is available as a
kit. The 0W20 oil grade is only used in extremely cold conditions.
• Oil grade can be read The actual oil grade selection can be read using the ET Status Screen.
on status screen
STMG 757 - 36 -
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26
• Components: The throttle position sensor (1) is located behind a panel and is connected
directly to the decelerator pedal (2). The throttle position sensor provides
1. Throttle position
operator demand information to the Engine ECM. The Engine ECM uses
sensor (PWM)
this information to control engine speed.
2. Decelerator pedal
The throttle position sensor is a signal generating sensor. The sensor
receives 8 Volts from the Engine ECM. The return signal is Pulse Width
Modulated (PWM) and is expressed as a percentage between 10 to 22
percent at low idle and 75 to 90 percent at high idle. The Engine ECM
translates this signal into a throttle position of 3 to 100 percent as seen on
the ET Service Tool.
and the throttle position will be set to 0 percent. The engine will only run
at low idle.
STMG 757 - 37 -
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C-9 AIR INTAKE AND EXHAUST SYSTEM
EXHAUST
MANIFOLD INLET AIR AIR TO AIR
HEATER AFTERCOOLER
INLET AIR EXHAUST

EXHAUST OUTLET
VALVE VALVE INLET
TURBOCHARGER
COMPRESSOR TURBINE
SIDE SIDE
27
• Air To Air AfterCooled The C-9 engine in the D6R Series II Track-type Tractor is equipped with
(ATAAC) an Air To Air AfterCooled (ATAAC) system. Air is drawn through the air
inlet by the turbocharger, and cooled as it passes through the ATAAC
core. The cooler, more dense air then enters the cylinder through the
intake manifold and then the intake valve. By cooling the precharge air,
the ATAAC increases the mass flow of air through the engine, thus
allowing more horsepower.
• Intake air heater The intake air heater is used to aid in starting and reduces white smoke in
cold conditions.
STMG 757 - 38 -
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1
5
28
• AMOCS radiator has The Advanced MOdular Cooling System (AMOCS) radiator on the
two-pass system: D6R Series II utilizes two-pass radiator modules to increase radiator
efficiency.
1. Hot return coolant
from engine
During normal operation, the water pump directs coolant through the
2. Cooled coolant for engine oil cooler, power train oil cooler and then into the cylinder block.
jacket water supply As the coolant flows through the block into the cylinder head, all the
coolant is collected at the temperature regulator housing.
3. Intake air from
turbocharger
When the coolant temperature exceeds 85°C (185°F), the regulator opens
4. ATAAC core and directs the coolant to the AMOCS radiator through the inlet (1).
Heated coolant travels through the six individual core modules (left side)
5. Cooled air for intake where it is cooled, and then flows back to the water pump through the
manifold radiator outlet (2).
Warm intake air from the turbocharger enters through the inlet (3) of the
ATAAC core (4). This air is cooled as it passes through the core, and then
returns through the outlet (5) to the intake manifold.
STMG 757 - 39 -
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29
• Coolant level sight A sight glass at the top left of the surge tank (arrow) helps determine if
glass the cooling system is low on coolant.
STMG 757 - 40 -
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D6R SERIES II TRACK-TYPE TRACTOR

COMPONENT IDENTIFICATION (DIFFERENTIAL STEER)
HYDRAULIC OIL COOLER
QUICK-DROP VALVE
TORQUE DIVIDER
POWER TRAIN PUMPS
STEERING AND COOLER BYPASS VALVE

IMPLEMENT PUMP
IMPLEMENT CONTROL VALVES
TILLER LEVER TRANSMISSION FILTER
HYDRAULIC TANK
PRIORITY VALVE
HYDRAULIC FILTER
STEERING MOTOR
CASE DRAIN FILTER

ACCUMULATOR AND
BRAKE AND DIFFERENTIAL STEER MODULE PRESSURE REDUCING VALVE
TRANSMISSION BRAKE VALVE
30
POWER TRAIN
• Component locations This visual shows the components of the D6R Series II power train
hydraulic system for a machine equipped with differential steering.
STMG 757 - 41 -
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NOTE: The colors in the valve sections and hydraulic schematics

throughout the power train system presentation denote various
pressures within the system. The legend of color codes is as follows:
Red - Pump supply
Red and White Stripes - Reduced pressure
Orange - Torque converter pressure
Brown - Lube oil pressure
Green - Open to tank
Blue - Blocked oil
Yellow - Activated valve envelopes or

moving parts
STMG 757 - 42 -
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3
2
31
Torque Divider Group
• Torque divider group: The D6R Series II Track-type Tractors are equipped with a power shift
transmission and use a torque divider (1) to transfer engine power to the
transmission. The torque dividers on these machines are similar to the
torque dividers on other Caterpillar Track-type Tractors.
1. Torque divider The torque divider provides both a hydraulic and a mechanical connection
from the engine to the transmission. The torque converter provides the
hydraulic connection while the planetary gear set provides the mechanical
connection. During operation, the planetary gear set and the torque
converter work together to provide an increase in torque as the load on the
machine increases.
2. Torque converter The torque converter outlet relief valve (2) is mounted on the torque
outlet relief valve converter case.
3. Torque converter The torque converter outlet pressure tap (3) is located on the back of the
outlet pressure tap torque converter relief valve.
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32
• Priority valve The torque converter inlet pressure tap (1) is located on the side of the
components: torque converter inlet relief valve (2), which is contained in the priority
valve group (3).
1. Torque converter
inlet pressure tap
2. Torque converter
inlet relief valve
3. Priority valve group

STMG 757 - 44 -
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TORQUE DIVIDER
ENGINE FLYWHEEL HOUSING
OUTLET
PLANET GEARS PASSAGE
SUN GEAR
OUTPUT SHAFT
STATOR
PLANET CARRIER
RING GEAR INLET

PASSAGE
TURBINE
IMPELLER
33
• Torque divider This illustration shows a typical torque divider. The impeller, rotating
operation: housing, and sun gear (shown in red) are mechanically connected to the
engine flywheel. The turbine and ring gear (blue) are connected and the
planet carrier and output shaft (yellow) are connected.
- During NO LOAD The sun gear and the impeller always rotate at engine speed. As the
condition impeller rotates, it directs oil against the turbine blades, causing the
components rotate turbine to rotate. Turbine rotation causes the ring gear to rotate. During
as unit
NO LOAD conditions, the planet gears (green) and planet carrier rotate as
a unit with the planet gears stationary on their shafts.
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- Under load, relative As the operator loads the machine, the output shaft slows down. A
motion slows turbine
decrease in output shaft speed causes the rpm of the planetary carrier to
rotation
decrease. Decreasing the planetary carrier rotation causes the relative
motion between the sun gear and the planet carrier to cause the planet
gears to rotate. Rotating the planet gears decreases the rpm of the ring
gear and the turbine. At this point, the torque splits with the torque
converter multiplying the torque hydraulically, and the planetary gear set
multiplying the torque mechanically.
- During stall, turbine An extremely heavy load can stall the machine. If the machine stalls, the
and ring gear rotate output shaft and the planetary carrier will not rotate. This condition
in opposite
causes the ring gear and turbine to slowly rotate in the opposite direction
directions
of engine rotation. Rotating the ring gear and turbine in the opposite
direction provides maximum torque multiplication.
- Torque converter During all load conditions, the torque converter provides 70% of the
provides 70% of output and the planetary gear set provides the remaining 30% of the
output output. The size of the planetary gears establishes the torque split
- Planetary gear set
between the hydraulic torque and mechanical torque.
provides 30% of
output
STMG 757 - 46 -
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34
• Component locations: Opening the hinged cover of the compartment on the right fender allows
access to the power train filter (1) for the the D6R Series II. On top of the
1. Power train filter
power train filter housing are the power train S•O•S tap (2) and the pump
2. S•O•S tap supply pressure tap (3). The power train filter drain plug is below the
filter housing.
3. Power train oil
pump supply The filter bypass pressure switch (4) opens during cold start-ups and
pressure tap when the filter is plugged.
4. Power train oil filter
bypass switch
STMG 757 - 47 -
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1
2
35
• Component locations: The power train oil fill tube (1) and dipstick (2) are located at the rear of
the left side engine compartment.
1. Power train oil fill
tube
2. Power train oil

dipstick
STMG 757 - 48 -
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2 3
1
36
• Power train oil pump: The three section gear-type power train oil pump is located at the right
front of the main case below the floor plate and is driven by a shaft
1. Torque converter
extending from the rear of the flywheel housing.
and lube section
2. Transmission and The three sections are the torque converter charging section (1), the
controls section transmission charging section (2), and the torque converter and
transmission scavenge section (3).
3. Transmission and
torque converter
Under certain conditions, the torque converter charging section and the
scavenge section
transmission charging section combine flow through the check valve (4)
4. Check valve to provide more oil to the transmission and brakes. This will be covered
in more detail later in this presentation.
STMG 757 - 49 -
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1 2
37
• 3F/3R planetary power Transmission

shift transmission
The three speed FORWARD, three speed REVERSE planetary power
• Pressure taps: shift transmission transfers power from the engine to the final drives. The
transmission contains three hydraulically controlled speed clutches and
1. Transmission main
two hydraulically controlled directional clutches. The transmission
relief valve
shifting function is controlled by the Power Train Electronic Control
System. The Power Train ECM responds to operator shifting requests by
2. Transmission
controlling the electrical current to the transmission clutch solenoids. The
lubrication
solenoid current controls the hydraulic circuits that engage the
transmission clutches.
The Power Train ECM selects the transmission clutches to be engaged
and the clutch pressure is modulated electronically. Solenoid valves
control the modulation of the clutch pressure. The Power Train ECM
uses the transmission speed, engine speed, and the power train oil
temperature signals to control smooth engagement of the clutches. Each
transmission clutch in the planetary group has a corresponding solenoid
valve on the transmission hydraulic control group.
STMG 757 - 50 -
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The Power Train ECM uses the transmission solenoid valves to directly
modulate the oil pressure to each transmission clutch. The solenoid
valves are proportional. The Power Train ECM modulates the electrical
current to the solenoid valves. Modulating the solenoid valves controls
the power train oil flow to the transmission clutches. Electronic clutch
modulation allows the Power Train ECM to control the time required to
fill a clutch with oil and the rate of the clutch pressure modulation.
The pressure setting for the transmission main relief valve may be
checked using the transmission main relief valve pressure tap (1).
Transmission lubrication pressure may be checked using the transmission
lubrication pressure tap (2). These two pressure taps are located at the
rear of the machine and at the top of the cover for the transmission case.
STMG 757 - 51 -
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D6R SERIES II
TRANSMISSION MODULATING VALVE
TEST PORT
VALVE
BALL ORIFICE SPOOL SPRING
SOLENOID PIN FROM

PUMP
TO
CLUTCH
38
• Transmission The transmission clutches are hydraulically engaged and spring released.
modulating valve The transmission modulating valve solenoid is energized to engage the
clutch.
As current is applied to the solenoid, the pin extends to the right and
moves the ball closer to the orifice. The ball begins to restrict the amount
of oil to drain, increasing the pressure on the left end of the spool. As the
pressure at the left end of the spool increases, the spool shifts to the right,
blocking the drain passage. Oil is now directed to the clutch. When the
clutch fills, pressure begins to increase, engaging the clutch.
As clutch pressure increases, the pressure plus the spring force moves the
spool back to the left. When maximum clutch pressure is reached a
balance is maintained between clutch pressure and the solenoid, holding
the spool in a metering position.
STMG 757 - 52 -
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De-energizing the solenoid returns the pin to the left. The pressure on the
left end of the spool forces the ball away from the orifice, which relieves
pressure on the left end of the spool. This, in turn, allows the spool to
shift to the left, due to the spring force plus the clutch oil pressure. Clutch
pressure is then directed to drain, and the clutch is disengaged.
• NEUTRAL When the transmission is in NEUTRAL, the modulating valve, which

controls engagement of the No. 3 clutch, allows flow to the clutch. The
other modulating valves stop flow to the clutches, thereby allowing the
clutches to be released by spring force. Since the No. 1 or 2 directional
clutch is not engaged, no power is transmitted to the output shaft of the
transmission.
• FIRST FORWARD When the transmission is in FIRST SPEED FORWARD, the modulating
valves which control flow to the No. 2 and 5 clutches receive a signal
from the Power Train ECM to allow flow to the clutches and, therefore,
allow the clutches to engage.
NOTE: The transmission modulating valves must be recalibrated

when any of the following procedures are performed:
- Transmission modulating valve and/or solenoid is replaced.
- Transmission is serviced or replaced.
- Power Train ECM is replaced.
For the calibration procedure, refer to the Power Train Electronic

Control System Service Manual (Form SENR8367).
STMG 757 - 53 -
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POWER SHIFT TRANSMISSION
RING RING GEARS

GEARS
INPUT SUN
GEARS INPUT SHAFT
OUTPUT SHAFT
PLANETARY OUTPUT
CARRIER SUN GEARS
1 2 3 4 5
39
• Transmission clutch This illustration shows a sectional view of a typical transmission group.
locations: The planetary group has two directional and three speed clutches which
are numbered in sequence (1 through 5) from the rear of the transmission
1. Reverse
to the front. Clutches No. 1 and 2 are the reverse and forward directional
2. Forward clutches. Clutches No. 3, 4, and 5 are the third, second and first speed
clutches. The No. 5 clutch is a rotating clutch.
3. Third
In this sectional view of the transmission, the input shaft and input sun
4. Second gears are shown in red. The output shaft and output sun gears are blue.
The ring gears are shown in green. The planetary carrier is brown. The
5. First
planet gears and shafts are shown in orange. The clutch discs, clutch
plates, pistons, springs and bearings are shown in yellow. The stationary
clutch housings are shown in gray.
STMG 757 - 54 -
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The input sun gears are splined to the input shaft and drive the directional
gear trains. The output shaft is driven by output sun gears No. 3 and 4
and rotating clutch No. 5. When the No. 2, 3, or 4 clutches are engaged,
their respective ring gears are held stationary. The No. 1 planetary carrier
is held when the No. 1 clutch is engaged. When engaged, the No. 5
rotating clutch locks the output components (for FIRST gear) to the
output shaft.
STMG 757 - 55 -
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40
Priority Valve
• Priority valve group: The priority valve group on the D6R Series II contains the priority valve
(1) and the torque converter inlet relief valve (2). A solenoid valve (3)
1. Priority valve
receives an output signal from the ECM to operate the priority valve at
2. Torque converter either high or low pressure. A pressure tap (4) is also installed on the
inlet relief valve priority valve to test priority valve pressure.
3. Solenoid valve
The priority valve ensures that the steering clutch and brake control valve
4. Priority valve
receives supply oil along with the transmission control group before
pressure tap supplying oil to the torque converter circuit. The priority valve only
operates at high pressure during certain conditions to improve efficiency.
The solenoid valve, when DE-ENERGIZED, allows the priority valve to

operate at high pressure or 2930 kPa (425 psi). The solenoid is
de-energized for the following conditions: When the oil temperature is
less than 40°C (104°F), during a speed or directional change, and when
the engine speed is below 1300 rpm.
STMG 757 - 56 -
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The solenoid valve, when ENERGIZED, allows the priority valve to

operate at low pressure or 1100 kPa (160 psi) maximum. The solenoid
valve is energized for the following conditions: When the above
conditions are not fulfilled and when the parking brake is ENGAGED,
regardless of oil temperature or engine speed.
Oil from the torque converter flows through the torque converter outlet
relief valve to the oil cooler. By maintaining oil pressure in the torque
converter, the outlet relief valve ensures efficient power transfer between
the engine and transmission, and also prevents cavitation in the torque
converter.
Oil from the oil cooler lubricates the steering clutches and brakes and the
transmission planetaries before returning to the power train sump. The
implement and winch pump drive gears and bearings receive lubrication
oil from the inlet side of the torque converter.
The torque converter inlet relief valve maintains adequate oil pressure to
the torque converter while the torque converter outlet relief valve prevents
the pressure from becoming too high in the torque converter.
STMG 757 - 57 -
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PRIORITY VALVE
PRIORITY MODE
SUPPLY
PRIORITY
VALVE
SOLENOID
VALVE
TO TORQUE CONVERTER
41
• Priority Valve: The Priority Valve makes sure that oil pressure is first available for
steering, braking, and transmission control, and then for torque converter
- Two modes: operation and lubrication of the steering clutches, brakes, and
- Priority Mode transmission. The priority valve has two modes of operation, Priority
Mode and Normal Mode. In Normal Mode, oil flow to the torque
- Normal Mode converter, the lubrication system, and controls is separate. In Priority
Mode, priority is given to oil flow for steering, braking, and transmission
control.
• Priority Mode This illustration shows the priority valve operating in the Priority Mode.
operation Oil enters the slug chamber on the left end of the spool, through the small
hole in the center of the valve stem. It then passes through the orifice in
the center of the check valve where it forces the slug against the stop.
Pressure then builds in the slug chamber, moving the valve to the right
against the valve spring, acting like a relief valve. The valve is held in a
metering position so that a pressure of 2965 kPa (430 psi).
STMG 757 - 58 -
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During operation in the Priority Mode, the solenoid valve is de-energized,

which results in the valve spool being shifted to the left, as previously
described. The result is a restriction of supply oil to the torque converter
and lube system.
With the spool shifted to the left, supply pressure increases. The increase
in supply pressure causes oil flow to be restricted to the torque converter
and lubrication sections of the power train oil system. This oil combines
with the flow from the transmission and charging pump section through
the check valve (illustration 36, item 4), giving increased flow, or priority,
to steering, braking, and transmission control.
Three conditions will put the system in the Priority Mode: Engine speed
below 1350 rpm, power train oil temperature below 40˚C (104˚F), and
during transmission shifts.
STMG 757 - 59 -
3/02
PRIORITY VALVE
NORMAL MODE
SUPPLY
PRIORITY
VALVE
SOLENOID
VALVE
TO TORQUE CONVERTER
42
• Normal Mode This visual shows the priority valve in Normal Mode.
operation
The coil of the solenoid valve is ENERGIZED when in the Normal Mode
of operation, opening up the passage for supply oil to pressurize the
chamber to the left of the slug. Since the left end of the valve spool has a
greater effective area than the right, the valve spool is shifted to the right.
This condition allows more supply oil to be directed to the torque
converter, lube system, and controls.
The increased flow to the torque converter now decreases the upstream
supply pressure, which allows the check valve to close off. The oil from
the torque converter charging section of the pump is no longer combined
with the oil from the transmission and charging section of the pump, and
the flows from these two sections are once again separate.
STMG 757 - 60 -
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The priority valve only operates in the Normal Mode when engine speed
is above 1350 rpm, power train oil temperature is above 40°C (104°F),
and when transmission clutches are engaged.
• Pressure tap for The pressure tap for testing priority valve pressure is located at the top,
priority valve front of the priority valve group (illustration 40, item 4).
• Pressure tap for The pressure tap for testing the torque converter inlet pressure is located
torque converter inlet on the side of the priority valve group (see illustration 32, item 1).
STMG 757 - 61 -
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POWER TRAIN HYDRAULIC SYSTEM

D6R SERIES II WITH FINGER TIP CONTROL
FROM OIL
COOLER
STEERING AND
4 BRAKE VALVE
TO TORQUE
3 CONVERTER
5
PRIORITY
VALVE
2 1
TRANSMISSION
CONTROL
GROUP
3 2 1
FROM
CONVERTER
SCAVENGE
PUMP SECTIONS
1. TORQUE CONVERTER CHARGING SECTION
2. TRANSMISSION CHARGING SECTION
3. TRANSMISSION AND TORQUE CONVERTER
SCAVENGE SECTION
43
This illustration shows the power train oil system components on the D6R
Series II machines equipped with steering clutches and brakes.
• Three section pump: The power train oil system uses a three section gear pump. The scavenge
section (3) returns oil from the torque converter and transmission sumps
1. Torque converter to the bevel gear case. The center section (2) sends oil at the same time to
charging section the steering and brake control valve and the transmission control group.
The torque converter charging section (1) directs oil from the case to the
2. Transmission
charging section priority valve, the torque converter and, during certain conditions, sends
oil to the steering and brake control valve and the transmission control
3. Scavenge section group.
NOTE: For more information on the steering and brake controls,

refer to the Technical Instruction Module "Electronically Controlled
Steering and Brake System--D5M/D6M/D6R/D6R Track-type
Tractors" (Form SEGV2628).
STMG 757 - 62 -
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D6R SERIES II WITH DIFFERENTIAL STEERING
FROM OIL
COOLER
BRAKE
VALVE
4
TO TORQUE
3 CONVERTER
5
PRIORITY
VALVE
2 1
TRANSMISSION
CONTROL
GROUP
TO TRANSMISSION
CASE
3 2 1
FROM
CONVERTER
SCAVENGE
PUMP SECTIONS
SCAVENGE SECTION
44
• Differential steer This illustration shows the power train oil system components on the D6R
power train hydraulic Series II machines equipped with differential steering.
schematic
The only difference is that the differential steer machine does not have
steering clutches and uses only one proportional solenoid on the brake
valve.
STMG 757 - 63 -
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D6R SERIES II IMPLEMENT HYDRAULIC SYSTEM

HOLD / FINGER TIP CONTROL
DUAL
TILT
RIPPER
CHARGING PUMP PISTON

VALVE GROUP BYPASS
VALVE
MAIN RELIEF VALVE TO ROD END
PRESSURE REDUCING
AND CHECK VALVES VACUUM
BLADE BREAKER
TO HEAD END
LIFT
S•O•S
RESOLVER
DOZER
TILT
SINGLE
RESOLVER TILT
IMPLEMENT DOZER PILOT VALVE

SHUTOFF
VALVE RIPPER
LIFT
RIPPER
PILOT
VALVE RESOLVER
45
STANDARD IMPLEMENT HYDRAULIC SYSTEM
• Load The D6R Series II machines have load sensing, pressure compensated
sensing/pressure (LS/PC) hydraulic systems. The D6R Series II equipped with steering
compensated (LS/PC)
clutches and brakes and the D6R Series II differential steer machines use
hydraulics:
piston-type, variable displacement hydraulic pumps with closed-center,
- Variable pilot operated control valves.
displacement pump
This illustration shows the implement hydraulic system on the D6R
- Closed center, pilot
operated control Series II machines equipped with steering clutches and brakes. A variable
valves displacement piston pump draws oil from the tank. Supply oil from the
pump flows into the implement control valves. When the implement
control valves direct the pump supply oil to the implement cylinders, the
return oil from the implement control valves flows through a filter before
entering the tank. The pump case drain oil flows through the case drain
filter as it returns to the tank.
STMG 757 - 64 -
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- Supply oil becomes Supply oil flows simultaneously to the pressure reducing and check valve
pilot oil group where some of it now becomes pilot oil. The pilot oil flows to the
shutoff valve and to the dozer pilot valve, the ripper pilot valve, or the
winch pilot valve. The oil is then used to shift the main spool in the
implement control when the operator requests an implement function.
- Signal line originates A signal line originates in the implement control valves. The signal line
in control valve passes through each valve body before reaching the pump control valve.
When the operator activates one or more implements, the resulting loads
- Signal network
sends highest work generate work port pressure signals. A signal network (a series of double
port pressure to check valves) inside the control valves compares the work port pressures
pump and sends the highest pressure to the pump control valve.
NOTE: The colors in the valve sections and hydraulic schematics

throughout the implement hydraulic system presentation denote
various pressures within the system. The legend of color codes is as
follows:
Red - Pump supply
Red and White Stripes - First reduction of supply pressure
Red Crosshatch - Second reduction of supply

pressure
Orange - Signal pressure
Orange and White Stripes - Pilot pressure
Green - Open to tank
Blue - Blocked oil
Yellow - Activated valve envelopes or

moving parts
Green - Tank oil

STMG 757 - 65 -
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SIGNAL NETWORK
TO PUMP
CONTROL VALVE
INLET MANIFOLD
RESOLVERS
TO ROD END
DOZER LIFT
TO HEAD END
TO ROD END
DOZER TILT
TO HEAD END
TO ROD END RIPPER
TO HEAD END LIFT
46
• Lift and tilt operating: This illustration shows the signal network operation when the operator
manipulates the tilt and lift circuits simultaneously. The resolvers are
sometimes called "double check valves."
- Tilt pressure is In this example, the work port pressure in the lift circuit is
higher than ripper 8280 kPa (1200 psi), while the work port pressure in the tilt circuit is
10350 kPa (1500 psi). The resolver in the tilt valve compares the work
- Lift pressure is lower
than tilt
port pressure from the ripper lift valve to the work port pressure from the
tilt valve. Since the ripper valve is not active, the pressure from the tilt
valve seats the ball to the right allowing the 10350 kPa (1500 psi) tilt
pressure to reach the resolver in the lift control valve.
- Signal network The resolver in the lift control valve compares pressures from the tilt and
sends tilt pressure lift circuits. Since the pressure from the tilt valve is higher than the
to pump pressure from the lift valve, the ball seats to the left and the signal
pressure from the tilt valve is sent to the pump control valve.
STMG 757 - 66 -
3/02
3 2 4
47
• Identify components: A variable displacement, piston-type hydraulic pump (1), located below
the floor plate at the left rear of the flywheel housing, provides oil flow to
1. Pump
the lift, tilt, and ripper implement control valves.
2. Compensator valve The engine flywheel drives the pump. The compensator valve (2)
controls the swashplate angle in the pump.
• Pressure taps for Signal pressure can be checked at the pressure tap (3) on the signal line
checking: ahead of the compensator valve and pump discharge pressure can be
checked at the pressure tap (4) below the pump.
3. Signal pressure
4. Pump discharge
pressure
STMG 757 - 67 -
3/02
2
3
1
4
48
Located at the right rear of the machine is the pressure reducing and
• Pilot components:
check valve group (1). This valve reduces the implement pump oil
1. Pressure reducing pressure to pilot oil pressure. Mounted on top of the valve is the
and check valve accumulator (2). The accumulator stores pilot oil to be used during rapid
group deceleration or for lowering the implements in a dead engine situation.
2. Accumulator
After the supply oil flows through the pressure reducing and check valve
3. Dozer pilot valve group, it becomes pilot oil and flows through the shutoff valve to the
dozer pilot valve (3), and the ripper pilot valve (4).
4. Ripper pilot valve
The pilot oil is available to be directed to the appropriate implement
control when the operator requests an implement function.
STMG 757 - 68 -
3/02
49
• Filters: Opening the hinged cover of the compartment on the right fender allows
access to the case drain filter (1).
1. Case drain filter
The hydraulic filter (2) is contained in the hydraulic tank and is accessible
2. Hydraulic filter through the cover on top.
STMG 757 - 69 -
3/02
4 7
5
50
• Identify components: The implement control valve group is mounted below the implement
control lever near the right fender. The machine configuration determines
1. End cover
the valve group configuration. The implement control valve group
2. Ripper control valve consists of the end cover (1), the ripper control valve (2), the dozer tilt
control valve (3), the dozer lift control valve (4), and the inlet
3. Tilt control valve manifold (5). The inlet manifold contains the main relief valve (not
visible), the charging valve (7), and a check valve (6).
4. LIft control valve
The main relief valve is set higher than the pressure cutoff setting. The
5. Inlet manifold
main relief valve is used only to limit any sudden pressure increases
6. Check valve (spikes).
7. Charging valve
The charging valve prevents cylinder cavitation by restricting the return
oil flow from the cylinders. The restriction creates pressure in the
cylinder return oil passage which opens the makeup valve. The charging
valve also sends some of the return oil to the pump to upstroke the pump
when the cylinders begin to void.
STMG 757 - 70 -
3/02
51
• Quick-drop valve The D6R Series II tractors are equipped with a single quick-drop valve for
both lift cylinders, and is located on the hood, above the radiator. The
quick-drop valve provides makeup oil to the head end of the lift cylinders
to help limit voiding of the cylinders during the quick drop function of the
dozer.
STMG 757 - 71 -
3/02
PRESSURE AND FLOW COMPENSATOR VALVE

ADJUSTMENT SCREWS
SIGNAL LINE
FROM INLET
MANIFOLD
PRESSURE
CUTOFF SPRING
MARGIN SPRING
TO TANK
TO ACTUATOR PISTON
MARGIN SPOOL FROM OUTPUT PORT
PRESSURE
CUTOFF SPOOL
52
Pump Operation
• Signal pressure This illustration shows the pump control valve on the standard D6R
controls pump output
Series II tractors. The pump control valve senses signal pressure and
• Two spools: supply pressure to control pump output. The pump control valve contains
two spools. The first spool is the margin spool. The margin spool and its
- Flow compensator control spring maintain a supply pressure of 2100 kPa (305 psi) above the
signal pressure. The margin spool is sometimes called the flow
compensator spool. The pressure difference between pump supply
pressure and signal pressure is called "margin pressure."
- Pressure cutoff The second spool in the control valve is the pressure cutoff spool. The
spool pressure cutoff spool and its control spring serve as the relief valve for the
system. The pressure cutoff spool is sometimes called the pressure
compensator spool.
NOTE: The pressure settings of both spools can be adjusted.

STMG 757 - 72 -
3/02
PUMP AND COMPENSATOR OPERATION

ENGINE OFF
NO SIGNAL PUMP OUTPUT

LARGE YOKE
ACTUATOR PAD
SWASHPLATE
DRIVE
SHAFT
MARGIN PRESSURE
SPOOL CUTOFF SPOOL SMALL ACTUATOR
AND BIAS SPRING
PISTON AND
BARREL ASSEMBLY
53
• Identify components When the engine is OFF, the bias spring holds the swashplate at maximum
angle. When the operator starts the engine, the drive shaft starts to rotate
causing the pump to draw oil into the suction side and force oil out of the
discharge side.
STMG 757 - 73 -
3/02

LOW PRESSURE STANDBY
MARGIN PRESSURE
SPOOL CUTOFF SPOOL
54
• LOW PRESSURE When the implements do not demand flow, the pump is at LOW
STANDBY: PRESSURE STANDBY. At LOW PRESSURE STANDBY, the pump
produces enough flow to compensate for system leakage at a pressure to
- As pump produces
flow, system
ensure instantaneous response when an implement is actuated.
pressure increases At machine start-up, the bias spring holds the swashplate at maximum
angle. As the pump produces flow, system pressure begins to increase
- Margin spool moves
up and work against the margin spool spring force and the pressure cutoff
spool spring force. When the system pressure increases to the margin
- Oil fills large spool spring force, the margin spool moves up and permits system oil to
actuator flow to the large actuator piston in the pump.
- Swashplate moves
to reduced angle
- At minimum angle,
passage in large
actuator stem is
open to tank
STMG 757 - 74 -
3/02
As pressure in the large actuator piston increases to overcome the

combined force of the bias spring and the pressure in the small actuator
piston, the large actuator piston moves the swashplate to a reduced angle.
The large actuator piston can move to the right until the piston uncovers
the cross-drilled passage in the stem (swashplate is at minimum angle).
The cross-drilled passage allows oil to return to the pump case.
NOTE: LOW PRESSURE STANDBY is higher than margin

pressure because of the higher back pressure the blocked oil at the
closed-center valves creates when all the valves are in HOLD. During
LOW PRESSURE STANDBY, the pump supply oil pushes the
margin spool up and further compresses the margin spring. More
supply oil now goes to the large actuator piston and flows through the
cross-drilled hole in the stem to the pump case.
Depending on adjustments made to the margin spool and the amount

of pump leakage, LOW PRESSURE STANDBY and margin pressure
can be equal. However, margin pressure can never be higher than
LOW PRESSURE STANDBY.
STMG 757 - 75 -
3/02

UPSTROKING
SIGNAL PUMP OUTPUT REDUCED

PRESSURE
MARGIN PRESSURE
SPOOL CUTOFF SPOOL
55
• UPSTROKE pump: When an implement requires flow, the resolver network signals the pump
control valve. This signal causes the force (margin spring plus signal
- Signal oil moves
pressure) at the top of the margin spool to become greater than the pump
margin spool down
supply pressure at the bottom of the spool.
- Large actuator
pressure is reduced The increased pressure on top of the margin spool causes the spool to
move down. The spool reduces or blocks oil flow to the large actuator
- Swashplate moves and opens a passage to drain. Reducing or blocking oil flow to the large
to increased angle
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 piston move the swashplate to an increased angle causing the
pump to UPSTROKE (produce more flow).
STMG 757 - 76 -
3/02
• Conditions required to The following conditions can result in UPSTROKING the pump:
upstroke pump
1. Operating an implement control when the system is at LOW
PRESSURE STANDBY.
2. Moving a control valve spool for additional flow.
3. Activating an additional circuit.
4. Decreasing engine rpm. (In this case, pump speed decreases

causing the flow and pump supply pressure to decrease. The
pump must UPSTROKE to maintain the system flow
requirements.)
NOTE: An increase in signal pressure is not required for the pump

to UPSTROKE.
STMG 757 - 77 -
3/02

CONSTANT FLOW
SIGNAL PUMP OUTPUT

REDUCED
PRESSURE
MARGIN PRESSURE
SPOOL CUTOFF SPOOL
56
• CONSTANT FLOW: As pump flow increases, pump supply pressure also increases. When the
pump supply pressure increases to equal the sum of the signal pressure
plus the pressure from the margin spring force, the margin spool moves to
to metering position
a metering position and the system becomes stabilized.
The margin spring force determines the difference between the signal
pressure and the pump supply pressure. The margin spring force is
approximately 2100 kPa (305 psi).
STMG 757 - 78 -
3/02

DESTROKING
SIGNAL PUMP OUTPUT INCREASED

PRESSURE
MARGIN PRESSURE
SPOOL CUTOFF SPOOL
57
• DESTROKE pump: The pump DESTROKES when the system requires less flow. As the
force at the bottom of the margin spool becomes greater than the force at
the top, the margin spool moves up and allows more flow to the actuator
up
piston causing the pressure in the large actuator piston to increase. The
- Pressure in large increased pressure in the large actuator piston overcomes the combined
actuator increases force of the small actuator and bias spring and moves the swashplate to a
reduced angle.
- Swashplate moves
to reduced angle
STMG 757 - 79 -
3/02
• Conditions to The following conditions can cause the pump to DESTROKE:

destroke the pump
1. Moving all valves to the HOLD position. (The pump returns to
LOW PRESSURE STANDBY.)
2. Moving the control valve to reduce the flow to the implement.
3. Deactivating a circuit.
4. Increasing engine rpm. (In this case, the pump speed increases
causing the flow to increase. The pump destrokes to maintain
system flow requirements.)
• Margin spool moves As pump flow decreases, supply pressure also decreases. When the
to stabilize system supply pressure decreases and becomes the sum of signal pressure plus
margin pressure, the margin spool moves to a metering position and the
system stabilizes.
NOTE: A decrease in signal pressure is not required for the pump to

DESTROKE.
STMG 757 - 80 -
3/02

HIGH PRESSURE STALL
SIGNAL AT PUMP OUTPUT

MAXIMUM AT MAXIMUM
PRESSURE PRESSURE
MARGIN PRESSURE
SPOOL CUTOFF SPOOL
58
• HIGH PRESSURE The pressure cutoff spool is in parallel with the margin spool. The
STALL: pressure cutoff limits the maximum system pressure for any given pump
- Cutoff and margin displacement. During normal operation, the pressure cutoff spring forces
spools are in parallel the pressure cutoff spool closed.
- Signal pressure During a HIGH PRESSURE STALL, signal pressure equals supply
equals supply pressure. Combining the signal pressure with the margin spring forces the
pressure
margin spool to move down. Moving the margin spool down normally
- Margin spool moves drains the oil out of the large actuator piston and causes the pump to
down upstroke.
- Cutoff spool moves However, during HIGH PRESSURE STALL, the pressure below the
up cutoff spool overcomes the pressure cutoff spring force and moves the
- Swashplate moves cutoff spool up. Moving the cutoff spool up blocks the oil in the large
to reduced angle actuator piston from going into the drain passage and allows supply oil to
- Pump supplies
flow to the large actuator.
minimum flow at
maximum pressure
STMG 757 - 81 -
3/02
- Pump will produce The increased pressure in the large actuator allows the large actuator to
flow to meet needs overcome the combined force of the small actuator and bias spring and
of other implements
DESTROKE the pump. The pump is now at minimum flow and supply
pressure is at maximum. This condition is maintained for a single
implement in a stall condition.
• Main relief valve limits When operating two or more implements with one in stall, the pump will
pressure spikes UPSTROKE to produce flow to meet the needs of the other implements
operating at the lower work port pressure. In this case, the pump could be
producing up to maximum flow while the supply pressure is at the
maximum of 19300 kPa (2800 psi).
The main relief valve is in the inlet manifold of the implement control
valve group. It is a simple relief valve with a pressure setting of
22000 kPa (3200 psi). The relief valve is set above the pressure cutoff
setting. The main relief valve is used only to limit any sudden pressure
increases (spikes).
• Charging valve: The charging valve is also contained in the inlet manifold. The charging
valve is used to help prevent cylinder voiding. A 1050 kPa (150 psi) back
- Back pressure pressure caused by the charging valve spring forces return oil through the
forces return oil makeup valves in the implement control valves and also sends a signal to
through the makeup
the pump control valve to UPSTROKE the pump when the work port
valves
does not generate a signal.
- Can send return oil
to the pump
STMG 757 - 82 -
3/02
D6R SERIES II LIFT CONTROL VALVE

FINGER TIP CONTROL / HOLD
ROD END HEAD END MAKEUP

VALVE
MAIN
CONTROL
SPOOL
FROM
TILT
CONTROL
VALVE
RESOLVER
LOAD CHECK
VALVE
TO
FROM INLET MANIFOLD TO INLET
TILT CONTROL MANIFOLD
VALVE
59
Implement Control Valve Operation
• Lift valve in HOLD: The components of the lift control valve are similar to those of the tilt and
ripper control valves. The lift control valve is the first valve in the stack
and is a closed-center, pilot operated valve controlled by the dozer pilot
valve (dozer control lever). The centering spring returns the spool to the
HOLD position when the operator releases the dozer control lever and
keeps the spool in HOLD when the lift circuit is not in operation.
The lift spool has four positions: RAISE, HOLD, LOWER and FLOAT.
- Load check and The load check valve prevents excessive blade drift when the operator
shuttle valves requests a lift function (until system pressure exceeds work port pressure).
operate same on all
valves
STMG 757 - 83 -
3/02
- Not pressure The lift control valve does not contain a flow control spool (this valve
compensated will be discussed later), so the valve is not pressure compensated.
- Resolver compares When the lift control valve is shifted, the resolver compares the tilt circuit
ripper and lift signal pressure to the lift circuit signal pressure and directs the higher
pressures pressure through the inlet manifold to the pump control valve.
- Head end passage The passage to the head end of the lift cylinder contains a makeup valve
contains makeup for the lift circuit. When the pressure in the cylinder supply passage
valve
decreases below the pressure in the tank, the makeup valve opens and
allows return oil from the tank to fill voids in the head end of the
cylinders.
STMG 757 - 84 -
3/02

FINGER TIP CONTROL / RAISE

VALVE
MAIN
CONTROL
SPOOL
FROM
TILT
CONTROL
VALVE
RESOLVER
LOAD CHECK
VALVE
TO
VALVE
60
• Lift valve in RAISE: As the operator moves the blade control lever to the RAISE position, pilot
oil is used to shift the spool to the left. This allows pump supply to go
through the quick-drop valve to the rod end of the cylinders and opens the
head end of the cylinders to the tank. Supply oil will begin filling the rod
end of the lift cylinders and begin raising the blade.
- Work port pressure Shifting the lift spool also opens the supply passage drilled in the center of
acts as signal oil to the control valve spool to the rod end port. Pump supply going to the lift
upstroke pump
cylinder or oil from the rod end goes through the drilled passage in the lift
spool. This is now signal oil.
The signal oil is sent to the resolver valve. If the lift circuit is producing
the highest signal pressure, oil is sent through the inlet manifold to the
implement pump flow compensator valve. The pump will then upstroke
to maintain the margin pressure, approximately 2100 kPa (305 psi) above
the pressure of the signal oil.
STMG 757 - 85 -
3/02

FINGER TIP CONTROL / FLOAT

VALVE
MAIN
CONTROL
SPOOL
FROM
TILT
CONTROL
VALVE
RESOLVER
LOAD CHECK
VALVE
TO
VALVE
61
• Valve in FLOAT When the operator moves the blade control lever past the quick-drop
position to the full forward position, the blade goes to the FLOAT
position. Moving the blade control lever to the full forward position
closes a switch which energizes an electro-magnet at the front of the blade
control lever. The blade control lever is held in the FLOAT position by
the electro-magnet. The blade control lever has to be manually moved out
of the FLOAT position by the operator unless the key is turned to the OFF
position or the implement lockout switch is energized. The blade control
handle will then automatically be returned to the HOLD position.
- Lift valve has FLOAT In FLOAT, pilot oil shifts the lift spool to the FLOAT position. No signal
position. Magnet pressure is generated, which keeps the pump destroked. Both the rod and
holds the lever in
head ends of the lift cylinders are open to the tank, which allows the
FLOAT
cylinder rods to move freely in either direction according to the amount
and direction of the external forces on the blade.
STMG 757 - 86 -
3/02
D6R SERIES II TILT CONTROL VALVE

HEAD END ROD END
MAIN CONTROL
SPOOL
ORIFICE FROM
RIPPER
CONTROL
VALVE
RESOLVER
LOAD CHECK
VALVE
FROM LIFT CONTROL VALVE FLOW TO

CONTROL LIFT CONTROL
TO RIPPER CONTROL VALVE VALVE VALVE
62
• Tilt valve in HOLD The tilt control valve is the second valve in the stack and is a closed-
center, pilot operated valve with three positions: TILT LEFT, HOLD, and
TILT RIGHT. The centering spring returns the spool to the HOLD
position when the operator releases the tilt lever and keeps the spool in
HOLD when the tilt circuit is not in operation.
Flow control valve: Receives signal oil flow from the main control spool
as it senses work port pressure. The flow control valve provides the
"pressure compensating" feature of the tilt circuit by controlling the
maximum pressure drop across the main control spool. This operation
results in constant implement speed for a given lever displacement.
STMG 757 - 87 -
3/02
Load check valve: Prevents reverse implement flow when the operator
moves a valve from HOLD, but the system pressure is lower than cylinder
or work port pressure. Without the load check valve, the implement
would drift down. The load check valve will open to allow supply oil to
flow to the tilt cylinder when the system pressure is higher than the work
port pressure.
Resolver: Also called a "shuttle valve" or "double check valve."
Compares the signal between the valve sections in the stack. Although
this illustration shows the shuttle valve and signal lines as external
components, the shuttle valve is actually inside the control valve, and the
signal lines are internally drilled passages.
Main control spool: Controls oil flow to the implements and contains
three cross-drilled holes that connect to an axial drilled passage in the
center of the control spool. The cross-drilled holes sense work port
pressure in the head and rod ends of the cylinders depending on the
direction the spool shifts and communicates work port pressure into the
signal system and to the flow control valve.
Orifice: This is a restricted passage that connects the signal oil chamber
at the right end of the control spool to the spring chamber at the right end
of the flow control valve. It provides smoother implement operation by
delaying the rate that the signal pressure in the flow control spring cavity
decreases when the operator changes implement direction.
• Valve in HOLD: This illustration shows the valve in HOLD. In HOLD, the center axial
passage is open to the tank through a machined land on the spool to the
- Axial passage open
drain passage in the valve body.
to tank
With the engine not running, the spring behind the flow control valve
- Flow control valve is holds the flow control valve to the left. When the operator starts the
initially to the left
machine, the pump sends oil through the inlet manifold and down through
- Flow control valve the valve stack to the flow control valve. Oil flows to the center of the
moves to the right flow control valve and out the throttling slot on the left side of the valve
to the load check valve.
- Throttling slot on left
closes The increasing pressure in the chamber at the left of the load check valve
pushes the flow control valve to the right against the force of the flow
- Flow control valve control valve spring. Moving the flow control valve to the right closes
maintains maximum
down the throttling slot on the left side of the valve spool. In HOLD,
pressure differential
pressure at the main control spool is equal to the flow control valve
spring.
STMG 757 - 88 -
3/02
NOTE: The throttling slot on the left end of the flow control valve
spool is never completely closed, and the check valve does not
completely block oil from reaching the control spool. A small amount
of oil meters through the flow control valve and past the load check
valve to maintain a pressure at the main control spool that is equal to
the priority flow control valve spring force. Maintaining the pressure
at the main control spool improves implement response.
If the flow control spool is explained as a pressure reducing valve

with a variable spring rate due to changes in signal pressure, the
operation of the spool is easier to understand. The spool will limit the
maximum pressure difference across the control spool to the value of
the flow control spring and cylinder pressure to provide constant flow
for a given lever displacement.
STMG 757 - 89 -
3/02

FINGER TIP CONTROL / TILT RIGHT
HEAD END ROD END
MAIN CONTROL
SPOOL
FROM
RIPPER
CONTROL
VALVE
RESOLVER
LOAD CHECK
VALVE
FROM LIFT CONTROL VALVE FLOW TO

CONTROL LIFT CONTROL
TO RIPPER CONTROL VALVE VALVE VALVE
63
• TILT RIGHT: As the operator moves the tilt control lever to the TILT RIGHT position,
pilot oil shifts the control spool. The supply passage is then connected to
- Signal oil fills flow
the rod end of the right tilt cylinder. Oil at the work port pressure enters
control valve spring
chamber
the cross-drilled hole to the center axial passage and becomes signal oil.
The signal is then sent through the resolver network to the pump. The
- Work port oil pump increases flow to meet the flow needs of the tilt circuit. The check
becomes signal oil valve remains seated until supply pressure exceeds the work port pressure.
through center axial
passage The signal is sent simultaneously to the pump and the flow control valve
spring chamber. The oil in the center passage in the main control spool
- Flow control valve flows through an orifice before reaching the spring chamber. The signal
spool moves left
pressure in the flow control valve spring chamber works with the spring
force to move the flow control valve spool to the left, allowing the
required flow to reach the tilt cylinder.
STMG 757 - 90 -
3/02
- Flow rate maintained When the signal pressure plus the spring force moves the flow control
to tilt circuit valve to the left, the opening at the throttling slot on the left land of the
spool increases so more oil can flow to the work port. The flow control
valve limits the maximum oil flow to the tilt cylinder main control spool
for a given spool position, to control the tilt speed of the blade.
- Excess flow As the tilt circuit flow requirements are met, pressure increases on the left
available to other end of the flow control valve spool and the valve moves back to the right.
valves
The flow control valve maintains a maximum pressure differential across
the tilt control spool equal to the flow control valve spring.
When the tilt control spool is fully shifted, step diameters on the spool
maintain a constant area, and the flow control valve limits the maximum
flow to the tilt cylinder to 80 Lpm (21 gpm).
NOTE: If the implement is resting on the ground, the work port does
not generate a cylinder pressure when the operator shifts the main
control spool. Instead, the pump standby pressure felt at the main
control spool generates the signal pressure when the operator shifts a
valve. After the implement is off the ground, cylinder pressure
creates a work port signal and the system will respond to the cylinder
or the load requirements.
STMG 757 - 91 -
3/02
D6R SERIES II RIPPER CONTROL VALVE

MAKEUP HEAD END ROD END

VALVE
MAIN CONTROL
SPOOL
FROM
LIFT
PILOT
VALVE
RESOLVER
LOAD CHECK
VALVE TO
TILT CONTROL
FROM TILT CONTROL VALVE VALVE
64
• Ripper control is last The ripper control valve is the last control valve in the implement
valve in group hydraulic system. The ripper control valve is similar to the lift control
valve except the ripper valve does not have a FLOAT position. All other
• Ripper valve same as
lift valve except for
components in the ripper valve and oil flow through the valve are the
FLOAT: same as the lift control valve.
The ripper control valve does not contain a flow control spool, so the
- Not pressure
compensated valve is not pressure compensated.
STMG 757 - 92 -
3/02
QUICK-DROP VALVE
PISTON BYPASS
QUICK-DROP VALVE VALVES
TO
IMPLEMENT TO ROD END
VALVE
DOZER LIFT
TO TO HEAD END
IMPLEMENT
VALVE
65
Quick-Drop Valve Operation
• Single quick-drop The D6R Series II steering clutch and brake machines are equipped with a
valve single quick-drop valve for both lift cylinders. This slide shows a
schematic of the quick-drop valve with the lift control valve in HOLD.
• HOLD condition
When in HOLD, the lift control valve spool prevents oil from flowing
from the pump, through the quick-drop valve, and to the lift cylinders.
The lift control valve spool also prevents oil from the cylinders from
returning to the tank.
• Piston bypass valves The piston bypass valves contained in the pistons of the lift cylinders
allow pressure oil to be passed from either head end or rod end to soften
the cylinder's end of stroke.
STMG 757 - 93 -
3/02
TO CYLINDERS
(HEAD END)
TO CYLINDERS
PASSAGE TO
PLUNGER END
QUICK-DROP
(ROD END) VALVE
ORIFICE
HOLD
VALVE SPOOL
SLEEVE
PLUNGER
RETAINING PASSAGE TO
RING SPOOL END
TO/FROM LIFT TO/FROM LIFT

CONTROL VALVE CONTROL VALVE
66
• In HOLD, spool blocks This illustration shows an example of a quick-drop valve with the lift
work ports control valve in HOLD. When in hold, the lift control valve spool blocks
all oil from entering or leaving the lift circuit.
STMG 757 - 94 -
3/02
FROM CYLINDERS
(HEAD END)
QUICK-DROP
TO CYLINDERS VALVE
(ROD END) RAISE
PLUNGER
VALVE
RETAINING SPOOL
RING ORIFICE
SLEEVE
67
• RAISE condition: When the operator moves the dozer control valve to the RAISE position,
pump oil entering the quick-drop valve at the passage on the left moves
- Orifice sleeve shifts
the orifice sleeve to the right and then flows to the rod end of the
right
cylinders. Return oil from the head end of the cylinders enters the
- Oil flows to rod end quick-drop valve and flows past the valve spool before flowing to the lift
of cylinders control valve. Return oil also fills the chamber at the right end of the
plunger.
- Return oil acts on
right end of plunger
However, since the blade RAISE pressure on the left end of the plunger is
- Blade RAISE higher than the return oil pressure, the plunger remains shifted to the right.
pressure acts on Blade RAISE pressure also enters the passage to the right end of the
right end of spool spool, but since the pressure on the right end of the spool equals the
pressure on the left end, the spring keeps the spool shifted to the right.
- Spool remains
shifted to right
NOTE: The arrows show the direction of oil flow through the
quick-drop valve. The orifice sleeve slides on the valve spool. A
retaining ring keeps the orifice sleeve on the valve spool.
STMG 757 - 95 -
3/02
TO CYLINDERS
(HEAD END)
QUICK-DROP
FROM CYLINDERS VALVE
(ROD END)
LOWER
PLUNGER
RETAINING
ORIFICE VALVE
RING
SLEEVE SPOOL
68
• LOWER condition: As the operator moves the lever to lower the blade (less than 75 percent of
maximum travel), return oil from the rod end of the cylinders enters the
- Orifice sleeve moves
quick-drop valve. The return oil flows past the orifice sleeve, out to the
left
control valve, and moves the orifice sleeve to the left against the retaining
ring. This oil flow creates a pressure differential across the orifice sleeve.
- Supply oil acts on Supply oil entering the quick-drop valve flows past the valve spool before
right end of plunger flowing out to the head end of the cylinders. Supply oil enters the passage
to the plunger end and acts on the right end of the plunger. However, the
return oil pressure on the left end of the plunger is higher than the supply
pressure on the right end, and the plunger remains shifted to the right.
- Return oil acts on Rod end return oil pressure enters the passage to the spool end and acts on
left end of plunger the right end of the spool. This pressure also acts on the major diameter
(the effective area on the left end of the spool, just to the right of the
orifice sleeve) of the left end of the spool.
STMG 757 - 96 -
3/02
- Plunger remains In addition, return oil pressure after the pressure drop across the orifice
shifted to the right sleeve acts on the minor diameter of the left end of the spool. The net
result is that the spool and plunger are kept to the right because of the
spring and the return pressure (red cross hatch). The major diameters of
the spool cancel each other. The minor diameter of the right end of the
spool does not have enough force to overcome the spring and the return
oil pressure on the minor diameter on the left end on the spool.
STMG 757 - 97 -
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TO CYLINDERS
(HEAD END)
QUICK-DROP
FROM CYLINDERS
(ROD END)
VALVE
LOWER / QUICK-DROP
PLUNGER
RETAINING VALVE
ORIFICE
RING SPOOL
SLEEVE
69
• LOWER in When the operator moves the dozer control valve lever more than 75
QUICK-DROP mode: percent of the maximum travel, the quick-drop valve operates in the
quick-drop mode.
- Pressure drop
across orifice sleeve
increases The increased lever travel results in higher cylinder rod end flow and a
higher pressure drop across the orifice sleeve. The only difference from
- Spool moves left the dozer LOWER position is that the spool starts to move because the
pressure drop across the orifice sleeve that acts on the minor diameter at
the right end of the spool overcomes the resistance of the spring. The
minimum flow required to cause the pressure drop across the orifice
sleeve that begins spool movement is called the "trigger point."
STMG 757 - 98 -
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- Trigger point occurs The trigger point occurs at 75 percent of maximum lever travel. As the
at 75% of maximum spool starts to move, the area of the orifice sleeve decreases and the
lever movement
pressure drop increases, thereby shifting the spool farther. The net result
- Spool shifts left to is that after the spool starts to move, it shifts completely to the left and
connect rod and connects the rod end of the cylinders to the head end of the cylinders
head end of across the slots in the spool. Downward blade velocity increases due to
cylinders the rod end oil flowing freely to the head end of each cylinder.
The valve also provides a makeup function that minimizes the pause time
when the blade contacts the ground before powering down. Some of the
rod end oil still flows across the orifice sleeve causing a pressure drop to
keep the spool shifted.
STMG 757 - 99 -
3/02
TO CYLINDERS
(HEAD END)
QUICK-DROP
FROM CYLINDERS VALVE
(ROD END)
LOWER / DOWN PRESSURE
PLUNGER
RETAINING
RING
ORIFICE VALVE
SLEEVE SPOOL
70
• Blade contacts When the blade contacts the ground and stops, flow from the rod end of
ground: the cylinders stops. With no pressure drop across the orifice, the spring
- Rod end flow stops shifts the spool to the right. After the pump fills the head end of the
cylinders (pause time) and the head end cylinder pressure starts to
- Spring shifts spool increase, the blade begins to move down. Supply oil pressure enters the
right
passage to the end of the plunger and is felt on the right end of the
- Head end pressure plunger.
increases
Return oil pressure from the rod end of the cylinders is felt on the left end
- Pump oil acts on
right end of plunger of the plunger. Since this pressure is lower than the pressure on the right
end of the plunger, the plunger moves to the left.
- Reduced rod end
pressure acts on left The pressure drop across the orifice sleeve that is felt on the minor
end of plunger
diameter at the right end of the spool works to move the spool to the left.
- Plunger moves left However, this movement is resisted by the spring and the supply oil
pressure acting on the plunger and the plug in the right end of the spool,
- Spool stays right
so the spool stays shifted to the right.
STMG 757 - 100 -
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D6R SERIES II IMPLEMENT HYDRAULIC SYSTEM

HOLD / DIFFERENTIAL STEER
STEERING MOTOR
INLET MAIN RELIEF

MANIFOLD VALVE
PUMP
STEERING GROUP
DUAL
RESOLVER TILT
PISTON
BYPASS
RIPPER VALVE
VACUUM
BREAKER TO ROD END
PUMP
BLADE
PRESSURE
LIFT
RESOLVER S•O•S
TO HEAD END
PRESSURE
REDUCING
AND CHECK
VALVES
BLADE
TILT
RESOLVER
SINGLE
IMPLEMENT TILT
SHUTOFF PILOT
VALVE PRESSURE
DOZER PILOT VALVE
RIPPER
RIPPER PILOT VALVE LIFT
RESOLVER
71
DIFFERENTIAL STEER HYDRAULIC SYSTEM
• D6R Series II system: This diagram shows the hydraulic system on the D6R Series II differential
steer machines. A variable displacement piston pump draws oil from the
- Variable
displacement pump tank. Supply oil from the pump flows into the control valves. Steering
has priority over the other implement valves.
- Steering has priority
over other valves During a turn, the steering control valve directs flow to the counterbalance
valve and steering motor. The inlet manifold directs some return oil
- Steering motor and
through the hydraulic oil cooler before sending it to the steering pump and
counterbalance
valve steering motor cases. The remaining return oil flows through the the
cooler bypass valve and a filter before entering the tank. The pump and
motor case drain oil also returns through a filter before entering the tank.
STMG 757 - 101 -
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- Bypass valve A bypass valve for the oil cooler opens and directs oil additional flow
directly to the tank if the oil is below a specific temperature, or if flow
surges occur.
- Signal network A signal line originates in the control valves. The signal line passes
through each valve body before reaching the pump compensator valve.
When the operator activates one or more implements, the resulting loads
generate work port pressure signals. A resolver network sends the highest
work port pressure to the pump compensator valve.
- Single quick-drop The differential steer machines are equipped with a single quick-drop
valve valve for both lift cylinders. The quick-drop valve provides makeup oil to
the head end of the lift cylinders. The quick-drop valve helps to control
the raise, lower at slow speeds, quick-drop, and lower with down pressure
functions of the dozer. This quick-drop valve operates the same as the
quick-drop valve previously discussed.
- Relief valve in inlet The inlet manifold contains the main relief valve and the charging valve.
manifold The operation of the main relief valve and charging valve is the same as
for the standard D6R Series II.
- Charging valve in
inlet manifold
STMG 757 - 102 -
3/02
72
• D6R Series II pump: A variable displacement, piston-type hydraulic pump (1) on the D6R
Series II provides oil flow to the steering, lift, tilt, and ripper valves. The
1. Piston-type pump
engine flywheel drives the pump. The compensator valve (2) controls the
2. Compensator valve swashplate angle in the pump.
STMG 757 - 103 -
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4 3
1 2
73
• Hydraulic filters: The case drain filter (1) is located at the rear of the compartment on the
right fender, between the operator's compartment and the hydraulic tank.
1. Case drain filter
Also in this compartment is the pilot oil pressure tap (2), and the
2. Pilot oil pressure hydraulic oil S•O•S tap (3).
tap
The hydraulic oil filter (4) is contained in the hydraulic tank and is
3. S•O•S tap accessible through the cover on top.
4. Hydraulic oil filter

STMG 757 - 104 -
3/02
74
• Hydraulic oil cooler The hydraulic oil cooler (1) on the D6R Series II differential steer
components: machines is located on the right side of the engine compartment, behind
the fan shield.
1. Hydraulic oil cooler
Pressure in the hydraulic oil cooler circuit can be checked at the oil cooler
2. Hydraulic oil cooler
pressure tap pressure tap (2). The oil cooler bypass valve is located below the floor
plate of the operator station.
STMG 757 - 105 -
3/02
1
5
3
2
75
• D6R Series II The D6R Series II implement control valve group is located to the right of
component locations: the operator, below the implement pilot valves (control levers) and just to
the left of the the right fender. The machine configuration determines the
1. Main relief valve
valve group configuration. The implement control valve group consists
2. Inlet manifold of the inlet manifold (2), which contains the main relief valve (1), the
steering control valve (3), the dozer lift control valve (4), the dozer tilt
3. Steering control control valve (5), the ripper control valve (6), and the end cover (7).
valve
The relief valve is set above the pressure compensator setting. The main
4. Dozer lift control
valve relief valve is only used to limit any sudden pressure increases (spikes).
5. Dozer tilt control

valve
6. Ripper control valve
7. End cover
STMG 757 - 106 -
3/02
76
• Component locations: Removing the floor plate reveals the steering motor and counterbalance
1. Counterbalance
valve. It is located directly under the operator seat, just behind the floor
valve plate opening.
2. Steering motor When the operator moves the steering lever, the steering control valve
directs supply oil to the counterbalance valve (1). The counterbalance
3. Floor plate
valve prevents the fixed displacement steering motor (2) from
"overspeeding." The steering motor drives the steering input gears.
STMG 757 - 107 -
3/02
DIFFERENTIAL STEER COMPONENTS

HYDRAULIC MOTOR TRANSMISSION
INPUT INPUT
TO LEFT TO RIGHT
FINAL DRIVE FINAL DRIVE
STEER DRIVE EQUALIZING

PLANETARY PLANETARY PLANETARY
77
Differential Steer Mechanical Operation
• Steering differential Differential steer tractors are not equipped with steering clutches but have
has two power inputs: a steering differential, a hydraulic pump, a hydraulic steering motor, and
steering controls. (The hydraulic components are discussed later.)
- Transmission
- Hydraulic motor The steering differential has two power inputs: a speed and direction
(FORWARD and REVERSE) input from the transmission and a steering
input (LEFT and RIGHT) from the hydraulic motor. The steering
differential uses the hydraulic motor power input to increase the speed of
one track and equally decrease the speed of the other track. The resulting
track speed difference turns the tractor.
STMG 757 - 108 -
3/02
• Steering differential: The steering differential consists of the steer planetary, the drive
planetary, and the equalizing planetary.
- Steer planetary
Color codes in this illustration designate the various components.

- Drive planetary
- Equalizing planetary The drive pinion, bevel gear shaft, and the drive planetary carrier are red.
The bevel gear shaft is splined to the drive planetary carrier. During
turns, the pinion for the hydraulic motor drives the steer planetary ring
gear.
The hydraulic motor pinion and steer planetary ring gear are orange. The
center shaft connects the sun gears for all three planetaries.
The sun gears and center shaft are blue.
The planet gears for all three planetaries are yellow.
The left and right outer axle shafts are splined to the steer planetary and
equalizing planetary respectively. Also, the steer planetary carrier is
directly connected to the drive planetary ring gear. These components are
green.
The equalizing planetary ring gear is bolted to the right brake housing and
is always stationary. The equalizing planetary is gray.
STMG 757 - 109 -
3/02

STRAIGHT LINE OPERATION
INPUT INPUT
TO LEFT TO RIGHT

78
• Straight line This illustration shows the power flow through the differential steer
operation: system during straight line operation (FORWARD or REVERSE). In this
condition, the hydraulic steering motor does not turn. Since the hydraulic
- Steering motor does
not turn
steering motor does not turn, the steering pinion and steer planetary ring
gear are stationary (gray) and the transmission provides all power flow
- Transmission through the system.
provides all power
The transmission sends power through the transfer gears, pinion, bevel
- Arrows show power
gear, and bevel gear shaft to the drive planetary carrier. At this point, the
flow
power divides causing a torque split.
- Outer axles rotate in
same direction Most of the torque goes through the drive planetary ring gear to the steer
planetary carrier. From the steer planetary carrier, the resulting power
reaches the left final drive through the left outer axle.
STMG 757 - 110 -
3/02
The remaining torque from the drive planetary carrier is transmitted to the
equalizing planetary sun gear through the drive planetary sun gear and the
center axle.
The equalizing planetary planet gears multiply the torque in the sun gear
and send the resulting power through the right outer axle to the right final
drive.
The effect of this operation is that the left and right outer axles rotate in
the same direction with the same power magnitude and the machine,
therefore, tracks in a straight line.
STMG 757 - 111 -
3/02

LEFT TURN / FORWARD
INPUT INPUT
TO LEFT TO RIGHT

79
• LEFT TURN During a turn, both the transmission and the hydraulic motor provide
FORWARD: inputs to the differential steer system with the transmission supplying
most of the power to the system.
- Transmission input
shown with black
arrows The transmission input power is transmitted to the outer axles in the same
manner as during straight line operation.
- Steering motor input
shown with white The hydraulic motor input determines the turn direction and turn radius.
arrows The rpm of the hydraulic motor controls the turn radius (the higher the
rpm, the smaller the turn radius) and the direction of rotation establishes
the turn direction.
STMG 757 - 112 -
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During a LEFT TURN in the FORWARD direction, the hydraulic motor

sends power through the steering planetary ring gear and planet gears to
the sun gear.
• Steering motor input

The input from the hydraulic motor has two effects on the system:
causes:
- Right outer axle 1. The first effect is that the speed of all three sun gears and the
speed to increase speed of the center axle increases, causing the speed of the right
outer axle to increase.
- Left outer axle speed
to decrease
2. The second effect is that the relative motion of the sun gear and
planet gears in the steer and the drive planetaries cause the drive
planetary ring gear, the steer planetary carrier, and the left outer
axle to slow down. (This relative motion is due to the fact that
the drive planetary carrier is turning at a constant rpm.) The
speed decrease of the left outer axle is equal to the speed
increase of the right outer axle.
• Reversing steering To make a RIGHT TURN, the direction of the hydraulic motor is opposite
motor causes of the direction for a LEFT TURN. The motor now applies power to the
opposite turn steering planetary carrier causing an increase in the speed of the steering
planetary carrier, the drive planetary ring gear, and the left outer axle.
Simultaneously, all three sun gears, the center axle, and the right outer
axle slow down. The speed decrease of the right outer axle is equal to the
speed increase of the left outer axle.
NOTE: During normal operation, this system does not provide a

"pivot turn" capability.
INSTRUCTOR NOTE: For more information about differential

steering operation, see STMG 547 "D8N Track-type Tractor--Power
Train and Implements" (Form SESV1547).
STMG 757 - 113 -
3/02
FROM
IMPLEMENT TO
D6R SERIES II
CONTROL INLET STEERING AND IMPLEMENT PUMP
VALVE MANIFOLD ENGINE OFF
SMALL
ACTUATOR
DRIVE
SHAFT
MARGIN
SPOOL
PISTON SWASHPLATE
CUTOFF LARGE
SPOOL ACTUATOR
80
Pump Operation
• Identify internal pump The pump on the differential steer machines is similar in operation to the
components
pump on the standard D6R Series II.
• At start-up swashplate Before starting the engine, the small actuator rod and spring hold the
at maximum angle pump swashplate at maximum angle. As the pump starts to rotate, oil
flows to the inlet manifold in the valve stack, the left end of the small
actuator piston, the left end of the margin spool, and the piston chamber in
the right end of the cutoff spool. With all the control valve spools in
HOLD, pump flow to the inlet manifold goes through the inlet passages in
the control valves to the end cover. The end cover blocks the oil.
The schematics on the following pages show the actions of the pump and
the compensator valve under different conditions in the hydraulic system.
The margin spool and cutoff spool together, are referred to as the
compensator valve.
STMG 757 - 114 -
3/02
FROM TO
IMPLEMENT INLET
D6R SERIES II
CONTROL MANIFOLD STEERING AND IMPLEMENT PUMP
VALVE
LOW PRESSURE STANDBY
MARGIN
SPOOL
CUTOFF SPOOL
81
• LOW PRESSURE As the supply pressure increases to approximately 2100 kPa (305 psi), the
STANDBY: pressure at the left end of the margin spool (in the compensator valve)
moves the spool a small distance to the right against the spring force.
- As pump produces
flow, system
Moving the margin spool permits supply oil to flow around the spool, past
pressure increases the cutoff spool, and into the left end of the large actuator piston chamber.
As pressure on the large actuator piston increases to overcome the
- Margin spool moves combined force of the bias spring and the pressure in the small actuator
right
piston chamber, the large actuator piston moves the swashplate to a
- Oil fills large
reduced angle.
actuator chamber
At the minimum angle, the pump will produce just enough flow to make
- Swashplate moves up for system leakage at a pressure to ensure instantaneous response when
to reduced angle an implement is actuated.
In LOW PRESSURE STANDBY, all the implement control valves are in

HOLD and the signal network allows the signal oil to drain.
STMG 757 - 115 -
3/02
The LOW PRESSURE STANDBY condition ensures that pressure oil is

always available at the control spools. This feature provides quick
response of the steering motor or implements when the operator moves a
control valve out of HOLD.
NOTE: LOW PRESSURE STANDBY is higher than margin

pressure because of the higher back pressure the blocked oil at the
closed center valves creates when all the valves are in HOLD. During
LOW PRESSURE STANDBY, the supply oil pushes the margin spool
farther to the right to compress the margin spring.
STMG 757 - 116 -
3/02
FROM TO
IMPLEMENT INLET
CONTROL
D6R SERIES II
MANIFOLD
VALVE STEERING AND IMPLEMENT PUMP
UPSTROKE
MARGIN
SPOOL
CUTOFF SPOOL
82
• UPSTROKE pump: During operation, the pump will maintain the supply pressure at 2100 kPa
(305 psi) higher than the signal pressure. The difference between supply
- Signal oil moves
pressure and signal pressure is referred to as "margin pressure." As the
margin spool down
system requirements increase (due to increased flow demand), the pump
- Large actuator will UPSTROKE to maintain the margin pressure.
pressure is reduced
When an implement requires flow, the resolver network signals the
- Swashplate moves compensator valve. This signal causes the force (margin spring plus
to increased angle
signal pressure) on the right end of the margin spool to become greater
than the supply pressure at the left end of the spool. The higher pressure
causes the margin spool to move to the left to reduce or block oil flow to
the large actuator. At the same time, the spool drains the large actuator oil
to the tank. 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
piston move the swashplate to an increased angle causing the pump to
UPSTROKE (produce more flow).
STMG 757 - 117 -
3/02
FROM TO
IMPLEMENT INLET
D6R SERIES II
VALVE
CONSTANT FLOW
MARGIN
SPOOL
CUTOFF SPOOL
83
• CONSTANT FLOW: As the supply pressure increases, the pressure at the left end of the margin
spool increases. When the supply pressure is approximately 2100 kPa
(305 psi) higher than the signal pressure, the margin spool will move a
to metering position
small distance to the right and permit oil to again flow to the large
actuator piston.
This condition limits additional swashplate movement. As long as the

flow requirements remain constant, the margin spool will remain in this
metering position and maintain a constant flow to the steering motor or
implement.
STMG 757 - 118 -
3/02
FROM TO
IMPLEMENT INLET
D6R SERIES II
VALVE
DESTROKE
MARGIN
SPOOL
CUTOFF SPOOL
84
• DESTROKE pump: The conditions required to DESTROKE the pump are basically the
opposite of those required for UPSTROKING.
to the right The pump DESTROKES when the system requires less flow. As the
force at the left end of the margin spool becomes greater than the force at
- Pressure in large the right end, the margin spool moves to the right and allows more flow to
actuator increases
the actuator piston causing the pressure in the large actuator piston to
- Swashplate moves increase. The increased pressure in the large actuator piston overcomes
to reduced angle the combined force of the small actuator and bias spring and moves the
swashplate to a reduced angle.
to stabilize system As the pump flow decreases, the supply pressure also decreases. When
the supply pressure decreases and becomes the sum of the signal pressure
plus margin pressure, the margin spool moves to a metering position and
the system stabilizes.
When the operator returns the control lever to HOLD, the signal pressure
drops to zero. The pump then DESTROKES to the LOW PRESSURE
STANDBY condition.
STMG 757 - 119 -
3/02
FROM TO
IMPLEMENT INLET
D6R SERIES II
VALVE
HIGH PRESSURE STALL
MARGIN
SPOOL
CUTOFF SPOOL
85
• HIGH PRESSURE During a HIGH PRESSURE STALL, the signal pressure equals the
STALL: supply pressure. Combining the signal pressure with the margin spring
forces the margin spool to the left. Moving the margin spool to the left
- Cutoff and margin
spools are in parallel
normally drains the oil out of the large actuator piston and causes the
pump to upstroke.
- Signal equals supply
pressure However, during HIGH PRESSURE STALL, the pressure to the right of
the cutoff spool overcomes the cutoff spool's spring force and moves the
down cutoff spool to the left. Moving the cutoff spool to the left blocks the oil
in the large actuator piston from going into the drain passage and still
- Cutoff spool moves allows supply oil to flow to the large actuator.
up
- Swashplate moves The increased pressure in the large actuator allows the large actuator to
to reduced angle overcome the combined force of the small actuator and bias spring to
DESTROKE the pump. The pump is now at minimum flow and supply
- Pump supplies
minimum flow at
pressure is at maximum.
maximum pressure
STMG 757 - 120 -
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HIGH PRESSURE STALL occurs when the steering circuit is put under
an extreme load. One example of this condition occurs when the operator
engages the service brakes while making a turn. When operating another
implement with steering in stall, the pump will UPSTROKE to produce
flow to meet the needs of the other implement operating at the lower work
port pressure.
All the implement valves used in differential steering systems have signal
limiting valves to prevent high steering pressures from getting into the
implement circuits.
NOTE: When the pump is at HIGH PRESSURE STALL, the pump

flow rate can increase if another implement is activated at the same
time. This is possible because the steering priority flow control valve
never completely closes off flow to the downstream implement valves.
When an implement is activated, flow to the implement causes the

system pressure to decrease. Spring force can then move the cutoff
spool back to the right. The large actuator piston is then open to
drain through the cutoff and margin spools. The small actuator
piston can then move the swashplate toward maximum angle to meet
the flow demand of the implement. Implement movement will be a
little slower, but response time is near normal.
STMG 757 - 121 -
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D6R SERIES II STEERING CONTROL VALVE

DIFFERENTIAL STEER / HOLD
PRIORITY FLOW
TO NEXT CONTROL VALVE
CONTROL VALVE
PUMP SUPPLY
LOAD CHECK VALVE
MAIN CONTROL SPOOL
TO INLET
MANIFOLD
RESOLVER
FROM LIFT
MAKEUP VALVE STEER LEFT STEER RIGHT MAKEUP VALVE CONTROL VALVE
86
Steering Circuit Operation
• Valve in HOLD: The directional control spool in the steer section has three positions:
LEFT TURN, HOLD, and RIGHT TURN. In this view, the directional
- Shifting spool
control spool is in the HOLD position.
blocks center axial
passage
With the engine not running, the spring behind the priority flow control
- Priority flow control valve holds the flow control valve to the left. When the operator starts the
valve is initially to machine, the pump sends oil through the inlet manifold to the priority
the left flow control valve. Oil flows out the holes at the left end of the priority
flow control valve, opens the load check valve, and fills the chamber
- Priority flow control
valve moves to the
around the center of the directional control spool.
right
STMG 757 - 122 -
3/02
- Holes on left close The increasing pressure in the chamber at the right of the load check
valve pushes the priority flow control valve to the right against the force
- Holes on right open
of the spring. Moving the flow control valve to the right closes the
- Priority flow control throttling holes on the left end of the valve spool and allows oil to flow to
valve maintains the remaining components in the system through the holes near the right
maximum pressure end of the valve spool. In HOLD, pressure at the main control spool is
differential equal to the priority flow control valve spring.
The priority control valve ensures that the flow and pressure needs of the
steering circuit are met before flow is available to the other valves. The
priority valve is designed to permit some flow to always be available to
the other circuits. This design permits the operator to steer and operate
the blade at the same time.
During all steering conditions, the priority flow control valve ensures that
a specified minimum pump flow is always available for operation of the
steer motor.
STMG 757 - 123 -
3/02
D6R SERIES II STEERING CONTROL VALVE

DIFFERENTIAL STEER / STEER LEFT
PRIORITY FLOW
TO NEXT CONTROL VALVE
CONTROL VALVE
PUMP SUPPLY
LOAD CHECK VALVE
MAIN CONTROL SPOOL
TO INLET
MANIFOLD
RESOLVER
FROM LIFT
MAKEUP VALVE STEER LEFT STEER RIGHT MAKEUP VALVE CONTROL VALVE
87
• LEFT TURN: This illustration shows the steering control valve in the LEFT TURN
position. Movement of the directional control spool permits oil to flow
- Signal oil fills
from the work port to the steer circuit.
priority flow control
valve spring
chamber Either oil at the work port pressure or oil at 1724 kPa (250 psi) in the
supply passage enters the cross-drilled hole to the center axial passage and
- Signal oil fills center becomes signal oil. The signal is then sent through the resolver network
axial passage to the pump. The pump increases flow to meet the flow needs of the
steering circuit. The check valve remains seated until supply pressure
exceeds the work port pressure.
STMG 757 - 124 -
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- Priority control valve The signal reaches the pump and the priority flow control valve spring
spool moves to left chamber simultaneously. The oil in the center passage in the main control
spool flows through an orifice before filling the spring chamber. The
- Flow rate maintained
to steering circuit signal pressure in the priority control valve spring chamber works in
conjunction with the spring force to move the priority control valve spool
- Excess flow to the left.
available to other
valves This movement allows the required flow to reach the steering circuit
while limiting the amount of flow to the other control valves. When the
signal pressure plus the spring force moves the priority flow control valve
to the left, the hole openings near the left end of the spool increase so
more oil can flow to the work port, while the holes near the right end of
the priority flow control spool close.
As the steering circuit flow requirements are met, pressure increases on

the left end of the priority valve spool and the valve moves back to the
right. The priority valve maintains a maximum pressure differential
across the steering control spool equal to the priority spool spring. Excess
flow from the pump is now available for the other valves.
During the steer conditions shown, a fixed relationship exists between the
various pressures in the circuit for a given distance of steering tiller and
directional control spool movement. These relationships maintain a
constant rpm of the steer motor for all load conditions as long as the
distance of steering tiller movement remains fixed.
Supply pressure is maintained at a fixed value (margin) above the signal

pressure. The priority flow control valve maintains a fixed pressure
differential across the directional control spool which is equal to the value
of the priority flow control spring.
STMG 757 - 125 -
3/02
LEFT TURN PASSAGE

CHECK VALVE STEM
RIGHT TURN PASSAGE
CHECK VALVE
COUNTERBALANCE
VALVE
CROSSOVER RELIEF
CROSSOVER
RELIEF
D6R SERIES II
COUNTERBALANCE VALVE
AND STEER MOTOR
STRAIGHT LINE OPERATION STEERING MOTOR
88
• STRAIGHT LINE This illustration shows the counterbalance valve and steer motor during
OPERATION: STRAIGHT LINE OPERATION. During STRAIGHT LINE
OPERATION, the control spool in the steering control valve blocks the oil
- Counterbalance
valve centered
in the steering circuit. The counterbalance spool remains centered and the
steering motor is hydraulically locked.
- Supply oil to motor
blocked During STRAIGHT LINE OPERATION, the drive line transmits external
forces to the differential steer planetaries and the forces attempt to drive
the steering motor. While attempting to drive the steering motor, the
external forces create pressure spikes in one side of the loop between the
motor and the counterbalance valve.
STMG 757 - 126 -
3/02
• Crossover relief The side of the loop feeling the pressure spike depends on the direction
valves dampen that the forces are attempting to drive the motor. If the pressure spike is
pressure spikes
significantly high, the crossover relief valve in the affected side of the
loop will open. The dump portion of the valve (large area) will then
permit some of the high pressure oil to open the poppet (small area) in the
opposite relief valve.
The crossover relief valve transmits some of the high pressure oil into the
low pressure side of the loop thereby dampening the pressure spike. The
crossover relief valves open at approximately 42000 kPa (6100 psi).
STMG 757 - 127 -
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LEFT TURN PASSAGE / TO TANK

CHECK VALVE STEM
RIGHT TURN PASSAGE / FROM PUMP
CHECK VALVE
COUNTERBALANCE
VALVE
CROSSOVER RELIEF
CROSSOVER
RELIEF
D6R SERIES II
AND STEER MOTOR STEERING MOTOR
RIGHT TURN
89
• RIGHT TURN: This illustration shows the counterbalance valve and the steering motor
during a RIGHT TURN. When the operator moves the steering lever to
- Oil enters
the RIGHT TURN position, the steering control valve directs oil to the
counterbalance
valve
counterbalance valve.
- Oil fills right spring Oil flow enters the counterbalance valve and fills the right center chamber
chamber in the stem. At the same time, oil also enters the small passage at the right
of the inlet, flows through an orifice, and fills the spring chamber at the
- Check valve opens
right end of the stem. Oil in the right center chamber in the stem opens
- Oil enters motor the check valve, flows around the right crossover relief valve, and enters
the motor inlet port.
- Motor rotates
As the motor starts to rotate, return oil from the motor outlet port flows
- Return oil blocked around the left crossover relief valve to the stem where the oil is
until threshold
temporarily blocked. The blocked oil causes a rapid increase in the
pressure reached
supply pressure.
STMG 757 - 128 -
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When the supply oil reaches approximately 7000 kPa (1015 psi), the stem
shifts to the left and uncovers the small cross-drilled holes at the right of
the left check valve allowing return flow from the motor to flow to the
return port in the steering control valve.
• Crossover relief The crossover relief valves operate when the dump section of the valve
valves senses high pressure. The dump valve opens and permits supply pressure
oil to reach the poppet in the return side crossover relief valve. If a
pressure spike exceeding 42000 kPa (6100 psi) occurs, the left crossover
relief valve opens and permits supply pressure oil to flow directly to the
return side of the loop.
STMG 757 - 129 -
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LEFT TURN PASSAGE / TO TANK

CHECK VALVE STEM
RIGHT TURN PASSAGE / FROM PUMP
CHECK VALVE
COUNTERBALANCE
VALVE
CROSSOVER RELIEF
CROSSOVER
RELIEF
D6R SERIES II
AND STEER MOTOR
OVERSPEED STEERING MOTOR
90
• Counterbalance valve Occasionally, a condition such as making a turn while operating on a

prevents overspeed: downhill slope will attempt to overspeed the steering motor.
Overspeeding the motor could cavitate the motor and cause the operator to
- Threshold pressure
lost
lose steering control. The counterbalance valve prevents this condition.
As the drive train attempts to overspeed the motor, the supply pressure
- Counterbalance rapidly decreases. Pressure in the spring chamber at the right end of the
valve moves right stem also drops. When the pressure in the supply side of the loop
decreases below 7000 kPa (1015 psi), the stem shifts to the right and
- Return oil directed to
supply side to
blocks the flow of return oil. Blocking the return oil creates a high back
prevent cavitation pressure at the motor which tends to limit the speed of the motor.
When the back pressure exceeds 42000 kPa (6100 psi), the left crossover
relief valve opens and sends return oil directly to the supply side to
prevent motor cavitation.
For severe overspeed conditions, the makeup valve in the steering control
valve also opens and provides additional oil to the supply side of the loop.
STMG 757 - 130 -
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HEAD END ROD END

MAKEUP
VALVE
MAIN CONTROL
SPOOL FROM
LIFT
PILOT
VALVE
RESOLVER
LOAD CHECK
VALVE
FROM TILT CONTROL VALVE FLOW PRESSURE TO

CONTROL LIMITER TILT CONTROL
VALVE VALVE VALVE
91
Implement Control Valve Operation
• Ripper control valve The ripper control valve is the last valve in the implement control valve
(HOLD) stack on the D6R Series II Track-type Tractor. This slide shows the ripper
control valve in HOLD. The ripper control valve is in parallel to the
remaining valves in regard to pump flow. The ripper control valve
contains one makeup valve in the head end of ripper lift cylinders and also
contains a signal limiting valve to prevent steering pressures from
entering the ripper circuit.
With a dead engine, the spring at the right end of the flow control valve
holds the flow control spool to the left. When the machine is started, the
pump sends oil through the inlet manifold to the steering priority flow
control spool. Flow not needed by steering is available to the remaining
valves in the valve stack.
STMG 757 - 131 -
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• Valve in HOLD: Oil flows into the flow control spool and out of the throttling slots on the
left end of the spool to the load check valve and the main control spool
- Axial passage open
where the oil is blocked. Pressure increases on the left end of the flow
to tank
control spool and moves the spool to the right against its spring, closing
- Flow control valve is the throttling slots.
initially to the left
The throttling slots are never completely closed, and oil is not completely
- Flow control valve blocked at the load check valve. A small amount of oil is metered
moves to the right
through the priority flow control spool and past the load check valve to
- Throttling slot on left maintain a pressure equal to the flow control valve spring [345 kPa
closes (50 psi)] at the main control spool. Maintaining this pressure at the main
control spool provides quick implement response.
• Signal pressure
The signal pressure limiter valve limits the pressure in the ripper circuit to
limiter protects
circuit: protect the lines and components. When the operator moves the ripper
control valve, signal oil flow fills the flow control valve spring chamber,
- Opens when signal and the signal pressure limiter feels the increasing oil pressure.
pressure gets too
high When the pressure in the spring chamber reaches the signal pressure
- Causes flow control
limiter setting, the valve opens and drains oil from the spring chamber of
spool to reduce flow the flow control valve. Since the orifice restricts the oil flow into the
and pressure spring chamber, the pressure at the left end of the flow control valve will
increase above the pressure in the spring chamber plus the spring force.
- Flow control spool
maintains maximum
The force on the left end of the flow control spool causes the valve to
pressure differential
move to the right, reducing the supply flow and pressure to the ripper
circuit.
STMG 757 - 132 -
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DIFFERENTIAL STEER / LOWER
HEAD END ROD END

MAKEUP
VALVE
MAIN CONTROL
SPOOL FROM
LIFT
PILOT
VALVE
RESOLVER
LOAD CHECK
VALVE
FROM TILT CONTROL VALVE FLOW PRESSURE TO

CONTROL LIMITER TILT CONTROL
VALVE VALVE VALVE
92
• Ripper LOWER: Moving the control lever directs pilot oil to shift the main control spool,
which opens a passage from the pump to the head end work port and
- Signal oil fills flow opens a passage from the rod end work port to the tank. The signal
control valve spring
network senses work port pressure through the center passage in the
chamber
control spool. The pump then senses the change in signal pressure and
- Flow control spool starts to provide flow.
moves to left
The signal is also felt in the flow control spool spring cavity. This
- Flow rate maintained pressure plus the spring force will push the flow control spool to the left.
to tilt circuit As this movement occurs, the throttling slot opens more so more oil can
be directed to the work port. The flow control valve limits the maximum
oil flow to the tilt cylinder main control spool for a given spool position,
to control the tilt speed of the blade.
The flow control spool will maintain a pressure differential across the
main control spool equal to the flow control valve spring resulting in
constant implement flow to the cylinders. This description assumes the
ripper to be powered down with no overrunning load condition.
STMG 757 - 133 -
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D6R SERIES II DOZER LIFT CONTROL VALVE


VALVE
MAIN
CONTROL
SPOOL
FROM
TILT
VALVE
RESOLVER
LOAD CHECK VALVE
FROM STEERING VALVE FLOW PRESSURE TO

CONTROL LIMITER STEERING
TO TILT VALVE VALVE VALVE VALVE
93
• Lift control valve: The lift control valve is the second valve in the implement control valve
stack on the D6R Series II. The lift control valve contains a makeup valve
- Same as ripper
for the head end of the lift cylinders. To protect the lines and components,
except for signal
pressure limiter
the signal pressure limiter valve limits the maximum pressure of the lift
setting circuit.
The lift control valve operates the same as the ripper control valve.
However, the addition of the sleeve and spring assembly at the right end
of the main control spool is used to assist in returning the spool toward the
centered position, from the FLOAT position.
The FLOAT position for this valve works identically to that described
earlier in this presentation (page 85, illustration No. 61).
STMG 757 - 134 -
3/02

HEAD END ROD END
MAIN
CONTROL
SPOOL
FROM
RIPPER
CONTROL
VALVE
RESOLVER
LOAD CHECK
VALVE
FROM LIFT CONTROL VALVE FLOW PRESSURE TO

CONTROL LIMITER LIFT CONTROL
TO RIPPER CONTROL VALVE VALVE
VALVE VALVE
94
• Tilt control valve: The tilt control valve is between the lift and ripper valve in the implement
control valve stack on both the D6R Series II tractors. The tilt control
- Same as ripper and
valve operates the same as the ripper and lift control valves except the tilt
lift except no
makeup valve
valve does not contain a makeup valve.
STMG 757 - 135 -
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2 3
95
• Primary components CATERPILLAR MONITORING SYSTEM
The monitoring system hardware installed on the D6R Series II

Track-type Tractor consists of a main display module (1), a quad gauge
module (2), and gear/direction and alert indicator module (3) connected to
various input and output components.
The major components of the Caterpillar Monitoring System will be

discussed individually.
STMG 757 - 136 -
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96
• Main module (arrow) The main display module (arrow) contains the processing functions for
the system and must be installed for the monitoring system to operate.
The main module (arrow) is located in the lower right part of the dash and
contains a section that displays up to ten alert indicators (top half of
module) and a bottom section that displays a digital readout.
The alert indicator section uses inputs from switches, sensors, senders,
and the CAT Data Link to alert the operator to abnormal machine
conditions.
The digital display area provides a six digit readout that shows machine
operational hours, engine speed, distance, and diagnostic information.
Also, part of the display area is used to provide unit indicators such as °C,
kPa, MILES, RPM, LITERS, and HOURMETER. The indicators are
turned ON and OFF to correspond with the information being shown on
the six digit readout.
A service code indicator is also displayed (in the display area) to indicate
if a fault is present in the service and diagnostic scrolling modes.
STMG 757 - 137 -
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The main display module utilizes a pair of communication links to

provide a communication path between other electronic controls and to
also provide a path for the various display modules.
The CAT Data Link is used to communicate with other electronic

controls. The CAT Data Link is bi-directional, which allows both inputs
and outputs to be communicated.
The other communication path is the Display Data Link. This link
communicates information back and forth between the main display
module and the quad gauge and the digital tachometer modules.
STMG 757 - 138 -
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97
• Quad Gauge module This illustration shows the quad gauge module (arrow) installed in the
(arrow) dash of the D6R Series II Track-type Tractor. The quad gauge module
displays four of the changing machine conditions that are most often
desired by the operator. The systems displayed are:
• Four changing
- Engine Coolant Temperature (top left)
machine conditions
- Power Train/Torque Converter Oil Temperature (top right)
- Hydraulic Oil Temperature (bottom left)
- Fuel Level (bottom right)
NOTE: The quad gauge module is considered an output component.

STMG 757 - 139 -
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98
• Gear/direction and This illustration shows the gear/direction and alert indicator module
alert indicator module (arrow) installed in the dash of a D6R Series II Track-type Tractor. The
(arrow)
left side of the display area is the tachometer section and displays the
engine speed (rpm). On the right side of the display, a two digit readout
shows the transmission actual gear and directional information.
The top half of the module contains ten LED indicators which alert the
operator of abnormal operating conditions. The indicators from left to
right starting with the top row include:
- Engine Oil Pressure

- Alternator output at the ‘R’ Terminal
- Inlet Air Temperature
- Fuel Level
- Parking Brake
- AutoShift (1F/2R)
- AutoShift (2F/2R)
- AutoShift (2F/1R)
- Auto Kickdown
- Implement Lockout
STMG 757 - 140 -
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INPUT COMPONENTS
• SWITCHES
• SENDERS
• SENSORS
99
• Three types of direct The Caterpillar Monitoring System main display module makes decisions
inputs based upon the inputs from the various switches, senders, and sensors
installed on the system, as well as data from the CAT Data Link. The
inputs tell the main display module how to operate and the status of the
machine systems.
Three types of direct inputs exist: switch-type, sender-type, and

sensor-type. Some of the inputs are multi-purpose.
STMG 757 - 141 -
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SWITCH TYPE
• UNCOMMITTED
• PROGRAMMING
• SERVICE
100
• Three types of switch The Caterpillar Monitoring System uses three different categories of
inputs switch-type inputs to the main display module. They are identified as:
Uncommitted, Programming, and Service switch inputs.
Uncommitted switch inputs: The uncommitted switch inputs are used to

operate the alert indicators that are part of the main display module and
the digital tachometer module. These inputs may be programmed to work
independently or in combination with other types of inputs (sender/sensor)
to provide warning information to the operator. During normal operating
conditions, the switch contacts are grounded and the alert indicators are
OFF. If a switch contact opens because of a machine condition or switch
malfunction, the alert indicator corresponding to that particular switch
will begin FLASHING to indicate an abnormal condition and provide the
operator with the appropriate warning category.
STMG 757 - 142 -
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The uncommitted switches are used primarily for monitoring pressures,

temperatures, and fluid levels.
Programming switch inputs: The programming switch inputs tell the

main display module how to operate. These inputs correspond to the
open or grounded condition of the machine harness code connector. A
specific harness code pattern is used to identify the machine model in
which the Caterpillar Monitoring System is installed. The main display
module uses specific machine model information (such as engine size,
idle speed, etc.) to correctly make decisions.
Service switch inputs: The two service switch inputs control the
machine setup, mode of operation, and certain diagnostic functions of the
main display module. The timing and state (open/grounded) of the
service switch inputs control the above mentioned functions.
STMG 757 - 143 -
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SENDER TYPE
• 0 to 240 OHM
• 70 to 800 OHM
101
• Two types of senders The Caterpillar Monitoring System uses two different types of senders to
provide inputs to the main display module. They are identified as:
0 to 240 ohm senders and 70 to 800 ohm senders.
0 to 240 ohm senders: These senders measure a specific system

resistance value which corresponds to a specific system condition. A
typical system using this type of sender is the fuel level. The output
resistance is measured at the main display module and the value
corresponds to the depth of fuel in the tank. The main display module
calculates the resistance and displays the output on one of the gauges in
the quad gauge module. The 0 to 240 ohm sender may be programmed to
operate a gauge, an alert indicator, or both a gauge and alert indicator.
STMG 757 - 144 -
3/02
70 to 800 ohm senders: These senders measure a specific system

resistance value which corresponds to a specific system condition. A
typical system using this type of sender is a temperature or similar system
with the same operating parameters. The output resistance is measured at
the main display module, and the value corresponds to the temperature of
the fluid (oil, coolant, or hydraulic) being measured. The main display
module calculates the resistance and displays the output on one of the
gauges in the quad gauge module. The 70 to 800 ohm sender may be
programmed to operate a gauge, an alert indicator, or both a gauge and
alert indicator.
STMG 757 - 145 -
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SENSOR TYPE
• PWM (DIGITAL)
• FREQUENCY
102
• Two types of sensors The Caterpillar Monitoring System uses two different types of sensors to
provide inputs to the main display module. They are identified as:
pulse width modulation (PWM) and frequency sensors.
PWM sensors: These sensors are used in the monitoring system to

measure changing machine conditions. The main display module receives
and processes a "duty cycle" signal from the sensor and sends the
information to one of the gauges in the quad gauge module for display to
the operator.
Frequency sensors: These sensors are used in the monitoring system to

measure speed. The main display module receives and processes an AC
frequency (Hz) signal from the Power Train ECM. Frequency (magnetic
pickup) sensors are used on the D6R Series II Track-type Tractors to
measure torque converter output speed, intermediate transmission speeds,
and final transmission output speeds.
STMG 757 - 146 -
3/02
Contact 30 is dedicated to the frequency (Hz) input from the alternator

"R" terminal. The frequency of the alternator is used to determine the
condition of the machine electrical charging system. The alternator
frequency is also used in conjunction with other inputs to determine when
the engine is running.
NOTE: Other electronic controls communicate information to the

main display module and that information is displayed in the message
area of the main display module. The Caterpillar Monitoring System
does not diagnose malfunctions in other ECMs, but will display fault
codes generated by other ECMs. The service technician must consult
the appropriate service literature for the specific ECM for diagnostic
information.
STMG 757 - 147 -
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OUTPUT COMPONENTS
• MAIN DISPLAY MODULE
• DISPLAY DATA LINK
• ALERT INDICATORS
• ACTION LAMP/ALARM
103
• Provide visual or The outputs associated with the monitoring system are used to notify the
audible information operator of both normal and abnormal machine conditions. The output
components include: the main display module, the display data link, the
alert indicators, the action lamps, and the action alarm.
STMG 757 - 148 -
3/02
1 2 3
4 5 6 7 8
104
• Main display module: The main display module has the capacity to display up to ten alert
1. Air filter restriction
indicators to notify the operator of an abnormal condition. The alert
indicators may use data received from the uncommitted switch inputs
2. Power train filter (discussed earlier), sensors, senders, or the CAT Data Link to determine if
an abnormal machine condition is present. A FLASHING alert indicator
3. Inlet air heater identifies the responsible system.
activated
The alert indicators used on the D6R Series II are:
4. Steering system
- No. 1: Engine air filter restriction from the engine ECM delivered
5. Brake system over the CAT Data Link.
6. Transmission - No. 2: Power train oil filter from Power train ECM over the CAT
system Data Link.
7. Engine system - No. 3: Inlet air heater activated from the engine ECM over the
CAT Data Link.
8. Implement lockout
- No. 4: Steering System Warning Status information delivered
system
from the Power Train Electronic Control System ECM over the
CAT Data Link (Finger Tip Control machine only).
STMG 757 - 149 -
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- No. 5: Brake System Warning Status information delivered from

the Power Train Electronic Control System ECM over the CAT
Data Link.
- No. 6: Transmission System Warning Status information from the

Power Train Electronic Control System ECM delivered over the
CAT Data Link.
- No. 7: Engine System Warning Status information from the

Engine ECM delivered over CAT Data Link.
- No. 8: Implement lockout system status from switches over the

CAT Data Link.
STMG 757 - 150 -
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1
2
105
• Main display module: The display area (1) on the main display module provides both digital and
text information. The information available on the display depends on the
1. Display area
displays both digital
specific programmed machine operating modes. Types of information
and text information that may be displayed are:
- Row of six digits (with decimal point between certain digits)
- Six text symbols (°C, kPa, Miles, km, rpm, Liter)
- Display SERV CODE
- Times 10 (x10) symbol (rpm)
- Service meter symbol (hourglass)
2. Operator mode The operator mode selector switch (2) is mounted on the dash beside the
selector switch main display module. The switch is used by the operator to select certain
operation modes on the main display module. The modes available for
display depend on the specific machine in question.
In any mode selected, the "SERV CODE" indicator will be displayed in

the display window when there is an active service code.
STMG 757 - 151 -
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The Caterpillar Monitoring System has the capacity for twelve

operational modes. Three of the modes can be made available to the
operator in the display area of the main display module.
On the D6R Series II Track-type tractors, by pressing the mode selector

switch the operator can select the following :
- Service Meter Mode: Indicates the total engine operating hours.
- Travel Distance Mode: Like an odometer, this mode will

continuously scroll through a sequence of five displays. The
sequence is reverse direction, miles traveled in reverse gears,
forward direction, miles traveled in forward gears, and total miles
of travel.
- Service Code Mode: The service code mode displays codes that
are used by service technicians in order to diagnose problems of
machine systems. Service codes are generated when system faults
occur.
STMG 757 - 152 -
3/02
106
• Monitoring Two action lamps flash a warning to the operator when an abnormal
components: condition exists. The lamps will flash only when a Category 2 or 3
condition is present.
1. Action lamp This illustration shows the action lamp (1) located on the dash. An
additional action lamp (not shown) is installed near the right rear corner
of the cab (behind the right armrest) to alert the operator to a warning
condition while looking toward the rear of the machine.
2. Quad gauge cluster The quad gauge cluster (2) and digital tachometer modules (not shown)
receive common outputs from the main display module. The modules are
connected to the main display module by the display data link. Each
module is connected to the display data link by a six contact Deutsch™
connector.
STMG 757 - 153 -
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107
• Fuel level sender The fuel level is monitored by a sender (arrow) which is located in the top
(arrow) of the fuel tank and measures the depth of fuel in the tank. The sender
has an internal resistance range between 0 and 90 ohms.
The depth of fuel in the tank determines the output resistance which is
measured by the main display module. As the fuel level decreases, the
resistance of the sender increases.
The main display module displays the fuel level on the fuel level gauge in
the quad gauge module. Additionally, the system has an alert indicator
that will flash a warning category I if the level of fuel drops below 10% of
tank capacity.
If a failure occurs in the fuel level sender circuit, the main display module
will display MID, CID, and FMI information. The probable causes of
failure are:
- Sender
- Open ground
- Shorted signal to +Battery
- Open signal wire
STMG 757 - 154 -
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108
• Power train oil A power train oil temperature sender (arrow) is used to monitor the
temperature sender temperature of the oil in the torque divider. The sender is a resistive-type
(arrow)
device which is used to sense fluid temperatures. The resistance of the
sender is typically in the range of 70 to 800 ohms. The resistance output
varies with the temperature of the oil, and the signal is sent to the main
display module on Contact 28.
If a failure occurs in the power train oil temperature sender circuit, the
main display module will alert the operator to a Category 2 warning and
log a fault in the main display module. The gauge will default to the low
temperature zone. The following diagnostic information will be stored in
the display memory. The information available for the hydraulic
temperature system is: MID 30, CID 177, FMI 04. The probable cause
is:
- Signal circuit is shorted to ground
NOTE: If SERV CODE is not displayed in the message area with the
system in the diagnostic scrolling or service mode, investigate an
overheating condition.
STMG 757 - 155 -
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109
• Power train filter A power train filter bypass switch (arrow) is used on the D6R Series II
bypass switch (arrow) Track-type Tractor with the Caterpillar Monitoring System. This visual
shows the power train filter bypass switch installed on the filter housing.
If the pressure drop across the bypass switch is greater than

172 kPa (25 psi) and the temperature of the power train oil is greater than
52°C (125°F), the operator will be notified of a Category 2 condition.
STMG 757 - 156 -
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110
• Engine oil pressure The engine oil pressure is monitored by an analog sensor (arrow) located
sensor (arrow) on the left side of the engine. Engine oil pressure is monitored by the
Engine ECM. Gauge pressure, as displayed by the Cat Monitoring
System, is calculated by the ECM as engine oil pressure, less atmospheric
pressure (as discussed earlier, on page 26).
The signal is sent to the main display module over the CAT Data Link.
STMG 757 - 157 -
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111
• Hydraulic oil A hydraulic temperature sender (arrow) is used to monitor the

temperature sender temperature of the oil in the hydraulic tank. The sender is a resistive-type
(arrow)
device which is used to sense fluid temperatures. The resistance of the
sender is typically in the range of 70 to 800 ohms. The resistance output
varies with the temperature of the fluid, and the signal is sent to the main
display module on Contact 10.
If a failure occurs in the hydraulic temperature sender circuit, the main

display module will alert the operator to a Category 2 warning and log a
fault in the main display module. The gauge will default to the low
temperature zone. The following diagnostic information will be stored in
the display memory. The information available for the hydraulic
temperature system is: MID 30, CID 600, FMI 04. The probable cause
is:
- Signal circuit is shorted to ground
NOTE: If SERV CODE is not displayed in the message area with the
system in the diagnostic scrolling or service mode, investigate an
overheating condition.
STMG 757 - 158 -
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112
CONCLUSION
• Use latest service This presentation has discussed the component locations and system
information operations of the engine, power train, implement hydraulics, and the
Caterpillar Monitoring System on the D6R Series II Track-type Tractor.
When used in conjunction with the appropriate service manuals, the

information in this package should permit the service technician to do a
thorough job of analyzing a problem in these systems.
STMG 757 - 159 -
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ILLUSTRATION LIST
1. Title slide 42. Priority valve (high pressure)
2. Undercarriage arrangements 43. Power train hydraulic schematic (FTC)
3. Corporate seat 44. Power train hydraulic schematic (DS)
4. Finger Tip Control (FTC) 45. Implement hydraulic schematic (FTC)
5. Differential steer controls 46. Signal network
6. Service brake and decelerator pedals 47. Implement pump (FTC)
7. Dash 48. Accumulator and pilot components
8. Right console 49. Case drain filter and hydraulic filter
9. Diagnostic connectors 50. Implement control valve stack
10. Main disconnect 51. Quick-drop valve
11. Fuse and breaker panel 52. Pressure and flow compensator valve
12. View of C-9 engine 53. Implement pump (engine off)
13. C-9 Fuel delivery system 54. Implement pump (low pressure standby)
14. Inlet air heater and temperature sensor 55. Implement pump (upstroking)
15. Fuel supply components 56. Implement pump (constant flow)
16. Engine ECM and connectors 57. Implement pump (destroking)
17. Atmospheric pressure sensor 58. Implement pump (high pressure stall)
18. Oil pressure sensor 59. Lift control valve (FTC/HOLD)
19. Turbo outlet pressure sensor 60. Lift control valve (FTC/RAISE)
20. Intake air temperature sensor 61. Lift control valve (FTC/FLOAT)
21. Coolant temperature sensor 62. Tilt control valve (FTC/HOLD)
22. Speed/timing sensors 63. Tilt control valve (FTC/TILT RIGHT)
23. Injection actuation pressure sensor 64. Ripper control valve (FTC/HOLD)
24. Middle engine oil temperature sensor 65. Quick-drop valve circuit
25. Rear engine oil temperature sensor 66. Quick-drop valve (HOLD)
26. Decelerator pedal/throttle position sensor 67. Quick-drop valve (RAISE)
27. Air intake and exhaust system diagram 68. Quick-drop valve (LOWER)
28. AMOCS radiator 69. Quick-drop valve (QUICK-DROP)
29. Coolant level sight glass 70. Quick-drop valve (DOWN PRESSURE)
30. Power train and implement components 71. Implement hydraulic schematic (DS)
31. Torque converter outlet relief valve 72. Steering and implement pump (DS)
32. Torque converter in pressure tap 73. Hydraulic filters and pressure taps
33. Torque divider 74. Hydraulic oil cooler and pressure tap
34. Power train filter compartment 75. Steering and implement control valve stack
35. Power train oil fill/dipstick tube 76. Steering motor and counterbalance valve
36. Power train pump and check valve 77. Differential steer components
37. Transmission 78. Differential steer components (straight line)
38. Modulating solenoid valve (transmission) 79. Differential steer components (left turn)
39. Power shift transmission cutaway 80. Steer and implement pump (ENGINE OFF)
40. Priority valve group 81. Steer and implement pump (STANDBY)
41. Priority valve (low pressure) 82. Steer and implement pump (UPSTROKE)
STMG 757 - 160 -
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ILLUSTRATION LIST
83. Steer and implement pump (CONSTANT)
84. Steer and implement pump (DESTROKE)
85. Steer and implement pump (STALL)
86. Steer control valve (HOLD)
87. Steer control valve (STEER LEFT)
88. Counterbalance valve (STRAIGHT)
89. Counterbalance valve (STEER RIGHT)
90. Counterbalance valve (OVERSPEED)
91. Ripper control valve (DS/HOLD)
92. Ripper control valve (DS/LOWER)
93. Lift control valve (DS/HOLD)
94. Tilt control valve (DS/HOLD)
95. Dash
96. Main display module
97. Quad gauge module
98. Gear/direction and tachometer module
99. Input components
100. Switch inputs
101. Sender inputs
102. Sensor inputs
103. Output inputs
104. Main display module/LED alert indicators
105. Main display module/mode switch
106. Action lamp/quad gauge cluster
107. Fuel lever sender
108. Power train oil temperature sender
109. Power train oil filter bypass switch
110. Engine oil pressure sensor
111. Hydraulic oil temperature sender
112. D6R Series II iron shot
STMG 757 - 161 - Serviceman's Handout No. 1
3/02
Engine and Electrical System Checklist

Directions: Use this sheet to take notes during the presentation. During a lab exercise, use this sheet as
a checklist when identifying components.
Engine Components Electrical Components
Primary fuel filter and water separator Starter
Secondary fuel filter Alternator
Fuel transfer pump ____ Electronic Control Module (ECM)
Priming pump Fuel temperature sensor
Engine oil dipstick Engine oil pressure sensors
Live oil sampling test port Coolant temperature sensor
Engine oil pressure test ports ____ Coolant flow switch
Engine oil cooler ____ Atmospheric pressure sensor
Primary and secondary air filters ____ Turbo inlet pressure sensor
Turbocharger ____ Turbo outlet (boost) pressure sensor
Air filter indicator Power train oil temperature sensor

(converter)
Inlet Air Heater
____ Speed timing sensors
Radiator
____ Engine speed sensor
Water pump
Power train hydraulic oil temperature
Temperature regulator housing switch (filter)
(thermostat)
Hydraulic oil temperature sender
____ ATAAC Core
____ Fuel level sender
3/02
Standard Power Train Components Checklist

Directions: Use this sheet to take notes during the presentation (i.e. location, functions). During a lab
exercise, use this as a checklist when identifying components.
Fill tube
Filter(s)
Suction screen
Power train pump
Torque converter housing (divider)
Torque converter outlet relief valve
Transmission range selector
Transmission solenoid valves
Power train oil cooler
Steering and brake control valve
Steering and brake controls
Pressure test locations:

Pump supply
Torque converter outlet
____ Torque converter inlet
Transmission clutch lube
Pump drive lube
Steering clutch pressure
Brake clutch pressure
Steering and brake clutch lube
____ Transmission clutch pressure

3/02
D6R SERIES II WITH FINGER TIP CONTROL
STMG 757
FROM OIL
COOLER
STEERING AND
4 BRAKE VALVE
TO TORQUE
3 CONVERTER
5
PRIORITY
VALVE
2 1
- 163 -
TRANSMISSION
CONTROL
GROUP
3 2 1
FROM
CONVERTER
SCAVENGE
PUMP SECTIONS
SCAVENGE SECTION
Serviceman's Handout No. 3
3/02
Differential Steer Power Train System Component Checklist

exercise use this as a checklist when identifying components.
Fill tube
Filter
Suction screen
Power train pump
Torque converter housing (divider)
Torque converter outlet relief valve
Transmission range selector
Transmission control valve
Power train oil cooler
Brake control valve
Steering tiller
Pressure test locations:

Pump supply
Torque converter outlet
____ Torque converter inlet
____ Priority valve
Brake clutch pressure
Transmission clutch lube
Brake clutch lube
Pump drive lube

3/02
D6R SERIES II WITH DIFFERENTIAL STEERING
STMG 757
FROM OIL
COOLER
BRAKE
VALVE
4
TO TORQUE
3 CONVERTER
5
PRIORITY
VALVE
2 1
- 165 -
TRANSMISSION
CONTROL
GROUP
TO TRANSMISSION
CASE
3 2 1
FROM
CONVERTER
SCAVENGE
PUMP SECTIONS
Serviceman's Handout No. 5
SCAVENGE SECTION
3/02
Standard D6R Series II Hydraulic System Component Checklist

Hydraulic tank
Hydraulic oil filter(s)
Pump
Pump compensator valve
Inlet manifold
Implement valve group
Tilt control valve
Lift control valve
Implement pilot valves
Pump supply pressure test port
Margin pressure test port
Quick-drop valve
Hydraulic oil cooler

3/02
D6R Series II Hydraulic Pump Component Checklist

Directions: Fill in the blanks with the correct response. Use this sheet to take notes during the
presentation.

ENGINE OFF
A B C
H G
F E
A
B
C
D
E
F
G
H
3/02
Implement Control Valve Component Checklist

presentation.

HEAD END ROD END
A F
FROM
RIPPER
CONTROL
VALVE
FROM LIFT CONTROL VALVE D C TO

LIFT CONTROL
TO RIPPER CONTROL VALVE VALVE
F
3/02
Differential Steer Hydraulic System Component Checklist

____ Hydraulic tank
____ Hydraulic oil filters
____ Pump
____ Pump compensator valve
____ Inlet manifold
____ Main relief valve
____ Charging valve
____ Implement valve group
____ Tilt control valve
____ Steer control valve
____ Steering motor and counterbalance valve
____ Lift control valve
____ Implement controls
____ Pump supply pressure test port
____ Margin pressure test port
____ Pilot pressure
____ Quick-drop valve
____ Hydraulic oil cooler

3/02
Differential Steer Pump Component Checklist

presentation.
FROM
TO
IMPLEMENT D6R SERIES II
CONTROL INLET
MANIFOLD STEERING AND IMPLEMENT PUMP
VALVE
A ENGINE OFF
C D
B G F E
G
STMG 757 - 171 -
04/02
INSTRUCTOR NOTES
SERV1757 Printed in U.S.A.
3/02

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Service Training

Meeting Guide 757 SERV1757

© 2002 Caterpillar Inc.

STANDARD IMPLEMENT HYDRAULIC SYSTEM .......................................................63

DIFFERENTIAL STEER HYDRAULIC SYSTEM..........................................................100

CATERPILLAR MONITORING SYSTEM ......................................................................135

© 2002 Caterpillar, Inc.

The D6R Series II Track-type Tractor is part of the Caterpillar line of

Also available as an attachment for the D6R Series II is Product Link.

• Undercarriage The elevated sprocket design provides maximum flexibility in choice of

The differential steering machines operate with "S-turn logic," not

Located behind the ripper control lever is the implement lockout

2. Jacket water heater

• 138 kW (185 hp) at

- Excess fuel through

6. Priming pump The primary filter has a rating of 10 microns.

Fuel system pressure is controlled by the fuel pressure regulator, which

The fuel pressure regulator is positioned downstream of the injectors.

The atmospheric pressure sensor is an analog-type sensor. The sensor is

- Oil Pressure Sensor (arrow)

• Calculations are used

This measurement is used to determine oil pressure for the ET service

- An event is generated and logged in the permanent ECM memory.

The turbo outlet pressure sensor is an analog-type sensor. The sensor is

This sensor, in conjunction with the coolant temperature sensor, is also

The intake air temperature sensor is an analog-type sensor. The sensor is

The coolant temperature sensor is an analog-type sensor. The sensor is

If the coolant temperature exceeds 107° C (225° F), a high coolant

- VOP is 18,000 kPa (2,600 psi).

This timing variable is known as Start Of Logic to Start Of Injection.

C-9 AIR INTAKE AND EXHAUST SYSTEM

INLET AIR EXHAUST

D6R SERIES II TRACK-TYPE TRACTOR

POWER TRAIN PUMPS

STEERING AND COOLER BYPASS VALVE

TILLER LEVER TRANSMISSION FILTER

CASE DRAIN FILTER

TRANSMISSION BRAKE VALVE

NOTE: The colors in the valve sections and hydraulic schematics

Red - Pump supply

Red and White Stripes - Reduced pressure

Orange - Torque converter pressure

Brown - Lube oil pressure

Green - Open to tank

Blue - Blocked oil

Yellow - Activated valve envelopes or

Torque Divider Group

3. Priority valve group

RING GEAR INLET

2. Power train oil

• 3F/3R planetary power Transmission

SOLENOID PIN FROM

• NEUTRAL When the transmission is in NEUTRAL, the modulating valve, which

NOTE: The transmission modulating valves must be recalibrated

- Transmission modulating valve and/or solenoid is replaced.

- Transmission is serviced or replaced.

- Power Train ECM is replaced.

For the calibration procedure, refer to the Power Train Electronic

POWER SHIFT TRANSMISSION