Service Training SERV7104-12

New Product Introduction December 2004

Volume 12, Number 3

TECHNICAL PRESENTATION

D9T TRACK-TYPE TRACTOR

New Product Introduction

(NPI)
D9T TRACK-TYPE TRACTOR
CONTENT

This self-paced, self-directed presentation provides New Product Introduction (NPI) information
for the D9T Track-type Tractor.

OBJECTIVES

After learning the information in this presentation, the technician will be able to:
1. locate and identify the new components on the D9T Track-type Tractor;
2. locate and identify the function of the controls in the new operator compartment;
3. locate and identify the new components in the D9T's systems; and
4. trace the flow of fuel, oil, coolant, and/or air through the new systems.

REFERENCES

"D9R Track-type Tractor" (STMG) SERV1669-01

"D8R Series II Track-type Tractor" (STMG) SERV1736
"D8R Track-type Tractor" (STMG) SERV1699
"Electronically Controlled Transmission System - Track-type Tractors" (T.I.M.) SERV2639
"Caterpillar Monitoring System - Track-type Tractors" (T.I.M.) SERV2619
"Cat Monitoring and Display System with Advisor - Track-type Tractors" (STMG) SERV1790

Estimated Time: 3 Hours

Visuals: 107
Form: SERV7104-12
Date: 12/04

© 2004 Caterpillar Inc.

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TABLE OF CONTENTS

INTRODUCTION ........................................................................................................................5
Similarities and Differences ...................................................................................................6

OPERATOR'S COMPARTMENT................................................................................................8

CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR™ .................20

ENGINE......................................................................................................................................33
Fuel System...........................................................................................................................47
Cooling System.....................................................................................................................48
Hydraulic Demand Fan System ............................................................................................52

POWER TRAIN .........................................................................................................................58

Differential Steering System.................................................................................................72

IMPLEMENT HYDRAULIC SYSTEM....................................................................................77

SIGNIFICANT MAINTENANCE CHANGES .........................................................................93

Recommended Maintenance Intervals..................................................................................98

NEW TOOLING/SKILLS REQUIRED FOR SERVICE

No Significant Changes

CONCLUSION...........................................................................................................................99

HYDRAULIC SCHEMATIC COLOR CODE.........................................................................100

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NOTES
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D9T TRACK-TYPE TRACT OR

© 2004 Caterpillar, Inc.

INTRODUCTION

Shown above is the D9T Track-type Tractor. The D9T has been redesigned to meet U.S.
Environmental Protection Agency (EPA) Tier III Emissions Regulations for North America and
Stage III European Emissions Regulations. The D9T meets the EU sound regulations
(EU Directive 2000/14/EC) for 2006.

The D9T is powered by the C18 ACERT™ technology electronic engine equipped with the
Mechanical Electronic Unit Injection (MEUI) fuel system. This engine also utilizes the new
A4 Engine Electronic Control Module (ECM) and is equipped with an Air To Air
AfterCooler (ATAAC) intake air cooling system.

Other upgrades to the D9T Track-type Tractor include:

- change from a torque divider to a high-efficiency torque converter
- Electronic Clutch Pressure Control (ECPC) transmission using the common top pressure
strategy for transmission and brakes operation
- improved engine, power train, and hydraulic cooling systems
- upgrade to electro-hydraulic demand fan, steering, and implement controls
- wider cab and platform with re-designed operator controls
- Caterpillar Monitoring and Display System with Advisor™ and in-dash instrument cluster
- structural improvements to the machine, including undercarriage and radiator guard
- serial number prefix is RJS
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SIMILARITIES AND DIFFERENCES

D9T TRACK-TYPE TRACTOR
FEATURES DIFFERENT SIMILAR SAME

Machine Appearance X

Operators Station X

Monitoring System X

Engine X

Transmission X

Steering System X

Power Train X

Braking System X

Implement Hydraulic System X

Cooling System X

Nomenclature X

Similarities and Differences

The chart above compares the D9T Track-type Tractor to the D9R. Although not
comprehensive, it gives an "at a glance" look at what is different, similar, and the same.

- Machine appearance is similar to the D9R. Restyling of the hood, the engine enclosure
doors, the fenders, and the fuel tank have somewhat changed the D9T's appearance,
compared to the D9R.

- The operator station incorporates the new common cab. The cab is physically wider and
the operator controls, the instruments, and the dash have been redesigned. The cab for the
D9T is the same cab that will be used for the D8T and the D10T Track-type Tractors.

- The monitoring system for the D9T is the new Caterpillar Monitoring and Display
System, with Advisor™.

- The D9T is powered by the new C18 ACERT™ technology engine. It is an in-line
six-cylinder arrangement that develops 305.7 net kW (410 net hp) at 1800 rpm.
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- The transmission in the D9T is an Electronic Clutch Pressure Control (ECPC) power shift
transmission. This transmission is nearly identical to that used in the D8R Series II and the
D10R Track-type Tractors. The common top pressure strategy eliminates the need to
perform clutch engagement pressure calibrations.

- The differential steering system for the D9T has been upgraded to electro-hydraulic steering
control. The steering pump, the steering motor, and the steering differential strategy is
similar to the D9R. However, three rotary position sensors on the steering control lever
(tiller) shaft provide an electronic signal to the new electro-hydraulic steering pump. This
makes the test and adjust procedures simpler and less time consuming and also reduces the
number of mechanical and hydraulic components.

- The power train has also been upgraded for the D9T. Input to the transmission is from a
high efficiency torque converter. The common top pressure strategy eliminates several
calibrations for the transmission and the brakes. The priority valve, the torque converter
inlet relief valve, and the power train lube distribution manifold are all combined into one
component.

- The implement hydraulic system has also been redesigned for the D9T. The system has
been upgraded to an electro-hydraulic implement system. Electronic implement controls
energize solenoid operated pilot valves, located on either end of each implement control
valve, to operate the main control valve spools.

- The cooling system on the D9T has also changed. The AMOCS radiator, the hydraulic oil
cooler, and the Air To Air AfterCooler (ATAAC) are positioned behind an electro-hydraulic
demand fan. A reversing fan feature and/or a fan bypass feature are available as
attachments. The demand fan arrangement is similar to that used on the 924G and 928G
Wheel Loaders.

- Nomenclature has changed from D9R to D9T.

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OPERATOR'S COMPARTMENT

The operator's compartment for the D9T has been upgraded to the new "Common Cab," which
is also used on the D8T and the D10T Track-type Tractors. Upgrades and improvements to the
operator's compartment include:

- eight inch wider cab, with wider doors that open 20° further, for easier entry and exit

- more glass area for better overall visibility

- new dash with a sealed instrument cluster

- new right-hand console with redesigned controls for lighting and other machine systems

- electro-hydraulic implement controls and steering control lever

- new Caterpillar Monitoring and Display System, with Advisor

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The Cat contour seat is standard equipment with air suspension available as an option.

The padded left armrest is manually adjustable for height using the two knobs (1) below the
armrest. A padded knee brace (2) provides operator comfort when operating the machine on
slopes.
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5
3

At the front of the left armrest is the steering control lever (1). The parking brake switch (2)
energizes the parking brake solenoid on the brake valve, which engages the brakes and shifts the
transmission to FIRST gear NEUTRAL. When engaged, the parking brake switch also
electronically disables the steering system and mechanically locks the steering control lever
housing.

FORWARD, NEUTRAL, and REVERSE are selected by rotating the hand grip (3).

The top yellow button (4) upshifts the transmission one gear range at a time. The bottom yellow
button (5) downshifts the transmission one gear range at a time.

Left turns are accomplished by rotating the control lever (1) toward the front. Right turns are
accomplished by rotating the control lever (1) toward the rear.

NOTE: The differential steering strategy still incorporates the standard "S-Turn" logic used in
previous differential steer machines. Also note that when the parking brake is engaged, the
parking brake solenoid is energized and the secondary brake solenoid is also energized as a
backup measure.
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7
6
5

4
8
3

The right console contains the implement controls and most all of the controls and switches for
machine systems and functions. These controls are:

1. dozer control lever

2. ripper control handle (or winch control, if so equipped)

3. rear action lamp

4. 12-volt switched power adapter

5. forward horn button

6. key start switch

7. Caterpillar Advisor graphical display module

8. Machine Security System (MSS) indicator

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The dozer control lever (1) allows the operator to control all of the blade functions with one
lever. Moving the dozer control lever forward or rearward LOWERS or RAISES the blade.
Moving the dozer control lever left or right allows the blade to TILT LEFT or TILT RIGHT.
If the machine is equipped with dual tilt, moving the thumb lever (2) to the right allows the
operator to dump the blade (PITCH FORWARD). Moving the thumb lever to the left will
RACK BACK the blade. The left yellow button (3) allows the operator to activate segments in
the Auto Blade Assist (ABA) cycle, if equipped with ABA, or the AutoCarry cycle, if equipped
with AutoCarry. The right yellow button (4) cancels the ABA or AutoCarry cycle. The blade
may be controlled manually at any time during these automatic cycles.
Located on the front of the dozer control lever is the trigger switch (not shown). When
depressed and held, the trigger switch toggles between single tilt and dual tilt modes. Releasing
the trigger switch toggles back to the default tilt mode. The default tilt mode may be set using
Advisor.
The left rocker switch (5) on the panel ahead of the dozer control lever is the ABA Switch. It is
used to activate the ABA Mode. The right rocker switch (6) manually activates the fan
reversing cycle, if the machine is equipped with a reversing fan.
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2 1

To the rear of the dozer control lever is the ripper control handle (1). SHANK IN and SHANK
OUT are controlled with the finger switch (2). Ripper RAISE and LOWER are controlled by
the thumb switch (3) at the front of the control. Pushing the Auto-Stow button (4) raises the
ripper to the maximum height and can move the ripper tip to the full SHANK IN or full
SHANK OUT position, depending on the operator settings configured using Advisor. There are
three Auto-Stow positions that may be configured. They are RIPPER RAISE, RIPPER RAISE
and SHANK IN, or RIPPER RAISE and SHANK OUT.

If the machine is equipped with a winch, the winch controls would be located in this same
position. The winch control is similar to that used on the D8R Series II Track-type Tractor,
except that the drum clutch disconnect position has no detent.
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2 3 4 5 6
7

The panel on the outside of the right console contains a number of switches that control various
external lights and machine functions. These switches are:

1. high/low idle switch

2. implement lockout switch

3. AutoShift mode switch

4. Auto KickDown mode switch

5. AutoCarry mode switch (if equipped)

6. ripper pin puller switch (if equipped with a single shank ripper)

7. exterior light switches for the front fender lights, the front cylinder mounted lights, the
fuel tank mounted lights, and the ROPS mounted lights

NOTE: External HID lights are now available as an attachment.

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1
6

5
3

9 8

10

Located at the bottom, front of the left console, and just inside the left cab door is the main fuse
panel, circuit breakers, and diagnostic connector. Opening the hinged cover gains access to the:

1. air conditioning remote condenser circuit breaker (if equipped)

2. HVAC blower motor circuit breaker

3. diagnostic connector for Cat ®ET

4. 12 volt switched power supply (for powering a laptop computer or other devices)

5. 175 amp alternator fuse

6. main electrical fuse panel, using automotive type fuses

A fuse and breaker identification chart (7) is affixed to the inside of the hinged cover. The chart
shows fuse locations and their associated electrical circuits. Also contained in the hinged cover
are spaces for spare fuses (8) and a fuse puller (9).
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1 2 3 4 5 6 7

11

The HVAC controls and wiper/washer controls are located overhead, above the right hand
console. These controls are:

1. HVAC blower fan speed

2. HVAC temperature control

3. air-conditioning selector

4. front windshield wiper/washer control

5. left cab door wiper/washer control

6. right cab door wiper/washer control

7. rear cab window wiper/washer control

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12

The dash in the new common cab is physically narrower, allowing for easier entry and exit from
the cab. The dash contains a sealed instrument cluster (1), which replaces the quad gauge
module and the main display module and alert indicators of the previous Caterpillar Monitoring
System. The instrument cluster and new monitoring system will be discussed in more detail
later in this presentation.

Below the instrument cluster is a large storage bin (2). If the machine were equipped with
AccuGrade or other blade position and control devices, those components would be installed in
this space, replacing the storage bin.

Below the storage bin is a non-slip foot rest, which spans the entire width of the dash.
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1 2

13

Below the dash are the service brake pedal (1) and the decelerator pedal (2). The service brake
pedal applies the service brakes (both left and right) proportionately with the amount of pressure
applied by the operator. When depressed, the pedal provides a signal to the Power Train ECM
from the rotary position sensor connected to the pedal. The Power Train ECM then signals the
electronically controlled brake valve. When completely depressed, the brakes are fully engaged.

The smaller pedal on the right is the decelerator pedal. During normal operation, the machine
operates at high idle. Depressing the decelerator pedal decreases the engine rpm by a signal to
the Engine ECM from the rotary position sensor connected to the pedal.

Intermediate engine speeds are attained in the following manner. First set the high/low idle
switch to the HIGH IDLE position, and then depress the decelerator pedal to the desired engine
speed. Press and hold the high idle (rabbit) side of the high/low idle switch for approximately
three seconds. Release the switch. This setting then becomes the maximum engine speed until
the high/low idle switch is pressed again, which cancels the intermediate engine speed setting.
The engine speed may then be reduced from this intermediate engine speed by depressing the
decelerator pedal. When the decelerator pedal is released, the engine speed will return to the
intermediate setting.
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2 1

3 4
5 6

14

The Power Train ECM (1) and the Implement ECM (2) are located at the rear of the cab.
Accessing the Power Train ECM can be accomplished by removing the operator seat and the
sound panel at the rear of the cab. The panel under the right console must also be removed to
access the Implement ECM. Other components and component parts located here are:

3. J1/P1 connector for the Implement ECM

4. J2/P2 connector for the Implement ECM

5. J1/P1 connector for the Power Train ECM

6. J2/P2 connector for the Power Train ECM

NOTE: The Implement ECM and Power Train ECM code plugs are tied to the wiring harness,
which is routed through the channel below the ECMs.
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2 1

15

CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR

The monitoring system for the D9T has been upgraded to the Caterpillar Monitoring and
Display System, with Advisor.

The major components in the new monitoring system consist of the Advisor graphical display
module (1) and the in-dash instrument cluster (2). The graphical display module has a self-
contained ECM (Advisor ECM).
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Vol. 12, No. 3, 2004

CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS

Key St art
Swit ch
Implement Power
Engine
( )
J2 J1 J2 J1 J2 J1

Train CAN A CAES / CTCT

ECM ECM
ECM Dat a Link At t achment s

Product
CAN A Dat a Link
Link

CAT Dat a Link

15 20
AUTO

10 25

X1 0 0
5 n/ min 30

0 35

2 .3 1F

Dynamic CAN C 1 3 2 .1

Inclination Dat a Link Inst rument

Sensor CAN B Advisor
Clust er Comm
Dat a Link
Adapt er II

Fuel Level Sensor

Rear
Act ion Lamp
Act ion Alarm ET
Alt ernat or
( R-Terminal)

16

The Caterpillar Monitoring and Display System (CMDS) continuously monitors all machine
systems. CMDS consists of both software and hardware components. The hardware
components consist of the Advisor graphical display module, a sealed in-dash instrument
cluster, the Engine ECM, the Implement ECM, the Power Train ECM, the Action Alarm, the
rear Action Lamp, and various switches, sensors, and senders. If the machine is so equipped,
the CMDS may also include connections to a Product Link ECM, and/or the Navigator display
module for the Computer Aided Earthmoving System (CAES) or other Cut To Contour (CTCT)
components.

The CMDS components communicate with each other and with electronic controls for the
machine’s components through the Cat Data Link and through CAN (Controller Area Network)
Data Links. A machine with standard equipment uses the Cat Data Link, the CAN A Data Link,
and the CAN C Data Link. With AutoCarry attachments, CMDS will also include a CAN B
Data Link (shown in dashed lines, above) and a CAN D Data Link (not shown).

Advisor constantly monitors all of the ECMs, the alternator R-Terminal, the system input
voltage, and the fuel level sensor. Advisor transmits the monitored data to the in-dash
instrument cluster and activates the mode and alert indicators, the displays, and the gauges. This
information may also be accessed and displayed on Advisor’s screens.
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2
4

1 5

17

The upper portion of the dash contains an automotive style instrument cluster. This is a sealed
unit that contains the following analog gauges:
1. hydraulic oil temperature gauge
2. engine coolant temperature gauge
3. tachometer
4. torque converter oil temperature gauge
5. fuel level gauge

The LCD display (6) below the tachometer shows the following information:
- the service hour meter at the bottom of the display
- calculated track speed at the upper left of the display
- transmission gear and direction at the upper right of the display
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Vol. 12, No. 3, 2004

INSTRUMENT CLUSTER
Parking Charging AutoCarry
AutoShift Brake On (7) System Fault (9) Active (11)
Activated (6) Implement
Auto KickDown Lockout
Activated (5) Action ABA
Lamp (8) Enabled (10) Activated (12)
Winch Float
Freespool or Active (13)
Release (4)

Winch 15 20
Single Tilt
Low Speed AUTO Enabled (14)
10 25
Lock (3) AUTO

X100
5 n/min 30 Dual Tilt
Winch
Enabled (15)
Disabled (2)
0 35
Engine Not
Prelube Used
Activated (1)
2.3 1F
Not
132.1 Used

18

Also contained in the instrument cluster are up to fifteen LED indicators that show the operator
the status of a number of machine functions. When lit, they indicate:

1. Engine Pre-lube Activated

2. Winch Disabled (if the machine is equipped with a winch)
3. Winch Low Speed Lock (if the machine is equipped with a winch)
4. Winch Freespool or Release (if the machine is equipped with a winch)
5. Auto KickDown Activated
6. AutoShift Activated
7. Parking Brake ON
8. Action Lamp
9. Charging System Fault (abnormal output at the "R" terminal)
10. Auto Blade Assist enabled (if the machine is equipped with ABA)
11. AutoCarry Active
12. Implement Lockout Activated
13. FLOAT Active
14. Single Tilt Enabled
15. Dual Tilt Enabled (if the machine is equipped with dual tilt)
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19

The heart of the Caterpillar Monitoring and Display System is the Graphical Display Module,
located on the right console, just ahead of the dozer control lever. This unit is commonly
referred to as Advisor. It is the interface between the operator/serviceman and the Caterpillar
Monitoring and Display System.

Advisor consists of the display screen (1), the navigational buttons (2), and an internal,
self-contained ECM (not shown).

Advisor is used to access, monitor, and display operating characteristics, diagnostics and events,
and modes of operation. It is also used to view and change operator preferences and parameters,
much like the Vital Information Display System (VIDS) in the D10R Series II and the D11R
Track-type Tractors.

Advisor also allows the serviceman to troubleshoot and adjust machine systems by:
- viewing active and logged codes and events, and clearing logged codes;
- viewing systems and components status and parameters;
- and performing calibrations for the steering, the implement, and the power train systems.
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ADVISOR GRAPHICAL DISPLAY MODULE

Gear / Direction Dozer Mode Auto-Shift Mode
Display Area Display Area Display Area

(1) Left / Up Arrow Button

(2) Right / Down Arrow Button

1F Float
      1F-2R
Home Menu
Performance
(3) Back Button
Settings (Delete / Backspace Button)
Operator
Service OK (4) Home Button

(5) OK Button
"More Options" Icon Data Display / Menu Selection (Enter / Select Button)
Display Area

20

The Advisor graphical display module is the interface between the operator or serviceman and
the CMDS. Information is displayed on a backlit LCD screen.

The top portion of the screen is referred to as the "Top Banner" and it displays vital machine
information at all times. The Top Banner may display different information from machine to
machine depending on the attachments. On the base machine, the banner displays:

- Transmission Gear and Direction, at the left;

- Dozer Mode, in the center;
- AutoShift Mode, at the right.

The Transmission Gear and Direction display area shows the transmission gear and direction
that is currently selected.

The AutoShift Mode display area shows the current AutoShift Mode that is selected, using the
Auto-Shift Mode selector switch on the right operator console. Depending on the machine's
configuration, it can display "1F-2R," "2F-2R," "2F-1R," or "Inactive," if no AutoShift Mode is
selected.
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The Dozer Mode display area can display a number of messages which show the current dozer
mode, the current segment during the Auto Blade Assist (ABA) or AutoCarry cycle, or the
status of the implement or the implement system.
The bottom portion of the screen is the Data Display/Menu Selection Display Area. It displays
numerous menus and sub-menus used for navigation from screen to screen. It may also display
system information, system status, and operator warnings, depending on what menu or
sub-menu selection has been made.
A "More Options" icon may also appear on the display screen in various positions. This icon is
an indicator that more information is available for highlighting or displaying from the current
highlighted position. This icon may point down, up, left, or right. Using the "arrow button" that
corresponds to the icon will allow the operator or serviceman to scroll to and view the additional
information.
At the right of the display screen is a column of five User Interface Buttons. These buttons are
used to navigate through the numerous Advisor screens, to make menu selections, or to enter
data. The five User Interface buttons, from top to bottom, are:
1. The LEFT/UP Arrow button is used for screen navigation or data entry. It can be used:
- to scroll up a vertical list or scroll left across a horizontal list;
- to decrease a setting value, such as decreasing brightness/contrast.

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

3. The BACK button is used:

- to go up one level in a stair-step (hierarchical) menu structure, or to return to the
previous screen, much the same as the BACK Button is used in Windows Internet
Explorer™;
- as a backspace, or cancel key when the operator or serviceman wishes to delete entered
characters.

4. The HOME button is used to return to the home menu screen, regardless of what screen is
currently displayed.

5. The OK button is used:

- to make selections from a screen;
- to confirm an entry, such as a password, or for saving an operator profile entry.
SERV7104-12 - 27 - NPI
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Navigation through the menus and sub-menus is accomplished by using the ARROW buttons to
highlight the desired selection, and then pressing the OK button.

The ARROW buttons are also used to highlight a mode or to set a parameter. Pressing the OK
button selects that option. (Example: Choosing either "Enabled" or "Disabled" for the FLOAT
option in the Implement Settings menu.)

NOTE: The column of five buttons at the left of the display screen currently have no function.
SERV7104-12 - 28 - NPI
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1F Float 1F-2R

!
Engine ECM
MID 36 ID 164-3
Display Setup
OK
Injection Actuation Pressure Sensor
Voltage Above Normal Shorted High

ACKNOWLEDGE
PRESS THE OK KEY TO ACKNOWLEDGE OK

21

The Caterpillar Monitoring and Display System provides three Warning Category Indicators
(levels), utilizing "pop-up" warning messages on Advisor's screen (above), the front Action
Light (contained in the instrument cluster), the rear Action Lamp, and an Action Alarm. The
three warning category indicators are:

- Warning Category Indicator 1: A warning appears on the Advisor screen, describing

the event or diagnostic failure. The forward Action Lamp will illuminate to solid amber.
The warning can be acknowledged (snoozed) by pressing the OK button, and will not re-
appear for several hours, depending on the failure or event (or if the event or failure does
not re-occur).
- Warning Category Indicator 2: A warning appears on the Advisor screen, describing
the event or diagnostic failure. The Action Light and Lamp will flash red, alerting the
operator to change the machine operation mode. The warning can be acknowledged
(snoozed) by pressing the OK button, and will not re-appear for one hour, depending on
the event or failure (or if the event or failure does not re-occur) and the Action Light and
Lamp will stop flashing.
- Warning Category Indicator 3: A warning appears on the Advisor screen, describing
the event or diagnostic failure. The Action Light and Lamp will flash red, and the Action
Alarm will pulse to alert the operator to shut down the machine. The warning can be
acknowledged (snoozed) and will continue to appear every five minutes. The Action
Light and Lamp will continue to flash red and the Action Alarm will continue to pulse
after the operator acknowledges the warning.
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Illustration No. 21 shows a pop-up warning screen generated by the Engine ECM. There may
be more than one warning screen, if there are any other active faults or events reported to
Advisor by the Engine ECM, or any other ECM on the machine. Advisor will scroll through all
the warning screens generated by all of the active faults or events. Each of these warning
screens must be individually acknowledged by pressing the "OK" button.

Each of these warning screens contains the following information:

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

NOTE: If the Warning Category Indicator is related to a implement control failure, the
pop-up warning will ask if the operator desires to go to "Limp Home Mode." If the operator
chooses YES, Advisor will display the Limp Home Screen. The Limp Home screen allows the
operator to slowly, and incrementally move the implements to a position so the machine may be
moved to a safe position for service work. Transmission operation will also be limited to first
gear forward or first gear reverse.
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1F Float 1F-2R
Recall Operator Settings
Default Settings
Display Setup in 10 Seconds
Activated OK
Or
Press
OK

To Recall
Previous Settings OK

22

Advisor will perform a self-test routine upon start-up (Key ON). After a few seconds, a
preliminary screen will appear (above). This preliminary screen asks if the operator wishes to
use the operator preferences that were active the last time the machine was operated. The
operator may acknowledge "YES" by pressing the OK button.

If the operator answers YES by pressing the OK button, Advisor will load into its memory the
set of operator preferences used the last time the machine was operated.

If the operator waits the 10 seconds, the default settings (or factory settings) will be loaded into
its memory. If the operator wishes to use a set of operator preferences other than the last used
set or the factory settings, another set of preferences must be selected from the "Operator" menu
selection, from the Home Menu.

After the preliminary screen has been acknowledged or has expired, "pop-up" warning screens
may be displayed if there are any active faults or events in any of the machine systems (see
illustration No. 21).
SERV7104-12 - 31 - NPI
Vol. 12, No. 3, 2004

PERFORMANCE SCREEN 1 of 2

1F Float 1F-2R
Performance 1 of 2
Engine Engine
Coolant Temp Speed
n/min
23
87.8 C 1410 RPM
Hydraulic Oil TCO
Temperature Temperature
76.6 C 68.8 C
OK
Next

PERFORMANCE SCREEN 2 of 2

1F Float
     1 F-2 R
Performance                   2 of 2
E ngine Oil  Air Inle t
P ress ure Tempe rature 24
506.0 kPa 40 C 
Fuel Level System
Voltage
75 % 26.3 Volts
OK
Previous

The "Performance 1 of 2" screen will appear on the display (illustration No. 23) after the
pop-up warning screens have been acknowledged. This is the default screen. Pressing the right
ARROW button will display the "Performance 2 of 2" screen (illustration No. 24).

Using the left and right ARROW buttons allows the operator to switch back and forth between
the two Performance screens. Vital information about the machine's major systems may be
easily monitored using these two screens and the in-dash Instrument Cluster.
SERV7104-12 - 32 - NPI
Vol. 12, No. 3, 2004

The two Performance screens display real-time text information for the following:

- engine coolant temperature

- engine speed

- hydraulic oil temperature

- torque converter oil temperature

- engine oil pressure

- air inlet temperature

- fuel level

- system voltage

NOTE: For more detailed information about the new monitoring system and Advisor and how
to access and use all of the options, refer to STMG 790 (Form SERV1790), "Caterpillar
Monitoring and Display System With Advisor For Track-type Tractors - Introduction."
SERV7104-12 - 33 - NPI
Vol. 12, No. 3, 2004

25

ENGINE

The C18 ACERT™ technology engine is new for the D9T Track-type Tractor. The engine is
equipped with Mechanical Electronic Unit Injection (MEUI) fuel injectors, an Air To Air
AfterCooler (ATAAC), and a new electro-hydraulic demand fan system. The C18 engine also
utilizes the A4 Engine Electronic Control Module (ECM), which is air cooled. The C18 is rated
at 305.7 net kW (410 net hp) at 1800 rpm.

The C18 engine is an in-line six-cylinder arrangement, with a displacement of 18.1 liters. Most
of the service points for the C18 are located on the left side of the engine.

The C18 engine meets U.S. Environmental Protection Agency (EPA) Tier III Emissions
Regulations for North America and Stage III European Emissions Regulations.

Engine oil and filter change intervals have been increased to 500 hours, under most operating
conditions. However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may
negatively affect the extended oil change intervals. Regular engine oil samplings (S•O•S) must
be performed every 250 hours to confirm oil cleanliness.
SERV7104-12 - 34 - NPI
Vol. 12, No. 3, 2004

The C18 is functionally similar to the 3406E engine used in the D8R Series II. However, the
Engine ECM and its software, the cam, the injectors, the crankshaft, the piston rods, the pistons,
and a few other components are different, reflecting the ACERT technology.

An electro-hydraulic demand fan is standard equipment for the D9T. The D9T may also be
equipped with an automatic/manual fan reversing feature and/or a fan bypass feature for some
applications.

The C18 ACERT technology engine specifications for the D9T Track-type Tractor are:
-Serial No. Prefix: RHX
-Performance Spec: 0K4649 (for North America), and 0K5611 (for E.U.)
-Max Altitude: 2286 m (7,500 ft.) without derate
-Gross Power: 346 kW (464 hp)
-Net Power: 305.7 kW (410 hp)
-Full Load rpm: 1800
-High Idle rpm (full throttle, neutral): 2000 ± 10 (for North America), 1910 ± 10 (for E.U.)
-Low Idle rpm: 700

NOTE: The C18 engine uses a "Ground Speed Governor" engine software strategy to reduce
the potential for engine overspeed and to maintain a constant speed in downhill and uphill
situations when there is little or no load on the blade. The Engine ECM constantly monitors
engine speed and torque converter output speed to make the following adjustments:
- If the engine is at high idle while the machine is traveling downhill, the Engine ECM will
automatically lower engine rpm to maintain the correct torque converter output speed. In
uphill situations, the Engine ECM will automatically increase engine rpm to maintain the
correct torque converter output speed, up to a maximum of 2010 rpm.
- If the operator has set an intermediate engine speed using the decelerator and the high-low
idle switch, this strategy is ignored in uphill situations.

On machines built for the E.U., high idle is set at 1910 engine rpm, due to more stringent noise
requirements. However, in the above mentioned uphill situation, engine rpm may exceed the
1910 rpm high idle speed in order to maintain torque converter output speed, up to a maximum
of 2000 rpm. The ground speed target for E.U. machines is a bit slower, also. This will result in
slightly slower speeds when "roading" the machine and when backing up.
SERV7104-12 - 35 - NPI
Vol. 12, No. 3, 2004

3
2 4
5
1

6
12

7
11

10

26

Major service points accessible from the left side of the engine are:
1. engine oil fill tube
2. engine oil filter and associated service points (discussed later in this presentation)
3. air filter access cover
4. engine oil dipstick
5. block heater receptacle
6. A4 Engine ECM
7. starter
8. ecology drain for engine oil
9. timing probe and adapter port
10. fuel transfer pump
11. air conditioning compressor
12. alternator
SERV7104-12 - 36 - NPI
Vol. 12, No. 3, 2004

1
7
2

6
5

27

Major service points accessible from the right side of the engine are:

1. coolant sampling port (S•O•S)

2. thermostat (coolant temperature regulator) housing

3. jacket water pump

4. coolant flow switch

5. external engine oil cooler

6. auxiliary starter (if equipped with cold weather package)

7. turbocharger

NOTE: At production, the coolant flow switch (4) will be relocated to the rear bonnet of the
engine oil cooler.
SERV7104-12 - 37 - NPI
Vol. 12, No. 3, 2004

5 4

6
3

7
8

28

The primary and secondary fuel filters are located in the compartment at the rear of the left
fender. They are mounted to the front of the fuel tank (1). Shown above are the following
service points:
2. fuel shutoff valve (from tank to primary fuel filter base)

3. fuel pressure sensor

4. filter pressure differential switch (not visible, above)

5. electric fuel priming pump switch

6. electric fuel priming pump (integrated into the primary fuel filter base)

7. primary fuel filter and water separator

8. secondary fuel filter

SERV7104-12 - 38 - NPI
Vol. 12, No. 3, 2004

3 4 5

29

The starter (1) is located on the left side of the engine, and is mounted to the lower front of the
flywheel housing.

Just above the starter (1) is the air cooled A4 Engine ECM (2). Identified above is the J2/P2
connector (4) and the J1/P1 connector (5). The J1/P1 connector is a 70-pin connector and the
J2/P2 connector is a 120-pin connector.

The timing probe connector (3) is tied to the J2/P2 wiring harness, just above the Engine ECM.

Also accessible on the left side of the engine are the ports for the (9S9082) engine turning tool
and the (136-4632) Top Dead Center (TDC) pin (6). The longer of the two bolts holding the
cover on the engine turning tool port may also be used to insert in the TDC port instead of the
TDC pin.
SERV7104-12 - 39 - NPI
Vol. 12, No. 3, 2004

30

1
2

31

Also accessible from the left side of the engine, and located just ahead of the Engine ECM is the
engine oil pressure sensor (1) and the atmospheric pressure sensor (2).

Just above the engine oil and atmospheric pressure sensors is the fuel pressure regulator
housing (3). The fuel temperature sensor (4) is installed in the top of the fuel pressure regulator
housing.
SERV7104-12 - 40 - NPI
Vol. 12, No. 3, 2004

32

33
3

Located on the left side of the engine is the primary (crankshaft) speed/timing sensor (1). It is
installed at the bottom front of the engine in the side of the timing gear cover, just behind the
crankshaft damper.
Just above the crankshaft speed/timing sensor is the fuel transfer pump (2). It is driven by a gear
in the front gear train.
The (7X1171) timing calibration probe adapter may be threaded into the timing calibration
probe port (3) after removing the plug. The port is located to the rear and below the fuel transfer
pump. The (6V2197) timing probe (transducer) may then be inserted into the adapter. An air
gap of 1 mm (.040") must be maintained between the end of the probe and the crankshaft lobe.
The (7X1695) cable is used to connect the timing probe to the timing probe connector shown in
illustration no. 29. The probe senses a notch that is machined into the crankshaft lobe.
SERV7104-12 - 41 - NPI
Vol. 12, No. 3, 2004

34

At the top left of the engine, and located behind the bottom of the engine oil fill tube (1) is the
secondary (cam) speed/timing sensor (2). It is installed in the rear of the timing gear cover.
SERV7104-12 - 42 - NPI
Vol. 12, No. 3, 2004

8 7
6
9
5

4
1

3
2

35

Also located at the left front of the engine are the following service points:
1. intake manifold (boost) air pressure sensor

2. engine oil filter

3. ether aid solenoid

4. intake manifold air temperature sensor

5. Crank-Without-Inject plug and connector

6. engine oil dipstick

7. engine oil pressure port (after filtering)

8. engine oil sampling port (S•O•S port) (before filtering)

9. engine oil fill tube

SERV7104-12 - 43 - NPI
Vol. 12, No. 3, 2004

1 2 3

36

37
7

6
5

The "Crank-Without-Inject" connector (1) is attached to the upper engine wiring harness with
tie-wraps. Removing the plug (2) from the connector (1) and inserting the plug at the right (3)
will disable the fuel injectors, allowing the engine to be turned (cranked) with the starter, but
without the engine starting.

The coolant temperature sensor (4) is installed at the right front of the engine, just above the
jacket water pump (5).

A poly-vee belt (6) and tensioner (7) system at the front of the engine is used to drive the air
conditioning compressor and the alternator.
SERV7104-12 - 44 - NPI
Vol. 12, No. 3, 2004

38

4
3

39

The ecology drain valve (1) for the cooling system is located on the suction tube between the
return port from the AMOCS radiator and the inlet to the jacket water pump. Coolant can be
drained from the radiator, the engine, the power train and engine oil coolers, and the entire
cooling system using this drain valve.

Also located at the right front of the engine is the jacket water pump (2) and the thermostat
(temperature regulator) housing (3). Engine coolant samples (jacket water S•O•S) may be taken
at the sampling port with the green protective cap (4).
SERV7104-12 - 45 - NPI
Vol. 12, No. 3, 2004

5 4

3
2

40

The turbocharger (1) is located on the right side of the engine and uses a standard wastegate (2).
The wastegate is operated by boost pressure from a line (3) coming from the turbo outlet (intake
air) side of the turbocharger. When the wastegate opens it allows some of the exhaust gasses to
bypass the turbocharger. The wastegate limits boost pressure, which limits the maximum
cylinder pressure.

The bearings in the center section of the turbocharger are lubricated with engine oil. The
bearings are also water cooled, using jacket water from the cooling system.

Also visible in the illustration above is the turbo inlet pressure sensor (4). It is installed at the
outlet of the air filter canister (5).
SERV7104-12 - 46 - NPI
Vol. 12, No. 3, 2004

5
4

41
3

10

9
8

42

6
7

The external engine oil cooler (1) is located along the right side of the engine. It is an oil-to-water
type cooler. The cast manifolds on either end of the engine oil cooler are the coolant inlet (2) and
the coolant outlet (3) for the power train oil cooler (not shown above). Oil flows from the oil pump
to the rear of the oil cooler where it flows around tubes filled with coolant. When the oil is cold,
some of the oil passes through the cooler bypass tube (4). Oil exits the cooler through the outlet (5)
where it flows to the oil filter (shown earlier). From the filter, the oil enters the oil gallery in the
engine block where it is used for lubrication purposes.
A fuel heater (6) is included with the cold weather arrangement. The fuel heater is mounted to the
inside of the left fender, just under the front of the floor plate in the operator compartment. Fuel is
heated using engine coolant. Coolant from the cab heater supply line enters the fuel heater at the
inlet (7) and returns at the outlet (8). Fuel from the primary fuel filter and water separator enters
the heater at inlet (9) and exits through outlet (10), where it continues on to the fuel transfer pump.
SERV7104-12 - 47 - NPI
Vol. 12, No. 3, 2004

C18 ACERT ENGINE FUEL DELIVERY SYSTEM

Electric Fuel
Priming Pump Fuel Tank Fuel
Shutoff
Valve

Fuel Gallery

Primary Secondary
Fuel Filter Fuel Filter

Fuel
Transfer
Pump

Fuel Pressure
Regulator

43

Fuel System

Fuel is drawn from the fuel tank through the primary fuel filter (ten micron) and water separator
by a gear-type fuel transfer pump. The fuel transfer pump then pushes the fuel through the
secondary fuel filter (two micron).
The fuel is then directed to the fuel pressure regulator manifold and then to the cylinder head.
The fuel enters the cylinder head and flows into the fuel gallery, where it is made available to
each of the six MEUI fuel injectors. Any excess fuel not injected leaves the cylinder head, and
is directed back to the fuel pressure regulator. The fuel pressure regulator maintains a fuel
system pressure of approximately 560 ± 50 kPa (81 ± 7 psi). The fuel pressure regulator is a
check valve that is installed in the fuel pressure regulator manifold.
From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel
used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and injector cooling purposes).
A pressure differential switch is installed in the secondary fuel filter base and will alert the
operator, via Advisor, of a clogged fuel filter. This indicates that the secondary fuel filter is
being bypassed and the fuel filter should be replaced immediately.
SERV7104-12 - 48 - NPI
Vol. 12, No. 3, 2004

D9T COOLING SYSTEM

ENGINE AT OPERATING TEMPERATURE

Shunt Tank ATAAC

(Far Side)
Cab Vent
Heater Line
Thermostat
Housing

Hydraulic Oil Cooler

> 92 C Hottest Turbo

Bypass
Increasing Tube
87 C
Coolant
Temperature Engine Oil Cooler

< 81 C Coldest Power Train Oil Cooler Jacket

Water
Pump

C18 Engine

AMOCS Hydraulic
Radiator Demand Fan

44

Cooling System

Shown above is a schematic of the cooling system for the D9T Track-type Tractor with the C18
ACERT technology engine. The C18 uses an Air To Air AfterCooler (ATAAC) to cool the
intake air. The ATAAC is mounted vertically in the radiator guard (not pictured, in the above
illustration). It is in line with, and to the left of the AMOCS radiator cores. The hydraulic oil
cooler is an oil-to-air type cooler and is mounted horizontally, behind the AMOCS cores.
The AMOCS radiator contains seven cores and are the standard "two-pass" type cores. The
hydraulic demand fan is mounted on the front of the radiator guard and it is controlled by the
Engine ECM. This arrangement draws air through the sides of the engine compartment, then
through the hydraulic oil cooler, the radiator and the ATAAC, and then out the front of the
tractor. This design lessens the possibility of the fan ejecting debris into the coolers.
Coolant flows from the jacket water pump, through the engine oil cooler and the power train oil
cooler (in parallel), and then into the engine block. Coolant then flows through the engine block
and then into the cylinder head. From the cylinder head, the coolant flows to the thermostats
(temperature regulators) and either goes directly to the water pump through the bypass tubes or
to the radiator, depending on the temperature of the coolant.
SERV7104-12 - 49 - NPI
Vol. 12, No. 3, 2004

Hot coolant enters the bottom of the radiator, flows upward through the front side of the
AMOCS cores, and then down the back side of the cores. The coolant then exits the radiator
and returns to the jacket water pump.
A small amount of hot coolant flows from the cylinder head to the turbocharger via the
thermostat housing, for cooling purposes. This coolant is then directed to the shunt tank.
Coolant from the shunt tank is directed to the water pump.
NOTE: The thermostat housing for the C18 engine contains dual thermostats. The opening
temperature for these thermostats is 81° - 84° C (178° - 183° F). The thermostats should be
fully open at 92° C (198° F).
SERV7104-12 - 50 - NPI
Vol. 12, No. 3, 2004

45

46
5
6

Mounted horizontally on the back side of the radiator guard is the hydraulic oil cooler (1). The
hydraulic oil cooler is an oil-to-air type cooler. In front of the hydraulic oil cooler are the seven
AMOCS radiator cores (2). Mounted vertically on the left side of the AMOCS cores is the
ATAAC core (3). The coolant shunt tank (not shown) is mounted to the underside of the hood,
above the left side engine compartment door.

Opening the grill on the front of the radiator guard gains access to the fan (4) and the hydraulic
fan motor (5).
If the machine is equipped with dual tilt, the dual tilt valve (6) is also located here.
SERV7104-12 - 51 - NPI
Vol. 12, No. 3, 2004

5 4 3 2

47

If the machine is equipped with a reversing fan or a cold weather package, the combination fan
reversing valve/fan bypass valve (1) is located underneath the radiator guard, at the left side.

Components of the combination fan reversing valve/fan bypass valve shown above are:

2. crossover relief valves

3. pilot operated diverter (reversing) valve (another diverter valve is located on the other
side of the valve body)

4. fan reverse control solenoid

5. fan bypass control solenoid

SERV7104-12 - 52 - NPI
Vol. 12, No. 3, 2004

D9T STANDARD HYDRAULIC FAN DRIVE SYSTEM

MAXIMUM FAN SPEED Fan Pump
Pressure Cont rol
Engine Coolant
Solenoid
Temp. Sensor
Int ake Air
Temp. Sensor

Hydraulic Oil Pump

Temp. Sensor Engine Cont rol
ECM Valve

Fan Pump
Pressure Sensor Fan
Implement Pump
ECM

Fan Mot or HFPD

Hydraulic Oil Cooler S

Bypass Valve

Hydraulic
Oil Cooler

To St eering Charge Pump

48

Hydraulic Demand Fan System

The D9T Track-type Tractor is equipped with a hydraulic demand fan. Although the fan is part
of the hydraulic system, it is controlled by the Engine ECM. The Engine ECM considers four
inputs for controlling the fan. The hydraulic oil temperature sensor, the engine intake air
temperature sensor, and the engine coolant temperature sensor all provide temperature
information to the Engine ECM.
The fan pump discharge pressure sensor is the fourth input to the Engine ECM. The Engine
ECM monitors the temperature inputs, and considering fan pump discharge pressure, provides a
signal to the (proportional) fan pump pressure control solenoid in order to maintain a target fan
system pressure. Fan pump pressure determines fan speed.
When the fan pump control solenoid receives the minimum signal from the Engine ECM,
maximum controlled flow is sent to the fan motor, resulting in maximum controlled rpm, as
shown above. Illustration No. 48 shows a schematic of the standard hydraulic demand fan
system with the fan system at maximum controlled pressure.
SERV7104-12 - 53 - NPI
Vol. 12, No. 3, 2004

If maximum fan speed is not required, the fan pump pressure control solenoid is fully energized,
causing the fan to turn at a slower speed. Minimum controlled fan speed is attained when the
fan pump pressure control solenoid is fully energized.

If communication is lost between the Engine ECM and the fan pump pressure control solenoid,
the fan will default to the maximum mechanical pressure setting (high pressure cutoff).

A fan reversing valve and/or a fan bypass valve and the associated controlling software is
available as an attachment.

A more detailed explanation of the fan pump and the fan pump control valve can be found on
the the next few pages.

NOTE: If the engine is in the overspeed condition, the Engine ECM will regulate the fan to
minimum speed, in an effort to protect the fan pump.
SERV7104-12 - 54 - NPI
Vol. 12, No. 3, 2004

D9T FAN PUMP AND CONTROL VALVE

Pump Output MAXIMUM CONTROLLED FAN SPEED
Pressure to Fan Motor
Control
Solenoid Case
Drain Large
Passage Actuator Swashplate

Pin
Spring
Pressure
Control
Spool
Pump
Control Spring
Spool Drive
Shaft

Small Actuator
and Bias Spring
Adjustment Signal Passage Piston and
Screw to Actuator Piston Barrel Assembly

49

When conditions require maximum fan speed, the Engine ECM de-energizes the fan pump
pressure control solenoid, sending the least amount of signal, as shown above. (With no current,
the mechanical high pressure cutoff will raise the fan speed to its absolute maximum rpm.)

With the solenoid receiving minimum signal, the pressure control spool spring forces the top
half of the pressure control spool up against the solenoid pin. This blocks most of the pump
output oil in the pump control spool spring chamber from draining to tank through the case drain
passage, which causes the pump control spool spring chamber to become pressurized. The force
of the spring at the top of the pump control spool, plus the pressure of the oil, is then greater
than the oil pressure at the bottom of the pump control spool. The pump control spool is held
down, blocking pump output oil from entering the signal passage to the large actuator piston in
the pump. The large actuator piston is then open to drain.

With only tank pressure in the large actuator piston, the bias spring moves the pump swashplate
to an increased angle, causing the pump to UPSTROKE, providing controlled maximum flow to
the fan motor. This condition creates maximum controlled fan pump system pressure, which
results in maximum controlled fan speed.
SERV7104-12 - 55 - NPI
Vol. 12, No. 3, 2004

In the case of a failed solenoid (no current to the solenoid), the solenoid pin does not force the
top half of the pressure control spool down against the spring. With the pressure control spool
completely seated, pump pressure increases until the upper half of the pressure control spool is
forced down by oil pressure, against the force of the pressure control spool spring. This allows
oil in the pump control spool spring chamber to drain to tank through the case drain passage,
lowering the pressure in the pump control spool spring chamber. The force of the spring at the
top of the pump control spool plus the pressure of the oil is now less than the oil pressure at the
bottom of the pump control spool, due to the orifice effect of the passage through the pump
control spool. The pump control spool then moves up, allowing pump output oil to enter the
signal passage. This causes pressure in the pump's large actuator piston to increase.

The increased pressure in the large actuator piston overcomes the force of the pump bias spring,
which causes the swashplate to move to a decreased angle, and the pump DESTROKES until a
balance is attained in the pressures. This condition results in mechanical high pressure cutoff.
The mechanical high pressure cutoff is adjusted using the adjustment screw. When the
adjustment screw is turned in, it increases the force of the pressure control spool spring, which
increases the maximum cutoff pressure. When the screw is turned out, maximum cutoff
pressure is lowered.
SERV7104-12 - 56 - NPI
Vol. 12, No. 3, 2004

Pump Out put D9 T FAN PUMP AND CONTROL VALVE

Pressure t o Fan Mot or MINIMUM FAN SPEED
Cont rol
Solenoid
Case Drain Large
Passage Act uat or Swashplat e

Pin
Spring
Pressure
Cont rol
Spool
Pump
Cont rol Spring Drive
Spool
Shaft

Small Act uat or

and Bias Spring
Adjust ment Signal Passage Pist on and
Screw t o Act uat or Pist on Barrel Assembly

50

When a slower fan speed is required, the Engine ECM energizes the fan pump pressure control
solenoid (proportional to temperature data) as shown above.
With the solenoid energized, the solenoid pin pushes down on the top half of the pressure
control spool, against the force of the pressure control spool spring. This allows oil in the pump
control spool spring chamber to drain to tank through the case drain passage, lowering the
pressure in the pump control spool spring chamber. The force of the spring at the top of the
pump control spool plus the pressure of the oil is now less than the oil pressure at the bottom of
the pump control spool, due to the orifice effect of the passage through the pump control spool.
The pump control spool then moves up, allowing pump output oil to enter the signal passage.
This causes pressure in the pump's actuator piston to increase.
The increased pressure in the actuator piston overcomes the force of the pump bias spring. This
causes the swashplate to move to a decreased angle, and the pump DESTROKES. The pump
then provides less flow to the fan motor, resulting in lower fan pump system pressure and a
slower fan speed.
The illustration above shows the fan pump at minimum angle, or minimum flow. This will
cause the fan motor to turn at its slowest speed.
SERV7104-12 - 57 - NPI
Vol. 12, No. 3, 2004

1
2

3 6

4 5

51

The hydraulic demand fan pump (1), is mounted to the rear of the implement pump at the upper
right of the flywheel housing.

Service points for the demand fan pump that are shown above are:

2. Hydraulic Fan Pump Discharge pressure (HFPD) pressure test port

3. fan pump pressure sensor (left side of pump)

4. fan pump pressure control solenoid

5. adjustment screw for the pump control spool

6. adjustment screw for the pressure control spool

SERV7104-12 - 58 - NPI
Vol. 12, No. 3, 2004

D9T POWER TRAIN ELECTRONIC CONTROL SYSTEM

Parking Transmission
Brake Swit ch Cont rols
Left Brake Advisor Inst rument Clust er

St eering Lever
CAN C 5
10 15
20

Posit ion Sensors

0 25

Transmission Steering Dat a Link n/ min km/ h mph

2 .3 1N
kPa PSI km miles C F

1 3 2 .1

Charging Filter (A) Differential

Service
Brake CAT Dat a Link

CAN A Dat a Link

Steering Left and Right
Dat a
Motor St eering Pump
Sensor Port
Cont rol Solenoids

Power Train
Swit ches, Sensors,
Brake
Valve and Senders
Transmission
Modulating Valves

3
5 Power Train ECM
4
2 1
Torque
Torque Converter Converter
Inlet Relief Valve

Transmission
Main Relief Valve Torque Converter Engine ECM
Outlet Relief Valve

Crank Timing
Sensor
Power Train
Oil Cooler
Priority
Valve

To Brake and
Transmission
Lube
Torque Converter Lube Distribution
Charging Filter (B) Manifold

Right Brake

52

POWER TRAIN
Numerous upgrades have been implemented in the power train for the D9T Track-type Tractor.
These upgrades include:
- high efficiency torque converter with fixed stator, providing engine overspeed protection
- Electronic Clutch Pressure Control (ECPC) power shift transmission
- common top pressure strategy for power train hydraulics
- electronic brake control valve, similar to D8R Series II
- electro-hydraulic differential steering system controlled by the Power Train ECM
- transmission output speed sensors that are easily installed and that require no adjustment
- new priority valve and priority valve strategy
- new A4 Power Train ECM which controls the transmission, braking, and the steering
- electronic control of the differential steering system
- AutoShift and Auto KickDown features, similar to the D8R Series II
- easy access to two, 6-micron power train oil filters
SERV7104-12 - 59 - NPI
Vol. 12, No. 3, 2004

Left Brake Lube Pressure D9T POWER TRAIN SCHEMATIC

Pressure Port Port ( LB1 ) Fill Tube Torque Converter FIRST GEAR FORWARD
Transmission
Charging Filter (A) Scavenge Section "B"

Transmission Torque Converter Transmission

Scavenge Charging Charging Section "D"
Section "A" Section "C"

Power Train
Oil Pump

Flywheel
Transmission Lube Pressure
Brake (L3)
Supply
Pressure
Pressure (TP)
(B1)

Transmission
Main Relief Valve
Pressure (P)
4 Brak
e Steering
Transmission Controls Valv
e Breather Pump
Temp. Sensor 3 5
Vent Line

TC Supply 2 1
Pressure (M)

TC Outlet
Relief Pressure Torque Flywheel C18
(N) Converter Housing Engine
Torque Converter
Inlet Relief Valve
Transmission
Lube Pressure
(L1) Cooler Lube
Priority Pressure
Filter Bypass Valve (CL)
Sensor

TC Outlet
Temperature
Sensor
S¥O¥S Torque Converter
Sampling Port Outlet Relief Valve

System Lube Power Train Oil Cooler

Priority
Pressure
Valve Group
Torque Converter (L2)
Charging Filter (B)
Priority Valve Lube Pressure Right Brake
Pressure (PV) Port (LB2) Pressure Port

53

The four-section fixed displacement power train oil pump is installed at the left front of the main
case. The pump is driven by a drive shaft connected to the rear of the steering pump.

The transmission charging section "D" of the power train oil pump provides high pressure oil to
the transmission main relief valve, which maintains a common top pressure for operation of the
transmission modulating valves and the brakes.

With the common top pressure power train strategy, transmission clutch engagement pressure
calibrations and brake pressure adjustments are not required. (Clutch fill time calibrations and
brake touch-up calibrations are required.) When the transmission main relief valve is properly
adjusted, all the pressures for transmission clutches and brakes are also properly adjusted.

The torque converter charging section "C" of the power train oil pump supplies oil to the torque
converter through the priority valve. Oil from the transmission charging section that flows past
the main relief valve mixes with the torque converter charge oil inside the manifold and after the
priority valve.
SERV7104-12 - 60 - NPI
Vol. 12, No. 3, 2004

Oil that exits the torque converter through the torque converter outlet relief valve is directed to
the power train oil cooler. Oil that exits the power train oil cooler is then sent to the lube
distribution manifold, where it is directed to various power train components.

The torque converter scavenge section "B" of the power train oil pump draws oil from the torque
converter housing and the flywheel housing through a screened port. This oil is then directed
back into the main sump.

The transmission scavenge section "A" of the power train oil pump draws oil from the
transmission and bevel gear case through a screened port. This oil is also directed back into the
main sump.

Nearly all power train pressure test ports are easily accessible from the rear of the machine.
Torque converter outlet relief pressure (N) and power train oil cooler lube pressure (CL) are
accessible by removing the floor plate in the operator compartment. Flywheel lube pressure
(L3) is accessible through the left side engine compartment door, toward the rear of the
compartment and on top of the flywheel housing (steering pump drive portion).
SERV7104-12 - 61 - NPI
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2 3 4

54

The priority valve group (1) contains the priority valve, the lube distribution manifold, and the
torque converter inlet relief valve. The priority valve group housing is located at the right front
of the main case.

The steering motor (2) is installed at the center of the main case, just above the drive shaft.

The electronic brake control valve (3) is mounted to the top of the main case.

The power train breather (4) is installed on the vent line that connects the torque converter
housing and the main case.

The four-section power train oil pump (5) is located at the left front of the main case and is
driven by a shaft that connects its drive hub to a drive hub on the rear of the steering pump (not
pictured). The drive shaft is covered by a guard when the machine is completely assembled.

The transmission charging section and the torque converter charging section of the power train
oil pump draw their oil from the main sump through the screened suction manifold (6). The
screen is accessible for cleaning through the cover on top of the suction manifold.
SERV7104-12 - 62 - NPI
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4 3 2 1

55

The fixed displacement four-section power train oil pump is mounted to the left front of the
main case.

The transmission oil scavenge section "A" (1) draws oil from the transmission and bevel gear
case (inside the main case). The torque converter scavenge section "B" (2) draws oil from the
torque converter housing. The oil from these two scavenge sections is pumped into the main
power train oil sump in the main case.

The torque converter charging section "C" (3) and the transmission charging section "D" (4)
draw oil from the main sump through the screened, suction manifold (5). The screen in the
suction manifold may be easily accessed by removing the square cover, on top of the manifold.

The pump drive hub (6) connects to a shaft that is driven by a similar hub at the rear of the
steering pump.
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2 1

56

The two, 6-micron power train oil filters are located at the rear of the machine.

Shown in the illustration above is the torque converter charge filter (1) and the transmission
charge filter (2).

The ecology drain (3) for the transmission case is also shown above.
SERV7104-12 - 64 - NPI
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57

4
3

7 8
6
5

58

The filter base for the transmission charge filter contains the following service points:
1. transmission supply pressure test port (TP)
2. transmission main relief pressure test port (P)
3. transmission controls temperature sensor
Also visible in illustration No. 57 is the brake pressure test port (4).
The torque converter inlet relief pressure test port (5) and the transmission lube pressure test
port (6) are located at the top of the transmission case. The filter base for the torque converter
charge filter contains the following service points:
7. power train oil filter bypass switch
8. power train oil sampling port (S•O•S)
9. priority valve pressure test port
SERV7104-12 - 65 - NPI
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6 5
7

4
8

10 1 2

59

The priority valve (1) is contained in the priority valve group housing. The priority valve
adjustment screw (2) is located beneath the housing. Priority valve pressure (PV) may be tested
at an alternate location by removing the plug (3) on the side of the housing and installing a
pressure tap. Also shown above is the priority valve solenoid (4). The priority valve solenoid is
DE-ENERGIZED and the priority valve is regulated to Priority Mode when the engine speed is
less than 1400 rpm or when the power train oil temperature is below 40°C (104°F). The priority
valve solenoid is ENERGIZED when in the Normal Mode.
The torque converter inlet relief valve (5) is installed in the top center of the housing. Torque
converter inlet pressure may be checked (alternate location) by removing the plug (6) on the top
of the torque converter supply flange and installing a pressure tap.
Power train system lube pressure (L2) may be tested at the pressure test port (7) for the lube
distribution manifold (8).
The hose on the left (9) supplies cooled power train oil to the lube distribution manifold from the
power train oil cooler. The hose on the right (10) directs torque converter charge oil to the
torque converter.
NOTE: The priority valve for the D9T does not regulate to Priority Mode during transmission
gear or directional changes.
SERV7104-12 - 66 - NPI
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4 3
5

60

1 2

61

The electronic brake valve (1) used on the D9T is similar to that used on the D8T, and previously,
the D8R Series II machines. It is located on top of the main case, just below the operator seat.
Contained in the brake valve body is the proportional solenoid (2), which is used to control the
service brakes. The parking brake solenoid (3) and the secondary brake solenoid (4) are both
ON/OFF solenoids. Brake pressure (B1) can be tested using the pressure test port (5) at the rear
and on top of the brake valve body.

The service brake pedal (6) is connected to a rotary position sensor (7) that sends a PWM signal
to the Power Train ECM. The Power Train ECM then sends a signal to the proportional
solenoid (2) to apply the service brakes. The signal is proportional to the amount of pressure
applied to the pedal. When the pedal is completely depressed, the solenoid is DE-ENERGIZED
and the brakes are fully applied.
SERV7104-12 - 67 - NPI
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3 1
62

5 6

63

7
4

The torque converter output speed sensor (1) is installed above the torque converter output
shaft (2). The torque converter outlet relief valve (3) is mounted to the left side of the torque
converter housing.
The torque converter outlet relief valve maintains the minimum oil pressure inside the torque
converter. Torque converter outlet relief pressure (N) can be tested at the lower pressure test
port (4) on the torque converter outlet relief valve. Cooler lube pressure (CL) may be tested at
the upper pressure test port (5). The torque converter oil temperature sensor (6) is installed in
the torque converter outlet relief valve and provides a signal to the Power Train ECM. This
signal is used to drive the analog torque converter oil temperature gauge at the upper right of the
in-dash instrument cluster. Oil exits the torque converter outlet relief valve through a hose
connected to the flange (7), where it is then directed to the power train oil cooler.
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64

65

The power train oil cooler (1) is an oil-to-water type cooler and it is located on the right side of
the engine. It is in parallel to the external engine oil cooler in the cooling system.

Flywheel lube pressure (L3) may be tested at the pressure test port (2) that is located on top of
the flywheel housing, at the left rear of the engine compartment.
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66

The D9T now uses an ECPC power shift transmission, which contains three hydraulically
controlled speed clutches and two hydraulically controlled directional clutches located in the
planetary group (1).

The transmission uses two transmission output speed sensors (2) to determine the speed and
direction of the output shaft (3).

Each transmission clutch in the planetary group has a corresponding solenoid controlled clutch
modulating valve (4) located on the transmission hydraulic control (5). The transmission
hydraulic control is located on top of the planetary group.
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3
2

67

68

Transmission output speed and direction are sensed by the the two transmission output speed
sensors (1). The speed/direction pick-up wheel (2) is splined to the output shaft (3). The
transmission output speed sensors do not require adjusting when they are installed. They are
held by two clips, which maintain the proper air gap between the sensors and the pick-up wheel.

Removing the inspection cover on the transmission case, at the rear of the machine, gains access
to the transmission main relief valve (4), its adjustment screw and lock-nut (5) and also the
solenoid controlled transmission modulating valves (6).
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69

70

The power train oil fill tube (1) is located in the forward compartment on the left fender.

The power train oil dipstick (2) is located under the spring-hinged door beside the step, at the
front of the left fender.
SERV7104-12 - 72 - NPI
Vol. 12, No. 3, 2004

St eering Charge D9T DIFFERENTIAL STEERING SYSTEM

St eering Filt er and Bypass LEFT TURN
Charge Pressure
Sensor
F

Pump
Power Train
Cont rol
ECM
Valve

Pump Act uat or

HD Pist on
Charge
Pump
St eering
Flushing Cont rol
Valve Lever
St eering
HC
Pump

St eering Mot or
Cold Oil X2 X1 St eering Lever
Pressure Override Posit ion Sensors
Relief Valve
Valve
Charge Pressure
Relief Valve Crossover Relief
and Makeup Valves
From Suct ion Manifold
From Hydraulic Oil Cooler
To Case Drain Manifold

71

Differential Steering System

The differential steering system for the D9T Track-type Tractor is now electronically controlled
and it operates identically to the D8T Track-type Tractor. These upgrades include:
- new solenoid controlled, over-center, bi-directional piston pump
- electronic steering control lever with three rotary position sensors (triple redundant)
- steering motor with a speed and direction sensor
- steering system controlled by the Power Train ECM
Shown above is a schematic of the steering hydraulic system for the D9T in the LEFT TURN
condition. The gear-type charge pump and the over-center, bi-directional steering pump operate
similar to the steering pump on the D8R Series II Track-type Tractor. The D9T steering pump is
controlled by two proportional solenoids instead of the pilot operated pump control valve used
in the D8R Series II steering pump. The steering control lever now uses three rotary position
sensors to send a PWM signal to the pump control solenoids through the Power Train ECM.
This replaces the mechanically operated pilot valve system. The steering motor is similar to that
used on the D9R, but it now utilizes a dual Hall Effect sensor in order to provide speed and
direction feedback information to the Power Train ECM.
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3 2

72

1
4

73

The steering pump is mounted to the upper left, rear of the flywheel housing. Components
identified in the two illustrations above are:
1. "X1" pressure test port (steer right)
2. "X2" pressure test port (steer left)
3. left steer pump control solenoid
4. right steer pump control solenoid
5. left steering loop pressure test port (HC)
6. right steering loop pressure test port (HD)
7. steering charge pump
SERV7104-12 - 74 - NPI
Vol. 12, No. 3, 2004

D9T STEERING LEVER

POSITION SENSORS

Sensor No. 3

Sensor No. 2

Sensor No. 1

12 Pin Connector

74

The illustration above shows the steering control lever and the rotary position sensor assembly
installed on the bottom of the steering lever shaft. The three sensors are a single component. If
one sensor fails, the component (all three sensors) must be replaced.

When the operator moves the steering control lever, these sensors send a PWM signal to the
Power Train ECM. The Power Train ECM then sends a corresponding signal to the appropriate
steering pump control solenoid. The solenoid comes into contact with, and moves the pump
control valve.

The steering lever position sensors and steering pump control solenoids replace the steering pilot
valve and the pilot operated pump control valve used in the D9R Track-type Tractor.

The steering lever position sensors may be calibrated using the Cat Advisor panel or by using
Caterpillar ®Electronic Technician (ET).
SERV7104-12 - 75 - NPI
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75

DUAL HALL EFFECT SPEED AND DIRECTION SENSOR

Hall Effect Element No. 1

76

Hall Effect Element No. 2

The steering motor (1) is installed in the front of the main case, just above the transmission input
shaft. The steering motor provides input to the steering differential. A dual Hall Effect speed
and direction sensor is installed in the underside port (2) of the steering motor. (The sensor is
not installed in the illustration above.)

The dual Hall Effect sensor contains two sensing elements. As the steering motor rotates, the
rotation of the internal parts of the motor induce a current (signal) into both elements of the
sensor. The difference in the timing between the signals determines the motor's speed.
Direction is determined by sensing which element provides the signal first, and then second.
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4

77

The steering charge filter (1) is a canister-type filter with a replaceable element. It is located
under the triangular deck plate just outside the left operator compartment door.

Steering charge pump discharge pressure (F) can be checked using the pressure test port (2) that
is installed in the top of the filter housing cover. The steering charge pump discharge pressure
sensor (3) is installed on top of the housing, at the filter inlet (4).

Not visible above is the steering charge filter bypass switch (pressure differential switch). It is
installed in the housing between the filter inlet port (4) and the filter outlet port (5). (The filter
inlet hose in the illustration above is in front of the switch from this angle.)
SERV7104-12 - 77 - NPI
Vol. 12, No. 3, 2004

Dual Tilt
Cylinder (Left) D9T HYDRAULIC SYSTEM
Ripper Lift
Cylinder
Blade Lift BLADE RAISE
Ripper Tip Dual Tilt Valve Cylinder
Cylinder
Pin Puller Implement
Lockout
Valve

HPS AP
Ripper Tip Quick-Drop Blade Lift
Cylinder Dual Tilt Valve Cylinder Pilot
Ripper Lift Cylinder (Right) Single Tilt
Cylinder Cylinder Filter
Accumulator
End
Cover Charging
Valve
Pilot Manifold

HA

Pressure Reducing
Valve

Main
Relief
Valve

Ripper Tip Ripper Lift Blade Tilt Blade Lift

Inlet Manifold

HB

Steering Charge
Filter and Bypass Float Pilot Boost Line

F
Steering Control
Valve

HD Implement
Pump
Vacuum
Breaker

HC Steering
St eering Pump
Mot or
Fan Mot or
HFPD 200 Micron
Screen

Cold Oil Case Drain

X2 X1 Fan Pump
Relief Valve
Cooler S Filt er
Bypass Hydraulic
Valve Oil Cooler Suction Manifold

Case Drain Manifold

78

IMPLEMENT HYDRAULIC SYSTEM

The implement hydraulic system for the D9T includes these upgrades:
- electronic implement controls with the new A4 Implement ECM

- electro-hydraulic implement control valves (pilot operated, solenoid controlled)

- addition of a pilot oil filter

- the implement return oil filter has been replaced with a screen

- oil-to-air hydraulic oil cooler mounted behind the AMOCS radiator cores

- Auto Blade Assist (ABA) and AutoCarry are now available as attachments

Shown above is a color schematic of the D9T Track-type Tractor equipped with a ripper. The
schematic shows the hydraulic system in the BLADE RAISE condition.
SERV7104-12 - 78 - NPI
Vol. 12, No. 3, 2004

D9T BLADE LIFT CONTROL VALVE

BLADE RAISE

Tank Blade Raise

Makeup Chamber Solenoid
Valve Valve
Rod End Head End
Signal
Chamber

Pilot
To Tank Chamber To Tank
Hole
Pilot Supply Pilot Supply

Float From Blade

Pilot Boost Tilt Valve

Main Valve
Spool
Resolver
Load Check Valve
Spring
Flow Chamber To Pump
From Implement Pump
Control Compensator
Valve Valve

79

Shown above is a color cutaway drawing of the D9T blade lift control valve for the blade raise
function. This graphic shows the valve in the BLADE RAISE position.
When the operator moves the dozer control lever from HOLD to RAISE, an electronic signal is
sent to the Implement ECM, which in turn sends a signal to energize the proportional blade raise
solenoid valve (at the right end of the control valve). The solenoid valve then directs pilot oil to
shift the main valve spool to the left, into the RAISE position. High pressure oil from the
implement pump then flows past the internal flow control valve and the load check valve. The
oil then flows past the main valve spool and out to the rod end of the lift cylinders to raise the
blade. As the blade is raised, oil from the head end of the lift cylinders returns through the head
end passage of the blade lift control valve. The return oil flows past the main valve spool and
then into the tank chamber to the hydraulic tank.
At the same time, high pressure oil from the cylinder rod end passage flows into the hole in the
left end of the main valve spool. This is signal oil. This signal pressure is felt through the center
of the main valve spool and then into the signal chamber, where it is directed to the signal
resolver passage. If this pressure is the highest pressure in the signal resolver network, the oil
shifts the signal resolver ball to the right and the signal is sent to the pump compensator valve.
SERV7104-12 - 79 - NPI
Vol. 12, No. 3, 2004

The pump then UPSTROKES to meet the flow demand, in proportion to the signal pressure. If
the compensator valve is properly adjusted, the pump will maintain a margin pressure of
approximately 2100 ± 175 kPa (305 ± 25 psi) above the signal pressure.
At the same time that the signal pressure is transmitted into the resolver network, the signal
pressure is also sent to the spring chamber behind the flow control valve. This signal pressure,
plus the force of the spring, keeps the flow control valve in a position to meter the pump supply
oil and maintain the proper flow of oil to the lift cylinders, regardless of changes in load on the
lift cylinders or the activation of another implement in the system.
SERV7104-12 - 80 - NPI
Vol. 12, No. 3, 2004

D9 T PILOT MANIFOLD
HPS Relief Valve

Pilot Supply AP

Implement
Lockout Valve Accumulat or

Pilot Filt er

HA
Filt er
Bypass Valve

Pressure Screen Implement Pump

Reducing Valve Implement Pressure Sensor
Pump Supply

80

The pilot manifold is mounted to the inside of the right fender, toward the front, and is
accessible through the floor plate in the operator compartment. The pilot manifold contains the
pressure reducing valve, which supplies pilot oil to the solenoid valves that are located on either
end of each implement control valve. The pilot manifold is supplied with oil from the
implement pump, through the inlet manifold of the valve stack. The pilot manifold also contains
the implement pump pressure sensor, the implement lockout valve, the Hydraulic Pilot
Accumulator Pressure (HPAP) test port, and the Hydraulic Pilot Supply (HPS) pressure test port.
As the oil enters the pilot manifold, it passes through a screen before it reaches the pressure
reducing valve. After passing through the pressure reducing valve, this oil becomes pilot oil.
The pressure reducing valve is infinitely variable, and meters the oil to provide pilot oil pressure
of approximately 3275 ± 175 kPa (475 ± 25 psi).
The pilot oil then passes through the pilot filter. From the pilot filter, the pilot oil then flows
through the accumulator check valve, where it is available to the accumulator and the pilot relief
valve. The pilot relief valve limits the pressure past the pressure reducing valve to
approximately 6500 kPa (940 psi). In the event of pressure spikes in the pilot oil system, this
valve opens to dissipate the excess pressure. The accumulator stores energy (pilot pressure) so
that the implements may be lowered in a dead engine situation.
SERV7104-12 - 81 - NPI
Vol. 12, No. 3, 2004

From the accumulator, the pilot oil then flows to the implement lockout valve. The implement
lockout valve is solenoid operated. The solenoid is energized when the valve is in the
UNLOCKED condition. The implement lockout valve is controlled by the implement lockout
switch, located on the right console in the operator compartment. When the implement lockout
valve is in the LOCKED position, or de-energized, the pilot oil is blocked and the implements
cannot be moved using the implement controls.
When the implement lockout valve is in the UNLOCKED condition, the pilot oil exits the pilot
manifold at the outlet and enters the inlet manifold and then is directed through the pilot oil
passages in the valve stack. Each implement valve then directs the pilot oil to the solenoid
valves located on either end of each implement control valve.
When the operator moves an implement control, the appropriate solenoid valve directs reduced
pressure pilot oil into the pilot chamber of that implement control valve. The pilot oil then shifts
the implement valve spool.
SERV7104-12 - 82 - NPI
Vol. 12, No. 3, 2004

Implement Control Valve Solenoid Operation

Solenoid De-Energized Solenoid Energized

Return to Tank Return to Tank

Pilot Supply Pressure Pilot Supply Pressure

Reduced Pilot Pressure

From Pilot Chamber at End To Implement
of Implement Control Valve Spool
Control Valve Spool Pilot Chamber

81

The proportional solenoid controlled pilot valves on either end of each implement control valve
are energized to allow pilot supply oil to enter and pressurize the pilot chambers at the ends of
the main control valve spools. When de-energized, the pilot chambers are open to tank.
These valves are referred to as "Pressure Compensated Proportional Solenoid Valves." The pilot
supply pressure from the pressure reducing valve is approximately 3275 kPa (475 psi) as it
enters the pilot valve. When energized, the solenoid pushes a pin against the valve spool,
forcing it down against the spring. This allows pilot oil to flow past the spool and enter the pilot
chamber at the end of the main control valve spool. This pressure also acts on the lower end of
the pilot valve spool, forcing the spool up, against the solenoid pin. The result of these two
forces is a reduced pilot pressure in the pilot chamber at the end of the main control valve spool.
The reduced pilot pressure may be tested at either end of each implement control valve using the
pressure test ports installed at the factory. When in the fully energized state (approximately
1.9 amps), pilot chamber pressure should be approximately 2965 kPa (430 psi).
The only exception to this rule is the LOWER/FLOAT end of the blade lift main control valve
spool. When the solenoid for blade lower/float is energized for a BLADE LOWER request
(approximately 1.4 amps), pilot chamber pressure should be approximately 1965 kPa (285 psi).
When the solenoid is energized for a BLADE FLOAT request (approximately 2.0 amps), pilot
chamber pressure should be approximately 3170 kPa (460 psi).
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2
5
1
6

82

The implement valve stack is mounted to the inside of the right fender, just to the right of the
operator seat base and forward of the right rollover support post.

The illustration above shows the implement valve stack assembly, as viewed from the left side
of the machine.

The components in the valve stack shown in the illustration above are:
1. inlet manifold
2. dozer lift control valve
3. dozer tilt control valve
4. ripper lift control valve
5. ripper tip control valve
6. end cover
SERV7104-12 - 84 - NPI
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8

6
2

83

At the left side of the implement valve stack is the inlet manifold (1). The inlet manifold
contains the charging valve (2) and the main relief valve (3). Implement signal pressure (HB)
can be tested at the pressure test port (4) that is installed on the pump signal line, below the inlet
manifold.
The case drain oil from the steering pump, the steering motor, the implement pump, the fan
pump, and the fan motor, all come together in the case drain manifold (5). The case drain oil is
then returned to the case drain filter, which is contained in the hydraulic tank. The pilot drain oil
from the dual tilt valve and the quick-drop valve are also routed to the case drain manifold.
Each implement control valve contains a solenoid controlled pilot valve (6) at either end of the
control valve. (The solenoid controlled pilot valves located at the bottom of each control valve
are not visible in the illustration above.)
Each implement control valve also contains a pilot pressure test port (7) for testing pilot pressure
at the end of the valve. The other end of each implement control valve also contains a
corresponding pressure test port (not visible above).
The float pilot boost line (8) directs pilot oil from the LOWER/FLOAT end of the dozer lift
control valve to the last (external) resolver in the signal resolver network. Pilot oil is used to
signal the implement pump to upstroke when the FLOAT function is requested by the operator.
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4

84

The hydraulic accumulator (1) is installed on top of the pilot manifold (2), which is mounted to
the inside of the right fender, just forward of the implement valve stack.

The pilot oil filter (3) is a spin-on type filter and is installed at the bottom of the pilot manifold.

Implement pump supply to the pilot manifold is supplied through the hose (4) from the inlet
manifold. Pilot supply to the valve stack is routed back to the inlet manifold through the
hose (5) closest to the fender.
SERV7104-12 - 86 - NPI
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85
3

1
2

9
8

86
6

Major service points of the pilot manifold identified in the illustration above are:
1. Hydraulic Pilot Supply (HPS) pressure test port
2. implement pump discharge pressure (HA) pressure test port
3. pilot relief valve
4. hydraulic Accumulator Pressure (AP) test port
5. pressure reducing valve
6. implement pump discharge pressure sensor
7. pilot filter bypass valve
8. implement lockout solenoid valve
9. accumulator check valve
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87

The implement pump (1) for the D9T is a load sensing, pressure compensated, variable
displacement piston pump. It is mounted to the upper, right rear corner of the flywheel housing.

Mounted to the top of the implement pump and the hydraulic demand fan pump (2) is the main
suction manifold (3). The main suction manifold supplies hydraulic oil to all of the hydraulic
pumps in the hydraulic system. Also shown above is:
4. flow compensator adjustment screw

5. pressure compensator adjustment screw

6. signal line from the resolver network of the implement control valve stack

7. implement pump discharge line to the implement control valve stack

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2 3

1
4

88
5

11 10
12
9

7 89

The hydraulic tank (1) is located at the front of the right fender. Shown above are the:
2. hydraulic oil fill tube with locking cap
3. internal case drain filter cover
4. vacuum breaker (manual pressure relief valve for safe removal of the filler tube cap)
5. fluid level sight glass
6. hydraulic oil ecology drain valve
7. hydraulic oil temperature sensor
8. case drain return oil port
9. main hydraulic suction port (to main hydraulic oil suction manifold)
10. solenoid controlled pilot valve drain port
11. return oil port from implement control valves
12. pressure reducing valve drain oil port
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90

91

3
4

The hydraulic oil cooler (1) is an oil-to-air type cooler. It is mounted horizontally behind the
AMOCS radiator cores. The hydraulic oil sampling (S•O•S) port (2) is located on the left side
of the cooler and is accessible from the left side engine compartment.
Return oil from the demand fan enters the cooler inlet (3). When the oil is cold, the thermal
bypass valve (4) remains open and the oil passes through the outlet (5) and returns to the suction
manifold. When the oil is warm, the bypass valve closes (up) against the seat, forcing the oil
through tubes (6) in the cooler before returning to the outlet through the horizontal tube (7) to
the outlet (5).
Closing temperature for the thermal bypass valve is 62° - 65° C (143° - 149° F). When closed,
the valve will open momentarily, in the event of pressure spikes in the system. Opening
pressure for the bypass valve is 620 kPa (90 psi), at 71° C (159° F).
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If the machine is equipped with dual tilt, the dual tilt valve (1) is installed at the left front of the
radiator guard, behind the left grill door. The dual tilt solenoid (2) is located at the bottom of the
dual tilt valve.

The quick-drop valve (3) is located on top, center of the radiator guard. The quick-drop valve
for the D9T is solenoid operated. When the dozer control lever is moved forward to
approximately 85% of the LOWER position the quick-drop solenoid is energized, causing the
the valve to go into QUICK-DROP mode. The QUICK-DROP mode allows rod-end oil from
the blade lift cylinders to supplement implement pump supply oil to the head end oil. This
strategy is used to prevent cavitation in the head end of the lift cylinders and to minimize pause
time when lowering the blade after the blade comes in contact with the ground.
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For machines equipped with AutoCarry, a dynamic inclination sensor (1) is installed above the
brake valve (2), which is located on top of the main case. The dynamic inclination sensor
determines the angle of incline on which the machine is operating, then transmits that data to the
Implement ECM. This data is used to determine auto blade position during AutoCarry cycles.
Also present on machines with AutoCarry is the Ground Speed Radar camera (3). It is mounted
to a bracket that is attached to the bottom of the drive shaft guard. The radar senses actual
ground speed through an opening in the bottom guard (4). The ground speed signal is sent to the
Implement ECM. Actual ground speed is compared to the target ground speed (considering
torque converter output speed and the slope on which the machine is operating). This
information is then used by the Implement ECM when making blade height adjustments during
the "Carry" segment of the AutoCarry cycle, ensuring maximum dozing cycle efficiency.
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Another component present on machines with AutoCarry is the lift cylinder position sensor (1).
This sensor is installed in the right blade lift cylinder and provides a feedback signal to the
Implement ECM. The Implement ECM uses this information to determine how much the lift
cylinder piston moves when it is commanded to move by the Implement ECM during the
"Carry" segment of the AutoCarry cycle.
The wiring harness for the lift cylinder position sensor is attached at the connector (2).
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SIGNIFICANT MAINTENANCE CHANGES

Opening the left engine compartment door and lowering the upper valance gains access to the
High Speed Oil Change connections for engine oil (1) and power train oil (2), if the machine is
equipped with this attachment.
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The remote mounted air conditioning condenser (1) is located above the rear of the hydraulic
tank, on the right fender. A wide angle mirror (2) is mounted to the right blade lift cylinder as a
means of improving operator visibility to the right side of the machine.

The air conditioning accumulator is mounted to a bracket on the inside of the right fender. It
may be accessed through the floor plate in the operator compartment.
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4
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The new air conditioning compressor (1) is located on the left side of the engine, just below the
alternator. It is accessible from the left side engine compartment. Components identified above
on the air conditioning compressor are:
2. delay timer controller
3. low pressure switch
4. high/low pressure switch
The new air conditioning system uses R-134A refrigerant and Poly-Alkaline Glycol (PAG)
lubricating oil for the compressor. The system is fully charged with both at the factory.
The air conditioning dryer bottle (5) is installed at the bottom of the rear compartment on the left
fender, just below the fuel filters.
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Opening the door to the forward compartment on the left fender allows access to the fresh air
filter (1) for the operator compartment. Removal of the filter is accomplished by releasing the
rubber fastener (2) from the clip at the left side of the filter. Also located in this compartment is
the window washer fluid bottle (3).

Located under the hinged cover beside the step at the front of the left fender is the auxiliary start
receptacle (4), the main electrical disconnect switch (5), and the pivot shaft lube bottle (6).
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The radiator fill cap (1) is located under the spring-hinged door on the top of the hood, just
above the left side engine compartment door. The coolant sight glass (2) is installed in the side
of the coolant shunt tank, and is visible from the ground through the hole in the left side of the
hood. If the coolant sight glass is completely full of coolant, it is above the ADD mark in the
tank. If there is no coolant showing in the sight glass, coolant should be added until coolant is
visible in the sight glass.

The fuel level sensor (3) is installed on the underside of the fuel tank (4), just to the right of
center. The fuel tank is located at the rear of the machine.
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D9T MAINTENANCE INTERVALS

ITEM D9R D9T
Engine Oil 250 hours 500 hours*
Engine Oil Filter 250 hours 500 hours*
Power Train Oil 1000 hours 1000 hours
Power Train Filters 500 hours 500 hours
Hydraulic Oil 2000 hours 2000 hours
Case Drain Filter 500 hours 500 hours
Steering Charge Filter 500 hours 500 hours
Pilot Filter N/A 4000 hours
Final Drive Oil 2000 hours 2000 hours
Primary Fuel Filter 500 hours 500 hours
Secondary Fuel Filter 250 hours 500 hours

* Assumes use of recommended oils. Half interval oil changes are recommended
when using lesser grade oils.

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Recommended Maintenance Intervals

All fluid fill and check points are outside the cab, with common groupings and easy access in
mind. Ecology drains are standard for engine oil, engine coolant, hydraulic oil, and power train
oil.

A "Fast Fill" connection is available for fuel. High Speed Oil Change couplings are available
for engine oil and power train oil.

Periodic maintenance item frequency interval recommendations are shown in the above chart.
Always refer to the Operation and Maintenance Manual (form SEBU7765) for detailed
information regarding scheduled maintenance recommendations.

NOTE: Engine oil and filter change intervals may be performed at 500 hours, under most
operating conditions. Engine load factor (fuel consumption greater than 20 gal./hr.), sulfur
levels in the fuel, oil quality, and altitude may negatively affect oil change intervals. In all
situations, regular engine oil samples (S•O•S) must be taken every 250 hours to confirm oil
cleanliness. The initial engine oil and filter change should occur at 250 hours on new
machines.
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CONCLUSION

This presentation has provided preliminary New Product Introduction (NPI) information for the
Caterpillar D9T Track-type Tractor. All new and major components and their locations were
identified and discussed. When used in conjunction with the Service Manual (RENR7550) and
the STMG1790, "Caterpillar Monitoring and Display System with Advisor for Track-type
Tractors," the information in this package will help the serviceman locate and identify
components and analyze problems in any of the major systems of this tractor.
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HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical Connection. Seal Red - High Pressure Oil

Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction

Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure

White - Atmosphere Or Air (No Pressure) Pink - 3rd Reduction in Pressure

Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure

Yellow - Moving or Activated Components Orange - Pilot, Signal or Torque Converter Oil

Cat Yellow - (Restricted Usage) Orange / White Stripes -

Identification of Components Reduced Pilot, Signal or TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in
Brown - Lubricating Oil Pilot, Signal or TC Oil Pressure

Green - Tank, Sump, o r Return Oil Blue - Trapped Oil

Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void

* Also used as steering / charge oil in this presentation

** Also used as reduced steering / charge oil in this presentation

HYDRAULIC SCHEMATIC COLOR CODE

This illustration identifies the meanings of the colors used in the hydraulic schematics, the
power train schematics, and the cross-sectional views shown throughout this presentation.