953c-963c-Track Loaders Caterpillar PDF

SERV1775
January 2004
SERVICE TRAINING
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TECHNICAL PRESENTATION
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953C/963C TRACK LOADERS WITH

TIER II ENGINES
INTRODUCTION
Meeting Guide 775

953C/963C TRACK LOADERS WITH
TIER II ENGINES - INTRODUCTION
SERV1775
AUDIENCE
Level IIService personnel who understand the principles of machine systems operation,
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diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation provides update information on machine components and system operation of
the power train hydraulic system and the implement hydraulic system, for the 953C and 963C
Track Loaders with Tier II Engines. This presentation may be used for self paced and self
directed training.
OBJECTIVES
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After learning the information in this presentation, the technician will be able to:
1. locate and identify the new components on the 953C and 963C Tier II Track Loaders;
2. explain the operation of the components in the systems; and
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3. trace the flow of oil through the systems.
REFERENCES
"953C/963C/973C Track LoadersImplement Hydraulic System" SERV2695

"'C" Series Track LoadersPower Train'" SERV2694
STMG 735 "973C Track LoaderIntroduction" SERV1735
"'C" Series Track LoadersPower Train Calibration'" SEVN4937
STMG 724 "963C Track Loader" SERV1724
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953C Track Loader Specalog AEHQ5541

963C Track Loader Specalog AEHQ5542
Estimated Time: 3 Hours

Illustrations: 74
Handouts: 17
Form: SERV1775
Date: 1/04
2004 Caterpillar Inc.

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TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
OPERATOR'S STATION..............................................................................................................9
SERVICE COMPARTMENTS AND AREAS ...........................................................................23

Engine ...................................................................................................................................33
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HYDRAULIC SYSTEMS..........................................................................................................40
963C Power Train Hystat Hydraulic System .......................................................................51
953C Power Train Hystat Hydraulic System .......................................................................67
963C Implement Hydraulic System .....................................................................................83
ADVANCED OPTIONAL SYSTEMS.......................................................................................95
SIGNIFICANT MAINTENANCE CHANGES .........................................................................98
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NEW TOOLING/SKILLS REQUIRED FOR SERVICE ..........................................................99
CONCLUSION.........................................................................................................................100
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HYDRAULIC SCHEMATIC COLOR CODE.........................................................................101
HANDOUTS.............................................................................................................................102
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NOTES
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953C/963C TRACK LOADERS

WITH TIER II ENGINES
INTRODUCTION
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2004 Caterpillar Inc.
INTRODUCTION
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Caterpillar is introducing updated 953C and 963C Track Loaders with a new electronically
controlled engine. The updated 953C is powered by a Caterpillar 3126B, six-cylinder
diesel engine, rated at 95 kW (129 hp) at 2000 rpm. The 953C Track Loader weighs 15 145 kg
(33,389 lbs.).
The updated 963C is powered by a Caterpillar 3126B, six-cylinder diesel engine, rated at 118
kW (158 hp) at 2000 rpm. The 963C weighs 19 589 kg (43,194 lb.)
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The updated machines retain the same nomenclature as the previous machines they are
replacing. The work tools, buckets, ripper-scarifier, and GET are unchanged from the former
models.
The machines have an updated instrument panel to provide additional machine operating
information to the operator. The machines retain the rear-mounted engine,
box-section integral frame, electronically-controlled hydrostatic drive system, and the Z-bar
loader linkage. It is designed for improved operator comfort, serviceability, operating costs,
reliability, and durability.
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The 3126B engine provides more power than the 3116 engine it replaced. The 3126B engine
has: Hydraulic-actuated Electronic Unit Injectors (HEUI), an air to air aftercooler (ATAAC),
three valves per cylinder, and a turbocharger. The engine is controlled and monitored by an
Advanced Diesel Engine Management Electronic Control Module (ADEM III), which
controls all major engine functions and regulates the HEUI. The new engine arrangement will
meet all known emission requirements at the time of introduction, including US EPA Tier II
and European Union Stage 2 regulations.
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The electronically controlled hydrostatic drive system automatically matches machine travel
speed to the combined travel and implement loads on the machine enabling maximum travel
speed up to the speed selected by the operator.
The hydrostatic drive train also offers independent power and control of each track, with fast
acceleration, infinitely variable speeds, and automatic, on-the-go, direction changes for each
track. The operator can command smooth "power turns" or even counter-rotation of the tracks
by simply pushing one of the steering pedals. The Caterpillar hydrostatic drive system
manages itself, freeing the operator to concentrate on using the track loader's superb agility,
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speed, and maneuverability to do more productive work.
The Z-bar linkage, which is unchanged from previous models, provides high breakout force for
fast, easy loading, even from a "hard bank" of highly compacted material. The single,
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center-mounted tilt cylinder means fewer pivot points to maintain and a better view to the
bucket corners, for high operator efficiency.
Improvements have also been made to several systems to enhance customer value.
NOTE: The "HYDRAULIC SCHEMATIC COLOR CODE" is located after the

"CONCLUSION" of this presentation.
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The cab is designed for visibility, operator comfort, and convenience. The standard ROPS cab
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is sound suppressed, sealed, pressurized, air conditioned, and resiliently mounted to the frame.
A fully adjustable air suspended seat, with side-to-side shock absorption, provides maximum
operator comfort. Conveniently placed switches, gauges, information display, and controls
improve operator comfort, awareness, and efficiency.
The steel roof is now standard. The rugged steel roof resists bending and tearing, and can be
easily repaired.
The Caterpillar Monitoring System continuously monitors all important engine, implement
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hydraulic, and hydrostatic drive functions. The system permits fast troubleshooting, resulting in
increased track loader availability and reduced downtime for repairs. The monitoring system is
flashable using Caterpillar Electronic Technician (Cat ET).
The cab improvements include:

- new dash with a flashable monitoring system
- rocker switch parking brake control and rocker switch throttle control
- new fuse panel
- improved sealing
- improved defrost
- improved armrests
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953C/953C vs 953C/963C With Tier II Engines

Similarities and Differences
FEATURES DIFFERENT SIMILAR SAME
Machine Appearance X
Operator's Station X
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Engine X
Fuel System X
Cooling System X
Hystat Transmission X
Implement Hydraulic System X
Undercarriage X
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Maintenance Items
Hystat Calibration Procedures
Monitoring System
X
X
X
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The updated machines are now equipped with electronic engines featuring a new cooling
system. The radiator grill swings out. Rated engine speed has been reduced to 2000 rpm from
2200 rpm. The 963C features remote oil filters and an under the hood muffler. The starter has
been improved and the machines feature a brushless alternator.
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The undercarriage features larger track links and tough steel sprocket segments. A new optional
attachment on the 953C and 963C is the Rotating Bushing Track (RBT).
Due to the change in rated engine speed the implement pump size was increased to provide the
same flow rate at 2000 rpm as the smaller pump did at 2200 rpm.
The power train pumps remained the same. The gear ratios in the splitter box have changed to
compensate for the change in engine rpm.
Hystat Calibrations can be done through Caterpillar Electronic Technician (Cat ET).
Maintenance intervals have been increased to 500 hours for the engine oil, engine oil filter, and
fuel filters, reducing the cost and time required for engine maintenance. A number of other
maintenance intervals have also been increased.
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OPERATOR'S STATION
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The 953C and 963C offers a premium quality seat as standard equipment. This seat, with cloth
upholstery in cab-equipped machines (vinyl upholstery in open canopy machines), is
ergonomically designed and fully adjustable for maximum operator comfort. The seat is
suspended on a cushion of air and equipped with a special side-to-side "isolator" to support the
operator and absorb vibrations. When the isolator in in the unlocked position the seat will
function much like a shock absorber, dampening left to right seat motion. The isolator seat is
equipped with an extra control (not shown) on the left side of the seat above the slide rail
adjustment lever.
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Cushion side-bolsters on the seat help the wide safety belt keep the operator centered in the seat
when working on side slopes and rough terrain. The backrest conforms to the operator's spinal
curve and features adjustable recline angle and lumbar support. The removable headrest has
vertical and tilt adjustments.
The retractable seat belt is 75 mm (3 in) wide for comfortable restraint. The automatic
retraction mechanism keeps the belt off the floor when not in use.
The height of the armrests is easily adjusted. Total adjustability lets the operator customize the
armrests to the most comfortable position. The right armrest is adjustable: up, down, forward,
and backward.
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On the left console is the horn (1), engine speed selector switch (2), Work-Travel Mode
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(turtle/rabbit) switch (3), parking brake switch (4), and travel speed and direction control
lever (5).
The operator controls engine speed (rpm) by using an electronic engine speed selector switch
which is a "rocker" switch located on the left console. The Engine ECM will always start the
engine at low-idle. When the operator chooses to increase the engine rpm, the operator must
press the upper (rpm increase) side of the switch.
Pressing the rpm increase side of the switch once, for less than one second, will cause the
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engine rpm to go to high-idle. Pressing and holding the rpm increase side of the switch for
longer than one second will increase the rpm (in increments of 200 rpm), at the rate of about
400 rpm per second. It will take 3 to 5 seconds for the operator to go from low-idle to high-
idle by holding the switch. The rpm decrease side of the switch works the same way when
reducing the rpm of the engine. Any time the electronic engine speed selector switch is
activated to change the rpm of the engine, the Electronic Message Display will automatically
switch to the Digital Tachometer Mode for 15 seconds to show engine rpm.
At customers requests, a Work-Travel Mode switch was added to the dashboard on the former
models. On the current machines, this Work-Travel Mode switch is located on the operators
left control console, within easy reach. The operator can change the turtle/rabbit command any
time. Regardless of any change in the turtle/rabbit command, the Power Train Electronic
Control Module (ECM) will not change the travel mode until the speed and direction control
lever is returned to the NEUTRAL position.
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The operator can choose between two operating modes.

1. In Travel Mode (Rabbit), the Power Train ECM retains the standard speed features for
machine operations.
2. In Work Mode (Turtle), the Power Train ECM limits the maximum speed of the track
loaders to 6.6 km/h, (4.1 mph), which is 67% of the machines maximum rated speed.
The Work Mode offers the following advantages:
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- When working in tight areas, choosing the Work Mode offers a lower overall speed range
of the speed/direction lever allowing more precise control of the machine.
- When in Work Mode, limiting the machine maximum speed reduces wear of
undercarriage components, lowering the owning and operating costs of the machine.
If the machine owner requests it, the dealer can reduce the top speed the machine will travel in
either FORWARD or REVERSE while in the Travel (Rabbit) and Work (Turtle) Modes. If job
conditions indicate a slower maximum speed would be desirable or the owner prefers to lower
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the top speed of reverse to reduce undercarriage wear, the Power Train ECM can be set to a
lower maximum speed. Speed reductions programmed into the Power Train ECM reduce
maximum speeds in both the Work Mode and the Travel Mode by the same percentages.
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The parking brake switch on the left console, is for the operator to use to apply the parking
brakes after the machine is stopped. If this switch is moved to the "BRAKE-ON" position
while the machine is moving, the Power Train ECM will quickly bring the machine to a
controlled stop. If the switch is moved to the "BRAKE-OFF" position while the speed and
direction control lever is in a forward or reverse position, the Power Train ECM will prevent
the machine from moving until the speed and direction control lever is first moved to the zero
speed position, and then moved to command a speed and direction.
The travel speed and direction control lever (5) is connected to a position sensor that
continuously signals the position of the lever to the Power Train ECM. The sensor detects
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three different lever positions: FORWARD, NEUTRAL, AND REVERSE. When the
speed/direction lever is in the reverse direction side of the control, the back-up alarm will
sound. The Power Train ECM uses the signal from the sensor to determine which steering
solenoid valves to activate and how far to open them. The sensor changes its signal as the lever
is moved farther from the brakes-on position into FORWARD on the "reverse V" or into
REVERSE on the "reverse V" indicating the operator wants to travel at a faster speed in the
chosen direction. Technicians can adjust the control sensitivity of the speed and direction
control lever using Cat ET.
When the engine is started, the ADEM III controller interfaces with the Power Train ECM to
determine if the parking brake switch is in the "BRAKE-ON" position and the speed and
direction control lever is in the "BRAKE-ON" position in the "reverse V" pattern. Either the
parking brake switch or the speed and direction lever must be in the "BRAKE-ON" position for
the ADEM III controller to start the engine. The speed and direction lever must be returned to
the NEUTRAL position and then shifted again for the machine to move. The recommendation
is to have both controls in the "BRAKE ON" position when starting.
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The fuse panel (1) along with the alternator breaker (2) have been relocated to the inside of the
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cab, behind the trim panel under the speed and direction control lever.
The fuse panel cover has been removed.

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The dash and instrument panel provide all necessary functions and information within the
operators normal line of sight. The Caterpillar Monitoring System constantly monitors all vital
functions and alerts the operator to the nature and severity of any abnormalities. The
monitoring system includes:
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- four gauges (1)

- ten alert indicators (2)
- Numeric Message Display (3)
- action warning light (4)
- low fuel and low coolant warning (5)
- action alarm horn (not shown)
- key start/stop switch (anti-theft feature is optional) (6)
- switch for selecting the information to be shown on the Numeric Message Display (7)
- parking brake-on warning light (8)
- light switches (9)
- front - wiper/washer control (10)
- rear - wiper/washer control (11)
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The four-gauge display includes engine coolant temperature (1), pump drive oil temperature (2),
hydraulic tank oil temperature(3), and fuel level (4).
The monitoring panel has ten alert indicators (5) and the Numeric Message Display (6). The
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ten alert indicators used are (left to right, top row first):
- low fuel pressure from the transfer pump to the injection pump
- case drain filter bypass
- charge filter bypass
- pump drive oil temperature; indicates the pump drive oil temperature is too high.
- charge pressure; indicates low hystat charge oil pressure
- engine oil pressure; indicates low engine oil pressure
- check engine; indicates a warning is being sent from the ADEM III engine control
- electrical charging; indicates the alternator voltage is too high or too low
- hydrostatic drive system warning; indicates the Power Train ECM is sending a problem
signal to the Caterpillar Monitoring System
- Air Inlet Heater (AIH); flashes when the air inlet heater is activated. The air inlet heater
is standard and operates automatically if needed when the engine is started.
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The Numeric Message Display provides the operator or service technician with specific
machine information. The operator mode switch (7) located on the dash panel, to the right of
the monitoring lights, is for use by both the operator and service technician. Activating this
switch will scroll the Numeric Message Display from the default mode (hour meter), engine
rpm, override pressure, and odometer.
The monitoring system performs a self-test to verify that the main display module is operating
properly every time the key start switch is turned from the "OFF" to the "ON" position. The
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internal circuits and the indicators (gauges, action lamp, and action alarm) are automatically
checked and the main warning light module performs an automatic self-test. The operator must
observe the outputs to determine whether or not the modules and the outputs are operating
properly. The Caterpillar Monitoring System returns to its normal mode of operation following
the test. The tests are as follows:
Main Cluster:
- Each function monitored by the Numeric Message Display will turn on for approximately
one second. The display will then return to default mode: hour meter.
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- All warning lights will flash for one second. Then the indicators will function according
to the inputs.
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Gauge Cluster:
- The pointers will move toward the straight up position within the first one-half second.
- The pointers will move to the far left position within the next second.
- The pointers will move to the far right position within the next one and one-half seconds.
- The pointers will move to the actual monitor position based on the inputs within the next
one-half second.
Monitoring/Alarm Cluster:
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- The action alarm horn will sound for approximately one second.
- The action warning lamp will light for approximately three seconds.
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When in Service Mode, service codes from the MAC-14 Electronic Hydrostatic Control (EHC)
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or Power Train ECM will be shown on the monitoring system Numeric Message Display. The
service code information is transferred via the Cat Data Link from the Power Train ECM to the
main display module. The diagnostic information is shown when the main display module is in
Service Mode. The Module Identifier (MID) indicates which electronic control module is
sending the service code.
Three service switches

- service switch (1)
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- clear switch (2)

- sensor/speed calibrate switch (3)
When a sensor fault is present, the corresponding warning for that sensor is also activated for
the operator. For example, if the signal wire for the pump drive temperature sensor is shorted,
then:
a. the corresponding service code is stored in memory.
b. the gauge for pump drive temperature is displayed in the warning range.
c. the action lamp flashes.
With the Service Mode switch, located below the operators right arm rest in the "Service"
position, a service technician can troubleshoot the Caterpillar Monitoring System by using the
Operator Mode switch on the instrument panel to view specific machine information.
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Service codes from the Power Train ECM and the Engine ECM will be displayed on the
Numeric Message Display. The service code information is transferred via the Cat Data Link
from the Power Train ECM and the Engine ECM to the main display module.
The operator/service technician scrolling switch is on the right side of the instrument panel,
above the key. Activating the switch, with the Service Mode switch tuned on, will scroll
through any diagnostic/service fault codes and present the fault codes on the Numeric Message
Display. Normally this switch would scroll through the hour meter, engine rpm, override
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pressure, and odometer for the operator.
Service codes from all systems are shown whether a fault (service) code is currently present or
occurred in the past. When the Numeric message displays "Service Code" text is on, the fault
currently being shown is present in the machine. If the fault code is coming from the memory
of the Caterpillar Monitoring System, not currently present, the "Service Code" is off.
The Service Modes are as follows:
installed.
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Mode 1 (Harness Code Mode) shows the machine model on which the monitoring system is
Mode 2 lets the service technician scroll through each individual gauge.
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Mode 3 shows the diagnostic codes for existing or previous problem codes stored in the
system. Three dashes (---) indicates no code or problem is present for that mode. If the
warning light on the Caterpillar Monitoring System panel is on when a code is displayed, the
fault is active. If the warning light on the Caterpillar Monitoring System panel is off when a
code is displayed, the fault is in the system memory. After the fault has been repaired, the clear
switch is used to remove the code from the system.
Mode 4 is the "Tattletale Mode" which stores the "worst case" position of each gauge and the
information displayed by the Numeric Message Display. In this mode, the Caterpillar
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Monitoring System will show the extreme value for each machine condition monitored. When
in this mode, each gauge in the four-gauge cluster displays its highest or lowest recorded
position, and highest numeric values will appear on the Numeric Message Display. The clear
switch will reset the system. A fifth "Ghost" gauge for the engine oil pressure is stored in the
Caterpillar Monitoring System memory. When the service technician scrolls through the
Tattletale readings, the lowest engine oil pressure will be presented along with the other gauge
readings.
Mode 5 is the Calibration Mode, which has multiple submodes for calibrating various
components in the hydrostatic drive system.
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The operator steers the track loader by depressing the left (1) or right (2) steering pedal. The
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center brake pedal (3) is used to decrease the speed of the machine, assist in reducing rollback,
and hold the machine in position by causing the parking brakes to engage.
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The standard operator control for the two hydraulic circuits which operate the lift arms and
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bucket, is a single "joystick" lever (1) on the console to the operators right.
- Forward and back movement lowers and raises the lift arms.
- Left and right movement tilts the bucket back and dumps it.
A second lever (2) is mounted to the right of the single lever control if the machine is equipped
with an attachment implement hydraulic circuit. This lever and circuit is used to control and
power the clamping feature of the multi-purpose bucket or to raise and lower the ripper. If both
an MP bucket and a ripper are installed, a manual diverter valve, controlled by a push-pull
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cable and handle, is located just behind the second lever. The diverter valve will direct oil to
either the MP bucket or the ripper.
Below the control levers are the pilot valves. When a control lever is shifted, pilot oil is
directed to shift the implement control spools. Pilot controls provide low lever efforts for the
operator.
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Simultaneous lifting and dumping of the bucket is possible with either the single lever or
two-lever configuration due to the design of the main control valve group. Simultaneous lift
and dump makes it possible for the operator to begin dumping the bucket as it rises above the
side of a truck for faster cycle times and increased productivity.
The simultaneous lift and dump feature also lets the operator precisely dump material from the
bucket as the bucket is being raised while the machine is spreading fill material to level and
grade an area of ground for a smooth, finished surface.
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If the operator pulls the lift lever all the way to the rear (lift detent position), an electro-magnet
holds the lever in this "detent position," and the lift arms go up. Power to the electro magnet is
stopped when the lift arms rise to the preset height. The lift arms stop raising and the lever
returns to the hold position.
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A two lever control is available as an attachment.

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Forward and back movement of the inboard lever (1) lowers and raises the lift arms. Forward
and back movement of the middle lever (2) tilts the bucket back and dumps it. In the two-lever
configuration, the track loader dump lever operates in the opposite direction of a wheel loader.
Pull back on the bucket lever to dump. Push the lever forward to curl the bucket back.
This outboard lever (3) and circuit is used to control and power the clamping feature of the
multi-purpose bucket or to raise and lower the ripper.
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The push-pull lever (4) is used to manually operate the diverter valve.
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The Heating/Ventilation/Air Conditioning (HVAC) controls are on the far right of the operator's
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seat. One of the controls is for the fan (1) and the other (2) controls the temperature.
Air conditioning is now standard on machines with cabs. A heater is standard on

canopy-equipped machines. Both the air conditioner and the heater deliver filtered, pressurized,
temperature-controlled air to the operator and/or windows. There are 10 louvered vents in the
cab, with two on each door-post, for complete air circulation within the operator station. The
cab pressurization filter offers the same filtering capacity as the previous machines.
Access to the diagnostic connector (3) is obtained by opening the right side storage
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compartment. A 12 Volt outlet (4) and power inverter (5) are also located in this compartment.
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SERVICE COMPARTMENTS AND AREAS

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The updated 953C uses a 234 L (62 gal) corrosion-proof, non-metallic, fuel tank. This sturdy
tank is nestled deep within the steel frame and loader tower structure of the 953C for maximum
protection. The lockable fuel filler cap (arrow) is accessible from between the loader arms
above the tank. The fuel tank water and sediment drain is located on the front of the machine
behind an access door.
The fuel tank has the same capacity of the previous 953C.
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The hydrostatic power train and the implement hydraulic system share a common hydraulic
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tank on the 953C. It is located between the loader towers, next to the fuel tank, in the front of
the machine. The tank is sealed and pressurized to prevent contamination from dirt and dust
and to provide a positive flow of oil to the implement and hydrostatic pumps. Implement
hydraulic oil passes through a screen as it leaves the hydraulic tank, before going to the
implement pump. Oil returning from the implement system flows through two drain filters on
the front of the tank before it enters the tank.
The operator or service technician should check the sight gauge on the hydraulic tank, daily, to
confirm the quantity of oil in the system. When checking the hydraulic oil level sight
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gauge (1), the bucket must be flat on level ground and the ripper tips lowered to the ground. If
additional oil is required, the fill cap (2), should be removed slowly because the hydraulic tank
might be pressurized. The hydraulic oil temperature sensor transmits a signal to the monitoring
system.
The service interval for the hydraulic oil filter (3) is 1000 hours or 1 year and the hydraulic oil
is 4000 hours or 2 years.
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The 963C hydraulic tank is located in the same location as the 953C. The sight gauge (1) on
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the 963C can be seen from ground level on the right side of the machine along with the fuel fill
cap (2).
The capacity of the updated 963C fuel tank is the same 315 L (83.2 gal) as the former 963C
tank. The 963B tank held 19 L (5 gal) less fuel than the 963C tank. The fuel tank is located in
the front of the machine between the loader towers and behind the hydraulic tank.
The new fuel tank is made of 5 mm (0.20 in) thick steel plate rather than the 3 mm (0.12 in)
plate used on the previous 963C. The fuel tank reinforcement straps are now on the inside.
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Welding procedures have been changed to eliminate stress points. The 963C has a manual
pump for removing water and contaminates from the bottom of the tank.
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The engine radiator (1), air to air aftercooler (ATTAC) (2), and hydraulic oil cooler (3) are
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incorporated into a single cooling unit at the rear of the machines. By locating the cooling
system in the rear of the loader, they are away from dust and debris stirred up by the bucket
while the machine is working.
The radiator uses a copper core cooler with seven rows of tubes and nine horizontal fins per
inch. For the engine cooling system, Extended Life Coolant (ELC) is standard. The ELC
should be changed every 6000 hours instead of 3000 hours for a traditional coolant. Coolant
Extender should only be added every 3000 hours or 2 years. This dramatically decreases
cooling system maintenance time and cost.
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The hydraulic oil cooler, located next to the engine radiator, is an aluminum, barplate core,
oil-to-air cooler, with six horizontal fins per inch.
The air to air aftercooler (ATAAC) is a single pass, steel, heat exchanger or cooling system for
the air coming from the turbocharger, before it enters the intake manifold.
The pre-cleaner bowl (4) for the engine air intake system is located directly behind the
operators station. The bowl should be emptied when the dirt reaches the "full" mark.
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A manual, fuel priming pump (1) is located between the fuel tank and the combined water
separator/primary fuel filter (2) behind access doors on the right side of the engine
compartment. An electric fuel priming pump is available as an option. After passing through
the water separator/primary filter, the fuel flows to the fuel transfer pump which pumps it
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through the secondary, high efficiency, fuel filter (3) before it flows to the cylinder head and the
injectors. The dual fuel filter, water separator design, provides protection to the injection
system against low-quality or contaminated fuel.
The fuel supply shutoff valve (4) is located near the primary fuel filter/water separator on the
right side of the machine.
Also shown are the pump drive dipstick (5), pump drive fill tube (6), case drain filter (7) on the
963C, Product Link ECM (8), and disconnect switch (9).
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2
P 3
TO
19
The hydraulic oil filters are located on the right side of the machine behind the forward access
door. The 953C is equipped with two case drain filters (1 and 2). The 963C only has one (1)
case drain filter. The hydraulic fluid for the hydrostatic drive system first passes through a
screen when it leaves the tank before it goes to the charge pump (charge pumps on the 963C).
OK
From the charge pump, oil flows through a five micron charge oil filter (3) before going into
the hydrostatic drive system and the pilot system for the implement controls. The oil is filtered
again when it returns from the pump and motor case drains, before returning to the tank through
the case drain filters (27 micron).
If the oil is very cold or if the charge system filter is restricting the flow of oil due to
contamination, a bypass valve contained within the charge oil filter housing will open, directing
fluid back to the hydraulic tank. The bypass limits the maximum differential pressure across
the filter. When the maximum differential is exceeded, the Power Train ECM will prevent the
machine from moving until the differential pressure is below the bypass limit. The monitoring
system provides input into the Power Train ECM as to the status of the bypass switch.
This filter also has a bypass warning light on the dashboard. This light is deactivated for cold
start since bypass is a normal operation for cold start. With cold oil the machine cannot move
with the bypass open. A temperature sensor is used to communicate the transmission oil
temperature to the monitoring system.
STMG 775 - 29 -
1/04
US
2
P 20
Both machines use a MAC-14, Power Train ECM (1) to control the hydrostatic pumps and
TO
motors. The MAC-14, Power Train ECM is located on the right side of the machine behind the
upper enclosure door on the left. The MAC-14 was used on the former 963C, but has been
rotated 90 degrees to provide greater service access. The Power Train ECM system eliminates
the mechanical linkages associated with the Hydrostatic Power Control Unit (HPCU) which
was used on the 953/953B and 963/963B.
The Power Train ECM receives input signals from the operator controls: the speed and
direction lever, steering pedals, brake pedal, Work-Travel Mode switch, parking brake switch,
or signals from the machine itself (pressures, engine rpm, travel motor speeds, and
OK
temperatures). With this information, the Power Train ECM makes calculations and directs
output signals to the solenoid valves that control the hydrostatic drive. Speed sensors for the
Tier II 963C machines are now on the the motors instead of the final drives. The Tier II 953C
machine sensors are still on the final drives. The sensors are only required for calibrations.
From the engine speed sensor, the Power Train ECM can sense the engine slowing due to
increased load and will automatically upstroke the motors and destroke the pumps to maintain
full power to the implement hydraulics while slowing the tracks, if necessary, to keep engine
rpm from going too low.
An additional ECM (2), mounted below the Power Train ECM, is used for the Machine
Security System. This feature if added to the machine, prevents the engine from starting unless
the appropriate key is used.
STMG 775 - 30 -
1/04
5 3
2
4
US
1
P 21
The batteries (1), engine oil fill tube (2), engine oil dip stick (3), fuel pump (4), and air
TO
conditioning compressor (5) can be accessed through the right engine compartment at the rear
of the machine.
To ensure quick starting down to 18 C (0 F), the machines come standard with a 24-volt,
6 kW (8 hp) capacity starting motor and two 12-volt, 100 amp hour batteries wired in series.
The standard battery has 750 amps of cold cranking capacity (CCA).
As an option, the machines can be equipped with two, 172-amp hour, 950 CCA, batteries for
starting the engine down to 32 C (25 F).
OK
NOTE: This illustration is from a 953C. For the 963C one battery is located on each side of
the machine.
STMG 775 - 31 -
1/04
6
7
4
1
US
3
P
TO
22
The primary and secondary air filter elements are located on the left side of the machine in the
air cleaner housing (1). The filter element indicator (2) should be checked to determine if the
elements require service.
OK
The engine oil filter (3) has been relocated on the 963C to a convenient location just inside an
access door on the left side of the machine. This makes filter changes easier and decreases the
risk of spilling oil when the filter is being changed.
The turbocharger (4) uses exhaust gases to drive the impeller turbine which, in turn, drives an
air compressor turbine to pack more air in the cylinders during each intake stroke.
The Power Train ECM manifold (5) is to the left of the air cleaner housing. The functions of
the Power Train ECM manifold are: control the displacement of the variable pumps and
variable motors, engage or release the parking brakes, control pressure in the charge system,
and supply control oil (charge oil) to all the solenoids. The fill tube (6) for the washer reservoir
and the cab filter (7) are also located in this compartment.
NOTE: Except for the engine oil filter, component locations are the same on the 953C.
STMG 775 - 32 -
1/04
4
1
US
3
P
A 24 Volt, 70 amp alternator (1) is standard.
23
TO
The engine coolant tap (2) for SOS is located just above the alternator, which is used to take
coolant samples for analysis.
The engine oil filter (3) for the 953C is mounted to the engine block. The engine oil tap (4) for
SOS is located just above the filter.
The electric starter motor (not shown) and the starter relay are controlled by the Engine ECM.
They are not wired directly to the key start switch. The Engine ECM prevents fuel being
OK
supplied to the engine for starting until sufficient oil pressure is present to prevent bearing wear
due to operating without adequate lubrication.
STMG 775 - 33 -
1/04
P US
24
ENGINE
TO
The engine in the updated machines is a Cat 3126B, electronically controlled, six-cylinder,
design that provides long, effective power strokes for high torque and efficient fuel combustion.
The 3126B replaces the 3116 engine. Displacement of the 3126B is 7.2 L (442 in3), 9% more
than the 6.6 L (403 in3), 3116 engine in the former machines.
This engine is equipped with: Hydraulic-actuated Electronic Unit Injectors (HEUI), an air to
air aftercooler (ATAAC), three valves per cylinder, and a turbocharger. The engine is controlled
and monitored by an Advanced Diesel Engine Management (ADEM III) - Electronic Control
OK
Module, which monitors all major engine functions and regulates the HEUI. These advanced
electronics add value by improving power density through torque shaping, help to reduce
emissions, and monitor and control engine systems.
The 3126B in the 953C is rated at 95 net kW (128 net hp) at 2000 rpm, but reaches a maximum
of 96 kW (129 net hp) when lugged down into the "working range." The 3126B in the 963C is
rated at 118 net kW (158 net hp) at 2000 rpm, but reaches a maximum of 119 net kW (159 net
hp) when lugged down into the "working range." The engine provides power and acts as a
working counterweight in the rear of the machine for optimum machine balance.
STMG 775 - 34 -
1/04
Hydraulic-actuated Electronic Unit Injection is a unique and proven high-pressure, direct

injection fuel system for diesel engines. The unit injectors combine the injector nozzle and
high-pressure pump into one assembly for each cylinder, for excellent control of fuel delivery
and injection timing under all loads and speeds. External high-pressure fuel lines are
eliminated. This system provides very high injection pressure and short injection duration for
fast response, low fuel consumption, and excellent emissions control.
P US
TO
OK
STMG 775 - 35 -
1/04
P US
25
The ADEM III Engine ECM (arrow) for the engine is mounted behind the fuel filter/water
separator.
TO
The fuel injection system responds to signals from the Engine ECM which electronically
monitors operator and sensor inputs to provide engine control not possible with a mechanically
operated fuel injection. Engine performance is optimized over the entire operating range.
The Engine ECM continuously monitors:

- engine oil pressure
- engine oil temperature
OK
- intake manifold temperature

- coolant temperature
- fuel pressure
- engine rpm
- operator selected rpm
The HEUI system is able to independently control:

- injection pressure
- duration of the injection impulse
- volume of fuel injected
- timing of when the fuel is injected
STMG 775 - 36 -
1/04
Precise control of the fuel injection process permits the HEUI system to control heat release
during combustion in the power stroke for:
- increased fuel economy (amount of fuel consumed per unit of power produced per hour)
- reduced emission levels
- improved torque rise
- easier cold starting
- reduced combustion noise
P US
TO
OK
STMG 775 - 37 -
1/04
P US
26
The engine speed sensor (2) on the 963C can be seen from the right side of the machine
TO
through the front service compartment to the right of the ADEM III (1). The speed sensor is
mounted in the flywheel housing.
OK
STMG 775 - 38 -
1/04
P US
TO
27
Cat ET must used to access the machine ECMs.
The ECM Selector Screen shows this particular machine is equipped with five ECMs.
OK
The monitoring system is "flashable" on the updated models.

STMG 775 - 39 -
1/04
P US
TO
28
When the "3126B 963 TTL" ECM is selected, the technician can gain access to the the engine
configuration screen.
The technician has limited capabilities to change parameters with this particular engine.
OK
STMG 775 - 40 -
1/04
963C POWER TRAIN AND IMPLEMENT HYDRAULIC SYSTEM

COMPONENT IDENTIFICATION
Ripper and
Mult i-purpose
Bucket Cylinders Lift
Tilt
Synchronizat ion Cylinder Cylinders
Manifold
Diverter
Valve
US
Left Mot or
Left Pump Main
Relief Attach
Main Control
ECM Valve Control
Valve Group
Valve
Manifold
Pump
Right Pump
Pilot Valve Goup
Right Mot or
Pressure Reducing
Valve
P Tank
TO
29
HYDRAULIC SYSTEMS
The hydraulic portion of 963C power train consists of the following major components:
- two variable displacement, axial piston drive pumps with charge pumps
OK
- two variable displacement, link-type, piston motors

- synchronization manifold
- Power Train ECM manifold
- charge filter
- case drain filter
STMG 775 - 41 -
1/04
The 963C hydraulic implement system consists of:

- a fixed displacement, vane-type pump
- main control valve group
- an optional third control valve with a main relief valve
- pilot valve group
US
- pressure reducing valve
If no third valve is used, the main relief valve is located in the main control valve group. The
pressure reducing valve is used to provide pilot oil to the pilot valves.
The two systems share a common hydraulic tank.
P
TO
OK
STMG 775 - 42 -
1/04
9 5 3 CPOWERTRAINANDIMPLEMENTHYDRAULICSYSTEM
COMPONENTIDENTIFICATION
Ripperand
Mult i-purpose
Bucket Cylinders
Synchronizat ion Lift
US
Tilt Cylinders
Manifold
Cylinder
Left Mot or Left Pump
ECM
Manifold
At t ach
Tank MainCont rol
Cont rol
ValveGroup
Valve
Right Mot or Right Pump
P Implement
Pump
Pilot ValveGroup
TO
30
The 953C power train and implement hydraulic systems are similar. The 953C power train
system has only one charge pump. An accumulator in the charge circuit has been added on the
updated machines to help maintain the needed charge flow and pressure.
OK
The 953C implement control valves are located in the hydraulic tank. An accumulator is used
to assist with lowering implements with a dead engine.
The 953C is equipped with two case drain filters.
The main relief valve is mounted to the implement pump.

STMG 775 - 43 -
1/04
6
2 1
US
7
4
3
P
TO
31
The left (1) and right (2) hystat pumps, the vane-type implement pump (3), and the
synchronization manifold (4) are located below the cab on both models. This illustration is
from a 953C. Various pressure taps can be accessed with the cab floor plate removed.
OK
The pressure taps on the synchronization manifold are for left pump forward and reverse drive
loop and right pump forward and reverse drive loop pressures. The synchronization solenoid
valve (5) is used to connect both pump drive loops for straight travel in either FORWARD or
REVERSE.
The splitter box (6) contains the pump drive gears which transfer horsepower from the engine
flywheel to the respective pump. The gear ratio to drive the hystat pumps was changed from a
1:1 ratio to a 1:1.1 ratio to compensate for the lower maximum full load engine speed. The
engine speed changed from 2200 rpm to 2000 rpm.
The main relief valve (7) is mounted on the top of the implement pump.
The 953C uses a different implement pump than the 963C machines. The pumps, however, are
the same as used on the former 953C and 963C machines.
STMG 775 - 44 -
1/04
2
3
4
P US
32
Each hystat pump has additional pressure taps mounted to them. Shown is the pump on a
TO
963C.
- The X1 or forward signal pressure from the pump control valve to the actuator tap (1) is
shown above the other taps.
- The X2 or reverse signal pressure from the pump control valve to the actuator tap (2) is
shown below the other taps.
- The case drain tap (3) is located between the other two taps.
OK
The pump control valve (4), to the left of the taps, is also mounted to the pump. The pump
control valve directs signal oil to either side of the pump actuator to control stroking of the
pump.
STMG 775 - 45 -
1/04
1
3 11 4 12
10 2
15 13
US
9
7
6 5 14
P 16
8
TO
33
The Power Train ECM manifold (1) contains the following components:
- brake solenoid (2)
- left drive loop steering solenoids: forward (3), reverse (4)
OK
- right drive loop steering solenoids: forward (6), reverse (5)

- transmission override solenoid (7)
- override pressure sensor (8)
Not shown are: the left and right resolver, left signal pressure sensor, right signal pressure
sensor, and charge relief valve which are also located in or near the Power Train ECM
manifold.
The override pressure sensor sends an analog signal to the converter (16). The converter
changes the analog signal to a digital PWM signal. The PWM signal goes to the Power Train
ECM.
STMG 775 - 46 -
1/04
To make problem diagnosis faster and easier, quick-connect pressure fittings are part of the
hydrostatic and implement hydraulic systems. Pressure taps shown are:
- charge pressure (9)

- brake control pressure (10)
- left forward signal pressure (11) from the left forward steering solenoid
US
- right forward signal pressure (12) from the right forward steering solenoid
- left reverse signal pressure (13) from the left reverse steering solenoid
- right reverse signal pressure (14) from the right reverse steering solenoid
The functions of the Power Train ECM manifold are to:

- control the displacement of the variable pumps and variable motors
- engage or release the parking brakes
P
- control maximum charge pressure in the charge system
- supply control oil (charge oil) to all the solenoids
The remaining tap (15) is for checking the maximum implement supply pressure on a 963C.
TO
OK
STMG 775 - 47 -
1/04
US
1
P 34
The pilot system tap (1) and pilot system accumulator (2) for the 953C are located below the
TO
cab on the right side of the machine.
The pilot system accumulator is used to lower the implements with the engine off.
The 963C is not equipped with a pilot accumulator. A resolver in the loader circuit is used to
provide dead engine lowering capabilities.
OK
STMG 775 - 48 -
1/04
P US
35
The tap (1) to check the implement hydraulic system is locate to the left of the Power Train
TO
ECM manifold.
The 953C is equipped with an additional accumulator (2), which is used for the hystat hydraulic
system. The accumulator is used to assist the single charge pump in maintaining charge system
flow and pressure needs.
The accumulator is located on the left side of the machine below the cab.
OK
STMG 775 - 49 -
1/04
US
2
P 36
The 963C motor speed sensor (1) senses how fast the motor is turning and communicates this
TO
to the Power Train ECM. The Power Train ECM will use this information to control the pumps
and motors to control machine tracking. During calibrations the ECM matches the right side
motor speed to the left side motor speed. The left side motor speed input is fixed at six points
through the software.
The minimum angle stop adjustment screw (2) is used to limit the minimum motor
displacement angle to control the maximum speed.
Screw (3) controls the stroking rate of the motor. The screw is used to set how much signal
OK
pressure is required to initiate shifting of the motor actuator.
NOTE: The speed sensor for the 953C is still mounted in the final drive and senses the
bullgear teeth as they pass.
STMG 775 - 50 -
1/04
US
2
P 37
From the other side of the 963C drive motor, the flushing valve (1), the pressure override valve
TO
(3), and the maximum angle stop screw (2) can be found.
During normal operation, the maximum angle stop screw is used to set the minimum machine
speed.
The pressure override valve, used only on the 963C, senses the drive loop pressure. When the
pressure exceeds the valve setting, the valve opens and directs signal oil to the motor actuator
to the tank, which causes the motor to move toward maximum angle, thereby, reducing machine
speed and increasing torque to the drive sprockets.
OK
The flushing relief valve (4) is part of the flushing valve. When the machine is moving, the
flushing relief valves maintain a minimum pressure in the low pressure side drive loop and
charge circuit (internal drive loop leakage must not exceed flow output of charge pump).
STMG 775 - 51 -
1/04
963CPOWERTRAINHYDRAULICSYSTEM
LEFTDRIVELOOP
Pressure Synchronization Synchronization
Pressure Actuator Drive Parking
Override Valve Manifold
Reducing Piston Motor Brake
Valve
Valve Group
Charge
US
Filter
Motor
Control
Valve
LeftDrive
MotorGroup
P Flushing
ReliefValve
Flushing
Shuttle
Charge
Pump
LeftDrive
PumpGroup
LeftPump
Actuator
LeftPump
Control
TO
Valve Valve
38
963C Power Train Hystat Hydraulic System
The left drive pump and drive motor make up the left drive loop. The right drive loop consists
of the right drive pump and drive motor. When the machine is not turning, the synchronization
OK
valve ensures that the drive pressures are equal in the left and right drive loops to allow for
straight travel. The power train ECM will de-energize the valve in underspeed conditions.
The left drive pump contains makeup and line relief valves, a pump control valve, an actuator,
and a charge pump.
The charge pumps supply oil to the drive loops and the Power Train ECM manifold. The
charge pumps provide oil for the following functions: steering valve operation, pump actuator
displacement, parking brake operation, and flushing and cooling flow for the drive pumps and
motors. The charge pumps also supply the pilot oil to the implement hydraulic system.
The line reliefs control the maximum drive loop pressures, while the makeup valves allow
charge oil to replenish the low pressure drive loops.
STMG 775 - 52 -
1/04
The pump control valve directs oil from the charge pump to shift the pump actuator. The pump
actuator strokes the pump to increase flow for machine movement.
The left drive motor contains the flushing shuttle valve, flushing relief valve, actuator piston,
motor control valve, pressure reducing valve, and a pressure override valve.
The flushing shuttle valve allows a continuous flow of oil from the low pressure side of the
drive loop to enter the motor case when the machine is moving. This purge flow removes
US
contaminants that enter the drive loops or the contaminants that are created within the drive
loops. The purge flow also removes hot oil that can be generated in the drive loop. When the
machine is moving, the flushing relief valves maintain a minimum pressure in the low pressure
side drive loop and charge circuit (internal drive loop leakage must not exceed flow output of
charge pump).
The motor actuator piston is controlled by the motor control valve and pressure override valve.
The signal oil from the steering solenoid valves is directed to the motor control valve to cause
the motor to destroke for faster machine speed. The pressure override valve will destroke the
P
motor hydraulically when its setting is overcome.
The pressure reducing valve is used to prevent pressure spikes to the motor actuator.
TO
The right drive loop features similar components except for not having the synchronization
manifold and solenoid valve mounted to it.
The two drive loops share a common charge filter.
The synchronization manifold is used to keep the left and the right drive pressures equal when
the machine is not turning. When the machine is traveling in straight line, the Power Train
ECM will energize the synchronization valve to connect the left and right drive loops.
When the drive loops are connected the flow and the pressure between the two drive loops
OK
equalize to provide straight travel.
The synchronization valve is energized by the Power Train ECM without any input from the
operator. The synchronization valve is de-energized when a steering pedal is depressed or
when underspeed conditions occur. De-energizing the synchronization valve blocks flow
between the left and right drive loops.
NOTE: The update 963C power train hydraulic system is very similar to the previous 963C
system. Some of the line routings have changed. These changes are shown throughout the
following 963C power train schematics.
STMG 775 - 53 -
1/04
ECM MANIFOLD
Charge
Relief Valve
Transmission Override
Pressure Sensor
Left Drive Loop
Steering Solenoids
Transmission
Override Solenoid
US
Left Resolver
Parking
Brake Solenoid
Right
PResolver
Right Drive Loop

Steering Solenoids
TO
39
The Power Train ECM manifold receives electrical signals from the Power Train ECM.
Electrical signals are used to control the following solenoid valves:
- parking brake control valve
OK
- transmission override valve

- left forward steering valve
- left reverse steering valve
- right forward steering valve
- right reverse steering valve
The Power Train ECM uses the transmission override solenoid valve to put the machine in
NEUTRAL if certain electrical faults exist. The proportional solenoid valve is used as an
on/off valve. When the solenoid is de-energized the flow of oil is blocked. This causes the
pumps to destroke to NEUTRAL.
STMG 775 - 54 -
1/04
The parking brake solenoid valve engages the brakes. The brakes are spring applied and
hydraulically released. When the operator places the speed/direction control lever in the PARK
position, the Power Train ECM de-energizes the parking brake solenoid valve which relieves
the hydraulic pressure and the brakes are engaged. When the machine is NOT in the PARK
position, the Power Train ECM energizes the solenoid valve which directs the charge pressure
oil to the brakes to release the brakes. The Power Train ECM uses a +battery signal to activate
the parking brake solenoid.
The parking brake switch on the console or the center foot pedal can also de-energize the
US
parking brake solenoid valve to engage the brakes.
The four steering solenoid valves and the transmission override solenoid valve are proportional.
The Power Train ECM uses the proportional steering solenoid valves to control the speed and
the direction of the machine. The Power Train ECM directs a pulse width modulated (PWM)
signal to the appropriate steering solenoid valves. This PWM signal is based on the
information from the following:
- speed/direction control lever
- left pedal
- right pedal
- center pedal
P
TO
The PWM signal varies the hydraulic signal output of the solenoid valve. The amount of signal
oil controls the swashplate angle of the pumps and motors.
The following sensors provide feedback to the Power Train ECM:

- override pressure sensor
- pressure sensor for the signal to the right drive motor
- pressure sensor for the signal to the left drive motor
OK
The PWM sensors for the signal pressure to the motors direct input signals to the Power Train
ECM that indicate the output pressure of the steering valves. The Power Train ECM uses this
input in order to determine if a steering valve is sticking.
The override pressure sensor senses the charge system pressure and sends an analog signal to a
converter. The converter changes the analog signal to a PWM signal which is sent to the Power
Train ECM. The Power Train ECM uses the information for the override pressure in order to
determine if the brake pressure and the lubrication pressure are correct. If the pressure is not
correct and the machine is not in PARK, the Power Train ECM will inform the operator by
turning on a monitoring system alert indicator.
The right signal resolver and the left signal resolver sense the FORWARD and REVERSE
signal pressures from the steering valves. The signal resolvers send the higher pressure to the
respective drive motors. These signal pressures are sent to the motor control valves in order to
control the output of the drive motors. The charge relief valve limits the pressure that is sent
from the charge pumps.
STMG 775 - 55 -
1/04
PRESSUREFITTINGLOCATIONS
"M"Port Charge Left Left Right Right
Pressure Forward Reverse Reverse Forward
ChargePressure
ReverseSignal
Pressure
US
ForwardSignal
Pressure
ParkingBrake
Pressure
ReverseSignal
"M"Port
P ForwardActuator ReverseActuator
Pressure
TO
Pressure Pressure
40
The test ports shown above are used when testing the 963C hystat hydraulic system.
The "M" port is used to check the pressure to the motor actuator.
OK
STMG 775 - 56 -
1/04
PARK
PressureOverride Synchronizat ionValve
Valve
Brake
Charge
Charge Relief
Filt er Valve
Left
St eering
Valves Transmission
Act uat or
US
REV Override
Valve
Mot or Flushing
Cont rolValve Valve
Brake
FWD
Cont rol
Valve
FWD
Charge Act uat or

Pump
Right
St eering
Valves
REV
P Mot or
CaseDrain
Filt er
PumpCont rolValve
TO
41
When the engine is started with the speed/direction control lever in PARK, the charge pumps
draw tank oil from the hydraulic tank (not shown). The charge pumps direct the charge
pressure oil to the charge filter. A bypass valve inside the housing opens if the pressure
differential becomes too high. Cold charge oil that has bypassed the charge filter is directed to
OK
a check valve by the bypass valve.
This check valve helps the charge system maintain adequate lubrication pressure until the
system oil is warm enough to flow through the charge filter. If the pressure differential across
the filter exceeds the specification, the oil flow from the charge pumps is also directed to the
hydraulic tank.
The monitoring system provides input into the Power Train ECM as to the status of the bypass
switch. With cold oil the machine cannot move with the bypass open. A temperature sensor is
used to communicate the transmission oil temperature to the monitoring system.
As the oil temperature increases to normal operating temperatures, the filter bypass valve
closes. Now if the bypass valve opens the monitoring system will signal the Power Train ECM
the open status of the bypass valve. The Power Train ECM will stop the machine.
STMG 775 - 57 -
1/04
After the charge oil flows through the charge filter, the oil is directed to four areas:
- the low pressure side of both drive loops through makeup and line relief valves and the
pump control valves in the drive pumps
- charge relief valve on the Power Train ECM manifold
- transmission override valve and brake control valve
US
- the implement circuit to provide pilot oil
The drive loops constantly lose oil through leakage in the drive pumps and in the drive motors.
Also, the drive loops lose oil through the flushing valves when the machine is moving. The
supply of charge pressure oil replenishes the low pressure sides of both drive loops through the
makeup and line relief valves. The flushing oil directs contaminants and hot oil out of the drive
pumps and drive motors to the case drain filter.
P
The override pressure sensor provides information on the override pressure to the Power Train
ECM. If the override pressure drops below the level that is required in order to keep the brakes
from engaging during travel, a warning is issued to the Caterpillar Monitoring System if the
machine is traveling.
TO
The synchronization valve is energized when the speed/direction control lever is in the PARK
position. Energizing the synchronization valve allows the left drive loop and the right drive
loop to be connected in order to equalize the flow and the pressure between the two drive loops
to provide straight travel.
The drive pumps are at zero swashplate angle and the port plates in the drive motors are at the
maximum angle when the speed/direction control lever is in the PARK position.
When the speed/direction control lever is in the PARK position, the flushing valves are in the
OK
center position, blocking oil in the drive loops from flowing to the flushing relief valves. An
orifice in each pump allows some flushing of the charge oil.
When the speed/direction control lever is in the PARK position, the transmission override valve
is DE-ENERGIZED by the power train ECM in order to put the machine in NEUTRAL, which
blocks charge oil to the steering valves.
When the speed/direction control lever is in the PARK position, the steering valves are also in
the DE-ENERGIZED position. In this position, the steering valves drain oil from both ends of
pump control valves in the drive pumps. The pump control valve moves to the center position
to drain oil from both sides of the pump actuator. Springs in the pump actuator move the pump
swashplate to zero angle.
Also, the steering valves drain oil from motor control valves in the drive motors to keep the
port plates in the drive motors at maximum angle.
STMG 775 - 58 -
1/04
9 6 3 CPOWERTRAINHYDRAULICSYSTEM
BRAKESRELEASED
PressureOverride Synchronizat ionValve
Valve
Brake
Charge
Charge Relief
Filt er Valve
Left
St eering
Valves Transmission
Act uat or
US
REV Override
Valve
Mot or Flushing
Cont rolValve Valve
Brake
FWD
Cont rol
Valve
FWD
Charge Act uat or

Pump
Right
St eering
Valves
REV
Mot or
P CaseDrain
Filt er
PumpCont rolValve
TO
42
When the brakes are disengaged, the Power Train ECM processes the information from the
sensor on the speed/direction control lever. The Power Train ECM sends a signal to the brake
control valve. When the brake control valve is energized, charge oil is directed to the brakes to
release the brakes.
OK
STMG 775 - 59 -
1/04
MAXIMUMFORWARD
PressureOverride
Synchronizat ionValve
Valve
Brake
Charge
Charge Relief
Filt er Valve
Left
St eering
Valves Transmission
US
Act uat or
REV Override
Valve
Mot or Flushing
Cont rolValve Valve
Brake
FWD
Cont rol
Valve
FWD
Charge Act uat or

Pump
Right
St eering
Valves
REV
P Mot or
CaseDrain
Filt er
PumpCont rolValve
TO
43
When the operator shifts the speed/direction control lever to the maximum FORWARD
position, the Power Train ECM processes the information from the sensor on the
speed/direction control lever. The Power Train ECM sends an electrical signal to the
transmission override valve. The ECM also directs PWM signals to the steering valves. The
OK
energized transmission override valve supplies charge oil to the steering valves.
As the steering valves are energized, each valve directs signal oil to the drive pumps. The
signal oil to the drive pumps causes the swashplates to move. When the signal pressure
increases, the pump control valves shift. When the pump control valves shift, charge oil is
directed to one side of the pump actuator. The actuator shifts and moves the pump swashplate.
Pump flow increases.
The signal oil is also directed to drive motors through the signal resolvers. When the pressure
increases enough to shift the motor control valves, drive loop oil is directed to the motor
actuators and pressure override valves. The actuators shift and move the port plates toward
minimum angle.
STMG 775 - 60 -
1/04
The pressure in the FORWARD drive loop is proportional to the drawbar pull. The pressure is
limited by the line relief function of the makeup and line relief valves.
When the speed/direction control lever is in the maximum FORWARD position, the Power
Train ECM sends PWM signals to the right forward steering valve and left forward steering
valve.
The steering valves direct signal oil to the drive pumps in order to stroke the pumps. Also, the
US
steering valves direct signal oil to the drive motors in order to destroke the motors. The
swashplates in the drive pumps rotate and the pump flow pressurizes the FORWARD side of
the drive loops.
The motor flushing shuttle valves shift to direct charge oil into an orifice and to the flushing
relief valves. When the machine is moving, the flushing relief valves maintain a minimum
pressure in the low pressure side drive loop and charge circuit (internal leakage must not
exceed flow output of charge pump). Maintaining the charge pressure is required to fully
release the brakes and to fully shift the pumps and motors.
P
To maintain the correct tracking of the machine, the Power Train ECM energizes the
synchronization valve. This connects the left and the right drive loops in order to provide
straight travel. The synchronization valve is opened in the FORWARD and REVERSE
TO
directions.
To reach full FORWARD, the signal oil from the steering valves moves the actuators in the
drive pumps. The drive pumps will upstroke to the maximum swashplate angle. This generates
approximately 33% of the maximum machine speed. The drive motors receive the same signal
oil from the steering valves. The motors will begin to destroke once the maximum swashplate
angle is reached in the respective drive pumps. Machine speed will continue to increase until
the machine reaches the maximum speed of approximately 9.5 km/h (5.9 mph).
The underspeed feature is automatically utilized when the load on the drawbar causes the
OK
engine to lug. The underspeed feature overrides the input of the speed/direction control lever.
The underspeed feature will change the speed setting of the machine in order to keep the engine
speed at the designated rpm by reducing the current to the steering valves, which reduces the
signal pressure to the drive pumps and motors. The drive motors will upstroke first and then
drive pumps will destroke. The engine speed is maintained regardless of the changing loads.
There is no adjustment for the designated engine speed under load.
This engine speed is determined by the programmed software in the Power Train ECM. The
implement circuit has priority over the transmission to use engine horsepower. When the
engine lugs, the Power Train ECM uses the underspeed feature to reduce speed of the tracks by
reducing the electrical signal to the steering valves. This will reduce the load on the engine.
When the engine has returned to normal operating speed, the full electrical signal will return to
the steering valves.
STMG 775 - 61 -
1/04
When the engine lugs heavily due to high loads, the synchronization valve is de-energized by
the Power Train ECM. The valve closes and blocks the flow between the drive loops in order
to prevent the engine from stalling. The ECM monitors the loading of the engine with the
magnetic engine speed sensor that is mounted on the engine flywheel housing. The magnetic
engine speed sensor generates a signal that varies in proportion to the engine speed.
When drive loop pressure exceeds the motor pressure override valve spring setting due to high
loads, the valve shifts and drains oil to the large end of actuator to the tank. Pressure working
US
on the other end of the actuator will cause the actuator to shift to upstroke the motor.
P
TO
OK
STMG 775 - 62 -
1/04
RIGHTTURNFORWARD
PressureOverride
Valve
Brake
Charge
Charge Relief
Filt er Valve
Left
St eering
Valves Transmission
US
Act uat or
REV Override
Valve
Mot or Flushing
Cont rolValve Valve
Brake
FWD Cont rol
Valve
FWD
Charge Act uat or

Pump
Right
St eering
Valves
REV
P Mot or
CaseDrain
Filt er
PumpCont rolValve
TO
44
To make a right turn when the machine is traveling in FORWARD, the right steering pedal is
partially depressed which causes the synchronization valve to be de-energized.
The synchronization valve is DE-ENERGIZED at the initial depression of the steering pedal in
OK
order to separate the drive loops. If the valve is not DE-ENERGIZED at the initial depression
of the steering pedal, small steering turns at the initial depression of the steering pedal are not
possible.
As the steering pedal is depressed, the PWM signal from the rotary sensor on the pedal is
directed to the Power Train ECM. The Power Train ECM sends a reduced PWM signal to right
FORWARD steering valve. The right FORWARD steering valve reduces the signal oil to the
right drive pump control valve and to the right drive motor control valve. The control valves
shift according to the amount of signal reduction. The motor control shifts first.
STMG 775 - 63 -
1/04
As the motor control valve shifts, pressure on the head end of the actuator is reduced. The
actuator starts to move to the left which increases the angle of the port plate in the drive motor
as the operator depresses the right steering pedal. When the right steering pedal is depressed
enough in order to slow the right track to 33% of the maximum speed, the angle of the port
plate in the right drive motor reaches the maximum angle.
Then, as the right steering pedal is depressed further, the pump control valve moves to reduce
pressure at the pump actuator. The swashplate for the right drive pump starts to move toward
US
zero angle.
Due to the left drive pump being upstroked and the motor being destroked, the left track
maintains speed,while the right track slows down . The machine makes a right turn.
Operation for a left turn is similar for the left drive loop.
NOTE: If the initial steering response occurs at a position besides the initial depression of the
steering pedal, the steering pedal may need to be calibrated.
P
TO
OK
STMG 775 - 64 -
1/04
RIGHTSPOTTURN
PressureOverride
Valve
Brake
Charge
Charge Relief
Filt er Valve
Left
St eering
Transmission
US
Valves
Act uat or REV Override
Valve
Mot or Flushing
Cont rolValve Valve
Brake
FWD Cont rol
Valve
FWD
Charge Act uat or

Pump
Right
St eering
Valves
REV
P Mot or
CaseDrain
Filt er
PumpCont rolValve
TO
45
If the operator depresses the right steering pedal completely, the Power Train ECM will stop the
PWM signal to the right forward steering valve. Then, the Power Train ECM sends a PWM
signal to the right reverse steering valve. The right reverse steering valve directs signal oil to
the right drive pump and drive motor. The signal oil shifts the pump control valve, which
OK
directs charge oil to the other side of the pump actuator. The swashplates shifts overcenter to
direct oil flow to the REVERSE side of the drive loop.
The right drive motor rotates in the REVERSE direction while the left drive motor continues to
rotate in the FORWARD direction. The synchronization valve is DE-ENERGIZED at the initial
depression of the steering pedal in order to separate the drive loops. If the valve is not
DE-ENERGIZED at the initial depression of the steering pedal, steering turns are erratic.
NOTE: If the initial steering response occurs at a position besides the initial depression of the
STMG 775 - 65 -
1/04
CENTERPEDALPARTIALDEPRESSED
PressureOverride
Valve
Brake
Left
St eering
Transmission
US
Valves
Act uat or
REV Override
Valve
Mot or
Cont rolValve
Brake
FWD Cont rol
Valve
FWD
Act uat or
Right
St eering
Valves
REV
P Mot or
CaseDrain
Filt er
PumpCont rolValve
TO
46
When the operator partially depresses the center pedal, the Power Train ECM reduces the PWM
signal to the energized steering valves to reduce signal oil to the control valves on the pump
and motors. The motor control valve shifts first to drain oil to the motor actuator to the tank.
The pump control valve then shifts to drain oil to the pump actuator to the tank.
OK
At maximum speed, partial depression of the center pedal will cause the motor control valves to
shift the motor actuators causing the port plates in the drive motors to move toward the
maximum angle. When the center pedal is depressed enough in order to lower the machine
speed to 33% of maximum speed, the port plates in the drive motors reach the maximum angle.
Further depression of the center pedal will move the pump control valves to shift the pump
actuators to move the pump swashplates toward the minimum angle.
The machine starts to slow down. The further the center pedal is depressed, the more the
machine slows down.
STMG 775 - 66 -
1/04
CENTERPEDALFULLYDEPRESSED
PressureOverride
Valve
Brake
Left
St eering
Valves Transmission
US
Act uat or REV Override
Valve
Mot or
Cont rolValve
Brake
FWD Cont rol
Valve
FWD
Act uat or
Right
St eering
Valves
REV
P Mot or
CaseDrain
Filt er
PumpCont rolValve
TO
47
When the operator fully depresses the center pedal while moving in a direction, the Power Train
ECM minimizes the PWM signal to the energized steering valves to reduce the signal oil to the
the pumps and the motors.
OK
When the center pedal is fully depressed, the motor control valves shift to drain oil to the motor
actuators. The actuators shift and move the port plates in drive motors to the maximum angle.
Due to the loss of signal oil, the pump control valves and actuators shift to move the
swashplates toward the minimum angle. The pumps stay slightly stroked to maintain pressure
in the respective drive loop. The machine abruptly stops because of the dynamic braking of the
power train hydraulic system. The brake valve is also DE-ENERGIZED blocking charge oil to
the parking brakes. The parking brakes engage and the motors stop.
There may be a slight growling from the power train hydraulic system when the brakes are fully
applied. The flow from the drive pumps is the source of the growling. The center pedal should
be depressed when the operator is working on a slope in order to prevent the machine from
rolling down the slope. While the center pedal is depressed, the operator may move the
speed/direction control lever in order to demand travel. When the operator slowly releases the
center pedal, the operator has precise control of the machine.
STMG 775 - 67 -
1/04
LEFTDRIVELOOP/ENGINEOFF
Synchronization Synchronization
Manifold Valve
MotorControl LeftDrive Charge Charge
Valve Motor Pump Filter
US
Parking
Brakes
Piston
P
Actuator Flushing
Relief
Valve
Flushing
Shuttle
Valve
Drive
Pump
Makeupand
LineReliefValves
Control
Piston
PumpControl Pilot
Valve Spool
TO
48
953C Power Train Hystat Hydraulic System
The left drive pump and drive motor make up the left drive loop. The right drive loop consists
of the right drive pump and drive motor. When the machine is not turning, the synchronization
OK
valve ensures that the drive pressures are equal in the left drive loop and in the right drive loop.
The left drive pump contains makeup and line relief valves, a pilot spool, a pump control valve,
an actuator, and a charge pump.
The charge pump supplies oil to the drive loops and the Power Train ECM manifold. The
charge oil provides oil for the following functions: steering valve operation, pump and motor
displacements, parking brake operation, and flushing and cooling flow for the drive pumps and
motors. The charge pumps also supply the pilot oil to the implement hydraulic system.
The line reliefs control the maximum drive loop pressures while the makeup valves allow
charge oil to replenish the low pressure drive loops.
STMG 775 - 68 -
1/04
The pilot spool shifts the pump control valve to direct charge pressure oil to shift the pump
actuator. The pump actuator strokes the pump to increase flow for machine movement.
The left drive motor contains the flushing shuttle valve, flushing relief valve, actuator piston,
and motor control valve. A pressure override valve is not used on the 953C motors.
The flushing shuttle valve allows a continuous flow of oil from the low pressure side of the
drive loop to enter the motor case when the machine is moving. This purge flow removes
US
contaminants that enter the drive loops or the contaminants that are created within the drive
loops. The purge flow also removes hot oil that can be generated in the drive loop. When the
machine is moving, the flushing relief valves maintain a minimum pressure in the low pressure
side drive loop and charge circuit (internal leakage must not exceed flow output of charge
pump). Maintaining the charge pressure is required to fully release the brakes and to fully shift
the pumps and motors.
The motor actuator piston is controlled by the motor control valve. The signal oil from the
steering solenoid valves is directed to the control valve to cause the motor to destroke for faster
machine speed.
P
The right drive loop features similar components except for not having the synchronization
manifold mounted to it and no charge pump.
TO
The two drive loops share a common charge filter.
The synchronization manifold is used in order to keep the left drive pressure and the right drive
pressure equal when the machine is not turning. When the machine is traveling in straight line
the Power Train ECM will energize the synchronization valve to connect the left drive loop and
the right drive loop.
When the drive loops are connected the flow and the pressure between the two drive loops
equalize. This provides straight travel.
OK
The synchronization valve is energized by the Power Train ECM without any input from the
operator. The synchronization valve is de-energized when a steering pedal is depressed or
when underspeed conditions occur. De-energizing the synchronization valve blocks flow
between the left drive loop and the right drive loop.
NOTE: The updated 953C power train hydraulic system is very similar to the previous 953C
system. Some of the line routings have changed along with the addition of a accumulator in
the charge circuit. These changes are shown throughout the following 963C power train
schematics.
STMG 775 - 69 -
1/04
PRESSUREFITTINGLOCATIONS
LeftForward LeftReverse RightReverse RightForward Charge
Upstroke DrivePressure DrivePressure DrivePressure DrivePressure Pressure
Actuator
Pressure CaseDrain
Reverse
US
Forward
Upstroke
Actuator
P Destroke
Actuator Case
Reverse
Signal
Forward
Signal Brake
TO
Pressure Pressure Drain Pressure Pressure Pressure
49
The test ports shown above are used when testing the 953C hystat hydraulic system.
OK
STMG 775 - 70 -
1/04
PARK Synchronization
Valve
Accumulator
Charge
Filter
Mot or
Cont rolValve Actuator
Brake Charge
Pump ChargeRelief
Valve
LeftSteering
Valves
Left REV
Drive
US
Loop
Flushing Transmission
Valve Override
FWD Valve
Actuator
Drive
Motor
FWD Brake
Control
Pump Valve
Pilot
Cont rol
Spool
Valve
Right
Drive Right
Loop Steering
Valves
Motor
REV
P
TO
CaseDrainFilters
50
When the engine is started with the speed/direction control lever in PARK, the charge pump
draws tank oil from the hydraulic tank (not shown). The charge pumps direct the charge
pressure oil to the charge filter. A bypass valve inside the housing opens if the pressure
differential becomes too high. Cold charge oil that has bypassed the charge filter is directed to
OK
a check valve by the bypass valve.
This check valve helps the charge system maintain adequate lubrication pressure until the
system oil is warm enough to flow through charge filter. If the pressure differential across the
filter exceeds the specification, the oil flow from the charge pump is also directed to the
hydraulic tank.
The monitoring system provides input into the Power Train ECM as to the status of the bypass
switch. With cold oil the machine cannot move with the bypass open. A temperature sensor is
used to communicate the transmission oil temperature to the monitoring system.
As the oil temperature increases to normal operating temperatures, the filter bypass valve
closes. Now if the bypass valve opens the monitoring system will signal the Power Train ECM
the open status of the bypass valve. The Power Train ECM will stop the machine.
STMG 775 - 71 -
1/04
After the charge oil flows through the filter, the oil is directed to five areas:
- the low pressure side of both drive loops through makeup and line relief valves and the
pump control valves in the drive pumps
- the accumulator and charge relief valve on the Power Train ECM manifold
- transmission override valve and brake control valve
US
- the implement circuit to provide pilot oil
- the travel motor control valves
The accumulator stores and provides a supply of oil to maintain the charge system flow and
pressure.
The drive loops constantly lose oil through leakage in the drive pumps and in the drive motors.
P
Also, the drive loops lose oil through the flushing valves when the machine is moving. The
supply of charge pressure oil replenishes the low pressure sides of both drive loops through the
makeup and line relief valves. The flushing oil directs contaminants and hot oil out of the drive
pumps and drive motors to the case drain filter.
TO
The override pressure sensor provides information on the override pressure to the Power Train
ECM. If the override pressure drops below the level that is required in order to keep the brakes
from engaging during travel, a warning is issued to the Caterpillar Monitoring System.
The synchronization valve is energized when the speed/direction control lever is in the PARK
position. Energizing the synchronization valve allows the left drive loop and the right drive
loop to be connected in order to equalize the flow and the pressure between the two drive loops
to provide straight travel.
OK
The drive pumps are at zero swashplate angle and the port plates in the drive motors are at the
maximum angle when the speed/direction control lever is in the PARK position. When the
speed/direction control lever is in the PARK position, the flushing valves are in the center
position blocking drive loop oil from the flushing relief valves.
When the speed/direction control lever is in the PARK position, the transmission override valve
is DE-ENERGIZED by the power train ECM in order to put the machine in NEUTRAL. The
DE-ENERGIZED position blocks oil from the charge pump to the steering valves.
When the speed/direction control lever is in the PARK position, the steering valves are also in
the DE-ENERGIZED position. In this position, the steering valves drain oil from both ends of
pilot valves in the drive pumps. The pump control valve moves to the center position to drain
oil from both sides of the pump actuator. Springs in the pump actuator move the pump
swashplate to zero angle. Also, the steering valves drain oil from control valves in the drive
motors to keep the port plates in the drive motors at maximum angle.
STMG 775 - 72 -
1/04
BRAKESRELEASED Synchronization
Valve
Accumulator
Charge
Mot or Filter
Brake Charge ChargeRelief

Pump Valve
LeftSteering
Left Valves
REV
US
Drive
Loop
Valve Override
FWD Valve
Actuator
Drive
Motor
FWD Brake
Control
Pump Valve
Pilot
Cont rol
Spool
Valve
Right
Drive Right
Loop Steering
Valves
Motor
P REV
TO
CaseDrainFilters
51
When the brakes are disengaged, the Power Train ECM processes the information from the
sensor on the speed/direction control lever. The Power Train ECM sends a signal to the brake
control valve. When the brake control valve is energized, charge oil is directed to the brakes to
release the brakes.
OK
STMG 775 - 73 -
1/04
MAXIMUMFORWARD Synchronization
Valve
Mot or
Brake
ChargeRelief
Valve
US
Left Left
REV
Drive St eering
Loop Valves
Valve Override
FWD Valve
Actuator
Drive
Motor
FWD Brake
Control
Pump Valve
Pilot
Cont rol Spool
Valve
Right
Drive Right
Loop Steering
Valves
PMotor
REV
TO
52
When the operator shifts the speed/direction control lever to the maximum FORWARD
position, the Power Train ECM processes the information from the sensor on the
speed/direction control lever. The Power Train ECM sends an electrical signal to the
transmission override valve. The ECM also directs PWM signals to the steering valves. The
OK
energized transmission override valve supplies charge oil to the steering valves.
As the steering valves are energized, each valve directs signal oil to the drive pumps. The
signal oil to the drive pumps causes the swashplates to move. When the signal pressure
increases enough, the pilot spools move to shift the pump control valves. When the pump
control valves shift, charge oil is directed to one side of the pump actuator. The actuator shifts
and moves the pump swashplate. Pump flow increases.
The signal oil is also directed to drive motors through the signal resolvers. When the pressure
increases enough to shift the motor control valves, charge oil is directed to the motor actuators.
The actuators shift and move the port plates toward minimum angle.
STMG 775 - 74 -
1/04
The pressure in the FORWARD drive loop is proportional to the drawbar pull. The pressure is
limited by line relief function of the makeup and line relief valves.
When the speed/direction control lever is in the maximum FORWARD position, the Power
Train ECM sends PWM signals to the right forward steering valve and left forward steering
valve.
The steering valves direct signal oil to the drive pumps in order to stroke the pumps. Also, the
US
steering valves direct signal oil to the drive motors in order to destroke the motors. The
swashplates in the drive pumps rotate and the pump flow pressurizes the FORWARD side of
the drive loops.
The motor flushing shuttle valves shift to direct charge oil into an orifice and to the flushing
relief valves. When the machine is moving, the flushing relief valves maintain a minimum
pressure in the low pressure side drive loop and charge circuit (internal drive loop leakage must
not exceed flow output of charge pump). The flushing relief valves maintain back pressure
against the orifices before the oil flows to case drain.
P
To maintain the correct tracking of the machine, the Power Train ECM energizes the
synchronization valve. This connects the left and the right drive loops in order to provide
straight travel. The synchronization valve is opened in the FORWARD direction and in the
TO
REVERSE directions.
To reach full FORWARD, the signal oil from the steering valves moves the actuators in the
drive pumps. The drive pumps will upstroke to the maximum swashplate angle to generate
approximately 33% of the maximum machine speed. The drive motors receive the same signal
oil from the steering valves. The motors will begin to destroke once the maximum swashplate
angle is reached in the respective drive pumps. Machine speed will continue to increase until
the machine reaches the maximum speed of approximately 9.7 km/h (6.0 mph).
The underspeed feature is automatically utilized when the load on the drawbar causes the
OK
engine to lug. The underspeed feature overrides the input of the speed/direction control lever.
The underspeed feature will change the speed setting of the machine in order to keep the engine
speed at the designated rpm by reducing the current to the steering valves, which reduces the
signal pressure to the drive pumps and motors. The drive motors will upstroke first and then
the drive pumps will destroke. The engine speed is maintained regardless of the changing
loads. There is no adjustment for the designated engine speed under load.
This engine speed is determined by the programmed software in the Power Train ECM. The
implement circuit has priority over the transmission to using engine horsepower. When the
engine lugs, the Power Train ECM uses the underspeed feature to reduce speed of the tracks by
reducing the electrical signal to the steering valves. This will reduce the load on the engine.
When the engine has returned to normal operating speed, the full electrical signal will return to
the steering valves.
STMG 775 - 75 -
1/04
When the engine lugs heavily due to high loads, the synchronization valve is DE-ENERGIZED
by the Power Train ECM. The valve closes and blocks the flow between the drive loops in
order to maintain engine power. The ECM monitors the loading of the engine with the
magnetic engine speed sensor that is mounted on the engine flywheel housing. The magnetic
engine speed sensor generates a signal that varies in proportion to the engine speed.
P US
TO
OK
STMG 775 - 76 -
1/04
RIGHTTURNFORWARD
Mot or
Brake
US
Left Left
REV
Drive St eering
Loop Valves
Valve Override
FWD Valve
Actuator
Drive
Motor
FWD Brake
Control
Pump Valve
Pilot
Cont rol Spool
Valve
Right
Drive Right
Loop Steering
Valves
PMotor
REV
TO
53
To make a right turn when the machine is traveling in FORWARD, the right steering pedal is
partially depressed which causes the synchronization valve to be de-energized.
The synchronization valve is DE-ENERGIZED at the initial depression of the steering pedal in
OK
order to separate the drive loops. If the valve is not DE-ENERGIZED at the initial depression
of the steering pedal, small steering turns at the initial depression of the steering pedal are not
possible.
As the motor control valve shifts, pressure on the one end of the actuator is reduced. The
actuator starts to move to increase the angle of the port plate in the drive motor as the operator
depresses the right steering pedal. When the right steering pedal is depressed enough in order
to slow the right track to 33% of the maximum speed, the angle of the port plate in the right
drive motor reaches the maximum angle.
Then, as the right steering pedal is depressed further, the pump pilot spool and pump control
valve moves to reduce pressure at the pump actuator. The swashplate for the right drive pump
starts to move toward zero angle.
STMG 775 - 77 -
1/04
Due to the left drive pump being upstroked and the left motor being destroked, the left track
maintains speed, while the right track slows down . The machine makes a right turn.
Operation for a left turn is similar for the left drive loop.
NOTE: If the initial steering response occurs at a position beside the initial depression of the
P US
TO
OK
STMG 775 - 78 -
1/04
RIGHTSPOTTURN
Forward
Mot or
Cont rolValve Act uat or
Brake
Left
Left St eering
US
REV
Drive Valves
Loop
Valve Override
FWD Valve
Act uat or
Drive
Mot or
FWD Brake
Cont rol
Pump Valve
Cont rol Pilot
Valve Spool
Right
Drive Right
St eering
Loop
Valves
P Mot or
Reverse
REV
TO
54
If the operator depresses the right steering pedal completely, the Power Train ECM will stop the
PWM signal to the right forward steering valve. Then, the Power Train ECM sends a PWM
signal to the right reverse steering valve. The right reverse steering valve directs signal oil to
the right drive pump and drive motor. The signal oil shifts the pilot valve, which moves the
OK
pump control valve and directs charge oil to the other side of the pump actuator. The
swashplates shifts overcenter to direct oil flow to the REVERSE side of the drive loop.
The right drive motor rotates in the REVERSE direction while the left drive motor continues to
rotate in the FORWARD direction. The synchronization valve is DE-ENERGIZED at the initial
depression of the steering pedal in order to separate the drive loops. If the valve is not
DE-ENERGIZED at the initial depression of the steering pedal, steering turns are erratic.
NOTE: If the initial steering response occurs at a position beside the initial depression of the
STMG 775 - 79 -
1/04
CENTERPEDALPARTIALLYDEPRESSED
Mot or
Cont rolValve Act uat or
Brake
ChargeRelief
Valve
Left
US
Left REV
St eering
Drive Valves
Loop
Valve Override
FWD Valve
Act uat or
Drive
Mot or
FWD Brake
Cont rol
Pump Pilot Valve
Cont rol
Spool
Valve
Right
Drive Right
St eering
Loop
Valves
P Mot or
REV
TO
55
When the operator partially depresses the center pedal, the Power Train ECM reduces the PWM
signal to the energized steering valves to reduce signal oil to the pilot spool on the pump and
the control valve on the motors. The pilot spool on the pump shifts the pump control valve.
When the control valves shift, charge oil is directed to the pump and the motor actuators to
OK
cause them to shift. The motor control valve shifts first.
At maximum speed, partial depression of the center pedal will cause the motor control valves to
shift the motor actuators causing the port plates in the drive motors to move toward the
maximum angle. When the center pedal is depressed enough in order to lower the machine
speed to 33% of maximum speed, the port plates in the drive motors reach the maximum angle.
Further depression of the center pedal will move the pump pilot valves and pump control valves
to shift the pump actuators to move the pump swashplates toward the minimum angle.
The machine starts to slow down. The further the center pedal is depressed, the more the
machine slows down.
STMG 775 - 80 -
1/04
CENTERPEDALFULLYDEPRESSED
Mot or
Brake
US
Left Left
REV St eering
Drive
Valves
Loop
Transmission
Override
FWD Valve
Actuator
Drive
Motor
FWD Brake
Control
Pump Valve
Pilot
Cont rol Spool
Valve
Right
Drive Right
Loop Steering
Valves
PMotor
REV
TO
56
When the operator fully depresses the center pedal while moving in a direction, the Power Train
ECM minimizes the PWM signal to the energized steering valves to reduce the signal oil to the
the pumps and the motors.
OK
When the center pedal is fully depressed, the motor control valves shift to drain oil to the motor
actuators. The actuators shift and move the port plates in drive motors to the maximum angle.
Due to the loss of signal oil, the pilot spools, pump control valves, and actuators shift to move
the swashplates toward the minimum angle. The machine abruptly stops because of the
dynamic braking of the power train hydraulic system. The pumps stay slightly stroked to
maintain pressure in the respective drive loop. The brake valve is also DE-ENERGIZED
blocking charge oil to the parking brakes. The parking brakes engage and the motors stop.
There may be a slight growling from the power train hydraulic system when the brakes are fully
applied. The flow from the drive pumps is the source of the growling. The center pedal should
be depressed when the operator is working on a slope in order to prevent the machine from
rolling down the slope. While the center pedal is depressed, the operator may move the
speed/direction control lever in order to demand travel. When the operator slowly releases the
center pedal, the operator has precise control of the machine.
STMG 775 - 81 -
1/04
P US
TO
57
When the "Hydrostatic Transmission" ECM is selected from the ECM Selector Screen using
Cat ET, the technician can gain access to the power train Configuration Screen.
The technician has some limited capabilities to change parameters for the Power Train ECM.
OK
Highlight the parameter and then use the "Change" button on the lower left to change the
parameter. The parameter for "Parking Brake Lockout Status" can be used for performing a
hystat stall test or for servicing the machine. The steering sensitivity can be adjusted using the
"Steering Response Rate Setting" parameter.
The Calibration Reset feature resets the track speed and pedal lever calibrations. This feature
should be used whenever one of the electro-hydraulic components that require calibrations are
replaced. The feature may also be used when certain fault codes are present or when the
technician wants to return the system to known good values.
This feature resets the component values back to the default settings. The component then
needs to be calibrated. Refer to the Calibration Procedures.
All three parameters can be adjusted or done using the monitor. Refer to the Service Manual
for more information on this Configuration Screen.
STMG 775 - 82 -
1/04
P US
TO
58
When Calibrations is selected in Cat ET for the hystat transmission the screen shown above
appears.
The technician can select to one or more of the four calibrations available to calibrate the
OK
steering and brake pedal or the transmission lever.
The technician can also use the toggle switch shown earlier in the right console to perform the
same calibrations.
STMG 775 - 83 -
1/04
963CIMPLEMENTHYDRAULICSYSTEM
HOLD
Ripper Multi-purpose Tilt Lift
Cylinders Cylinders Cylinder Cylinders
Diverter
FromChargeFilterBypass Valve
andChargeReliefValve Vented
Makeup
Main Valve
Relief
Valve
Shuttle
US
Valve
FromBrakeValve
Attach Tilt Lift

Control Control Control
Valve Valve Valve
Implement
Pressure
Pump
Reducing
Valve
FromChargePumps
ToChargePumps
From
Case
Drain
Tank
P PilotValve
Group
Vacuum
Breaker
Float
Valve
TO
59
963C Implement Hydraulic System
The hydraulic system controls the operation of the bucket and the ripper. The hydraulic system
can be different from one machine to the next machine according to the optional equipment that
OK
is on the machine. The basic hydraulic system consists of the following components: hydraulic
tank and filter, hydraulic pump, main control valve group (lift and tilt), third control valve,
main relief valve, diverter valve (if equipped), hydraulic cylinders, pressure reducing valve,
pilot valve group, and hydraulic oil cooler.
The pressure reducing valve is used to provide pilot oil for the pilot valve group. Charge oil
from the power train charge pump is used as the supply source for the pilot oil. The valve also
works with the shuttle valve and uses lift cylinder oil to create pilot oil to lower the implements
when the engine is not running.
NOTE: The following illustrations should be used to supplement the materials found in
Technical Instruction Module "953C/963C/973C Track LoadersImplement Hydraulic System"
(SERV2695). The previous training package did not provide cut-away illustrations for the pilot
valves or the implement control valves.
STMG 775 - 84 -
1/04
PILOTCONTROLVALVE-JOYSTICK
HOLD SHIFT
Act uat or
Rod
US
Det ent
Coil
Plunger
Ret ainer
Ret urn
Spring ToTank
Chamber Passage
Pilot Supply St em
Passage
Hole
From
P From
Int ernal
Passage
From To
TO
Cont rolValve Cont rolValve Cont rolValve Cont rolValve
60
The 963C and 953C use the same pilot valves. Some machines may be equipped with a
joystick-type pilot valve for lift and tilt functions.
In HOLD, springs hold the plungers and stems up. Pilot supply oil is blocked by the stems.
OK
The pilot lines from the control valve are open to the tank through the internal passage and the
cross-drilled hole in each stem and the spring chamber.
Some of the circuits may use detent coils to hold the lever for certain functions such as FLOAT
or for the bucket kickouts.
When the lever is shifted, the actuator and rod contacts the plunger and pushes it down against
the springs and retainer. As the retainer moves down, the springs move the stem down.
Depending on how far the actuator is shifted determines how far the stem moves.
STMG 775 - 85 -
1/04
As the stem moves down, it will close off the cross-drilled hole and the internal passage from
the spring chamber. The passage to the control valve is no longer open to the tank. Pilot oil
enters the cross-drilled hole and internal passage and flows to the control valve to shift the
control spool. The greater the pilot oil flow to the control spool the greater the control spool
travel.
As pressure increases in the pilot line to the control valve, the pressure works on the stem to
move the stem up to a balance position against the springs to maintain the pilot pressure in the
US
pilot line. This will maintain the position of the control spool in the control valve.
When the key start switch is in the ON position, the detent coils are energized.
If the operator shifts the lever further the plate above the rod contacts the detent coil. The
actuator and plate are then held by the detent coil until the operator moves the lever out of
detent or power to the detent is stopped.
Power may be stopped by "kickout" switches mounted on the cylinders or loader linkage.
P
TO
OK
STMG 775 - 86 -
1/04
PILOTCONTROLVALVE-LEVER
HOLD SHIFT
Act uat or
Det ent
US
Plunger
Ret urn
Spring
t oTank
Chamber Ret ainer
Passage
St em
From
Cont rol
P From
Cont rol
Pilot Supply
Passage
Hole
Int ernal
Passage
From
Cont rol
To
Cont rol
TO
Valve Valve Valve Valve
61
The 963C and 953C use the same pilot valves. Some machines may be equipped with a
joystick for lift and tilt functions as discussed, while other machines use separate levers for
each function. The third function, if equipped, uses the lever-type pilot valve.
OK
In HOLD, springs hold the plungers and stems up. Pilot supply oil is blocked by the stems.
The pilot lines from the control valve are open to the tank through the internal passage and
cross-drilled hole in each stem and the spring chamber.
Some of the circuits may use detent coils to hold the lever for certain functions such as FLOAT
or for the bucket kickouts.
When the joystick is shifted, the actuator contacts the plunger and pushes it down against the
springs and retainer. As the retainer moves down, the springs move the stem down. Depending
on how far the actuator is shifted determines how far the stem moves.
STMG 775 - 87 -
1/04
As the stem moves down, it will close off the cross-drilled hole and the internal passage from
the spring chamber. The passage to the control valve is no longer open to the tank. Pilot oil
enters the cross-drilled hole and internal passage and flows to the control valve to shift the
control spool. The greater the pilot oil flow to the control spool the greater the control spool
travel.
As pressure increases in the pilot line to the control valve, the pressure works on the stem to
move the stem up to a balance position against the springs to maintain the pilot pressure in the
US
pilot line. This will maintain the position of the control spool in the control valve.
When the key start switch is in the ON position, the detent coils are energized.
If the operator shifts the joystick further the actuator contacts the detent coil. The actuator is
then held by the detent coil until the operator moves the joystick out of detent or power to the
detent is stopped.
Power may be stopped by "kickout" switches mounted on the cylinders or loader linkage.
P
TO
OK
STMG 775 - 88 -
1/04
9 6 3 CMAINCONTROLVALVEGROUP
TILTHOLD/ LIFTHOLD
Load
RodEnd HeadEnd CheckValve
Makeup Supply
Valve
US
To
To
Pilot
Pilot Tilt Spool
Valves
Valves
Lift Spool
P Float
Vent Valve
FromFloat
Rod
End
Head
End Tank
Load
CheckValve
TO
Valve
62
The two open-center control spools in the main control valve group provide the tilt and lift
functions for the machine. The tilt circuit has flow priority over the lift circuit
The tilt spool has three positions: TILT BACK, HOLD, and DUMP. If the tilt valve spool is in
OK
the HOLD position, the oil will flow around the tilt valve spool to the lift valve spool. The lift
valve spool also has three positions: RAISE, HOLD, and LOWER. When the lift is shifted to
full lower the float vent valve opens to provide FLOAT.
Movement of the lift valve spool and the tilt valve spool is controlled by pressurized pilot oil
from the pilot valves. Centering springs keep the spools in the HOLD position when the pilot
valves (not shown) are in HOLD.
With tilt valve spool in the HOLD position, pump oil is sent from the supply passage, around
the tilt spool to the lift valve spool. When the lift spool is in the HOLD position, the oil flows
around the lift valve spool to the tank passage.
With the spools in hold the passages to the cylinders are blocked.
STMG 775 - 89 -
1/04
963CMAINCONTROLVALVEGROUP
TILTBACK/LIFTHOLD
RodEnd HeadEnd
Load
CheckValve
Supply
Makeup
Valve
From
Pilot
US
Valve
To
Pilot Tilt Spool To
Valves Pilot
Valve
Lift Spool
P Float
Vent Valve
FromFloat
Valve
Rod
End
Head
End
Tank
Load
CheckValve
TO
63
When the tilt control lever is moved to the TILT BACK position, pilot oil is sent to the pilot
chamber on the right end of the tilt spool to shift the spool to the left. Supply oil is blocked
from going to the lift spool and the rod end of the tilt cylinder is open to the tank around both
spools.
OK
Pressure increases in the supply passage and unseats the tilt load check valve. Supply oil is
then directed to the head end of the tilt cylinder. Return oil from the rod end flows to the tank.
The bucket tilts back.
As the oil from the rod end of the tilt cylinder bypasses the tilt spool and the lift spool, the Tilt
Back Operation and the Raise Operation are prevented from occurring at the same time. When
tilt valve spool is in the full TILT BACK position, no pressure oil flows to the lift valve spool.
The lift circuit is inoperable.
STMG 775 - 90 -
1/04
TILTHOLD/ LIFTRAISE
RodEnd HeadEnd Load
CheckValve
Makeup Supply
Valve
To
Pilot
Valve
US
To
Tilt Spool Pilot
Valves
From
Pilot
Lift Spool
Valve
PFloat
Vent Valve
FromFloat
Rod
End
Head
End
Tank
Load
CheckValve
TO
Valve
64
When the lift control lever is moved to the RAISE position, pilot oil from the pilot valve shifts
the lift spool to the right. Oil from the main pump is directed from the inlet supply passage
around the tilt spool to the lift spool. Supply oil is blocked from going to the tank and the rod
end of the lift cylinders are open to the tank around the lift spool.
OK
Pressure increases in the supply passage and unseats the lift load check valve. Supply oil is
then directed to the head end of the lift cylinders. Return oil from the rod ends flows to the
tank causing the lift arms to raise.
STMG 775 - 91 -
1/04
TILTBACK/LIFTRAISE
RodEnd HeadEnd
Load
CheckValve
Makeup Supply
Valve
To From
Pilot Pilot
US
Valve Valve
Tilt Spool To
Pilot
Valve
From
Pilot
Valve Lift Spool
PFloat
Vent Valve
Rod
FromFloat End
Head
End Tank
Load
CheckValve
TO
Valve
65
If the full TILT BACK is activated while the lift spool has been shifted, there is no supply oil
available to operate the lift circuit. The lift load check valve seats and the lift cylinders stop
moving. The tilt circuit has flow priority over the lift circuit.
OK
If the tilt spool is partially shifted for TILT BACK, there will be some supply oil available for
the lift to RAISE. The lift cylinder speed will be dramatically reduced.
In typical truck loading operations, the operator will shift the lift pilot valve lever into the raise
detent position and then operate the tilt pilot lever to maximize the bucket load while loading.
When the bucket breaks free of the pile, the operator releases the tilt pilot lever and the raise
circuit keeps moving until the bucket reaches the "lift kickout." When this occurs, power is cut
to the detent coil in the pilot valve and the load is ready to be dumped into a truck.
STMG 775 - 92 -
1/04
9 6 3 C MAIN CONTROL VALVE GROUP

TILT DUMP / LIFT RAISE
Rod End Head End
Load
Check Valve
Makeup Supply
Valve
US
To
From
Tilt Spool Pilot
Pilot
Valves
Valves
Lift Spool
P Float
Vent Valve
From Float
Valve
Rod
End
Head
End
Tank
Load
Check Valve
TO
66
When tilt DUMP and lift RAISE are required at the same time, return oil from the head end of
the tilt cylinder is directed to the lift spool to provide supply oil for the lift circuit.
OK
STMG 775 - 93 -
1/04
TILTHOLD/ LIFTFLOAT
Load
RodEnd HeadEnd CheckValve
Makeup Supply
Valve
To
Pilot
US
Valve
To
Pilot Tilt Spool From
Valves Pilot
Valve
Lift Spool
P Float
Vent Valve
ToFloat
Rod
End
Head
End
Tank
Load
CheckValve
TO
Valve
67
When the lift control lever is moved to the FLOAT position, the lift spool is moved to the left
by pilot oil. At the same time, the solenoid on the float valve (not shown) is energized to open
the vent passage below the float vent valve to the tank.
OK
The vent valve opens due to the pressure differential. Oil flow opens the vent valve. With the
vent valve open the rod end of the lift cylinders is open to the tank. The head end of the lift
cylinders are also open to tank around the lift spool.
Supply oil from the pump unseats the lift load check valve and also flows around the lift spool
and the float vent valve to the tank. This action keeps the oil in the cylinders slightly
pressurized to create some down pressure on the bucket to improve backdragging.
STMG 775 - 94 -
1/04
963CATTACHMENTCONTROLVALVE
Load
CheckValve
At t achment
Spool Supply
To To
Pilot Pilot
HOLD Valve Valve
US
HeadEnd RodEnd ToTilt Valve
Load
CheckValve
At t achment
Spool Supply
From To
Pilot Pilot
SHIFT Valve Valve
P HeadEnd RodEnd ToTilt Valve

TO
68
If the 963C is equipped with an attachment circuit to use with a ripper or multi-purpose bucket,
the circuit has flow priority over the tilt and lift circuits.
Operation of the attachment valve is the same as the tilt circuit except for not having a makeup
OK
valve.
When the attachment spool is shifted fully, as shown, no supply oil is available to the tilt and
lift circuits. If the attachment spool is partially shifted, some supply oil is available for the tilt
and lift circuits. The tilt and lift cylinder speeds will be dramatically reduced.
When the attachment valve is shifted to the left (not as shown) return oil from the rod end is
available as supply oil for the tilt and lift circuits.
STMG 775 - 95 -
1/04
P US
TO
69
ADVANCED OPTIONAL SYSTEMS
The updated 953C and 963C can be equipped with the optional Machine Security System.
When the anti-theft feature is installed, a microchip is imbedded in the rubber grip of the key.
OK
This microchip responds to a signal sent from an antenna around the start/stop switch (key slot).
Only if the key has the appropriate, pre-programmed microchip can the engine be started.
The wrong microchip or no microchip will not allow electrical power to be sent to the main
power relay or the starter relay, preventing the engine from being started. The wrong microchip
will also disable the ADEM III electronic governor, shutting off fuel to the engine so that
simply bypassing the starter relay will not start the engine.
When the "MSS" ECM is selected from the ECM Status Summary Screen using Cat ET, the
technician can gain access to the Machine Security System configuration screen.
parameter. Refer to the Service Manual for more information on this configuration screen and
the Machine Security System.
STMG 775 - 96 -
1/04
P US
TO
70
The 953C and 963C can be equipped with the optional Product Link System.
When the "Product Link" ECM is selected from the ECM Status Summary Screen using Cat
ET, the technician can gain access to the the the Product Link System configuration screen.
OK
parameter.
STMG 775 - 97 -
1/04
P US
TO
71
Scroll down on the screen to access the remaining parameters.
Refer to the Service Manual for more information on these configuration screens and the
Product Link System.
OK
STMG 775 - 98 -
1/04
P US
72
SIGNIFICANT MAINTENANCE CHANGES

TO
A new optional attachment on the 953C and 963C is the Rotating Bushing Track (RBT). This
option is a sealed and lubricated system which includes four track seals per joint, non-restrained
rotating bushings, longer track pins, redesigned track links with wider pin bosses and bushing
straps, and taller rails. It has a unique pin retention system. The rotating bushing virtually
eliminates relative motion between the bushing and sprocket teeth.
The minimal bushing wear that does occur is evenly distributed around the bushing. Therefore,
no bushing turn is required and sprocket wear is dramatically reduced. RBT significantly
OK
increases bushing and sprocket life in abrasive soil conditions.
The standard equipment track links on the 963C are the newest generation of Extended Wear
Life (EWL) track. These new links include even more wear material for even longer track life
than the original EWL track. Each 963C link has a center strut to help carry the machine load.
A two-piece, split master-link allows easy track chain removal and installation should it be
necessary to break the track chain. Disassembly of this link is significantly faster and easier
than removing a pressed-in track pin, reducing service time and cost for the customer.
Tough Steel sprocket segments are a new addition to the machines. Five Tough Steel
segments are bolted onto each final drive sprocket hub. These segments can be removed or
replaced without breaking the track. Each segment has five teeth. When the track chain travels
over the sprocket, it is driven by every second sprocket tooth so two complete revolutions of
the final drive are necessary for each tooth to contact a bushing once. The result is long, even,
wear of the sprocket teeth.
STMG 775 - 99 -
1/04
P US
73
NEW TOOLING/SKILLS REQUIRED FOR SERVICE

TO
Due to the high pressures that may be reached when testing the hystat drive loops the pressure
taps (arrow) are larger than what are used on lower pressure circuits.
To test the hystat system the following parts and tooling are suggested:
4 - 187-3546 quick couplers

2 - 177-7865 high pressure hoses
OK
2 - 8T0861 pressure gauges

2 - 171-1879 adapters
2 - 187-3547 nipples
When assembled, two of the test ports can be checks at the same time. Double the quantities
above to test all four ports.
STMG 775 - 100 -
1/04
P US
74
CONCLUSION
TO
This concludes the presentation on the updated 953C and 953C Track Loaders with Tier II
engines.
This presentation supports the service manual and previous released training materials. When
used in conjunction with the service manual, the information in this package should permit the
technician to do a thorough job of analyzing a problem in these systems.
For service repairs, adjustments, and maintenance, always refer to the Owner and Operator
OK
Manual, Service Manuals, and other related service publications.

STMG 775 - 101 -
1/04
HYDRAULICSCHEMATICCOLORCODE
Black-Mechanicalconnection.Seal Red-Highpressureoil
DarkGray-Cutawaysection Red/WhiteStripes-1stpressurereduction
LightGray-Surfacecolor RedCrosshatch-2ndreductioninpressure
US
White-Atmosphereor Pink-3rdreductioninpressure
Air(nopressure)
Purple-Pneumaticpressure Red/PinkStripes-Secondarysourceoilpressure
Yellow-Movingoractivatedcomponents Orange-Pilot,signal,orTorqueConverteroil
CatYellow-(restrictedusage) Orange/WhiteStripes-
Identificationofcomponents Reducedpilot,signal,orTCoilpressure
withinamovinggroup
OrangeCrosshatch-2ndreductionin
Brown-Lubricatingoil pilot,signal,orTCoilpressure.
P
Green-Tank,sump,orreturnoil
Green/WhiteStripes-
ScavengeOilorHydraulicVoid
Blue-Trappedoil
TO
HYDRAULIC SCHEMATIC COLOR CODES
The colors on the hydraulic schematics and cross-sectional views shown throughout this
presentation denote specific meanings. This illustration identifies the meaning of each color.
OK
STMG 775 - 102 -
1/04
ILLUSTRATION LIST
1. 963C model view RIGHT SPOT TURN
2. 95C model view 46. 963C Power Train Hydraulic System -
3. Similarities and Differences Chart CENTER PEDAL PARTIAL DEPRESSED
4. Seat 47. 963C Power Train Hydraulic System -
5. Left console CENTER PEDAL FULLY DEPRESSED
6. Fuse panel 48. 953C Left Drive Loop
7. Dash and instrument panel 49. 953C Pressure Tap Locations
US
8. Instrument display 50. 953C Power Train Hydraulic System -
9. Service switches PARK
10. Steering and brake pedals 51. 953C Power Train Hydraulic System -
11. Joystick controls BRAKES RELEASED
12. Lever controls 52. 953C Power Train Hydraulic System -
13. Right console and compartment MAXIMUM FORWARD
14. 953C fuel tank 53. 953C Power Train Hydraulic System -
15. 953C hydraulic tank RIGHT TURN FORWARD
16. 963C hydraulic tank 54. 953C Power Train Hydraulic System -
17. Radiator and ATTAC RIGHT SPOT TURN
18.
19.
20.
21.
22.
Power Train ECM
Batteries
P
Right side engine compartment
Case drain filters
Left side below cab

55. 953C Power Train Hydraulic System -
CENTER PEDAL PARTIAL DEPRESSED
CENTER PEDAL FULLY DEPRESSED
57. Hystat Configuration Screen in Cat ET
TO
23. Left side engine compartment 58. Hystat Calibrations
24. 3126B engine 59. 963C Implement Hydraulic System
25. Engine ECM 60. Pilot Control Valve - Joystick
26. Engine speed sensor 61. Pilot Control Valve - Lever
27. Cat ET ECM summary screen 62. 963C Main Control Valve Group - TILT
28. Engine configuration screen HOLD/LIFT HOLD
29. 963C hydraulic block diagram 63. 963C Main Control Valve Group - TILT
30. 953C hydraulic block diagram BACK/LIFT HOLD
31. Hystat pumps 64. 963C Main Control Valve Group - TILT
32. Hystat taps on pump HOLD/LIFT RAISE
OK
33. ECM manifold 65. 963C Main Control Valve Group - TILT
34. Implement pilot accumulator BACK/LIFT RAISE
35. 953C hystat accumulator and implement tap 66. 963C Main Control Valve Group - TILT
36. 963C hystat motor with speed sensor DUMP/LIFT RAISE
37. 963C hystat motor with flushing valve 67. 963C Main Control Valve Group - TILT
38. 963C Left Drive Loop HOLD/LIFT FLOAT
39. Power Train ECM Manifold 68. 963C Attachment Control Valve
40. 963C Pressure Fitting Locations 69. Machine Security System Screen
41. 963C Power Train Hydraulic System - 70. Product Link Screen
PARK 71. Product Link Screen (continued)
42. 963C Power Train Hydraulic System - 72. Undercarriage
BRAKES RELEASED 73. Pressure taps
43. 963C Power Train Hydraulic System - 74. 953C model view
MAXIMUM FORWARD
RIGHT TURN FORWARD
1/04
STMG 775
HYDRAULICSCHEMATICCOLORCODE
Black-Mechanicalconnection.Seal Red-Highpressureoil
DarkGray-Cutawaysection Red/WhiteStripes-1stpressurereduction
LightGray-Surfacecolor RedCrosshatch-2ndreductioninpressure
OK
White-Atmosphereor Pink-3rdreductioninpressure
Air(nopressure)
Purple-Pneumaticpressure Red/PinkStripes-Secondarysourceoilpressure
- 103 -
TO
Yellow-Movingoractivatedcomponents Orange-Pilot,signal,orTorqueConverteroil
CatYellow-(restrictedusage) Orange/WhiteStripes-
P
Identificationofcomponents
withinamovinggroup
Brown-Lubricatingoil
Reducedpilot,signal,orTCoilpressure
OrangeCrosshatch-2ndreductionin
pilot,signal,orTCoilpressure.
Green-Tank,sump,orreturnoil Blue-Trappedoil
Green/WhiteStripes-
US
ScavengeOilorHydraulicVoid
Handout No. 1
STMG 775 - 104 - Handout No. 2
1/04
Machine Walk-around Checklist

Directions: Use this sheet when performing a machine orientation lab exercise.
Place a check in the blank if the fluid level is acceptable.
953C 963C
Engine oil level
Hydraulic system oil level
US
Cooling system fluid level
Pump drive (splitter box) fluid level
Fuel level
Place a check in the blank if acceptable or after task was performed.

953C 963C
Drain water separator
P Check seat belt

Check air filter indicator and pre-cleaner
Place a check in the blank after locating each of the following controls.
TO
953C 963C
Left steering pedal
Right Steering Pedal
Service brake pedal
Parking brake lever
Transmission control lever
Loader lift and tilt
OK
Attachment lever
Diverter valve lever (if equipped)
Place a check in the left blank after locating each of the following identification plates. Fill in
the right blank with number requested.
953C Machine Serial Number
953C Engine Serial Number
963C Machine Serial Number

963C Engine Serial Number
1/04
Machine Walk-around Checklist (continued)

Directions: Use this sheet when performing a machine orientation lab exercise.
Place a check in the blank after locating and reading the following warnings label on the
machine.
953C 963C
Before operating
US
Use of ether
Accumulators
Before roading
Loader arm brace
ROPS
Use of Jumpers
P
TO
OK
1/04
Electrical/Electronic Reference Handout - Cab

Switches:
Governor control switch: sends operator inputs about the desired engine rpm to the
ADEM III Electronic Engine control, which communicates with the MAC-14 to control
the hydrostatic drive system.
Speed/direction control lever: brake-on switch is activated when the speed/direction
US
lever is in the "BRAKE-ON" position, venting pressure to the brake release actuator
piston.
Parking brake switch: on the left console for the operator to apply or disengage the
parking brakes.
Disconnect switch: disconnects the batteries from the entire machine electrical system.
Rear wiper switch: activates the rear wiper.
Front wiper switch: activates the front wiper. It has an intermittent wiper feature.
P
A/C blower switch: is a seven position switch for selecting one of three blower speeds;
three speeds for A/C, one position off, three speeds for heating.
Forward horn switch: activates the forward horn.
TO
Key start switch: starts the 3126B engine by signaling the ADEM III engine controller
and supplies power for all electrical components. This switch is also used to stop the
engine.
MSS Anti-theft key start switch: available as an attachment.
Numeric Message Display switch: allows the operator to scroll through different
information on the 963C monitoring system Numeric Message display (hour meter,
engine rpm, override pressure, odometer).
OK
Lamp switch: turns on the instrument panel lights and the outside lights.
Service switch: is one of three Service Mode switches located below the right armrest.
The switch is used for accessing on-board fault codes and service information history,
and for calibrating various machine functions.
Clear switch: one of the three Service Mode switches, is used to clear fault codes.
Sensor/speed calibrate switch: the third Service Mode switch and is used for
calibrations.
Case drain filter bypass switch: illuminates the monitoring system warning light if
hydraulic oil is bypassing the case drain filter.
Charge filter bypass switch: illuminates the monitoring system warning light if
hydraulic oil is bypassing the charge filter.
1/04
Electrical/Electronic Reference Handout - Inputs

Sensors:
Hydraulic oil temperature sensor: is used to measure the temperature of the oil in the
hydraulic tank. This information is available on one of the gauges of the 963C
monitoring system, and activates one of the monitoring system warning lights.
Override pressure sensor: sends the Override pressure data from the drive loops to the
US
Power Train ECM and activates a warning indicator on the monitoring system.
Engine speed sensor: provides the engine rpm data to the Power Train ECM and the
ADEM III Engine control.
Left/right pilot pressure sensors: senses pressure in the left and right resolvers to
detect a stuck solenoid.
Left/right travel motor rpm sensors: located on the travel motors, provide the track
speed to the Power Train ECM.
P
Left/right steering pedal sensors: provide the positions of the steering pedals to the
Power Train ECM, which controls the power train accordingly.
Brake pedal sensor: provides the position of the center brake pedal to the Power Train
ECM, which controls the hydrostatic drive system and brake solenoid accordingly.
TO
Speed/direction lever sensor: provides the position of the speed/direction lever (reverse
V-pattern) to the Power Train ECM, which controls the power train accordingly.
Coolant level sensor: sends a signal to the monitoring system, which controls a light on
the instrument panel to indicate if the engine coolant level is adequate before the engine
is started.
Senders:
OK
Fuel level sender: provides fuel quantity information to the monitoring system gauge
and one of the indicator lights.
Pump drive (splitter box) oil temperature sender: provides the temperature of the
pump drive oil to one of the gauges of the monitoring system, and one of the indicator
lights.
Engine oil pressure sender: provides information to one of the monitoring system
warning lights and to the ADEM III engine control. The monitoring system stores and
"Tattletales" engine oil pressure as if it were a gauge.
Engine coolant temperature sender: provides the temperature of the coolant in the
engine to the ADEM III, the monitoring system and the gauge on the instrument panel.
Hydraulic oil temperature sender: provides the temperature of the hydraulic oil to the
monitoring system and to the gauge on the instrument panel.
1/04
Engine Air Inlet and Exhaust System Component Identification
Directions: Use this worksheet during the visual presentation to take notes on the location and function of the
components. During the lab exercise, place a check in the blank as each component is identified on the machine.
If letters or numbers are used for component identification enter it in the blank instead. After locating the
components use the Parts Manual or SIS and record the part name and number as time allows
1. Manifold (boost) pressure sensor
US
Location:
Function:
Parts Manual Name Part No.
2. Air inlet temperature sensor

Location:
Function:
Location:
Function:
P
3. Air filter indicator
TO
4. Pre-cleaner
Location:
Function:
5. Exhaust Manifold
OK
Location:
Function:
6. Turbocharger
Location:
Function:
1/04
7. Air to air aftercooler

Location:
Function:
8. Air inlet heater (AIH)

Location:
US
Function:
P
TO
OK
1/04
Engine Fuel System Component Identification
1. Priming pump
US
Location:
Function:
2. Primary fuel filter/water separator
Location:
Function:
Parts Manual Name
P
3. Secondary fuel filter
Location:
Part No.
TO
Function:
4. Fuel shutoff lever (if equipped)
Location:
Function:
OK
5. Injectors
Location:
Function:
6. HEUI pump
Location:
Function:
1/04
7. Engine ECM
Location:
Function:
8. Ether start solenoid

Location:
US
Function:
9. Speed timing sensor
Location:
Function:
P
TO
OK
1/04
Engine Lubrication System Component Identification
1. Oil pressure sensor
US
Location:
Function:
2. Oil filter
Location:
Function:
Parts Manual Name
3. Oil cooler
Location:
P Part No.
TO
Function:
4. Crankcase breather
Location:
Function:
OK
5. Dipstick
Location:
Function:
1/04
Cooling System Component Identification
1. Radiator
US
Location:
Function:
2. Coolant level sight gauge

Location:
Function:
Location:
Function:
P
3. Coolant fill/recovery tank
TO
4. Radiator cap
Location:
Function:
5. Coolant temperature sensor

OK
Location:
Function:
6. Water pump
Location:
Function:
7. Coolant thermostat
Location:
Function:
1/04
Electrical Component Identification
1. Batteries
US
Location:
Function:
2. Disconnect switch
Location:
Function:
3. Alternator
Location:
Function:
P
TO
4. Starter motor
Location:
Function:
5. Starter relay
OK
Location:
Function:
6. Alternator breaker
Location:
Function:
7. Diagnostic connector
Location:
Function:
1/04
Basic Engine Checks
Directions: Using the Service Manual, perform the test according to the procedure in the Service Manual. Record
the specifications and the results from the test in the chart below.
Machine Model Date
Machine Serial Number SMU
VISUAL CHECKS:
US
Leaks? Damage?
BASIC CHECKS
CHECKS COMMENTS
Engine Oil Level
Fuel Level
P
Drain Fuel Filter/Water Separator
TO
Coolant Level
Air Filter Indicator
Pre-cleaner (if equipped)

OK
Check Radiator for Debris
Check Belts
Check Battery Cables
Check Harness Connections
Check for Leaks

1/04
Posttest: Machine Orientation

NOTE: Besides the information in this presentation you may use sales information
brochures (specalogs) to answer the following questions.
I. Directions Modified True / False: If the question is false, circle the word or words that
make the statement incorrect and replace with the word(s) to make the statement correct.
1. The Tier II engine used in 953C and 963C is a 3126B equipped with a HEUI fuel
US
system.
2. The electronically controlled engine uses a MAC-14 controller.
3. The monitoring system is flashable using Cat ET on the updated 953C and 963C
Track Loaders.
4. The hystat pumps and the implement pump did not change from the previous
machine.
P
5. The Engine ECM will always start the machine at High Idle.
6. The hystat system can be calibrated using switches found in the right console or
TO
through Cat ET.
7. The diverter valve is solenoid controlled.
8. An optional electric fuel priming pump is available
9. The 963C uses one case drain filter.
10. Engine speed was reduced on the 953C and 963C with a Tier II engine.
OK
11. The three engine calibrations that can be done using Cat ET are: Injector Code
Calibrations, Pressure Sensor Calibration, and Timing Calibration.
12. The brake solenoid is mounted to the synchronization manifold.
13. Rotating Bushing Track (RBT) is standard on the 953C and 963C.
14. Maintenance intervals have been extended on the updated machine.
15. The 953C and 963C may be equipped with 5 ECM's.

1/04
Posttest: 953C/963C Track Loader Hystat Components and Functions
Directions: Match each component to the correct function.

Component Function
I Hystat drive pumps A. Limits maximum pressure in the charge circuit.
B. Regulates flow of oil from the drive loops for

J Charge pumps
US
flushing and cooling the motors.
H Pump control valve C. Relieves drive motor actuator pressure to maintain

torque at high drive pressure on the 963C.
E Drive motors D. Transfers power from the engine to the pumps.
E. Variable displacement and bi-directional flow.

B Drive motor flushing Converts hydraulic horsepower into mechanical
valve horsepower.
M
P
Transmission override
solenoid
F. Allows pressures to equalize between both drive
loops during straight travel.
G. Controlled by signal oil from a steering solenoid on

TO
C Drive motor pressure the 953C.
override valve
H. Controls the signal pressure to the pump actuator
on a 963C.
L Flushing relief valve
I. Variable displacement, bi-directional flow.
Converts mechanical horsepower into hydraulic
A Charge relief valve horsepower.
J. Constant displacement. Supplies the power train

OK
K Makeup/crossover relief
with charge oil pressure.
valves
K. These allow charge pressure to pressurize the low
G Pilot spool in the pump pressure side of the drive loops. They also limit
drive loop maximum pressure.
D Splitter box/pump drive L. Controls the minimum pressure in the low pressure
drive loop.
F Synchronization valve M. When the Power Train ECM senses a fault, this
valve is de-energized to block flow to the steering
solenoids.
1/04
Posttest: 953C/963C Track Loaders Hydraulic System Components and

Functions
Directions: Match each component to the correct function.

Component Function
D Attachment function A. A vane-type pump. This pump supplies the implement

levers system with hydraulic oil.
US
M Caterpillar Monitoring B. Allows full charge pressure to reach the implement
System control levers. This component limits the maximum
pressure allowed to reach the implement control
levers.
E Main control valve group
C. A gear-type pump that supplies the pilot circuit.
B Hydraulic system pressure
reducing valve D. Send pilot signals to the main control valve spools to
N
P
Manual diverter valve
control implement cylinder movement.
E. This valve group directs main system oil flow to the

hydraulic cylinders.
TO
C Pilot pump
F. Cools the hydraulic oil used in the implement system
A Implement pump G. This system has a single warning light for the
hydraulic system temperature.
K Implement hydraulic oil
cooler H. Manually set to divert implement oil from the
multipurpose bucket to the ripper cylinders.
OK
1/04
Posttest - Answers
Machine Orientation
I. Modified True / False:
T 1.
F 2. ADEM-III
T 3.
US
F 4. The implement pump is larger.
F 5. Low Idle.
F 7. manually controlled.
T 8.
T 9.
T 10.
T 11.
F 13. optional
T 14.
T 15.
P
F 12. ECM manifold.
TO
953C/963C Track Loaders Hystat 953C/963C Track Loaders Hydraulic
Components and Functions System Components and Functions
I Hystat drive pumps D Attachment function levers
J Charge pumps M Caterpillar Monitoring System
H Pump control valve E Main control valve group
E Drive motors B Hydraulic system pressure reducing
OK
valve
B Drive motor flushing valve
N Manual diverter valve
M Transmission override solenoid
C Pilot pump
C Drive motor pressure override valve
A Implement pump
L Flushing relief valve
K Implement hydraulic oil cooler
A Charge relief valve
K Makeup/crossover relief valves
G Pilot spool in the pump
D Splitter box/pump drive
F Synchronization valve

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SERV1775

953C/963C TRACK LOADERS WITH

Meeting Guide 775

"953C/963C/973C Track LoadersImplement Hydraulic System" SERV2695

953C Track Loader Specalog AEHQ5541

Estimated Time: 3 Hours

2004 Caterpillar Inc.

SERVICE COMPARTMENTS AND AREAS ...........................................................................23

ADVANCED OPTIONAL SYSTEMS.......................................................................................95

SIGNIFICANT MAINTENANCE CHANGES .........................................................................98

953C/963C TRACK LOADERS

NOTE: The "HYDRAULIC SCHEMATIC COLOR CODE" is located after the

The cab improvements include:

953C/953C vs 953C/963C With Tier II Engines

The operator can choose between two operating modes.

The Work Mode offers the following advantages:

The fuse panel cover has been removed.

- four gauges (1)

Three service switches

- clear switch (2)

The Service Modes are as follows:

A two lever control is available as an attachment.

Air conditioning is now standard on machines with cabs. A heater is standard on

SERVICE COMPARTMENTS AND AREAS

Hydraulic-actuated Electronic Unit Injection is a unique and proven high-pressure, direct

The Engine ECM continuously monitors:

- intake manifold temperature

The HEUI system is able to independently control:

Cat ET must used to access the machine ECMs.

The monitoring system is "flashable" on the updated models.

963C POWER TRAIN AND IMPLEMENT HYDRAULIC SYSTEM

- two variable displacement, link-type, piston motors

The 963C hydraulic implement system consists of:

The two systems share a common hydraulic tank.

Left Mot or Left Pump

The 953C is equipped with two case drain filters.

The main relief valve is mounted to the implement pump.

- right drive loop steering solenoids: forward (6), reverse (5)

- charge pressure (9)

The functions of the Power Train ECM manifold are to:

pressure is required to initiate shifting of the motor actuator.

963C Power Train Hystat Hydraulic System

The two drive loops share a common charge filter.

equalize to provide straight travel.

Right Drive Loop

- transmission override valve

The following sensors provide feedback to the Power Train ECM:

Charge Act uat or

a check valve by the bypass valve.

- charge relief valve on the Power Train ECM manifold

- transmission override valve and brake control valve

Charge Act uat or

Charge Act uat or

Charge Act uat or

Charge Act uat or