966H-972H - Serv1815 - TXT

SERV1815
August 2006
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
966H AND 972H WHEEL LOADERS
Service Training Meeting Guide

(STMG)
MEETING GUIDE 815 VISUALS AND SCRIPT
AUDIENCE
Level II - Service personnel who understands the principles of machine system operation,
diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation describes the location of the basic components on the engine, and the
operation of the power train, implement, steering, and brake systems for the 966H and 972H
Wheel Loader. This presentation may be used for self-paced and self-directed training.
OBJECTIVES
After learning the information in this presentation, the technician will be able to:
1. Locate and identify the major components in the C11 and C13 ACERT™ engine, power
train, implement, steering, and brake systems;
2. Explain the operation of each component in the power train, implement, steering, and
brake systems; and
3. Trace the flow of oil through the power train, implement, steering, and brake systems.
GLOBAL REFERENCES
966H Wheel Loader Specalog AEHQ5657

972H Wheel Loader Specalog AEHQ5658
966H and 972H Wheel Loader Service Manual RENR8840
966H Wheel Loader Parts Manual (A6D) SEBP3743
972H Wheel Loader Parts Manual (A7D) SEBP3744
966H Wheel Loader Parts Manual (A6G) SEBP3747
972H Wheel Loader Parts Manual (A7G) SEBP3748
NPI Vol. 9, No. 1 "966H and 972H Wheel Loader SERV7105
TIM "966G Series II Wheel Loader Power Train" SERV2739
TIM "972G Series II Wheel Loader Power Train" Updated SERV2658
TIM "972G Series II Wheel Loader Command Control Steering" Update SERV2660
TIM "972G Series II Wheel Loader Steering and Braking" Updated SERV2659
Estimated Time: 8 Hour

Illustrations: 194
Form: SERV1815
Date: 08/06
© 2006 Caterpillar Inc.

SERV1815 -3- Text Reference
08/06
TABLE OF CONTENTS
INTRODUCTION ..................................................................................................................7
Component Location.........................................................................................................8
ENGINE................................................................................................................................10
Engine Electrical Block Diagram ...................................................................................11
Engine Right Side ...........................................................................................................14
Engine Left Side .............................................................................................................15
Crankshaft Speed Timing Sensor ...................................................................................16
Engine Speed/Timing Calibration Port...........................................................................19
Fuel System.....................................................................................................................20
Fuel Transfer Pump.........................................................................................................22
Power Derate...................................................................................................................23
Fuel Filter Sensors ..........................................................................................................24
Fuel Temperature Derate ................................................................................................26
High Fuel Filter Restriction Derates...............................................................................27
Engine Inlet Air System..................................................................................................28
Turbo Inlet Pressure Sensor............................................................................................30
Air Inlet Restriction Derate ............................................................................................31
Oil Pressure Sensor.........................................................................................................32
Low Oil Pressure ............................................................................................................33
Coolant Temperature Sensor...........................................................................................34
High Coolant Temperature Derate..................................................................................35
Intake Manifold Sensors .................................................................................................36
Intake Manifold Air Temperature Sensor Derate ...........................................................37
Virtual Exhaust Temperature Derate ..............................................................................38
POWER TRAIN ...................................................................................................................43

Power Train Electrical System .......................................................................................46
Engine Start Switch and Diagnostic Service Tool Connector ........................................49
Transmission Shift Lever................................................................................................50
Transmission Shift Control.............................................................................................51
Transmission Oil Temperature Sensor............................................................................57
Left Brake Pedal Position Sensor ...................................................................................58
Implement Pod Downshift Switch and Remote F-N-R Switch .....................................59
Parking Brake Pressure Switch.......................................................................................60
Back-up Alarm................................................................................................................63
Warning Panel - Left Side ..............................................................................................64
Implement Control Valve - With Ride Control ..............................................................65
Secondary Steering Intermediate Relay..........................................................................66
Engine Start Relay ..........................................................................................................67
Transmission Hydraulic System - NEUTRAL ...............................................................68
Transmission Modulating Valve - No Commanded Signal............................................76
Transmission Modulating Valve - Commanded Signal Below Maximum.....................77
Transmission Modulating Valve - Commanded Signal At Maximum ...........................79
Transmission Modulating Valve - Solenoids..................................................................81
08/06
TABLE OF CONTENTS (continued)
Transmission Relief Valve ..............................................................................................83

Variable Shift Control .....................................................................................................89
Integrated Brake System.................................................................................................90
Left Brake Pedal Actions................................................................................................91
Speed Limiter..................................................................................................................93
IMPLEMENT ELECTROHYDRAULIC SYSTEM............................................................94

Implement Electronic Control System ...........................................................................95
Implement Control Levers............................................................................................102
Fine Modulation............................................................................................................104
Autodig Control Arrangement ......................................................................................106
Implement Hydraulic System - HOLD.........................................................................110
Tilt Control Valve - HOLD ...........................................................................................112
Implement Hydraulic System - DUMP ........................................................................113
Pressure Compensator Valve - HOLD..........................................................................114
Load Check Operation ..................................................................................................115
Pressure Compensator Operation..................................................................................116
Implement Hydraulic System - DUMP ........................................................................120
Implement Hydraulic System - RAISE ........................................................................122
Implement Hydraulic System - FLOAT .......................................................................124
Implement Hydraulic System - Tilt Back and Raise ....................................................126
Implement Hydraulic System - RIDE CONTROL AUTO...........................................128
Ride Control Valve - Auto/Travel Below 9.7 km/h (6 mph)........................................130
Ride Control Valve - Auto/Travel More than 9.7 km/h (6 mph)..................................131
Implement Pump and Pump Control Valve ..................................................................134
Pump Control Valve - Engine Off ................................................................................135
Pump Control Valve - Standby .....................................................................................137
Pump Control Valve - Upstroke....................................................................................138
Pump Control Valve - Constant Flow Demand ............................................................139
Pump Control Valve - Maximum System Pressure ......................................................140
Pump Control Valve - Maximum System Pressure with Added Flow Demand ..........141
Implement Valve ...........................................................................................................142
Differential Pressure Relief Valve ................................................................................143
Pressure Reducing Valve ..............................................................................................144
Pressure Reducing Valve - Above the Adjusted Pressure ............................................145
Load Sense Pressure Tap ..............................................................................................146
Signal Duplication Valve ..............................................................................................150
Signal Relief Valve - Below the Adjusted Pressure Setting.........................................151
Signal Relief Valve - Above the Adjusted Pressure Setting.........................................152
Line Relief Valve- Closed.............................................................................................153
STEERING SYSTEM ........................................................................................................158

Steering Pump...............................................................................................................162
Steering Pump with the Engine OFF............................................................................163
Low Pressure Standby ..................................................................................................164
08/06
TABLE OF CONTENTS (continued)
Pump Upstroke .............................................................................................................165

Pump Destroke..............................................................................................................166
High Pressure Stall .......................................................................................................167
Steering Control Valve..................................................................................................168
Steering Neutralizer Valves ..........................................................................................169
Steering Neutralizer Valve ............................................................................................170
Steering System Schematic...........................................................................................171
Steering System - Gradual Left Turn............................................................................173
Steering System - Full Left Turn - Steering Neutralized .............................................174
Secondary Steering ......................................................................................................176
Steering Pilot Valve ......................................................................................................183
Steering Pilot Valve - No Turn .....................................................................................185
Steering Pilot Valve - Right Turn .................................................................................186
Steering System - Command Control Steering ............................................................188
BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS.......................................191

Brake and Hydraulic Fan System - Cut In and Minimum Fan Speed .........................193
Brake and Hydraulic Fan System - Minimum Fan Speed at Cut Out..........................194
Brake and Hydraulic Fan System - Maximum Fan Speed at Cut Out.........................196
Brake and Hydraulic Fan Pump ...................................................................................203
Service Brake Valve - Low Pressure Standby ..............................................................205
Brake and Hydraulic Fan Pump - Upstroke .................................................................207
Accumulator Charge Vale and Hydraulic Fan Solenoid...............................................211
Service Brake Valve......................................................................................................213
Service Brake Valve - Not Activated............................................................................216
Service Brake Valve - Activated..................................................................................217
CATERPILLAR MONITORING SYSTEM ......................................................................219

Fuel Level Sender .........................................................................................................220
Hydraulic Oil Temperature Sensor ...............................................................................222
Brake Pressure Switch ..................................................................................................223
Axle Oil Temperature Sensors......................................................................................224
Filter Bypass Switch in the Right Side Service Bay ....................................................225
Torque Converter Outlet Temperature Sensor..............................................................227
Electrical System ..........................................................................................................228
Action Alarm.................................................................................................................230
Engine Tachometer .......................................................................................................231
CONCLUSION...................................................................................................................232
HYDRAULIC SCHEMATIC COLOR CODE...................................................................233

08/06
NOTES
08/06
© 2006 Caterpillar Inc.
INTRODUCTION
This presentation discusses the component locations and systems operation of the 966H and
972H Wheel Loader. Basic engine and machine component operation will be discussed. The
new C11 and the C13 ACERT™ engines, the power train, proportional priority, pressure
compensated implement hydraulics, the steering, and braking system operation will be covered.
The 966H and 972H are medium wheel loaders in the Caterpillar product line. The serial
number prefix for the 966H is A6D Aurora built (A6G Gosselies, A6J Sagami) and the serial
number for the 972H Wheel Loader is A7D Aurora built (A7G Gosselies, A7J Sagami).
The 966H operating weight is approximately 23,100 Kg (51,000 lbs) and the 972H operating
weight is approximately 25,000 Kg (55,400 lbs).
The color codes used for hydraulic oil throughout this presentation are:
Red - System or high pressure
Red and White Stripes - First reduced pressure
Orange - Pilot pressure
Blue - Blocked oil
Green - Tank or return oil
Yellow - Active component
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WHEEL LOADER COMPONENTS

Implement
Power Train and Control Levers Steering
Hydraulic
Tank Implement ECM Valve Transmission
Lift
Fan Pump C7 Engine Position Lift Tilt Implement
Engine ECM Sensor Cylinder Cylinder Control Valve
Hydraulic Fan
Cooler
Tilt Position
Air Conditioner Sensor
Condenser
Radiator
and ATAAC
Fan Rear Rear Steering Parking Front Front

Motor Final Drive Drive Shaft Cylinder Brake Drive Shaft Final Drive
Accumulator Torque Implement and Steering Control

Charging Valve Converter Steering Pumps Valve
Electrical Components Engine Components Hydraulic Components Power Train Components
Component Location
This illustration shows the basic component locations on the 966H and 972H. The component
locations on the 966H and 972H are basically the same as in the G series II Wheel Loaders.
Power for the 966H is supplied by the C11 ACERT™ and the power for the 972H is supplied
by the C13 ACERT™ engine. Power flows from the engine to the torque converter, to the
Electronic Clutch Pressure Controlled (ECPC) transmission, through the output transfer gear to
front and rear drive shafts. From the drive shafts, power flows to the bevel gears in the
differentials, and through the axles.
The wheel loader is equipped with a steering pump, steering control valve, and steering
cylinders. Also, the machine is equipped with an electrohydraulic implement control with a
variable displacement implement piston pump supplying oil to the 3PC hydraulic valve located
in the loader frame.
The machine may be equipped with an optional electric secondary steering pump that is
installed inside the rear frame.
08/06
The wheel loader is equipped with an on demand hydraulic fan system and brake system that
share a common variable displacement piston pump and accumulator charging valve. The
machine uses a priority valve with the brake system having priority over the hydraulic fan
system. The brake system includes the front and the rear service brakes. The parking brake is
spring applied, and hydraulically released.
SERV1815 - 10 - Text Reference
08/06
ENGINE
The C11 ACERT™ and C13 ACERT™ engines utilize the A4 Electronic Control Module
(ECM) engine control and is equipped with an Air to Air Aftercooler (ATTAC) intake air
cooling system. The C11 engine is rated at 175 kW (235 net horsepower). The C13 engine is
rated at 198 kW (265 horsepower). The C11 and C13 engines are electronically configured to
provide constant net horsepower through the operating ranges. Constant net horsepower
automatically compensates for any parasitic loads, allowing the operator to maintain a constant
level of productivity.
The Engine ECM utilizes the ADEM IV to control the fuel injector solenoid and to monitor fuel
injection. The fuel is delivered through a Mechanical Electric Unit Injection (MEUI) system.
ACERT™ Technology provides an advanced electronic control, a precision fuel delivery, and
refined air management.
The C11 engine is an in-line six-cylinder arrangement with a displacement of 11.1 L. The C13
engine is also an inline six-cylinder arrangement with a displacement of 12.5 L.
The C11 and C13 ACERT™ engines meet all US Environmental Protection Agency (EPA) Tier
III Emission Regulations for North America and Stage IIIa European Emission Regulations.
08/06
C11 / C13 ENGINE Cat Data Link Caterpillar Monitor

ELECTRICAL SYSTEM Engine ECM Systems
INPUT COMPONENTS OUTPUT COMPONENTS
Coolant Temperature Sensor + 5Volt (Sensors)

Throttle Sensor Voltage
Intake Manifold Air Pressure Sensor Analog Sensor Voltage
Engine Oil Pressure Sensor

6 Mechanical Electronic
Unit Injectors
Atmospheric Pressure Sensor
Intake Manifold Air Temperature Sensor Air Filter

Restricted Indicator
Fuel Pressure Sensor
Ether ON Indicator
Fuel Temperature Sensor
Ether ON Solenoid Valve
Fuel Differential Pressure Switch
Demand Fan Solenoid
Turbo Inlet Pressure Sensor Valve
Auto Reversing
Ground Level Shutdown Switch Fan Solenoid Valve
Engine Speed To
Throttle Pedal Position Sensor Power Train ECM (CAN)
Key Start Switch ON (B+)
Auto Reversing Fan Switch
Camshaft Speed Timing Sensor

Crankshaft Speed Timing Sensor
Engine Electrical Block Diagram
This block diagram of the engine electrical system shows the components that are mounted on
the engine which provide input signals to and receive output signals from the Engine Electronic
Control Module (ECM).
Based on the input signals, the Engine ECM energizes the injector solenoid valves to control
fuel delivery to the engine, and energizes the cooling fan proportional solenoid valve to adjust
pressure to the cooling fan clutch.
The two machine interface connectors provide electrical connections from the engine to the
machine including the Cat Data Link.
Some of the components connected to the Engine ECM through the machine interface
connectors are: the throttle pedal position sensor, the right brake pedal switch, the ether start
control solenoid, and the ground level shutdown switch.
08/06
Input Components:
Camshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signal to
the Engine ECM in order to determine the engine speed, direction, and timing.
Crankshaft speed timing sensor - The speed timing sensor sends a fixed voltage level signal
to the Engine ECM in order to determine the engine speed, direction, and timing.
Atmospheric pressure sensor - This sensor is an input to the Engine ECM and is used as a
reference for air filter restriction. Also, the sensor is used to supply information to the Engine
ECM during operation at high altitude.
Turbo inlet pressure sensor - This sensor is an input to the Engine ECM to supply
information about the air restriction before the turbocharger.
Intake manifold air temperature sensor - This sensor supplies air temperature data at the
intake manifold to the Engine ECM.
Fuel differential pressure switch - This switch relays information to the ECM that the fuel
pressure at the output of the filter base is restricted in comparison to the inlet pressure.
Coolant temperature sensor - This sensor monitors the temperature of the fluid in the coolant
system. The coolant flow switch mounts in the coolant passage near the engine coolant pump.
When the coolant is flowing past the switch the paddle moves and closes the switch contacts.
The Engine ECM alerts the operator when there is no coolant flow while the engine is running.
Fuel temperature sensor - This sensor sends fuel temperature data to the Engine ECM.
Engine oil pressure sensor - This sensor is an input to the Engine ECM to supply an
information warning for low oil pressure, engine derates for low oil pressure, or a logged event
read by ET.
Throttle pedal position sensor - This sensor sends the throttle position to the Engine ECM in
order to increase or decrease the fuel supply to the injector.
Auto reversing fan switch - This switch is an operator input to the Engine ECM. The operator
can manually enable the reversing solenoid valve and change the direction of oil flow through
the hydraulic fan motor.
Key switch ON (+B) - The Key On input to the Engine ECM enables the ECM for operation
and is recognized by any ECM on the machine.
Ground level shutdown switch - This switch is an input to the Engine ECM. This input
disables fuel injection when the engine is running or at engine start-up.
Intake manifold air pressure sensor - This sensor is an input to the Engine ECM to supply
information about the air pressure into the intake manifold.
08/06
Output Components:
+5 Volt - Regulated supply voltage for the sensor inputs to the Engine ECM.
Throttle sensor voltage - Voltage supply for the throttle position sensor.
Analog sensor voltage - Analog voltage for the turbo inlet pressure sensor.
Either ON solenoid valve - Solenoid valve used to apply ether in order to start the engine in
cold weather.
Auto reversing fan solenoid valve - This solenoid valve is used in order to reverse the oil flow
oil through the hydraulic fan motor..
Demand fan solenoid valve - Proportional solenoid valve that controls the signal pressure to
the brake and hydraulic fan pump in order to meet the varying cooling requirements of the
machine.
Air filter restriction indicator - This indicator illuminates in case of a restriction in the inlet
air system.
Ether On indicator - This indicator illuminates when the ether solenoid valve is initiated.
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1
2
3 4
9
7 8
5 6
Engine Right Side
This view shows the right side of the engine accessed from the right side of the machine.
Components which can be seen are:
- Alternator (1)
- Electric fuel priming pump (2)
- Secondary fuel filter (3)
- Air inlet (4)
- Fuel transfer pump (5)
- Brake and hydraulic fan pump (6)
- Brake accumulator charging valve (7)
- Engine ECM (8)
- Cam speed sensor and Atmospheric pressure sensor (9)
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1 3
2
4
6
5
7 8
Engine Left Side
This view shows the left side of the engine accessed from the left side of the machine.
Components which can be seen are:

- Air inlet (with turbo inlet pressure sensor) (1)
- Turbocharger (wastegated) (2)
- Coolant regulator housing (3)
- Transmission cooler (coolant-to-oil) (4)
- Engine coolant pump (5)
- Engine oil cooler (coolant-to-oil) (6)
- Engine starter (7)
- Engine oil filter (8)
08/06
2
7
Crankshaft Speed Timing Sensor
The crankshaft speed timing sensor (1) is located in the front of the engine at the rear of the
machine. The crankshaft sensor is the primary speed sensor reporting to the Engine ECM with
the engine speed and position of the crankshaft. The speed sensor detects the reference for
engine speed and timing from a unique pattern on the respective gear. Normally the crankshaft
speed timing sensor identifies the timing during starting and determines when the No. 1
cylinder is at the top of the stroke. When the timing is established, the crankshaft timing sensor
is used to relay the engine speed and the camshaft sensor is ignored. If the engine is running
and the signal from the crankshaft is lost, a slight change in performance is noticed during
change over to the camshaft sensor.
08/06
If the signal from the crankshaft speed timing sensor is lost or intermittent, normally a
CID 0190 FMI 08 Engine Speed Abnormal will be logged and can be viewed through
Caterpillar ET.
Also, the engine speed is shared with the Power Train ECM.
Also shown is the brake and hydraulic fan pump (2).

08/06
The atmospheric pressure sensor (1) is located on the left side of the machine on the engine.
The Engine ECM uses the sensor as a reference for air filter restriction and derating the engine
under certain parameters. All pressure sensors in the system measure absolute pressure and,
therefore, require the atmospheric pressure sensor to calculate gauge pressures.
The atmospheric pressure sensor is one of the many sensors that require a regulated 5.0 VDC
for the sensor supply voltage. The atmospheric pressure sensor outputs a variable DC voltage
signal.
The Camshaft speed timing sensor (2) is located below the atmospheric pressure sensor. Under
normal operation, the camshaft speed timing sensor determines the No. 1 compression timing
prior to the engine starting. If the camshaft sensor is lost, a CID 342 MID 08 Secondary engine
speed signals abnormal code is active and the crankshaft sensor will time the engine with an
extended starting time. The engine will run rough until the Engine ECM determines the proper
firing order using the crankshaft sensor only. In the case that the signal from both engine speed
sensors is lost, the engine will not start. During a running condition, the engine will shutdown.
The sensor serves as a back-up for the crankshaft speed timing sensor. If the crankshaft speed
timing sensor fails, the camshaft speed timing sensor allows for continuous operation.
08/06
2
3
10
Engine Speed/Timing Calibration Port
The speed/timing calibration port is located on the right side of the machine. The
Engine ECM (1) has the ability to calibrate the mechanical differences between the Top Center
(TC) of the crankshaft and the timing gear on the camshaft. A magnetic transducer signals the
TC of the crankshaft to the ECM when the notch (2) on a counterweight passes by the
transducer (not shown). The speed/timing sensor signals the TC of the timing gear to the
Engine ECM. Any offset between the TC of the crankshaft and the TC of the timing gear is
stored into the memory of the Engine ECM.
Remove the plug (3) in order to install the timing probe.
NOTE: For additional information in troubleshooting the engine, refer to the Service
Manual module Troubleshooting "C11 and C13 Engines for Caterpillar Built Machines"
(RENR9318) "Engine Speed/Timing Sensor - Calibrate.
08/06
C11 / C13 ACERT ENGINE FUEL DELIVERY SYSTEM
Primary
Fuel Filter / Electric Fuel Fuel Pressure
Water Separator Priming Pump Regulator
Fuel
Shutoff Valve
(Optional)
Fuel Gallery Fuel Heater
Secondary
Fuel Filter
Fuel Tank
Fuel
Transfer Pump
11
Fuel System
Fuel is drawn from the fuel tank through the primary fuel filter and water separator by a
gear-type fuel transfer pump. The fuel transfer pump then directs the fuel through the
secondary fuel filter.
The fuel then flows to the cylinder head. The fuel enters the cylinder head and flows into the
fuel gallery, where it is made available to each of the six MEUI fuel injectors. Any excess fuel
not injected leaves the cylinder head and flows back to the secondary fuel filter. Then, the
excess fuel flows past the fuel pressure regulator.
The fuel pressure regulator is a check valve that is installed in the secondary fuel filter. The
fuel pressure regulator maintains fuel system pressure between the fuel transfer pump and the
fuel pressure regulator.
From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel
used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and injector cooling
purposes).
08/06
A differential pressure switch is installed in the secondary fuel filter base and will alert the
operator of a fuel filter restriction. The differential pressure switch compares the filter inlet
pressure to the filter outlet pressure. When the difference in the inlet and outlet pressures
causes the switch to activate, the Engine ECM will signal the Caterpillar Monitoring System to
warn the operator the fuel flow is probably restricted.
A fuel temperature sensor is installed in the secondary fuel filter base and will signal the
Engine ECM of a high fuel temperature. The effect of high fuel temperature is an engine
derate. The fuel system will derate to 12.5% at 91° C (196° F) percent to a maximum derate of
25%.
A fuel pressure sensor is installed in the secondary fuel filter base and will signal the Engine
ECM of a high fuel pressure. If the fuel pressure exceeds a pressure of 758 kPa (110 psi) the
Engine ECM will log a E096 code.
In the case of a logged high fuel pressure Event, check the following Fuel System's
Components:
- Inspect the fuel transfer pump pressure relief valve that is in the body of fuel transfer
pump. Check for damage to the spring or to the valve assembly.
- Verify that the pressure regulating valve in the fuel filter manifold is operating correctly.
Check for damage or for dirt in the valve assembly.
- Check the return line from the fuel filter base to the fuel tank for damage or collapse.
08/06
12
Fuel Transfer Pump
The fuel transfer pump is a gear pump that is located near the balancer at the front of the engine
and the rear of the machine. The fuel transfer pump is driven by the front gear train. Fuel is
drawn from the primary fuel filter and water separator by the fuel transfer pump and then, it is
directed to the secondary fuel filter.
The fuel transfer pump incorporates a check valve. The check valve allows fuel to flow around
the gears of the pump when the fuel system is primed. A relief valve (not shown) is also
installed in the fuel transfer pump. The relief valve limits the maximum fuel pressure in the
fuel system.
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POWER DERATE
Highest Rated Torque Map
50% Derate
Derate
Power
100% Derate
Default Torque Map
Engine Speed
13
Power Derate
The illustration above defines the power derate in relation to the rated torque map and the
default torque map. The power derate is a percentage reduction from the rated power at a given
engine speed toward the default map at the same rpm.
Power is unchanged until the requested power exceeds the derated level. The maximum power
during a derate is calculated as:
Maximum Power Output = Rated Power - (Rated Power - Default Power) * Derate Percentage
For example, if the engine has a maximum rated power of 500 hp and a 100 hp default torque
map with a 50% derate, the engine will have 300 hp output power. If 250 hp was needed, then
the operator will not notice any change. If however, 400 hp was needed, there would be only
300 hp available due to derates.
300 hp = 500 hp - (500 hp - 100 hp) X 50% (.50)

08/06
3 4
2 14
5
15
6
Fuel Filter Sensors
The fuel system is equipped with two filters, a primary fuel filter/water separator (1) and a
secondary filter (2).
The primary fuel filter is located on the right side of the machine. The primary filter contains a
water separator which removes water from the fuel. Water in a high pressure fuel system can
cause premature failure of the injector due to corrosion and lack of lubrication. Water should
be drained from the water separator daily, using the drain valve that is located at the bottom of
the filter.
08/06
The electric fuel priming pump (4) is integrated into the primary fuel filter base. The priming
pump is activated by toggling the fuel priming pump switch (3). The fuel priming pump is
used to fill the fuel filters with fuel after they have been replaced.
The priming pump will purge the air from the entire fuel system. To activate the fuel priming
pump, the key start switch must be in the OFF position.
The fuel system is equipped with a secondary high efficiency fuel filter. The fuel regulator (5)
is integrated into the secondary fuel filter base. The fuel pressure regulator regulates the the
flow of fuel from the fuel gallery.
Also, installed on the base is a fuel differential pressure switch (7), a fuel pressure sensor (6)
and a fuel temperature sensor (8).
The fuel differential pressure switch monitors the difference between the outlet fuel pressure
and the inlet pressure. Fuel pressure exceeding 103 kPa (15 psi) will initiate a Level 1
Warning. Then, after 4 hours the Engine ECM initiates a Level 2 Warning and an Engine
Derate.
The fuel pressure sensor indicator of a fuel return or a pressure control problem. Excessively
high pressure in the fuel system can cause problems for the injector.
A differential pressure switch is installed in the secondary fuel filter base and will alert the
operator of a fuel filter restriction. The differential pressure switch compares the filter inlet
pressure to the filter outlet pressure. When the difference in the inlet and outlet pressures
causes the switch to activate, the Engine ECM will signal the Caterpillar Monitoring System to
warn the operator the fuel flow is probably restricted.
A fuel temperature sensor is installed in the secondary fuel filter base and will signal the
Engine ECM of a high fuel temperature. The effect of high fuel temperature is an engine
derate. The fuel system will derate to 12.5% at 91° C (196° F) percent to a maximum derate of
25%.
A fuel pressure sensor is installed in the secondary fuel filter base and will signal the Engine
ECM of a high fuel pressure. If the fuel pressure exceeds a pressure of 758 kPa (110 psi) the
Engine ECM will log a E096 code.
In the case of a logged high fuel pressure Event, check the following Fuel System Components:
- Inspect the fuel transfer pump pressure relief valve that is in the body of fuel transfer
pump. Check for damage to the spring or to the valve assembly.
- Verify that the pressure regulating valve in the fuel manifold is operating correctly. Check
for damage or for dirt in the valve assembly.
- Check the return line from the fuel filter base to the fuel tank for damage or collapse.
08/06
FUEL TEMPERATURE DERATE

30%
25%
20%
% Derate
15%
10%
5%
0%
89.8 90.0 90.2 90.4 90.6 90.8 91.0 91.2 91.4 91.6 91.8 92.0 92.2
Fuel Temperature C
Level 1 Warning Level 2 Warning / Derat es
16
Fuel Temperature Derate
This illustration shows the graph for the warning and derates map for the fuel temperature.
When the fuel temperature exceeds 90° C (194° F), the Engine ECM will activate a Level 1
Warning. Also, the graph shows, as the fuel temperature increases to 91.0° C (196° F) a Level
2 Warning will be initiated by the Engine ECM. At the same time, the engine will derate to
12.5%. If the fuel temperature exceeds 92° C (198° F), the engine will be derated to 25%.
A fuel temperature sensor open circuit will derate the engine to 12.5%.
Excessive fuel temperature will cause injector wear.

08/06
FUEL FILTER RESTRICTION DERATE

THE FUEL TEMP ABOVE 30 C (86 F)
AND PRESSURE ABOVE 110 kPa (15 psi)
60%
50%
40%
% Derate
30%
20%
10%
0%
0 3 min 1 hr 2 hr 3 hr 4 hr 4hr 5 hr
1 sec
Time
17
High Fuel Filter Restriction Derates
When the fuel differential pressure switch recognizes a fuel pressure of 103 kPa (15 psi) for 3
minutes, the Engine ECM will initiate a Level 1 Warning.
When the fuel differential pressure switch recognizes 15 psi across the filter for 4 hours, the
Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated a 17.5 %
derate is applied to the engine. After 1 second, the Engine ECM will initiate a second derate of
17.5%. The total derate will be 35%.
This feature will be disabled when the fuel temperature is below 30° C (86 ° F).
08/06
1
2
18
19
Engine Inlet Air System
In the engine inlet air system, the air enters the compressor section of the turbocharger (4)
through the air cleaner (2). The compressor directs the air through the ATAAC (3), the intake
manifold, and to the cylinder head.
Exhaust exits the cylinder head to the turbine housing. From the turbine housing, the turbine
wheel directs the exhaust out of the turbo and out through the muffler (1).
08/06
1
2
20
The C11 and C13 ACERT™ engines are equipped with a wastegate turbocharger which
provides higher boost over a wide range, improving engine response and peak torque, as well as
outstanding low-end performance. All of the exhaust gases go from the exhaust manifold
through the turbocharger.
The exhaust gases enter the turbocharger and drive the turbine wheel. The exhaust gases exit
the turbocharger through the turbine wheel outlet (2) to the muffler. The turbine wheel is
connected by a shaft to the compressor wheel. The turbine wheel rotates the compressor wheel
at very high speeds. The rotation of the compressor wheel pulls clean air through the
compressor housing air inlet (1). Then, the compressor wheel blades force air into the cylinder
head to the inlet valves. The increased amount of forced air enables the engine to be able to
burn more fuel producing increased power. The engine can operate under low boost conditions.
During a low boost condition, the canister closes the wastegate, allowing the turbocharger to
operate at maximum performance. Under high boost conditions, the wastegate opens. The
open wastegate allows exhaust gases to bypass the turbine side of the turbocharger. The rpm of
the turbocharger is limited by bypassing a portion of the exhaust gases around the turbine
wheel.
NOTE: The wastegate calibration is preset at the factory.

08/06
21
Turbo Inlet Pressure Sensor
The turbocharger inlet pressure sensor (arrow) is located in the tube that is between the air filter
group and the inlet to the compressor housing.
The turbocharger inlet pressure sensor measures restriction of air flow through the air filters and
the inlet. Restriction of the air flow to the turbocharger will initiate a warning and engine
derate.
08/06
AIR INLET RESTRICTION DERATE

16%
14%
12%
10%
% Derate
8%
6%
4%
2%
0%
0 2 4 6 8 10 12 14 16
Air Restriction kPa Difference
Level 1 Warning Level 2 Warning / Derates
22
Air Inlet Restriction Derate
The turbo inlet pressure sensor measures the restriction of the air inlet that is flowing to the
inlet of the compressor housing of the turbocharger. When the pressure difference between the
turbo inlet pressure sensor and the atmospheric sensor read a difference of 9.0 KPa, the
Engine ECM will derate the engine approximately 2%. The Engine ECM will then derate the
engine 2% more for every 1 kPa difference up to 10%.
Typically, the atmospheric pressure sensor is 100 Kpa at sea level. As the air restriction
increases, the difference will increase. The first derate will occur when the difference is
approximately (100 kpa minus 91 kpa.= 9 kpa).
If the air inlet restriction is 92.5 kPa (a pressure that is between 7.5 kPa and 9 kPa) for 10
seconds, the Engine ECM will initiate a Level 1 Warning.
If the air restriction goes to the point that the turbo inlet pressure sensor sees a difference of
91.0 kPa (a pressure that is 9.0 KPa) for 10 seconds, then the Level 2 Warning will occur and
the engine will go into the air inlet restriction derate.
08/06
23
Oil Pressure Sensor
The engine oil pressure sensor (1) is located on the left side of the engine and the right side of
the machine near the Engine ECM (2). The sensor monitors the pressure of the engine oil.
The engine oil pressure sensor is one of the many sensors that require a regulated 5.0 VDC for
the sensor supply voltage. The sensor outputs a variable DC voltage signal.
The Engine ECM will use the information supplied oil pressure sensor to output warning levels
to the Caterpillar Monitoring System and engine derates.
08/06
LOW OIL PRESSURE

180
160
140
Oil Pressure (kPa)
120
100 35% Derate
80
60
40
20
0 0 Derate
0 500 1000 1500 2000 2340
Engine rpm
kPa Warning Level 1 kPa Shut down Level 3 35% Derate
24
Low Oil Pressure
This illustration shows a graph with the two different warning levels for low oil pressure.
When the oil pressure is below (154 kPa @ 1600 rpm) the blue line, the Cat Monitoring System
will enable the low oil pressure Level 1 Warning: Change machine operation or perform
maintenance to the system.
When the oil pressure is below (104 kPa @ 1600 rpm) the red line, the Cat Monitoring System
will enable the low oil pressure Level 3 Warning: The operator should immediately perform a
safe engine shutdown.
Also, with the Level 3 Warning, the Engine ECM initiates a 35% engine derate.
If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the Engine
ECM will initiate a low engine oil pressure Level 1 Warning.
08/06
25
Coolant Temperature Sensor
The coolant temperature sensor (arrow) is installed at the right front corner of the engine, above
the jacket water pump. The coolant temperature sensor monitors the temperature of the fluid in
the coolant system. The coolant temperature sensor information sent to the Engine ECM is
used for Warning Levels that are sent to the Caterpillar Monitoring System and engine derates.
08/06
HIGH COOLANT TEMPERATURE DERATE

120%
100%
80%
% Derate
60%
40%
20%
0%
110 116 116.5 117 117.5 118 118.5 119 119.5
Coolant Temperature C
26
High Coolant Temperature Derate
The coolant temperature sensor measures the temperature of the coolant.
When the temperature of the coolant exceeds 110° C (230° F), the Engine ECM will initiate a
Level 1 Warning.
When the temperature of the coolant exceeds 111° C (231° F), the Engine ECM will initiate a
Level 2 Warning. At 111° C (231° F) the Engine ECM will initiate a 25% derate. Refer to the
illustration for the remainder of the high engine coolant temperature derates. At 100% derate,
the engine available power will be approximately 50%.
08/06
27
3
2
28
Intake Manifold Sensors
The upper illustration shows the intake manifold air pressure sensor (1), and the intake
manifold air temperature sensor.
The intake manifold air pressure sensor (1) is used to monitor intake manifold air pressure.
The intake manifold air temperature sensor (2) is used to monitor the air temperature flowing
into the intake manifold. The Engine ECM also uses the temperature sensor as one of the key
target temperatures to control the fan speed in the hydraulic fan system. Also, the sensor is
used as an input to the Engine ECM for the virtual exhaust temperature derate. Also shown is
the Engine ECM (3) and intake manifold (4).
08/06
C11-C32 ENGINE INTAKE MANIFOLD TEMPERATURE DERATE

21%
18%
15%
12%
% Derate
9%
6%
3%
0%
82 86 87 88 89 90 91 92 93
Intake Manifold Temperature C

29
Intake Manifold Air Temperature Sensor Derate
The intake manifold air temperature sensor measures the temperature of the air that is flowing
to the intake manifold. The sensor is used to initiate warning levels and engine derates.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 82° C (180° F), the Engine ECM will initiate a Level 1 Warning.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 86° C (187° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2
Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate will have a
20% upper limit.
08/06
VIRTUAL EXHAUST TEMPERATURE DERATE
Engine Derate
Percentage
Barometric Pressure
Intake Manifold Air Temperature
Engine Speed
Fuel Injection Highest Derate Other Engine

Calibration Priority Derate
Selector Conditions
Engine ECM
30
Virtual Exhaust Temperature Derate
An engine derate can occur due to a estimated (virtual) high exhaust gas temperature. The
Engine ECM monitors the barometric pressure, the intake manifold temperature, and the engine
speed to estimate exhaust gas temperature. The following conditions are monitored to
determine if the engine derate should be enabled:
- high altitude
- high ambient temperatures
- high load and full accelerator pedal throttle
- barometric pressure
- intake manifold air temperature, and engine speed
The Engine ECM determines a maximum fuel delivery percentage to maintain safe maximum
power output under load. This calculation is new to the off-road Tier III engines and is used in
place of the previous altitude compensation derate strategy.
This event informs the mechanic that a derate has occurred because of operating conditions.
Generally, this situation is normal and requires no service action.
08/06
The Engine ECM will process all derate inputs in the highest derate priority selector. The
most critical derate condition input will be used to adjust fuel system delivery limiting engine
power to a safe level for the conditions in which the product is being operated, thereby prevent
elevated exhaust temperatures.
The virtual exhaust temperature derate will log a 194 event code. The derate will enable a
Level 1 Warning and eventually a Level 2 Warning. The level of the warning will depend on
the conditions that are sent to the Engine ECM.
The following conditions must be met in order to initiate a virtual exhaust temperature derate.
- No CID 168 01 FMI (low battery voltage to the Engine ECM) are active.
- No active intake manifold air pressure sensor faults.
- No active atmospheric pressure (barometric) sensor faults
- No +5 V sensor voltage codes active.
- The virtual exhaust temp derate must be the highest derate.
- More fuel is being requested than the virtual exhaust temp derate will allow.
This derate is triggered by the information inferred by the Engine ECM, rather than an
individual sensor as with the previous single derate strategies. If you think this derate is
possibly being imposed incorrectly check for event codes on the high intake manifold air
temperature and correct those first. Also, make sure the aftercooler is unobstructed. For
additional information about troubleshooting, refer to the troubleshooting manual for the
particular engine that is being serviced.
08/06
1 3
2 4
31
The fuel pressure regulator (1) is located in the secondary fuel filter base (3). The fuel pressure
regulator is used to maintain fuel pressure in the fuel gallery.
Also shown is the electric fuel priming pump (2) that is located on the primary fuel filter
base (4).
08/06
ENGINE IDLE MANAGEMENT MODES
- Work Mode
- Warm Up Mode
- Hibernate Mode
- Low Voltage Mode
32
Engine Idle Management System (EIMS) sets the engine idle to maximize fuel efficiency.
Also, this system uses new and improved software to benefit the customer with reduced sound
levels, reduced emissions, machine ability to set machine parameters to the working conditions,
machine ability to set machine to working applications, and increased battery durability.
Work Mode - This mode allows the working idle to be programmed according to the customer's
applications requirements. The work mode idle can be adjusted to a higher or lower rpm
through Caterpillar Electronic Technician (ET). The engine idle range is between 650 rpm and
1000 rpm. In order to go into the work mode, the percentage of fan bypass must be less than
23%.
Warm up Mode - In a cold weather operation, the default engine rpm will be set to 1100 rpm in
order to generate additional engine heat, keeping the engine warmer. This mode monitors the
coolant temperature and intake manifold temperature. When the coolant temperature is below
80° C (176° F) or the intake manifold temperature is below 15° (60° F) and the warm mode is
enabled, the machine will time out for 10 minutes. After ten minutes, the coolant temperature
is below 70° C (158° F) and the machine has been in the warm up mode, the engine will be in
warm up mode. If the machine has not been in warm up mode but the intake manifold
temperature is less than 5° C (41° F), the engine will go into the warm up mode.
08/06
Also, the transmission speed selector must be in the NEUTRAL position, the parking brake
engaged, and the throttle position sensor output less than 5% for the engine to go to the warm
up mode idle.
Hibernate Mode - This mode is initiated only when the transmission speed selector switch is in
the NEUTRAL position, the parking brake is engaged, the throttle position sensor output is less
than 5%, the coolant temperature is above the EIMS default, the fan bypass is above 23%, and
the implement control levers are not activated. When these parameters are met along with a 10
second period after the parking brake is engaged, the hibernate mode will lower the engine idle
to 600 rpm. The engine will idle at 600 rpm until one of the above parameters are no longer
met.
Low Voltage Mode - In this mode, the engine idle will ramp up to 1100 rpm when the battery
voltage drops below 24.5 VDC and he engine has been running for 5 minutes. The low voltage
mode feature is standard on all machines with EIMS with high current drain due to heavy
electrical loads from custom attachments. When the battery voltage is greater than 24.5 VDC,
the engine idle will return to the current working low idle speed. The 24.5 battery voltage is a
default and can not be reconfigured in ET.
08/06
POWER TRAIN COMPONENTS

ACERT“ Torque Power Train Transmission and
Engine Converter ECM Modulating Valves
Upshift, Downshift
Direction Switches
Output Transfer
Gear Case
Rear Rear Parking Front Front

Final Drive Drive Shaft Brake Drive Shaft Final Drive
33
POWER TRAIN
This illustration shows the major components in the power train.

Power from the engine flows to a 360 mm (14.5 inch) diameter torque converter. The torque
converter output shaft is splined to the input shaft of the electronically controlled power shift
transmission.
The transmission output shaft is splined to the output transfer gear. The output transfer gear
transmits power from the transmission to the front and rear drive shafts.
Power from the transmission output shaft flows through the front drive shaft and the parking
brake to the front pinion, the bevel gear, the differential and the axles to the final drives.
Power from the transmission output shaft also flows through the rear universal joint group to
the rear pinion, the bevel gear, the differential and the axles to the final drives.
Power train movements and operations are controlled through the Power Train ECM.
08/06
34
The Power Train Electronic Control Module (ECM) is the central component in the
transmission electronic control system. The ECM is located at the right rear of the cab. The
rear panel must be removed for access to the ECM. The Power Train ECM will be located
behind the operator’s seat and have the connectors horizontal to each other.
The ECM makes decisions based on switch-type and sensor input signals and memory
information. Input signals to the ECM come from the operator's station, the machine, and the
transmission.
The operator's station input components consist of: the direction and shift switches, the
neutralizer and neutralizer override switches, the park brake switch, the key start switch, and
the Auto/Manual select switch. Optional switch inputs are the ride control switch and the
secondary steer test switch.
The machine input components are: the engine speed sensor, the primary steering pressure
switch, the optional secondary steering pressure switch, and the Caterpillar Monitoring System
message center module.
The transmission input components are the transmission oil temperature sensor, the torque
converter output speed sensor, and the two transmission output speed sensors.
The ECM communicates with other electronic control modules, such as the Caterpillar
Monitoring System, the Engine Electronic Control Module (ECM), and the Implement
Electronic Control Module (ECM) through the Cat Data Link. The Cat Data Link allows the
Transmission ECM to receive and send information.
08/06
The power train uses the A4M1 Electronic Control Module (ECM). To enable the ECM for
power train functions, contact (J1-27) is grounded and contact (J1-32) is grounded in order to
enable the ECM.
The Power Train ECM responds to machine control decisions by sending a signal to the
appropriate circuit which initiates an action. For example, the operator selects an upshift with
the shift lever. The Power Train ECM interprets the input signals from the shift lever, evaluates
the current machine operating status, and energizes the appropriate modulating valve.
The Power Train ECM receives three different types of input signals:
1. Switch input: Provides the signal line to battery, to ground, or to open.
2. PWM input: Provides the signal line with a square wave of a specific frequency and a
varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern
signal or a sine wave of varying level and frequency.
The Power Train ECM has three types of output drivers:

1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage
(ON) or less than one Volt (OFF).
2. PWM solenoid driver: Provides the output device with a square wave of fixed
frequency and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with 1.25 amps
for approximately one half second and then decrease the level to 0.8 amps for the
duration of the on time. The initial higher amperage gives the actuator rapid response
and the decreased level is sufficient to hold the solenoid in the correct position. An
added benefit is an increase in the life of the solenoid.
The Power Train ECM controls the transmission speed and directional clutches. The Power
Train ECM interprets signals from the shift lever to signal the transmission to perform the
following options: Upshift, Downshift, Forward Neutral, and Reverse.
The Power Train ECM communicates through the CAT Data Link. The CAT Data Link allows
high speed proprietary serial communications over a twisted pair of wires. The CAT Data Link
allows different systems on the machine to communicate with each other and also with service
tools such as Caterpillar Electronic Technician (ET).
The Power Train ECM has built-in diagnostic capabilities. As the Power Train ECM detects
fault conditions in the power train system, it logs the faults in memory and displays them on
the Caterpillar Monitoring System.
08/06
POWER TRAIN ELECTRICAL SYSTEM
Cat Data Link Caterpillar Monitor

Power Train ECM
System
INPUT COMPONENTS
Shift Lever Auto / Manual Speed

Upshift, Downshift, Selector Switch (CCS Option)
Forward, Neutral,
Reverse Parking Brake
Pressure Switch
Direction Switch
Forward, Neutral, Reverse, Left Brake
Upshift, Downshift Pedal Position Sensor
(CCS Optional) Ride Control Switch
(ON, AUTO)
Key Start Switch
Secondary Steering
Variable Shift Control Test Switch
Selector Switch
Transmission Neutralizer
Transmission Output Disable Switch
Speed Sensor 1 and 2
Heated Mirror Switch
Torque Converter
Output Speed Sensor
Implement Pod
Transmission Oil
Downshift Switch
Temperature Sensor
Auto / Manual Speed +24 Battery Voltage

Selector Switch (HMU)
Location Code 2 (Ground)
Primary Steering Location Code
Pressure Switch Enable (Ground)
Secondary Steering Engine Speed (CAN)
Pressure Switch
35
Power Train Electrical System
This illustration shows the input components which provide power or signals to the Power
Train ECM.
Power Train ECM Inputs:
Shift lever (Forward, Neutral, Reverse, and Gear): Combines control of the transmission
shifting to a single input device. The shift lever can be pushed forward, backward, or placed in
the middle position for machine direction. The lever is rotated in order to change the speeds of
the transmission. This is the standard control for shifting that comes with the Hand Metering
Unit (HMU) steering.
Direction switch (Forward, Neutral, Reverse, Upshift, and Downshift): Combines control
of the transmission shifting with a single input device. The 3 position switch controls direction
and the 2 thumb-switches controls upshift and downshift. This is the control for shifting that
comes with the Command Control Steering (CCS).
Key start switch: Provides a signal to the Power Train ECM when the operator wants to start
the engine. The direction switch/shift lever must be in the NEUTRAL position before the
Power Train ECM will permit engine starting.
08/06
Variable shift control selector switch: The variable shift control switch is an input of the
Power Train ECM. The switch allows the selection of a range of shifting points in the Power
Train ECM for each speed. The switch has three inputs to the power train ECM.
Transmission output speed sensors: These sensors measure the transmission output speed in
the range of 25 to 3000 rpm. By looking at the difference in phase in between these 2 sensors,
direction can be derived.
Torque converter output speed sensors 1 and 2: Measures the torque converter speed in the
range of 25 to 3000 rpm.
Auto/manual speed selector switch (HMU): Signals the Power Train ECM which shift mode
the operator wants to operate on a standard machine. The operator can select between manual
shifting or automatic shifting in the range of gears 4 to 2 or in the range of gears 4 to 1.
Maximum gear, if lower gear than 4 is desired, will be determined by the shift lever position.
Auto/manual speed selector switch (CCS option): Signals the Power Train ECM which shift
mode the operator wants to operate on a machine with the optional Command Control Steering.
The operator can select between manual shifting and automatic shifting with maximum gear of
4, 3, or 2 and also a 4 to 1 range shifting mode.
Primary steering pressure switch: Sends a signals the Power Train ECM if the primary
steering system loses steering oil flow.
Secondary steering pressure switch: It tells the ECM if the secondary steering pump is
correctly building up pressure. When the pump is running and we still do not see pressure a
warning indicator is lit. It is mostly used as feedback for the start-up test and the manual
switch test to ensure that the system is working properly.
Left pedal position sensor: Signals the position of the torque converter pedal to the Power
Train ECM. The position of the pedal is being used to downshift the transmission and
neutralize the transmission during operation. Both the downshift and neutralization function of
the pedal can be disabled and hence the pedal would function as a brake pedal only.
Parking brake pressure switch: Provides a signal to the Power Train ECM when the pressure
is adequate to release the parking brake.
Ride control switch (ON/OFF/AUTO): Signals the Power Train ECM which mode the
operator wants to operate. The operator should never operate in ON mode since this is the
service mode.
Transmission neutralizer disable switch: Provides an input to the Power Train ECM that will
disable the the left pedal neutralization of the transmission.
Transmission oil temperature sensor: Provides an input to the Power Train ECM with the
temperature of the transmission oil.
08/06
Implement pod downshift switch: The downshift switch provides an input to the Power Train
ECM to downshift the transmission. This switch is only used on a HMU steering machine.
Engine speed: The Power Train ECM receives the engine speed over the CAN Data Link
from the Engine ECM.
Location code enable (grounded): The location code enable is a grounded input signal to the
Power Train ECM that enables the location code detection feature to become active. J1-32 pin
on the Power Train ECM connector is connected.
Location code 2 (grounded) : The location code pin number 2 is a grounded input signal that
establishes the ECM is dedicated to the Power Train operation. J1-27 pin on the Power Train
ECM connector is connected.
+24 Volts: Unswitched power supplied to the Power Train ECM from the battery.
08/06
2 4
36
Engine Start Switch and Diagnostic Service Tool Connector
The engine start switch (1) signals the Power Train ECM that the operator wants to start the
engine. The ECM determines if the transmission directional switch (not shown) is in the
NEUTRAL position. When the directional switch is in the NEUTRAL position and the key
start switch (1) is turned to the START position, the ECM energizes the starter relay.
The diagnostic service tool connector (2) for a laptop computer using Caterpillar Electronic
Technician (ET) are on the front panel on the right side.
A laptop computer with ET can be used for: calibrating, checking and clearing fault codes, and
monitoring system inputs and outputs for troubleshooting the transmission system.
Also shown are the the hazard switch (3), and the 12 Volt adapter socket (4).
08/06
37
Transmission Shift Lever
This is a picture of the standard type of transmission shift lever control group (arrow) that is
found on the 966H/972H Wheel Loaders. This control group is found on machines with
conventional (HMU) steering systems.
The shift lever is mounted on the left side of the steering column. The operator moves the shift
lever forward to travel in the FORWARD direction or toward the rear to travel in the
REVERSE direction.
FIRST through FOURTH speeds are selected by rotating the shift lever.
When the transmission is in the Manual Mode, the Transmission ECM allows the shift lever to
control the transmission. The Transmission ECM shifts the transmission to the exact gear and
direction shown on the shift lever.
When the transmission is in the Automatic Mode, the shift lever selection is the maximum gear
the transmission will obtain. The Power Train ECM will automatically select the correct speed
clutches (SECOND, THIRD, or FOURTH) based on the engine and transmission output speeds.
08/06
38
Transmission Shift Control

This illustration shows the transmission shift control for the optional Command Control
Steering (CCS).
The directional control switch (1), and the upshift/downshift switch (2) are mounted on the left
side of the half moon shaped steering wheel.
The directional control switch is a three-position switch with which the operator selects either
FORWARD (toggle forward), NEUTRAL (center position), or REVERSE (toggle backward)
directions. The switch position the operator selects closes (grounds) that contact while the
remaining two contacts stay open. Closing a switch contact sends a signal to the Power Train
ECM indicating the direction selected by the operator.
The upshift switch/downshift switch are identical in construction and operation. When the
operator wants to manually shift to a higher or lower gear, the upshift switch or downshift
switch is pressed. Each switch has two input connections at the Power Train ECM. When the
switches are not activated, one connection is closed (grounded) and the other connection is
open. When the operator pushes the upshift or downshift switch, the selected switch
momentarily reverses connections to signal the Power Train ECM to change the desired speed.
08/06
1 2
4 3
39
This illustration shows the location of the ride control ON/OFF/AUTO switch (1). The ride
control switch has three positions. In the center position, ride control is disabled. In the UP
position (as shown) the ride control switch is in the AUTO position. With the switch in
AUTO, the ride control system will be enabled when the machine is traveling at least 9.5 km/h
(6.0 mph). The SERVICE position (as shown on the switch) is used for service to the ride
control system.
The transmission neutralization disable switch (2) is used to disable the neutralization of the left
brake pedal. Pressing the upper section of the switch will activate the override. When the
neutralization is enabled, the left brake pedal will not neutralize the transmission, but will
function as a service brake only. The normal, default position of the switch is the lower
(released) position
The heated mirror switch (3) enables the heated mirror relay that is located behind the operator
seat below the Power Train ECM.
If the machine is equipped with the optional secondary steering, there will be a secondary
steering test switch (4) mounted in the blocked position on the panel. When the switch is
depressed it feeds a ground signal to a relay and also to a switch input on the Power Train
ECM. The relay turns on the secondary steering pump and motor, which supplies flow for the
steering system.
The Power Train ECM is monitoring the pressure of the secondary steering hydraulic lines.
This action ensures the pressure has increased to an acceptable level while the pump is running.
08/06
If the switch is depressed and the pressure is not increased to the acceptable level within 3
seconds, the secondary steering warning indicator will be illuminated to indicate that the pump
is not functioning properly.
08/06
40
The 966H and 972H Wheel Loaders are equipped with a variable shift control switch (1). The
variable shift control uses the engine speed in order to provide optional autoshift points. The
Power Train (ECM) uses the position of the variable shift control switch and the engine speed
to determine the autoshift points for the transmission. The variable shift control switch has
three inputs to the Power Train Electronic Control Module (ECM).
The Auto/manual gear selector switch (2) sends a signal to the Power Train ECM to control
shifting mode in auto. The Power Train (ECM) shifts the transmission automatically. To
regulate transmission shifts, the Power Train ECM evaluates the input that is sent from the
engine speed sensor, the transmission speed sensors, the torque converter output speed sensor,
and the left brake pedal position sensor. The automatic mode of operation is represented by
two numbers that are separated by a dash. The first number indicates the speed of the
transmission when the transmission is placed into gear. The second number indicates the
highest speed of the transmission when the machine is traveling.
For example, place the autoshift control switch into the 2-4 position. The machine will
automatically shift into second gear when the transmission is placed into gear. The
transmission will automatically upshift into fourth gear as the machine accelerates.
The Power Train ECM does not allow an upshift to a speed that is higher than the speed that is
selected with the transmission direction and speed control lever. An automatic downshift from
second speed to first speed occurs only if the autoshift switch is in the 1-4 position.
08/06
41
This illustration shows the panel with the optional Command Control Steering. The
Auto/Manual gear selector switch sends a signal to the Power Train ECM to control shifting
mode in auto. In the MANUAL position, the operator is responsible for upshifting and
downshift the transmission. The Power Train ECM automatically shifts the transmission if the
autoshift switch is in one of the four AUTO positions and the left brake pedal must be released.
To regulate transmission shifts, the Power Train ECM evaluates the inputs that are sent from the
engine speed sensor, the transmission speed sensors, the torque converter output speed sensor,
and the left brake pedal position sensor.
When the machine is operating in "AUTO" mode, the transmission speed selector switch can be
used in order to downshift the transmission. This switch is normally used to downshift from
second speed to first speed in order to load a bucket. The transmission will remain in the
downshifted gear for three seconds after the switch is released. Then, automatic shifting will
resume. If the transmission is downshifted to first speed, the machine remains there until there
is a direction change or a manual upshift.
For example, place the autoshift switch into position "3." The machine will automatically shift
into second gear when the transmission is placed into gear. The transmission will automatically
upshift into third speed when the machine accelerates. An automatic downshift from second
speed to first speed occurs only if the autoshift switch is in the 1-4 position.
The Power Train ECM does not allow an automatic upshift to a speed that is higher than the
speed that is selected with the auto/manual switch. The autoshift switch is used to select the
top speed for the transmission when the transmission is in the AUTO mode. There are four
modes of automatic operation: 4 position, 3 position, 2 position and 1-4 position.
08/06
1 3
2
42
The Power Train ECM receives inputs from three speed sensors on the transmission. The
sensors are:
- No. 1 output speed sensor (1)
- No. 2 output speed sensor (2).
- Torque converter output speed sensor (3)
The output speed sensors (1 and 2) are positioned out of phase with each other. The Power
Train ECM uses the phasing of the input data to determine the direction of rotation of the
intermediate and output gears. The torque converter output speed sensor measures torque
converter output speed in the range of 25 to 3000 rpm.
The Power Train ECM has no direct feed back information to determine if clutch engagement
and disengagement is completed. The Power Train ECM uses the speed sensor information,
including the engine speed sensor data, to measure expected clutch slippage and planetary
speeds to ensure the transmission is shifting according to the application program stored in the
ECM memory.
The speed sensor information is also used by the Power Train ECM to set and adjust
transmission shift points.
08/06
43
44
Transmission Oil Temperature Sensor
The transmission oil temperature sensor (arrow) is a two-wire passive temperature sensor that is
located on the left side of the machine. The sensor is an input to the Power Train ECM. The
oil temperature sensor information is used to adjust transmission clutch fill times.
The transmission oil temperature sensor information is also sent by the Power Train ECM to
the Caterpillar Monitoring System over the Cat Data Link.
08/06
45
Left Brake Pedal Position Sensor
The left brake pedal position sensor (arrow) is located in the cab as part of the left brake pedal.
The position sensor (left brake pedal) sends an input to the Power Train ECM. The sensor
continuously generates a 500 Hz PWM signal. The duty cycle varies in proportion to the
position of the left brake pedal position sensor. The left pedal position sends a change in the
input signal to the Power Train ECM. The ECM measures the duty cycle in order to determine
the position of the pedal for downshifting the transmission and neutralizing the clutches.
08/06
1 2
46
Implement Pod Downshift Switch And Remote F-N-R Switch
The downshift switch (1) is located on the implement pod. If the machine is equipped with a
joystick, the downshift switch will be located on the joystick handle.
When the Power Train ECM is operating in the Manual Mode, depressing the downshift switch
will cause a downshift from SECOND speed to FIRST speed. In the Manual mode, the
downshift switch will not shift from FOURTH to THIRD speed or from THIRD to SECOND
speed. The transmission will remain in FIRST speed until one of the following conditions
occurs:
1. A directional shift is made.
2. The shift lever is moved to NEUTRAL before selecting a speed.
3. The shift lever is turned to FIRST speed and then to another speed.
When operating in the Automatic mode, depressing the downshift switch causes the
Transmission ECM to downshift the transmission at a higher than normal ground speed.
Pressing and immediately releasing the downshift switch causes the Transmission ECM to
immediately downshift the transmission one speed range. A downshift will occur only if the
machine speed and engine speed will not result in an engine overspeed.
Automatic shifting is disabled for five seconds after the downshift switch is pressed. After five
seconds, automatic shifting, based on speed sensor inputs, is reactivated.
NOTE: The remote F-N-R switch (2) is only installed on the machines that are
equipped with the standard HMU steering.
08/06
47
48
Parking Brake Pressure Switch
The parking brake pressure switch (1) is a normally closed switch with the parking brake
engaged. When the parking brake is engaged, the parking brake indicator light (3) will be
illuminated. When the parking brake knob is pushed to the IN position, the parking brake
valve (2) will direct oil pressure to the parking brake release cylinder. The parking brake
pressure switch will open, turning the parking brake indicator light OFF. Then, the Power
Train ECM will receive a signal that the parking brake is disengaged.
08/06
POWER TRAIN ELECTRICAL SYSTEM
Cat Data Link Caterpillar Monitor

Power Train ECM
System
OUTPUT COMPONENTS
Engine Start Relay Clutch 1

Reverse Solenoid
Low Fuel Level
Warning Indicator LED Clutch 2
Forward Solenoid
Transmission Oil Filter Clutch 3

Bypass Indicator Led 4th Speed Solenoid
Transmission Neutralizer
Clutch 4
Disabled Indicator LED
3rd Speed Solenoid
Ride Control ON
Indicator LED Clutch 5
2nd Speed Solenoid
Secondary Steering
Intermediate Relay
Clutch 6
Ride Control 1st Speed Solenoid
Antidrift Solenoid (RE)
Back-up Alarm
Ride Control
Solenoid (Balance)
+24 Voltage
Ride Control
Antidrift Solenoid (HE)
Heated Mirror Relay
49
Based on the input signals, the Power Train ECM energizes the appropriate transmission control
modulating valve for speed and directional clutch engagement. The Power Train ECM also
energizes the starter relay when starting the machine and the back-up alarm when the operator
selects a reverse gear.
The Cat Data Link connects the Power Train ECM to the other machine ECMs. The Cat Data
Link also connects the ECM to the Caterpillar Monitoring System and electronic service tools
such as Caterpillar Electronic Technician (ET).
Power Train ECM Outputs:
Engine start relay: The Power Train ECM energizes the key start relay when the appropriate
conditions are met to start the engine. Controls the current between the key start switch and the
starter relay.
Transmission oil filter bypass indicator LED: The Power Train ECM illuminates the
indicator LED when the oil is bypassing the transmission filter.
Low fuel level warning indicator LED: The Power Train ECM illuminates the indicator LED
when the fuel level in the tank is below 10% of total fuel tank volume as read by the fuel level
sensor (input to EMS-III communicated over Cat Data Link).
08/06
Ride Control ON indicator LED: The Power Train ECM illuminates the indicator LED when
ride control is active. Either in AUTO mode when driving above the threshold speed or when
in service mode.
Clutch solenoids: The solenoids control the oil flow through the respective speed and
directional modulating valves.
Secondary steering intermediate relay: The Power Train ECM energizes the relay when the
loss of steering pressure is detected by the Power Train ECM. The ECM energizes the relay
and power is supplied to the secondary steering pump.
Back-up alarm: The Power Train ECM energizes the back-up alarm when the operator selects
the REVERSE direction.
Heated mirror relay: The Power Train ECM energizes the relay to send current to the coil to
warm the mirror.
Ride Control Solenoid valve (RE): The Power Train ECM energizes the solenoid valve that
controls the opening of the antidrift valve which allows flow between the rod end of the lift
cylinders and tank.
Ride Control Solenoid valve (HE): The Power Train ECM energizes the solenoid valve that
controls the opening of the antidrift valve which allows flow between the accumulator and the
head end of the lift cylinders.
Ride Control Solenoid valve (Balance): At engine start-up, the Power Train ECM energizes
the solenoid valve 2. When the Power Train ECM recognizes the ground speed in AUTO
reaches the default threshold speed value in the Power Train ECM, the ECM de-energizes the
ride control balance solenoid valve for a default time designated through Caterpillar ET
configuration. The pressure between the head end of the lift cylinders and the accumulator are
balanced. Then, the Power Train ECM energizes the head end ride control solenoid valve and
rod end ride control solenoid valve.
08/06
50
Back-up Alarm
The back-up alarm (arrow) is located on the right hand side of the machine inside the access
door. The alarm sounds when the transmission directional switch is placed in the REVERSE
position.
08/06
2 3
4 5
51
Warning Panel - Left Side
This illustration shows the warning panel on the left side of the dash panel. These indicators
are driven outputs of the Power Train ECM.
The transmission oil filter bypass (1) is located on the top right hand side. This alarm is
illuminated when the transmission oil filter is bypassing due to a plugged filter requiring a
change.
The transmission neutralizer disabled indicator (2) is located in the center of the panel. This
indicator is illuminated when the transmission neutralized is disabled.
The low fuel filter WARNING indicator (3) is located in the center row on the right side.
This indicator is illuminated when the fuel level is below 10% of the total fuel tank volume.
The ride control SERVICE indicator (4) is located in the bottom row on left side. This
indicator is illuminated when the ride control switch is placed in the SERVICE position.
The ride control AUTO indicator (5) is located in the bottom row, center. This indicator is
illuminated when the ride control switch is placed in the AUTO position.
08/06
2
1 4
3
52
Implement Control Valve - With Ride Control
The ride control system is an option on the 966H and the 972H Wheel Loaders. The optional
ride control system provides a means for dampening the bucket forces, which produce a
pitching motion as the machine travels over rough terrain. The operation of ride control is
initiated by the switch input to the Power Train ECM with outputs to the solenoid valves on the
implement control valve (1).
On the implement control valve, there are two solenoid valves that controls oil flow over the
antidrift valves and one solenoid valve controlling the shifting of the balance valve. Energizing
solenoid valve (2) provides a path of oil between the head end of the lift cylinders and the ride
control accumulator. Energizing solenoid valve (3) allows the balance spool to shift as the
solenoid valve provides a path for the oil on the end of the balance spool to flow to the
hydraulic tank passage. Energizing solenoid valve (4) drains the oil pressure off the
antidrift valve enabling the valve to raise. Supply oil flows between the rod end of the lift
cylinders and the hydraulic tank.
The optional ride control is enabled through the Machine Configuration screen with Caterpillar
Electronic Technician (ET). When the ride control system is in SERVICE/AUTO, the
respective LED is illuminated on the machine status display.
08/06
2
1
53
Secondary Steering Intermediate Relay
The secondary steering intermediate relay (1) is an output of the Power Train ECM. When the
steering oil pressure at the primary pressure goes below the value of the pressure switch (2), a
signal is sent to the Power Train ECM. Then, the ECM sends current to the intermediate relay
to energize the secondary steering pump motor. The secondary steering pump will supply oil to
the steering system.
08/06
1
54
2
55
Engine Start Relay
The engine start relay (2) is located in the left side service center (1). The engine start relay is
energized by the Power Train ECM when all the engine starting requirements are met. When
the relay is energized, battery voltage flows through the relay to the starter solenoid.
08/06
TRANSMISSION HYDRAULIC SYSTEM

NEUTRAL
Torque Torque Converter

Main Relief Valve Converter Outlet Relief Valve
Cooler
To
Power Train
Transmission
ECM
Bearing
Lubrication
Modulating Modulating
Torque Valve Valve
Converter
Inlet Relief 1 4
Valve REVERSE THIRD
SPEED
1
4
Valve Valve
Filter
2 5
FORWARD SECOND
Transmission SPEED
Pump 2 5
Valve Valve
Screen Group
Magnet 3 6
FOURTH FIRST
SPEED SPEED
3 6
Tank
56
Transmission Hydraulic System - NEUTRAL
This illustration shows the transmission hydraulic system with the engine running and the
transmission shift lever in the NEUTRAL position.
When the engine is running, flow from the pump is sent through the filter to the six
transmission solenoid valves. Pump flow is also sent to the transmission relief valve. The
transmission relief valve limits the transmission oil pressure to the modulating valves. When
NEUTRAL is selected, the Power Train ECM energizes the No. 3 solenoid. The modulating
valve controls the flow of oil to the No. 3 clutch.
When the No. 3 solenoid is energized, the electromagnetic force moves the pin against the ball.
The ball moves to the right against the seat. The oil flow through the center of the valve spool
is blocked. The oil pressure increases at the left end of the valve spool and the valve spool
moves to the right against the spring. Then, oil flow is directed to the ports for clutch 3.
From the main relief valve, oil flows to the torque converter and the torque converter inlet relief
valve. The torque converter inlet relief valve limits the oil pressure to the torque converter.
When oil pressure to the torque converter exceeds 900 ± 70 kPa (130 ± 10 psi), the inlet relief
valve opens and sends the excess oil pressure to drain.
08/06
Oil in the torque converter flows out of the torque converter through the torque converter outlet
relief valve. The outlet relief valve maintains the pressure in the torque converter at a
minimum of 415 ± 135 kPa (60 ± 20 psi) at torque converter stall rpm.
From the torque converter outlet relief valve, the oil flows through the transmission oil cooler
and on to the transmission for cooling and lubrication of the bearings and planetary.
08/06

FIRST SPEED FORWARD

Cooler
To
Power Train
Transmission
ECM
Bearing
Lubrication
Valve Valve
Torque
Converter
1 4
Inlet Relief
REVERSE THIRD
Valve SPEED
1
4
Valve Valve
Filter
2 5
FORWARD SECOND
SPEED
Transmission
Pump 2 5
Valve Valve
3 6
Screen Group
Magnet FOURTH FIRST
SPEED SPEED
3 6
Tank
57
transmission shift lever in the FORWARD position and the speed selector in FIRST SPEED.
transmission relief valve limits the transmission oil pressure to the modulating valves.
When FIRST SPEED FORWARD is selected, the Power Train ECM energizes the No. 2
solenoid and the No. 6 solenoid. The modulating valve controls the flow of oil to the No. 2 and
No. 6 clutches.
When the No. 2 and No. 6 solenoids are energized, the electromagnetic force moves the
armature against the ball. The ball moves to the right against the seat. The oil flow through the
center of the valve spool is blocked. The oil pressure increases at the left end of the valve spool
and the valve spool moves to the right against the spring. Then, oil flow is directed to the ports
for clutch 2 and clutch 6.
08/06
and then to the transmission for cooling and lubrication of the bearings and planetary.
08/06

SECOND SPEED FORWARD

Cooler
Power Train To
ECM Transmission
Bearing
Lubrication
Torque Valve Valve
Converter
1 4
Inlet Relief
REVERSE THIRD
Valve
SPEED
1
4
Valve Valve
Filter
2 5
FORWARD SECOND
SPEED
Transmission
2 5
Pump
Valve Valve
3 66
Screen Group
FOURTH FIRST
Magnet SPEED SPEED
3 6
Tank
58
transmission shift lever in the FORWARD position and the speed selector in SECOND SPEED.
When FIRST SPEED FORWARD is selected, the Power Train ECM energizes the No. 2
No. 5 clutches.
08/06
08/06

SECOND SPEED REVERSE

Cooler
Power To
Train Transmission
ECM Bearing
Lubrication
Valve Valve
Torque
Converter 1 4
Inlet Relief REVERSE THIRD
Valve SPEED
1
4
Valve Valve
Filter
2 5
FORWARD SECOND
SPEED
Transmission
2 5
Pump
Valve Valve
Screen Group 3 66
Magnet FOURTH FIRST
SPEED SPEED
3 6
Tank
59
transmission shift lever in the REVERSE position and the speed selector in SECOND SPEED.
When SECOND SPEED REVERSE is selected, the Power Train ECM energizes the No. 1
No. 5 clutches.
08/06
08/06
TRANSMISSION MODULATING VALVE

NO COMMANDED SIGNAL
Test Port
Valve
Ball Orifice Spool Spring
Solenoid Pin Drain From

Orifice Pump
To To
Tank Clutch
60
Transmission Modulating Valve - No Commanded Signal
In this illustration, the transmission modulating valve is shown with no current signal applied to
the solenoid. The Transmission ECM controls the rate of oil flow through the transmission
modulating valves to the clutches by changing the signal current strength to the solenoid. With
no current signal applied to the solenoid, the transmission modulating valve is DE-
ENERGIZED and oil flow to the clutch is blocked. The transmission modulating valve is
located on the transmission control valve.
Pump oil flows into the valve body around the valve spool and into a drilled passage in the
center of the valve spool. The oil flows through the drilled passage and orifice to the left side
of the valve spool to a drain orifice. Since there is no force acting on the pin assembly to hold
the ball against the drain orifice, the oil flows through the spool and the drain orifice past the
ball to the tank.
The spring located on the right side of the spool in this view holds the valve spool to the left.
The valve spool opens the passage between the clutch passage and the tank passage and blocks
the passage between the clutch passage and the pump supply port. Oil flow to the clutch is
blocked. Oil from the clutch drains to the tank preventing clutch engagement.
08/06

COMMANDED SIGNAL BELOW MAXIMUM
Test Port
Valve
Ball Orifice Spool Spring

Orifice Pump
To To
Tank Clutch
61
Transmission Modulating Valve - Commanded Signal Below Maximum

In this illustration, the modulating valve is shown with a signal to the solenoid that is below the
maximum current. Clutch engagement begins when the Transmission ECM sends an initial
current signal to ENERGIZE the solenoid. During each stage of the engagement and
disengagement cycle, the amount of commanded current signal is proportional to the desired
pressure applied to the clutch.
The start of clutch engagement begins when the current signal to the solenoid creates a
magnetic field around the pin. The magnetic force moves the pin against the ball in proportion
to the strength of the current signal from the Transmission ECM.
The position of the ball against the orifice begins to block the drain passage of the oil flow from
the left side of the valve spool to the tank. This partial restriction causes the pressure at the left
end of the valve spool to increase. The oil pressure moves the valve spool to the right against
the spring. As the pressure on the right side of the valve spool overrides the force of the spring,
the valve spool shifts to the right.
The valve spool movement starts to open a passage on the right end of the valve spool for pump
supply oil to fill the clutch. Oil also begins to fill the spring chamber on on the right end of the
spool.
08/06
In the initial clutch filling stage, the Transmission ECM commands a high current pulse to
quickly move the valve spool to start filling the clutch. During this short period of time, the
clutch piston moves to remove the clearances between the clutch discs and plates minimizing
the amount of time required to fill the clutch. The ECM then reduces the current signal which
reduces the pressure setting of the proportional solenoid valve. The change in current signal
reduces the flow of oil to the clutch. The point where the clutch plates and discs start to touch
is called TOUCH-UP.
Once TOUCH-UP is obtained, the Transmission ECM begins a controlled increase of the
current signal to start the MODULATION cycle. The increase in the current signal causes the
ball and pin to further restrict oil through the drain orifice to tank causing a controlled
movement of the spool to the right. The spool movement allows the pressure in the clutch to
increase.
During the MODULATION cycle, the valve spool working with the variable commanded
current signal from the Transmission ECM acts as a variable pressure reducing valve.
The sequence of partial engagement is called desired slippage. The desired slippage is
controlled by the application program stored in the Transmission ECM.
08/06

COMMANDED SIGNAL AT MAXIMUM
Test Port
Ball Orifice Valve

Spool Spring

Orifice Pump
To To
Tank Clutch
62
Transmission Modulating Valve - Commanded Signal At Maximum
In this illustration, the modulating valve is shown with a maximum current signal commanded
to the solenoid. When the modulation cycle stops, the Transmission ECM sends the maximum
specified current signal to fully engage the clutch.
The constant current signal pushes the pin firmly against the ball in the solenoid valve. The pin
force against the ball blocks more oil from flowing through the drain orifice. This restriction
causes an increase in pressure on the left side of the valve spool. The valve spool moves to the
right to allow pump flow to fully engage the clutch.
In a short period of time, maximum pressure is felt at both ends of the proportional solenoid
valve spool. This pressure along with the spring force on the right end of the spool cause the
valve spool to move to the left until the forces on the right end and the left end of the valve
spool are balanced.
The valve spool movement to the left (balanced) position reduces the flow of oil to the engaged
clutch. The Transmission ECM sends a constant maximum specified current signal to the
solenoid to maintain the desired clutch pressure.
08/06
The different maximum specified pressures for each clutch is caused by different maximum
current signals being sent by the Transmission ECM to each individual modulating valve. The
different maximum signal causes a difference in the force pushing the pin against the ball to
block leakage through the drain orifice in each solenoid valve. The different rate of leakage
through the spool drain orifice provides different balance positions for the proportional solenoid
valve spool. Changing the valve spool position changes the flow of oil to the clutch and the
resulting maximum clutch pressure.
The operation of the proportional solenoid to control the engaging and releasing of clutches is
not a simple on and off cycle. The Transmission ECM varies the strength of the current signal
through a programmed cycle to control movement of the valve spool.
The clutch pressures can be changed using Caterpillar Electronic Technician (ET) and the
4C-8195 Service Tool during the calibration procedure.
The actual Transmission ECM current cycle and transmission calibration will be discussed later
in this presentation.
08/06
63
1
64
2
3
4
5 7
Transmission Modulating Valve - Solenoids
This illustration shows a view of the transmission modulating valves.
The six modulating valves on the top of the transmission are located over the respective clutch.
The solenoid valves provide electronically controlled pressure modulation. The transmission
shifting function is controlled by the Power Train Electronic Control Module (ECM). The
Power Train ECM and the transmission modulating valves provide modulation to each
individual clutch.
Also shown is the transmission main relief valve (7).

08/06
The main Power Train ECM output is the pulse width modulated current signal that is sent to
the six transmission modulating valves. The Power Train ECM analyzes the input signals and
memory information and activates current drivers within the ECM. Then, the current drivers
send electrical pulse width current to energize the modulating valves that are located on the
transmission clutch housing.
The varying signal strength sent to each proportional solenoid valve by the Transmission ECM
controls the rate of oil flow and the rate of pressure modulation of each clutch. In turn, the
solenoid provides electronically controlled clutch filling and pressure modulation.
The following Tables show which solenoid is energized for the desired speed and direction:
Forward
First speed Forward Solenoid 2 and 6
Second speed Forward Solenoid 2 and 5
Third speed Forward Solenoid 2 and 4
Fourth speed Forward Solenoid 2 and 3
Reverse
First speed Reverse Solenoid 1 and 6
Second speed Reverse Solenoid 1 and 5
Third speed Reverse Solenoid 1 and 4
Fourth speed Reverse Solenoid 1 and 3
08/06
65
Transmission Relief Valve
Shown is the transmission hydraulic main relief valve (1) which is located on the left side of the
machine on the torque converter housing (2).
The transmission main relief valve operates as both a pressure relief valve and a priority flow
control valve.
The main relief valve regulates the supply oil pressure to the six transmission proportional
solenoid valves by limiting the supply oil pressure to 2785 ± 70 kPa (404 ± 20 psi) at high idle.
The main relief valve also insures the solenoid valves have an adequate oil supply before the
torque converter and oil coolers receive oil flow.
The torque converter inlet relief valve is located behind the transmission main relief valve. The
relief valve must be removed to gain access to the torque converter inlet relief valve.
The torque converter inlet relief valve limits torque converter inlet oil pressure to a maximum
of 900 ± 70 kPa (130 ± 10 psi).
08/06
TORQUE CONVERTER
Turbine Impeller
Rotating Housing
Freewheel Stator
Outlet
Output
Shaft
Carrier
Inlet
Flywheel Splines
66
This illustration shows the major components of the torque converter. The rotating housing is
shown in red. The rotating housing has a direct mechanical connection to the engine flywheel.
The turbine and the output shaft are shown in blue, and are mechanically connected. The free
wheel stator and the carrier are shown in green. The impeller is shown in pink. The bearings
are shown in yellow.
The impeller is bolted to the rotating housing and rotates at engine speed.
Charge oil from the torque converter inlet relief valve enters the inlet passage in the carrier and
fills the torque converter. The torque converter outlet relief, which is connected to the outlet
passage, maintains the minimum pressure in the torque converter.
As the impeller rotates, it directs oil against the turbine blades, causing the turbine to rotate.
Turbine rotation causes the output shaft to rotate. During NO LOAD conditions, the output
shaft rotates at nearly the same speed as the engine flywheel. As load is applied, the output
shaft slows down. A decrease in output shaft speed causes the rpm of the turbine to decrease.
As the output shaft speed is decreased, the output torque from the torque converter increases.
When the output shaft is stalled, the torque converter is applying maximum torque to the output
shaft.
08/06
The torque converter is equipped with a freewheel stator. The stator, which is mounted to the
torque converter outer housing is stationery. When a load is applied, the output shaft slows
down. When the turbine is rotating slower than the impeller, the stator redirects the oil from
the turbine, and increases the pressure on the turbine. The increase in pressure on the turbine
tends to increase the torque output from the torque converter.
When the output shaft is turning at near the same speed as the impeller, the stator will
freewheel backwards to reduce the drag and turbulence inside the torque converter. The stator
freewheels in light load applications and multiplies torque in heavy load applications.
08/06
3
2
67
Shown in the illustration above, is the torque converter outlet relief valve (1) located on the
right side of the transmission and below the torque converter housing (2).
The torque converter outlet relief valve controls the pressure inside the torque converter by
maintaining a minimum pressure of 550 ± 135 kPa (80 ± 20 psi) at torque converter stall rpm.
Also shown is the transmission oil temperature sensor (3).

08/06
2
3
68
This illustration shows the service center on the right side of the machine below the platform.
Located in the lower half of the service center is the transmission oil filter (1), the power train
fluid sampling port (2) , and the transmission oil filter bypass switch (3).
The transmission oil filter bypass switch reports to the Caterpillar Monitoring System sending a
warning when the transmission oil filter requires service.
08/06
69
This illustration shows the message center (arrow) for the Caterpillar Monitoring System.
When the Caterpillar Monitoring System is in the Service Mode (Mode 3), the Message Center
shows the fault codes. The fault codes consist of the Module Identifier (MID) followed by the
Component Identifier (CID) and Failure Mode Identifier (FMI).
The MID tells which electronic control module diagnosed the fault. An MID of 081 means the
fault was diagnosed in the Power Train ECM. MID's are listed on the machine electrical
schematic in the Service Manual.
The CID tells which component is faulty. For example, CID 623 means the fault was
diagnosed in the transmission directional switch.
The FMI tells the type of failure. For example, an FMI of 05 means the failure is an open
circuit or current value is below normal.
08/06
70
VARIABLE SHIFT CONTROL CIRCUIT
Power Train ECM
Ground J1-32 BK 18 1 BK 16
GN 18 2 BK 16 71
Variable Shift Control (E conomy) J2-32 BU 18 3 BK 16
BR 18 4 BK 16
Variable Shift Control (M id) J2-33 Variable Shift
Control Switch
Variable Shift Control (P ower) J2-34
Variable Shift Control
The 966H and the 972H Wheel Loaders feature Variable Shift Control on electrohydraulic
machines. Variable Shift Control allows the transmission to shift at lower engine speeds.
The variable shift control switch (arrow) is a three-position switch (POWER, MID,
ECONOMY) that will change the shift points stored in the Power Train ECM. When the
switch is rotated to the ECONOMY position (clockwise), the switch sends a signal to the
Power Train ECM to shift the transmission at a lower engine rpm for increased fuel economy.
When the switch is rotated to the POWER position (counterclockwise), the transmission shifts
when the engine reaches 2100 rpm.
08/06
72
Integrated Brake System
The 966H and the 972H Wheel Loaders are equipped with the Integrated Brake System (IBS).
This system allows the operator to downshift the transmission and neutralize the transmission
using the left brake pedal.
The left service brake pedal (1) is attached to a PWM rotary position sensor (2) and a
mechanical linkage (not shown). The position sensor continuously monitors the left brake
pedal position. The position sensor sends an input signal to the Power Train ECM indicating
left brake pedal position.
The mechanical linkage is connected to the brake control valve (not shown) located below the
cab. The right service brake pedal (not shown) is also connected to the brake control valve
independent of the left brake pedal.
NOTE: The amount of brake pedal travel can be displayed on the ET Service Tool
screen or the Caterpillar Monitoring System main display module. Pedal travel is
displayed as a percentage (%) in ET and by counts (ct.) on the Caterpillar Monitoring
System. Three percent of brake pedal travel is about 2 ct. or 1°, and 100 percent of
pedal travel is about 66 counts or 33°.
08/06
Deadband LEFT BRAKE

Calibrated
Initial Brake PEDAL POSITIONS
Pressure Point
Initial Mode
Normal
Left Brake
Calibrated Mode
Position Sensor
Neutralization
Set Point
Maximum
Pedal Travel Brake Lamp
Switch
73
Left Brake Pedal Actions
This view shows the actions that occur as the brake pedal is depressed.
In approximately the first nine percent of brake pedal travel (dead band), no braking or
downshift occurs. Brake pedal travel between the pedal dead band and the calibrated initial
brake pressure point is the initial Mode. In the Initial Mode, the transmission downshifts, but
the service brakes are not engaged and the transmission is not neutralized.
In the Normal Mode, the left brake pedal is further depressed between the calibrated initial
brake pressure point and the maximum pedal travel. In the Normal Mode, the transmission
downshifts and the service brakes are engaged.
When the left pedal is depressed in Initial and Normal Modes, and if the transmission is in third
or fourth gear, the transmission will downshift one gear at a time until second gear is reached.
Each downshift will occur when the transmission output speed decreases to the shift point of
the current transmission speed.
08/06
In the Normal Mode, when the brake pedal reaches the neutralization set point and the
transmission neutralizer override switch is in the OFF position, the Transmission ECM will
DE-ENERGIZE the direction clutch solenoid to neutralize the transmission when the following
conditions exist:
- The auto/manual selector switch is NOT in the 1-4 position
- The transmission is in 2nd gear
- The ground speed is 6.5 mph
or
- The auto/manual selector switch is in the 1-4 position
- The transmission is in 1st gear
- The ground speed is 4.5 mph
If the left brake pedal is raised 4° above the Neutralization Set Point, a signal is sent to the
modulating valve to engage the direction clutch. At this time, the drive train will be
re-engaged. Normally, the travel of the left brake pedal will overshoot the Neutralization Set
Point. Each time the brake travel overshoots the Neutralization Set point without being
released into the dead band zone, the New Neutralization point moves down the point of the
overshoot. The Power Train ECM will retain the New Neutralization Point until the left brake
pedal is released and the pedal is into the dead band zone.
In normal conditions, the best gear for loading trucks is 2nd, or "Second Auto." The operator
pushes the bucket into the pile, and then manually shifts the transmission down to Forward 1.
When the bucket is full, the operator changes the direction of the machine to Reverse. In
Second Auto, the transmission automatically reverses in Reverse 2, instead of Reverse 1.
The auto/manual selector switch sets parameters in the ECM that influence the Integrated Brake
System. On machines equipped with the optional Command Control Steering (CCS), the
switch has 5 positions: 1-4, 2, 3, 4, and MANUAL. The switch position for the smoothest
neutralization during truck loading in normal applications is 2. Smoothest means high engine
speed with the following limitations: unacceptable jerkiness during slowdown, unacceptable
engine overspeed during slowdown, and unacceptable transmission overspeed during
slowdown.
On machines equipped with the standard Hand Metering Unit HMU steering, the auto/manual
selector switch has 3 positions: 1-4, 2-4, and MANUAL. With the speed selector on the
steering column in the 2 position, the ideal auto/manual selector switch position for the
smoothest neutralization during truck loading in normal applications is 2-4.
08/06
966H-972H
SPEED LIMITER ATTACHMENT
Transmission ECM Engine ECM
Cat Data Link
Crankshaft Speed / T iming Sensor
Camshaft Speed / Timing Sensor
74
Speed Limiter
The Speed Limiter feature limits machine ground speed to 20 km/h (12 mph) on 966H-972H
Wheel Loaders.
The speed limiter software in the Power Train ECM monitors the machine engine speed, the
ground speed, and the acceleration. The Power Train ECM receives the engine speed signal
from the crankshaft speed/timing sensor and the camshaft speed/timing sensor. The Power
Train ECM calculates machine acceleration from the speed sensor data.
The Power Train ECM processes the input signals and sends a requested engine speed signal to
the Engine ECM via the Cat Data Link, which controls the engine speed.
NOTE: The speed limiter attachment is installed and uninstalled through Cat ET. In
order to install or uninstall the attachment, a factory password is required.
08/06
IMPLEMENT SYSTEM COMPONENTS
Implement ECM Implement Lift Position

Control Sensor
Hydraulic Tank
Levers
Tilt Cylinder
Lift Cylinder
Tilt Position
Sensor
Electrical Components Implement Pump 3PC Electrohydraulic Valve

Ride Control Accumulator
Hydraulic System Components
75
IMPLEMENT ELECTROHYDRAULIC SYSTEM
The "H" Series Medium Wheel Loader is equipped with a Proportional Priority, Pressure
Compensated (3PC) implement electrohydraulic system. The 3PC electrohydraulic system will
sense a demand for a flow change and the implement pump will upstroke or destroke in order to
provide the demanded flow.
The following components make up the 3PC electrohydraulic system:

- Implement Electronic Control Module (ECM)
- Lift and tilt position sensor
- Implement pump
- 3PC electrohydraulic control valve
- Lift and tilt cylinders
- Ride control accumulator (optional)
- Implement control levers
- Hydraulic tank (hydraulic tank is common to all the hydraulic systems)
08/06
IMPLEMENT ELECTRONIC CONTROL SYSTEM

CAT Data Link
Implement ECM Caterpillar Monitor
System
Input Components Output Components
Engine Start Switch

Hydraulic Lockout Valve
Tilt Lever Sensor
Tilt Back Solenoid Valve
Lift Lever Sensor
Dump Solenoid Valve
Auxiliary Lever Sensor
Lower Solenoid Valve
Hydraulic Lockout Switch
Kickout Set Switch Raise Solenoid Valve
Lift / Tilt
Auxiliary Function HE Solenoid Valve
Fine Modulation Switch
Auxiliary Function RE Solenoid Valve
Lift Linkage Position Sensor
Lower Antidrift Solenoid Valve
Tilt Linkage Position Sensor
Dump Antidrift Solenoid Valve
Lift Head End Pressure Sensor Autodig Audible Indicator
Autodig Dig Mode Switch Autodig Operator Trigger Indicator
Autodig Record Mode Indicator

Autodig Trigger Switch
Fuel Pressure Indicator
Autodig Select Mode Switch
Location Code 4 (Ground)
Autodig Kickout Set Switch Location Code Enabled (Ground)
Auxiliary
Continuous Flow Switch
+ 24 Voltage
76
Implement Electronic Control System
This diagram of the Implement Electronic Control System shows the components which
provide input and output signals to the Implement ECM.
The Implement (ECM) receives input signals from the various sensors and switches on the
machine, processes the input signals, makes decisions, and provides a corresponding signal
voltage to the proportional solenoid valves. The Implement ECM stores information from the
calibrations, the machine settings and the operational functions. The Implement ECM monitors
diagnostic conditions and reports events to the Cat Monitoring System or to Cat Electronic
Technician (ET). Also, the Implement ECM provides a means of calibrating the
electrohydraulic components for optimal operation.
The Implement ECM shares operational data with the other ECMs and the Cat Monitoring
System through the Cat Data Link.
08/06
The input components to the Implement ECM are:
Engine start switch: Input to the Implement ECM signaling the ECM to power ON.
Lift linkage position sensor: Sends a PWM signal to the Implement ECM communicating the
position of the lift linkage in relation to the loader frame.
Tilt linkage position sensor: Sends a PWM signal to the Implement ECM communicating the
position of the tilt linkage in relation to the lift linkage.
Lift lever position sensor: Sends a PWM signal to the Implement ECM communicating the
angle of the lift lever position sensor away from the calibrated HOLD position.
Tilt lever position sensor: Sends a PWM signal to the Implement ECM communicating the
angle of the tilt lever position sensor away from the calibrated HOLD position.
Auxiliary lever position sensor: Sends a PWM signal to the Implement ECM communicating
the angle of the auxiliary function lever position sensor away from the calibrated HOLD
position.
Kickout set switch lift/tilt: Sends an input to the Implement ECM to recognize the desired
raise/lower/tilt back kickout position.
Autodig trigger switch: Sends an input signal to the Implement ECM when the operator has
pressed the switch to indicate that the loading cycle should begin.
Autodig select mode switch: Sends an input signal to the Implement ECM to signal if autodig
should be off or in which mode it should operate (auto, operator trigger or record).
Autodig dig mode switch: Sends an input signal to the Implement ECM to recognize what
type of operation is currently desired due to the type of material that is being handled.
Autodig kickout set switch: Sends an input signal to the Implement ECM to set the current
position of the lift arms to be the position where autodig stops after a completed autodig cycle.
Lift head end pressure sensor: Measures the pressure of the head end of the lift cylinder to
determine operation of autodig.
Fine modulation switch: Sends an input signal to the Implement ECM to reduce the amount
of current to the raise solenoid valve.
Hydraulic lockout switch: Sends an input signal to the Implement ECM to not energize the
pilot solenoid valve to protect from inadvertent movement of the lift arms.
Auxiliary continuous flow switch: Sends an input signal to the Implement ECM keep the
auxiliary function output to the solenoid valve at the current that was being commanded at the
time of the switch being depressed. This mode can be exited by depressing the switch again or
moving the auxiliary lever.
08/06
+24 Volts: Unswitched power supplied to the Implement ECM from the battery.
Location code enable (grounded): The location code enable is a grounded input signal to the
Implement ECM that enables the location code detection feature to become active. J1-32 pin
on the Implement ECM connector is connected.
Location code 4 (grounded): The location code 4 is a grounded input signal that establishes
that the ECM is dedicated to the Implement operation. J1-28 pin on the implement ECM
connector is connected.
The output components which receive signals from the Implement ECM are:
Hydraulic lockout valve: This ON/OFF solenoid valve is an output from the Implement
ECM. This valve opens the flow of pilot oil to the pilot valves.
Raise solenoid valve: This proportional solenoid valve is an output from the Implement ECM.
This solenoid valve sends a proportional amount of pilot oil to the raise end of the lift spool
depending on the amount of current applied to the solenoid.
Lower solenoid valve: This proportional solenoid valve is an output from the Implement
ECM. This solenoid valve sends a proportional amount of pilot oil to the lower end of the lift
spool depending on the amount of current applied to the solenoid.
Dump solenoid valve: This proportional solenoid valve is an output from the Implement
ECM. This solenoid valve sends a proportional amount of pilot oil to the dump end of the tilt
spool depending on the amount of current applied to the solenoid.
Tilt back solenoid valve: This proportional solenoid valve is an output from the Implement
ECM. This solenoid valve sends a proportional amount of pilot oil to the tilt back end of the
tilt spool depending on the amount of current applied to the solenoid.
Auxiliary HE solenoid valve: This proportional solenoid valve is an output from the
Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the head end
of the auxiliary spool depending on the amount of current applied to the solenoid.
Auxiliary RE solenoid valve: This proportional solenoid valve is an output from the
Implement ECM. This solenoid valve sends a proportional amount of pilot oil to the rod end of
the auxiliary spool depending on the amount of current applied to the solenoid.
Lower antidrift solenoid valve: This ON/OFF solenoid valve is a current output from the
Implement ECM. The solenoid valve drains oil from the antidrift valve allowing the poppet to
unseat and lift cylinder head end oil to flow through the valve.
08/06
Dump antidrift solenoid valve: This ON/OFF solenoid valve is a current output from the
Implement ECM. The solenoid valve drains oil from the antidrift valve allowing the poppet to
unseat and tilt cylinder head end oil to flow through the valve.
Autodig operator trigger mode indicator: This indicator is illuminated when the Implement
ECM recognizes that autodig operator trigger mode is activated.
Autodig record mode indicator: This indicator is illuminated when the Implement ECM
recognizes that autodig record mode is activated.
Autodig audible indicator: This audible indicator beeps when the Implement ECM
recognizes that a different autodig mode has been activated and to confirm a setting or to warn
about failed autodig operations.
Low fuel pressure indicator: This indicator is illuminated when the fuel pressure is reported
low from the Engine ECM over CAT datalink. The illumination of indicator is driven by the
Implement ECM.
08/06
77
The Implement Electronic Control Module (ECM) is the central component in the transmission
electronic control system. The ECM is located at the right side of the cab behind the seat. The
rear panel must be removed for access to the ECM. The Implement ECM will be located
behind the operator’s seat and have the connectors vertical to each other.
The ECM makes decisions based on switch-type and sensor input signals and memory
information. Input signals to the ECM come from: the operator's station, the machine, and the
transmission.
The operator's station input components consist of: the lift/tilt kickout switches, the fine
modulation switch, the hydraulic lockout switch to energize the hydraulic lockout valve, and the
autodig feature switches.
The machine input components are: the linkage position sensor, the lever position sensors, and
the Caterpillar Monitoring System message center module.
The Implement ECM communicates with other electronic control modules, such as the
Caterpillar Monitoring System, the Engine Electronic Control Module (ECM) and the Power
Train Electronic Control Module (ECM), through the Cat Data Link.
The implement system uses the A4M1 Electronic Control Module (ECM). To enable the ECM
for implement functions, contact (J1-28) is grounded and contact (J1-32) is grounded in order to
enable the ECM.
08/06
The Implement ECM responds to machine control decisions by sending a signal to the
appropriate circuit which initiates an action. For example, the operator selects to set the lift
kickout. The Implement ECM interprets the input signals from the switch, evaluates the
current machine operating status, and de-energizes the appropriate solenoid valve when the
preset duty cycle of the linkage position sensor is met.
The Implement ECM receives three different types of input signals:

1. Switch input: Provides the signal line to battery, to ground, or to open.
2. PWM input: Provides the signal line with a square wave of a specific frequency and a
varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern
signal or a sine wave of varying level and frequency.
The Implement ECM has three types of output drivers:

1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage
(ON) or less than one Volt (OFF).
2. PWM solenoid driver: Provides the output device with a square wave of fixed
frequency and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with 1.25 amps
for approximately one half second and then decrease the level to 0.8 amps for the
duration of the on time. The initial higher amperage gives the actuator rapid response
and the decreased level is sufficient to hold the solenoid in the correct position. An
added benefit is an increase in the life of the solenoid.
The Implement ECM controls the lift, tilt, and the auxiliary solenoid valves in the main control
valve. The Implement ECM interprets signals from the implement control lever to send current
to the appropriate solenoid valves in order to perform one or more of the following options:
Lift, Lower, Tilt Back, and Dump. Also, the Implement ECM triggers the Autodig operator
trigger indicator, the Autodig record mode indicator, and the fuel pressure indicator.
The Implement ECM communicates through the CAT Data Link. The CAT Data Link allows
high speed proprietary serial communications over a twisted pair of wires. The CAT Data Link
allows different systems on the machine to communicate with each other and also with service
tools such as Caterpillar Electronic Technician (ET).
The Implement ECM has built-in diagnostic capabilities. As the Implement ECM detects fault
conditions in the power train system, it logs the faults in memory and displays them on the
Caterpillar Monitoring System.
NOTE: The side panel on the right side of the cab is transparent for viewing purposes.
08/06
78
79
The upper illustration shows the lift linkage position sensor (1). The lift linkage position sensor
is located on the right side of the loader frame. The lower illustration shows the location of the
tilt linkage position sensor (2). The lift linkage position sensor is located on the right side of
the lift linkage. The tilt linkage position sensor shaft is attached to the tilt lever pin (3)
reflecting the rotation of the lift lever compared to the lift linkage.
NOTE: In order to calibrate the lift or tilt linkage position sensors, refer to the Service
Manual module "966H and 972H Wheel Loaders Electrohydraulic System,
Troubleshooting, Testing and Adjusting - Position Sensor for the Lift and Tilt Linkage
(Electronic Technician) - Calibrate or Position Sensor for the Lift and Tilt Linkage
(Operator Monitor) - Calibrate" (Form RENR 8858).
08/06
80
Implement Control Levers
The tilt control lever (1), the lift control lever (2), and the auxiliary control lever (3) send a
Pulse Width Modulated (PWM) signal with the position of the control lever sensor to the
Implement ECM. In the HOLD position, the sensor in each lever sends a 50% duty cycle. The
movement of each lever in the forward or reverse direction will increase the duty cycle to 90%
or decrease to 10% depending on the direction that the lever is moved. The "H" Series
machines are a self-contained single axis lever equipped with a single sensor and no mechanical
or electrical detents. The sensor frequency is 500 Hz.
The self contained single axis lever is equipped with "Soft Detents." With "Soft Detents" the
control levers are no longer held in place mechanically. The detents are software controlled
within the Implement ECM. When the control lever is moved in either direction into an area of
movement with a slight resistance and the lever is released within 1 second, the actuator will
continue to move until the software controlled kickout is reached.
During troubleshooting of a control lever or joystick, always move the control lever both fast
and slow through lever movement. The duty cycle for the control lever can be viewed through
Cat ET.
08/06
1 2
81
The two switches located to the right of the operator’s seat control functions of the implement
hydraulic system.
The hydraulic lockout switch (1) sends an input to the Implement ECM to shift the hydraulic
lockout solenoid valve to the OPEN position.
The fine modulation switch (2) is an input to the Implement ECM. The fine modulation switch
allows the operator to request a lower ramp up current relative to the standard lever curves
during control lever movement. In the final one third of the control lever travel, the
commanded current is the same as the standard control lever curve.
08/06
LIFT LINKAGE MODULATION
100%
Lift Command
-100% -50% -10 0 10 50% 100%
-100%
Percentage of Lift Lever Position

Normal Modulation Fine Modulation
TILT LINKAGE MODULATION
100%
Tilt Command
-100% -50% -10 0 10 50% 100%
-100%
Percentage of Lift Lever Position

Normal Modulation Fine Modulation
82
Fine Modulation
Fine Modulation allows the operator to reduce the lever sensitivity for better control of the
linkage during small movements. The Fine Modulation feature in the "H" Series Wheel
Loaders is no longer adjustable as in the "G" Series Wheel Loader.
In the illustration, the vertical coordinates (lift command and tilt command) in each graph show
the percentage from minimum to the maximum modulation current directed to the modulating
valve on the main control valve.
The fine modulation feature can be turned ON and OFF using the fine modulation switch
located on the right side of the armrest.
08/06
83
The kickout set switch (1) is an input to the Implement ECM.
The kickout set switch is a momentary three-position rocker switch located on the operator
panel. The kickout set switch is used to set the kickout positions for the raise and lower
kickout. When the switch is pushed, the Implement ECM records the current position of the lift
arm. The Implement ECM uses the recorded position for the raise kickout position or the lower
kickout position. If the upper position of the kickout set switch is depressed and the lift arm is
above midway, the kickout will be set for raising the lift arm. If the upper position of the
kickout set switch is depressed and the lift arm is midway below halfway, the lower kickout
will be set. If the lower position of the kickout set switch is depressed, the rotation of the tilt
back will be set.
08/06
1 2 3
4
5
84
Autodig Control Arrangement
Autodig automatically controls the bucket loading cycles. At the same time Autodig limits the
tire slippage by keeping the front tires loaded. The three modes that Autodig can operate in
are: Automatic Pile Detection Mode, Operator Triggered Mode, and Record Mode.
The Autodig select mode switch (2) activates Autodig when the top of the switch is pressed and
deactivates Autodig when the bottom of the switch is pressed. When Autodig is ON, the
spring-loaded switch is held in the center position. Pressing the top of the switch will allow the
operator to toggle between the three operating modes. Autodig is disabled by default when the
key start switch is turned ON.
The automatic pile detection mode indicator (5), operator triggered mode indicator (6), and the
record mode indicator (7) flash ON and OFF to indicate the mode that is currently active.
08/06
The Autodig horn also indicates which mode is active by:

- beeping once in the automatic pile detection mode;
- beeping twice in the operator triggered mode; and
- beeping three times in the record mode.
The Autodig horn also sounds to indicate when Autodig begins and ends a bucket loading
cycle.
The Autodig kickout position set switch (3) is used to set the lift cylinder kickout position when
Autodig is activated.
The Autodig dig mode switch (1) is a 10 position rotary switch which provides a range of dig
modes from the lightest material in position 1, to heavier or larger material in position 9.
Position 10 on the Autodig dig mode switch is used for the record/playback position. By
default, position 10 is identical to position 9 until the operator has recorded a bucket loading
cycle.
Autodig will downshift the transmission to an appropriate gear for loading, based on the
position of the autodig material selector switch. In positions 1 or 2 (light material), the
transmission will downshift only to 2nd gear. The machine will load in 1st gear if already in
that gear when bucket loading starts. Regardless of the position of the autoshift selector
switch if the machine is in 2nd or 3rd gear, with the Autodig material selector switch in
positions 3 through 9, the transmission will automatically downshift to 1st gear upon pile entry.
Automatic pile detection mode automatically controls bucket loading. When loading is
complete, the bucket and linkage return to the Autodig kickout position.
The operator triggered mode is used if the operator wants to control the loading cycle. In the
operator triggered mode, Autodig is activated when the operator presses the trigger switch (4)
to indicate when the pile has been contacted. After the trigger switch is pressed, the system
automatically loads the bucket and returns the bucket and linkage to the Autodig kickout
position.
Record mode allows the operator to record the bucket loading cycle and replay the cycle if the
preprogrammed modes are not acceptable. Autodig records all lever movements while loading
the bucket. The lever movements are stored in the record/playback position of the Autodig
selector switch.
08/06
AUTODIG OPERATING REQUIREMENTS

Autodig ON
Lift linkage near ground
Bucket angle near level
Machine speed > 0.7 kph and < 12.3 kph
1st, 2nd or 3rd gear forward
No direction changes in last 2 seconds
No gear changes in last 0.5 second
Neutralizer not active
Left and tilt levers centered
85
The following conditions are required to properly load the bucket with Autodig:
- Autodig is ON
- Lift linkage is less than 2 feet off the ground
- Bucket angle is less than 10 degrees from level
- Machine speed is greater than 0.7 kph and less than 12.3 kph
- Transmission is in 1st, 2nd, or 3rd gear FORWARD
- No directional changes in last 2.0 seconds
- No gear changes in last 0.5 second
- Neutralizer is not active, and has not been active for the last 0.5 second
- Lift and tilt levers are centered
08/06
86
The left side of the front dash panel shows the low fuel pressure condition. The illuminated
indicator is enabled by an output from the Engine ECM over the Cat Data Link, driven by the
Implement ECM.
08/06
"H" SERIES MEDIUM WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

HOLD
Tilt Ride Auxiliary

Inlet Cylinder Control Function
Manifold Lift Accumulator Cover
Cylinders Manifold
Tilt Antidrift Head End Hydraulic Lockout
Manual Solenoid valve
Valve Valve
Lower
Valve Line
Relief Lift Ant idrift
Valves Valve
Pilot
Rod Accumulator
Auxiliary
Raise Pilot End Head End
Solenoid Valve Solenoid Solenoid Valve
Valve
Tilt Back Pilot Pressure

Solenoid Valve Compensat or
Lift Spool Valve Ride Control
Relief Valve
Tilt Spool Auxiliary Spool
Pressure Balance
Steering
Compensator Valve
Pilot
Valve
Supply
Screen (CCS Only)
Resolver Resolver Pilot
Resolver Pressure Pressure
Valve Valve
Check Compensator Reducing
Valve
Valve Valve Valve
Signal
Relief
Valve
Signal
Duplication Ride
Valve Control
Lower / Float
Dump Pilot Pilot
Solenoid Valve Solenoid Valve Auxiliary Rod End Margin
Solenoid Valve Relief Valve
Case
Drain Choke Check
Valve Pump
Filter
and
Pump
Cont rol
Valve
Min Angle
Tank
87
Implement Hydraulic System - HOLD
The "H" series Medium Wheel Loaders are now equipped with a Proportional Priority, Pressure
Compensated (3PC) implement hydraulic system. The 3PC hydraulic system is load sensing
with a signal duplication valve, a signal relief valve, pressure compensator valves, a pressure
differential relief valve, a pressure reducing valve, and a resolver network. Also, the 3PC valve
has antidrift solenoid valves for the lift and tilt functions.
The implement control valve is a closed-center valve. The 3PC hydraulic system will sense a
demand for a change in flow and the implement pump will upstroke or destroke to provide the
flow.
The machine may also be equipped with an optional auxiliary function. The auxiliary section is
installed between the ride control valve and the cover manifold.
08/06
When the engine is started and the implement control levers are in the HOLD position, the
implement pump supplies standby oil flow to the 3PC valve group.
The oil flows into the inlet manifold and is divided into two paths. The supply path for the
implements flows through the inlet manifold into the tilt section where the flow path is divided
again. One path flows to the tilt spool and is blocked. The second path flows to the lift control
section, to the ride control section, to the optional auxiliary section, and to the cover manifold.
Within the cover manifold, the oil flows to both the pilot pressure reducing valve (PRV) and
the differential pressure relief valve. The differential pressure relief valve maintains a
difference between the load sensing pressure and the pump supply oil pressure of 3000 kPa
(435 psi). When all of the control valves are in the HOLD position, the implement pump is at
low pressure standby. The differential pressure relief valve maintains the minimum pressure
for low pressure standby. The standby pressure is directed to the pilot pressure reducing valve
(PRV). The pilot pressure reducing valve provides a regulated pilot oil pressure to activate the
control valves as needed.
The pilot oil flows from the PRV through the check valve to the pilot accumulator and the
hydraulic lockout solenoid valve. If the wheel loader is equipped with the optional Command
Control Steering (CCS), the oil flow will be shared by the implement pilot system and the
steering pilot system.
The hydraulic lockout solenoid valve is in the CLOSED position until the hydraulic lockout
switch in the cab is activated. When the solenoid valve is energized, the solenoid valve opens
and pilot oil flows to the various implement function solenoid valves.
The second path of oil in the inlet manifold flows through the screen to the signal duplication
valve. The signal duplication valve uses highest work port pressure in the resolver network to
supply an identical pressure to the pump control valve.
When all implement control valves are in the HOLD position, there is no load sensing signal in
the resolver network. With no load sensing pressure present, the implement pump supplies low
pressure standby.
08/06
"H" SERIES MEDIUM WHEEL LOADER TILT CONTROL VALVE

HOLD
To Signal Duplication Valve
From Signal Duplication Valve
From Resolver Valves
To / From Head End To / From Rod End

of Cylinder of Cylinder
Pressure
Compensat or
Tilt Antidrift
Valve
Valve
Bridge Passage
Line Relief
and Line Relief
Makeup Valve and
Makeup Valve
Internal Passage
Feeder
Control Spool Passage
Rackback Pilot Dump Pilot

Solenoid Valve Solenoid Valve
Supply
Passage
88
Tilt Control Valve - HOLD
With the tilt control valve in the HOLD position, the springs on each end of the control spool
keep the spool centered. The control spool blocks the flow of pump supply oil to the pressure
compensator valve.
The bridge passage is open to tank through the internal passage in the control spool and there is
no oil flow to the resolver valve. With no oil flow to the resolver network, there is no signal to
the signal duplication valve and the signal pressure to the pump control valve is matching the
oil pressure in the resolver network. The implement pump is at low pressure standby.
08/06
"H" SERIES MEDIUM WHEEL LOADER TILT CONTROL VALVE

DUMP
From Resolver Network
From Head End To Rod End

of Cylinder of Cylinder
Pressure
Compensat or
Tilt Antidrift
Valve
Valve
Bridge Passage
Line Relief
and Line Relief
Makeup Valve and
Makeup Valve
Internal Passage
Feeder
Tilt Back Pilot Dump Pilot

Supply
Passage
89
Implement Hydraulic System - DUMP
When the tilt lever is moved to the DUMP position, the Implement ECM energizes the dump
proportional solenoid and the tilt antidrift valve. As the control valve initially shifts to the left,
and there is pressure in the rod end of the tilt cylinder, the pressure goes around the control
spool to the bridge passage. The pressure in the bridge passage goes to the resolver network
and to the signal duplication valve to upstroke the implement pump. The pressure also goes to
the spring chamber in the center of the pressure compensator valve. The lower half of the
pressure compensator valve shifts down to block the oil flow from the bridge passage to the
feeder passage.
As the tilt control spool continues shifting to the left, pump supply oil flows around the center
land on the control spool to the feeder passage. Oil pressure in the feeder passage lifts the
pressure compensator valve up. Pump supply oil goes through the orifices in the lower end of
the compensator valve to the bridge passage. From the bridge passage, the pump flow goes
around the control spool into the work port to the rod end of the tilt cylinder.
Returning oil from the head end of the tilt cylinder, flows around the tilt antidrift valve to the
tank port.
08/06
PRESSURE COMPENSATOR AND LOAD CHECK VALVE

HOLD
From Head End To Rod End

of Cylinder Load Check
of Cylinder Spool
Pressure
Tilt Antidrift Compensator
Valve Valve
Bridge Passage
Line Relief Line Relief

and and
Makeup Valve Makeup Valve
Internal Passage
Feeder

Supply
Passage
90
Pressure Compensator Valve - HOLD
When the control spool is in the HOLD position, the load check spool and the pressure
compensator valve are held down by the spring force on top of the load sense spool. Pump
supply oil in the supply passage is blocked by the control spool. No supply oil from the supply
passage flows to the feeder passage. Therefore, no load sensing pressure is directed to the
implement pump control valve. The implement pump is at low pressure standby.
08/06

LOAD CHECK OPERATION
From Head End To Rod End Load Check

of Cylinder of Cylinder Spool
Tilt Antidrift
Valve Pressure
Compensator
Valve
Bridge Passage
Line Relief
and Line Relief
Makeup Valve and
Makeup Valve
Internal Passage
Feeder

Supply
Passage
91
Load Check Operation
This illustration shows the pressure compensator and load check valve in the load check
operation. When the control spool is initially shifted to the left, work port pressure from the
rod end of the cylinder (if any) flows around the right end of the control spool into the bridge
passage. The pressure goes through the holes between the pressure compensator valve and the
load check spool. The pressure moves the pressure compensator spool down and the load
check spool up. With the pressure compensator valve shifted down, no pressure can go from
the bridge passage to the feeder passage. The pressure compensator valve serves as a load
check valve to hold the load up to prevent it from dropping.
The pressure in the bridge passage is directed through the resolver network to the signal
duplication valve. The signal duplication valve generates a load sensing signal pressure equal
to the work port pressure. The load sensing signal pressure is directed to the top of the spring
chamber on top of the load sense spool. The load sensing signal pressure is also directed to the
pump control valve to upstroke the pump (not shown).
08/06

PRESSURE COMPENSATOR OPERATION
From Head End Load Check

To Rod End Spool
of Cylinder of Cylinder Pressure
Compensator
Tilt Anti-drift Valve
Valve Orifices
Bridge Passage
Line Relief
and Line Relief
Makeup Valve and
Makeup Valve
Internal Passage
Feeder

Supply
Passage
92
Pressure Compensator Operation
When the control spool is shifted farther to the left, the pump supply oil in the supply passage
is directed around the center land of the control spool to the feeder passage. When pressure in
the feeder passage increases to more than the pressure on top of the load sense spool plus the
spring force, the pressure compensator valve and the load sense spool shift up. Pump flow in
the feeder passage goes through the orifices in the bottom of the pressure compensator valve to
the bridge passage. From the bridge passage, the flow goes around the control spool to the
passage to the rod end of the cylinder.
The tilt antidrift valve is activated allowing flow from the head end of the cylinder to be
directed around the left end of the control spool to the tank return passage.
During a stall condition, the signal limiter valve in the load sensing signal valve and the margin
spool maintains pump discharge pressure approximately 2100 kPa (300 psi) higher than the
work port pressure. The pressure compensator valve can direct full pump flow to the bridge
passage if demand for flow is great enough.
08/06
PROPORTIONAL PRIORITY, PRESSURE COMPENSATOR

OPERATION
From Signal
Duplication Valve
Signal Pressure Differential

To Pump and
Signal Limiter Relief Valve
To
Signal Resolver Resolver
Duplication Valve Valve Valve
Valve A Valve B Valve C
Spool Spool Spool

Bridged Bridged Bridged
Pump Pump Feeder Pump
Passage Feeder Passage Passage Feeder
Supply Supply Passage Supply
Passage Passage
HOLD LOW PRESSURE HIGH PRESSURE
93
Three compensators are shown in various states in this illustration. The pressure compensator
valve for valve "A" is in HOLD. The circuit with the highest workport pressure keeps the
resolver valve closed.
The circuit with the highest work port pressure regulates the oil flow through all activated
control valves. The highest work port pressure is directed through the ball resolver network to
the pump control valve as the load sensing pressure.
When a high pressure circuit is activated as shown for valve "C", the control spool is shifted
and pump supply oil enters the feeder passage below the pressure compensator valve. Pressure
increases and the pressure compensator valve moves up. When the valve moves up, supply oil
enters the bridged passage of the control valve. Supply oil in the bridged passage enters the
signal network sending the work port pressure to the signal duplication valve.
08/06
The work port oil pressure goes to the signal duplication valve. The signal duplication valve is
a shock absorber. The valve uses the work port pressure signal and the pump system pressure
signal to generate a stabilized load sensing signal which is sent to the pump control valve. The
pump control valve directs a pressure signal to the actuator piston to UPSTROKE the pump.
The increased flow lifts the pressure compensator spool up. The flow goes through the bridge
passage, around the control spool, and out to the work port.
The signal oil also flows to the chamber above the compensator. The signal oil on the top of
the pressure compensator valve works against the forces working below the pressure
compensator. When the forces are in balance, the supply oil is metered through the cross-
drilled holes in the pressure compensator to provide work port oil. The pressure of the signal
oil is limited by the signal relief valve.
When more than one circuit is activated at the same time, the highest work port pressure is
directed to the signal duplication valve. The signal duplication valve sends the signal oil to the
chamber at the top of all pressure compensators valves.
With the same circuit pressure working on all pressure compensators, the pressure differential
across all shifted control stems is the same, as shown in the illustration for the pressure
compensator for valve "C" and for valve "B." The pressure differential across the control stems
will be the same value whether the pump can supply the flow demand for all activated circuits
or not.
For example, if the margin pressure is 2100 kPa (300 psi) the pressure differential between the
pump supply passage and the feeder passage is approximately 2100 kPa (300 psi) regardless of
the circuit pressure. With multiple valves activated, the individual circuit pressures will vary.
When the pump cannot meet the flow needs of all activated circuits, the pressure compensators
will move down to proportion the pump flow in relation to the amount of control spool travel
and pressure for each circuit. The pressure differential will be less than described in the
example, but the pressure differential will be the same for all spools.
Valve "B" pressure compensator shows what occurs when an additional circuit is activated with
a lower circuit pressure than the first activated valve.
The pressure compensator valve will respond to changes in the circuit pressure by opening and
closing off the passage between the feeder passage and the bridged passage to maintain a
constant flow rate for a given control stem displacement. As the compensator opens and closes,
the pressure differential across the compensator will vary in order to maintain a constant flow
rate to the implement. The pressure differential across the main control spool is the same for
all activated main control spools.
08/06
The load signal from the valve "C" pressure compensator is directed to the top of the valve "B"
pressure compensator valve with the lower circuit pressure. When the control spool is moved,
pressure oil in the feeder passage moves the pressure compensator valve up. The pressure
compensator valve does not move up enough to open the resolver valve to the signal network
due to the higher forces working on the resolver valve.
The pressure compensator valve will respond to changes in the circuit pressure by opening and
closing off the passage between the feeder passage and the bridged passage to maintain a
constant flow rate for a given control spool displacement. As the compensator opens and
closes, the pressure differential across the compensator will vary in order to maintain a constant
flow rate to the implement, while the pressure differential across the main control spool is the
same for all activated main control spools.
08/06

DUMP
Tilt Ride
Auxiliary
Cylinder Control
Inlet Function
Accumulator Cover
Manifold Lift
Cylinders Manifold
Head End Hydraulic Lockout
Manual Tilt Antidrift
Solenoid Valve solenoid Valve
Lower Valve
Valve Line
Relief Lift Ant idrift
Pilot
Valves Valve
Accumulator
Rod Auxiliary
Raise Pilot
End Head End
Solenoid Valve
Solenoid Solenoid Valve
Valve
Tilt Back Pilot

Solenoid Valve Pressure
Compensator Ride Control
Lift Spool Valve Relief Valve Auxiliary
Spool
Tilt Spool
Pressure
Compensator
Valve
Screen
Resolver Resolver Pilot
Balance
Resolver Valve Pressure
Check Valve Valve
Valve Reducing
Valve Valve
Signal
Relief
Signal Valve
Duplication
Ride
Valve
Lower / Float Control
Dump Pilot Pilot
Case
Drain Choke Check
Filter Valve Pump
and
Pump
Control
Valve
Min Angle
Tank
94
Implement Hydraulic System - DUMP
When the tilt control lever is moved into the DUMP position, a load sensing signal pressure
equal to work port pressure is directed to the resolver network. The signal oil goes through the
resolver to the top of the signal duplication valve. The signal duplication valve shifts down.
Pump flow goes through the signal duplication valve to the bottom of the duplication valve and
the orifice. The duplication valve and the orifice stabilizes the load sensing signal pressure to
the pump control, to the spring chamber on each compensator valve, and to the margin relief
valve.
The load sensing pressure acts on the bottom of the margin relief valve. During the upstroking
of the implement pump, the margin relief valve maintains an implement pressure equal to the
load sensing pressure and the value of the spring. When the control lever is released, the load
sensing pressure goes to approximately zero pressure. The margin relief valve opens to relieve
supply oil pressure eliminating pressure spikes in the closed center system. Once the
implement pump is destroked, the margin relief valve maintains sufficient oil pressure for the
pilot system.
08/06
The pilot pressure reducing valve limits maximum pilot pressure to 3450 ± 170 kPa (500 ± 25
psi). The implement pump oil flows through the cover manifold, regulated pilot oil is directed
to the various implement function solenoid valves.
The load sensing signal moves the pump load sensing spool in the pump control valve to
upstroke the pump. The signal circuit is also equipped with a choke check valve. The valve
will allow free flow to the pump control valve. Also, the choke check valve will slow the
signal flow return back to the hydraulic tank.
With the control lever moved to DUMP direction, the current proportional to the movement of
the control lever is directed to the coil on the dump pilot solenoid valve. The solenoid valve
sends a proportional amount of pilot oil to the dump end of the tilt spool. The tilt spool begins
to shift upward. The lower end of the tilt spool is active.
Supply oil flowing through the inlet manifold is directed around the lands of the tilt spool to the
load check valve. The check valve unseats. Supply oil flows to the tilt pressure compensator
valve. The oil flow through the compensator valve is blocked. As the pressure at the top of the
compensator valve increases, the oil pressure shifts the compensator spool downward. The
supply oil flows through the compensator valve and back around the tilt spool to the rod end of
the tilt cylinder.
The supply oil is directed to rod end of the tilt cylinder. Also, as the tilt lever is moved, the
solenoid for the tilt antidrift valve is energized. The oil from the head end of the tilt cylinder
flows around the load check valve, through the tilt spool and back to tank.
Oil directed to the rod end of the tilt cylinder through the bridge passage is also directed to the
tilt ball resolver in the resolver network. When the work port pressure increases the pressure in
the resolver network, the resolver ball shifts and blocks oil from any other revolvers in the
network. The oil pressure at the tilt ball resolver is directed to the top of the signal duplication
valve or load sensing pressure.
The dump operation is also equipped with a makeup and a line relief valve. The line relief
valve regulates the pressure spikes caused by outside forces acting on the work tool. This
allows the pressure spike to return to the hydraulic tank. This will prevent high pressure from
damaging any components in the work tool or actuator. The line relief valve acts like a makeup
valve when the pump can not supply the amount of oil needed to fill the void in the cylinder.
When the negative pressure occurs in the tilt cylinder, the valves move off the seat and tank oil
flows around the valve to fill the void in the cylinder.
NOTE: The pilot line used on the optional Command Control Steering has been removed form
the illustration.
08/06

RAISE
Ride Control
Tilt Auxiliary
Accumulator
Inlet Cylinder Function
Manifold Lift Cover
Cylinders Manifold
Tilt Antidrift Head End

Manual Solenoid Valve Hydraulic Lockout
Lower Valve Valve
Valve Line
Relief Lift Antidrift
Valves Valve Pilot
Accumulator
Auxiliary
Raise Pilot
Rod Head End
Solenoid Valve
End Solenoid Valve
Solenoid
Valve
Tilt Back Pilot

Compensator Ride Control
Lift Spool Valve
Relief Valve
Auxiliary
Tilt Spool Spool
Pilot
Balance Pressure
Solenoid Reducing
Pressure Valve Valve
Compensator
Valve
Screen
Resolver Balance Resolver
Resolver Valve Valve Valve
Valve Check Valve
Signal
Relief
Valve
Signal
Ride
Duplication
Control
Valve
Lower / Float
Dump Pilot Pilot
Case
Drain Choke Check
Filter Valve Pump
and
Pump
Control
Min Angle Valve
Tank
95
Implement Hydraulic System - RAISE
When the lift control lever is moved to the RAISE position, the lift lever position sensor sends
a proportional electronic signal to the Implement ECM. The Implement ECM sends a
corresponding proportional signal to the raise pilot solenoid valve. A proportional amount of
pilot oil is directed from the raise pilot solenoid valve to the top of the lift spool. The lift spool
shifts downward.
Initially, as the lift spool begins to shift, any work port pressure will enter the control valve and
is directed around the spool to the feeder passage. The work port oil pressure goes through the
holes in the pressure compensator valve to the area between the compensator valve and the load
check spool. The oil pressure helps the spring force hold the pressure compensator valve down
to function as a load check valve.
As the control spool shifts down, supply oil flows through the throttling slots into the supply
passage. The pressure compensator valve will move up to the load check spool as the pump
discharge pressure increases above the the work port pressure. The pump system oil pressure
flows through the orifices in the pressure compensator valve to the feeder passage, around the
lift antidrift valve, and to the head end of the lift cylinder.
08/06
The pressure at the work port begin to increase which increases the pressure in the lift resolver
network. The ball resolver moves downward and oil flows through the resolver network to the
top of the signal duplication valve.
The signal duplication valve shifts and sends a matching resolver network pressure out of the
duplication valve over the choke check valve to the pump control valve. The implement pump
upstrokes to supply the flow demand.
Also, matching oil from the signal duplication valve flows to the pressure compensator valve
working on the bottom of the compensator valve. As the pressure changes in the head end of
the lift cylinders, the pressure compensator valve opens and closes to maintain a constant flow
for a given control spool displacement.
If the machine is equipped with the optional ride control, the balance valve solenoid will be
energized, allowing oil on the right side of the balance valve to go to the hydraulic tank. As the
pressure in the head end of the lift cylinders increases to raise, the oil pressure on the left side
of the balance valve will force the balance valve to shift to the right. Supply oil flows over the
check valve, through the balance valve to the ride control accumulator, charging the
accumulator.
With ride control not enabled, the head end solenoid valve is de-energized. The accumulator
charge oil plus the spring pressure holds the valve closed. The flow of oil between the head
end of the lift cylinders and the accumulator is blocked. With the rod end solenoid valve also
de-energized, the oil flow through the solenoid valve will be blocked by the spring holding the
valve closed. The oil from the rod end of the lift cylinders flows around the lift spool to the
hydraulic tank.
the illustration.
08/06

FLOAT
Ride
Tilt Control Auxiliary
Inlet Cylinder Accumulator Function
Manifold Lift Cover
Cylinders Manifold
Head End
Manual Tilt Antidrift Hydraulic Lockout
Solenoid valve
Lower Valve Valve
Valve Line
Relief Lift Antidrift
Valves Valve Pilot
Accumulator
Rod Auxiliary
Raise Pilot End Head End
Solenoid Valve Solenoid Solenoid Valve
Valve
Tilt Back Pilot Pressure

Solenoid Valve Compensator
Relief Valve
Tilt Spool Auxiliary Spool Pilot

Pressure
Reducing
Pressure
Valve
Compensator
Valve
Screen
Resolver Valve Check Valve Valve
Valve Valve
Signal
Relief
Valve
Signal
Duplication Ride
Valve Control
Lower / Float
Dump Pilot Pilot
Case
Drain Choke Check
Valve Pump
Filter and
Pump
Control
Valve
Min Angle
Tank
96
Implement Hydraulic System - FLOAT
When the lift lever is moved to the FLOAT position, the lift lever position sensor sends a
proportional electronic signal to the Implement ECM. The Implement ECM sends a
corresponding proportional electronic signal to the lower/float pilot solenoid valve. The
Implement ECM also sends a fixed electronic signal to the lift load check valve.
Pilot oil flows from the lower/float pilot solenoid valve to the bottom of the lift spool and the
lift spool shifts up fully. System oil pressure is blocked. Also, oil flow through the pressure
compensator loop is blocked. Oil from the head end and rod end of the lift cylinders along with
the oil to the resolver network is open to tank.
In the FLOAT position, the pilot oil also flows to the resolver valve in the ride control control
section, through the resolver network to the signal duplication valve. A matching signal (pilot
pressure) is directed to the pump control valve from the signal duplication valve. The pump is
upstroked to meet the demands of the system.
08/06
As the machine moves, the lift cylinders move up and down with the contour of the ground.
The check valve allows oil to flow to the lift cylinders when the pressure in the lift cylinders
drops below tank pressure.
08/06

TILT BACK AND RAISE
Ride
Manifold Lift Cover
Cylinders Manifold
Manual Tilt Antidrift Hydraulic Lockout

Lower Valve Valve
Valve Line
Relief Lift Ant idrift Pilot
Valves Valve Accumulator
Auxiliary
Raise Pilot
Head End
Solenoid Valve
Solenoid Valve
Tilt Back Pilot

Pressure
Solenoid Valve Compensat or
Relief Valve

Pressure
Reducing
Pressure
Valve
Compensator
Valve
Screen
Resolver
Balance Resolver
Valve
Resolver Check Valve Valve
Valve Valve
Signal
Relief
Valve
Signal
Duplication Ride
Valve Control
Lower / Float
Dump Pilot Pilot
Case
Drain Choke Check
Filter Valve
Pump
Tank
97
Implement Hydraulic System - Tilt Back And Raise
When the lift control lever is moved to the RAISE position and the tilt control lever is moved to
the TILT BACK position, the lift lever position sensor and tilt lever position sensor send an
individual proportional electronic signal to the Implement ECM. The Implement ECM sends a
corresponding proportional signal to the raise pilot solenoid valve and the tilt back pilot
solenoid valve. A proportional amount of pilot oil is directed from the raise pilot solenoid valve
to the top of the lift spool and a proportional amount of pilot oil is directed from the tilt back
pilot solenoid valve to the top of the tilt spool. The lift spool shifts downward.
Initially, as the lift spool begins to shift, any work port pressure will enter the control valve and
is directed around the spool to the feeder passage. The work port oil pressure goes through the
orifices in the pressure compensator valve in between the compensator valve and the load check
spool. The oil pressure helps the spring force hold the pressure compensator valve down.
Identically, as the tilt spool begins to shift, any work port pressure will enter the control valve
and is directed around the spool to the feeder passage.
08/06
The work port oil pressure goes through the holes in the pressure compensator valve to the area
between the compensator valve and the load check spool. The oil pressure helps the spring
force hold the pressure compensator valve down to function as a load check valve.
As the cylinders start to move, the pressure at the work ports increase which increases the
pressure in the resolver network. The ball resolver with the highest work port pressure moves,
seats, and blocks oil flow back through the resolver network. The highest work port pressure
flows through the resolver network to the top of the signal duplication valve.
The signal duplication valve shifts and sends the matching resolver network pressure out of the
duplication valve over the choke check valve to the pump control valve. The implement pump
recognizes a demand for increased oil flow and the pump upstrokes to supply the flow demand.
Also, matching oil from the signal duplication valve flows to the pressure compensator valve
working on the bottom of the load check spool. As the pressure changes in the head end of the
lift cylinders, the pressure compensator valve opens and closes to maintain a constant flow for
a given control spool displacement.
If the machine is equipped with the optional ride control, the balance valve solenoid will be
energized, allowing oil on the right side of the balance valve to go to the hydraulic tank. As the
pressure in the head end of the lift cylinders begins to raise, the oil pressure on the left side of
the balance valve will force the balance valve to shift to the right. Supply oil flows over the
check valve, through the balance valve to the ride control accumulator, charging the
accumulator.
With ride control not enabled, the head end solenoid valve is de-energized. The accumulator
charge oil plus the spring pressure holds the valve closed. The flow of oil between the head
end of the lift cylinders and the accumulator is blocked. With the rod end solenoid valve also
de-energized, the oil flow through the solenoid valve will be blocked by the spring holding the
valve closed. The oil from the rod end of the lift cylinders flows around the lift spool to the
hydraulic tank.
the illustration.
08/06

HOLD / AUTO TRAVEL MORE THAN 9.7 KM/H (6 MPH)
Ride
Manifold Lift
Cylinders
Tilt Antidrift Head End
Manual Solenoid Valve Pilot Shutoff
Lower Valve Valve
Valve Line
Relief Lift Antidrift Pilot
Valves Valve Accumulator
Rod
End Auxiliary
Raise Pilot
Solenoid Head End
Solenoid Valve
Valve Solenoid Valve
Tilt Back Pilot

Compensator
Lift Spool Ride Control
valve
Relief Valve

Pressure
Pressure Reducing
Compensator Valve
Valve
Screen
Resolver Valve Valve Valve
Check
Valve
Valve
Signal
Relief
Valve
Signal Ride
Duplication Control
Valve
Lower / Float
Dump Pilot Pilot
Case
Drain Choke Check
Filter Valve
Pump
Tank
98
Implement Hydraulic System - RIDE CONTROL AUTO
When the ride control system is in AUTO and the machine reaches the configured ride control
ground speed, the ride control balance solenoid valve is de-energized by the Power Train ECM.
After the ride control equalization time has expired, the Power Train ECM energizes both the
ride control head end solenoid valve and the ride control rod end solenoid valve.
The head end solenoid valve connects the head end of the lift cylinders to the ride control
accumulator. The ride control accumulator dampens the motion of the lift arms which makes
the machine more stable. The rod end solenoid valve allows oil from the tank passage to flow
into the rod ends of the lift cylinders when the lift cylinders move down.
When the machine is in ride control AUTO, the control levers are in the HOLD position, and
the ground speed is more than the 9.7 km/h (6 mph), the control spools are in the HOLD
position blocking all oil flow through the implement control valve to the cylinders. The
resolver network is at tank pressure and the pump is at low pressure standby.
08/06
When the ground speed reaches the ECM configured value of 9.7 km/h (6 mph), the balance
solenoid valve will be de-energized and the balance spool will move in the direction needed to
equalize the pressures on each end of the balance spool.
During the balancing operation, when the pressure at the right side of the balance spool is
lowest, the spool shifts to the right and the implement pump supplies oil flow to equalize the
pressure on both ends of the spool.
During the balancing operation, when the pressure at the left side of the balance spool is
lowest, the spool shifts to the left and the pressure in the oil pressure in the accumulator flows
to tank until the pressures on both ends of the spool are equal.
The Power Train ECM limits the time to equalize to one second (default). Then, the ECM
energizes the balance solenoid valve. The oil pressure on the right end of the balance spool
flows through the orifice to the hydraulic tank. The balance spool shifts to the right. Oil in the
accumulator is trapped at the check valve.
After the one second balancing time, the rod end solenoid and the head end solenoid valves are
energized. The oil pressure that holds the check valves locked is released to tank. The oil in
the head end of the lift cylinders flows to the ride control accumulator. The accumulator
cushions the forward and backward pitching motions of the machine.
At a ground speed below the ECM configured valve of 9.7 km/h (6 mph), the rod end solenoid
and the head end solenoid valves are de-energized. The check valves close and the spring force
and the oil pressure hold the check valves closed.
NOTE: The one second balance default time can be reconfigured in the Power Train
ECM through Cat ET. Also, the forward and reverse activation speeds can be changed .
08/06
RIDE CONTROL SYSTEM

AUTO / TRAVEL LESS THAN 9 km/h (6 mph)
Head End
Solenoid
Rod End Head End
Valve
Rod End Pilot Operated

Solenoid Check Valve
Valve
Balance Valve Accumulator

Solenoid Port
Relief
Valve
Check
Valve
To Resolver Supply Balance To

Tank Valve Passage Spool Tank
99
Ride Control Valve - Auto/Travel Below 9.7 km/h (6 mph)
The main control valve is equipped with the optional ride control section to dampen the ride
during machine travel. This illustration shows a sectional view of the ride control section of the
main control valve with the ride control system in AUTO, the bucket off the ground, and the
travel speed below 9.7 km/h (6 mph). With the head end solenoid valve de-energized, the oil
between the head end of the lift cylinders and the ride control valve is blocked. With the rod
end solenoid valve de-energized, the oil between the rod end of the lift cylinders and the valve
is also blocked.
When the balance solenoid valve is energized, oil flow is blocked from the accumulator port to
the left side of the balance spool. The blocked oil on the right side of the balance valve is
above the tank pressure on the left side of the balance spool. Then, the balance spool shifts to
the left and oil in the accumulator port flows back through the balance spool and is blocked by
the check valve. The check valve blocks all oil and any spikes from flowing back to the
implement pump and causing damage to the pump.
The relief valve installed in the ride control section limits pressure in the accumulator port to
34,500 kPa (5000 psi).
08/06
RIDE CONTROL SYSTEM

AUTO/TRAVEL MORE THAN 9.6 km/h (6 mph)
Head End
Solenoid Valve
Rod End Rod End Head End
Solenoid Valve
Pilot Operated
Check Valve
Accumulator
Port
Balance Valve
Solenoid
Check
Valve Relief Valve
To Resolver Supply Balance To

Tank Valve Passage Spool Tank
100
Ride Control Valve - Auto/Travel More Than 9.7 km/h (6 mph)
This illustration is a sectional view of the ride control valve section with the ride control system
in AUTO, the bucket off the ground, and the travel speed more than 9.7 km/h (6 mph).
The balance solenoid valve is de-energized by the Power Train ECM and the oil pressure from
the accumulator port flows around the solenoid valve to the left side of the balance valve. The
balance valve will equalize the pressure between the head end of the lift cylinders and the
accumulator port. Supply oil flowing around the balance spool is blocked.
After the one second equalization time, the head end solenoid valve and the rod end solenoid
valves are energized. The oil passage between the rod end of the lift cylinders and the tank port
is open. The energized head end solenoid valve allows the oil that locks the pilot operated
check valve closed to flow to the hydraulic tank. The pilot operated check valve opens and oil
flows between the head end of the lift cylinders and the accumulator.
The head end solenoid valve and the rod end solenoid valve stay energized until either the ride
control switch is moved to the OFF position or the machine ground speed is less than
9.7 km/h (6 mph).
08/06
1
2
4
8
5 7
6
101
This illustration is a transparent view of the ride control valve section. This view shows the
location of the following components that are installed on the exterior and the interior of the
section.
- Head end solenoid valve (1)

- Rod end solenoid valve (2)
- Pilot pressure reducing valve (3)
- Balance solenoid valve (4)
- Balance valve (5)
- Ball resolver (6)
- Check valve (7)
- Ride control relief valve (8)
08/06
102
This illustration shows the location of the ride control accumulator (2) within the
loader frame (1). Testing and adjusting and service to the accumulator is completed at the
articulation hitch. The charge medium for the accumulator is dry nitrogen.
Also shown is the location of the implement control valve (3).

08/06
1 3
2
4
5 103
5
8
104
4
6
Implement Pump and Pump Control Valve
The Implement hydraulic pump for the 966H and 972H wheel loaders is a variable
displacement piston-type pump. The implement pump is installed on the accessory drive from
the torque converter housing. The following is a list of components on the implement pump.
- Load sensing port (1) - Maximum angle adjustment (5)

- Case drain port (2) - Pump control valve (6)
- Pump inlet (3) - Pump outlet (7)
- Set screw (do not adjust) (4) - Load sensing adjustment screw (8)
08/06
PUMP CONTROL VALVE

ENGINE OFF
Maximum Angle Stop

Adjustment Screw
Set Screw
To Implement
Control Valve
Pump System Pressure Piston
Load Sensing Spool

Orifice
Pump
Load Sensing Sleeve
Margin Spring
Swashplate Pin
Load Sensing Piston
Actuator Piston
Signal Relief
Valve Load
Sensing
Adjustment Bias Spring
Screw
LS Signal from
Work Port Pump Upstroke
105
Pump Control Valve - Engine OFF
This illustration shows the pump control group components with the engine OFF. The
swashplate pin connects the actuator piston to the pump swashplate (not shown). The bias
spring moves the actuator piston and the pump swashplate to maximum angle. The pump
control valve group consists of a load sensing spool assembly, which consists of a load sensing
spool and a load sensing sleeve. The load sensing spool is moved up or down by different
signal pressures pushing on the piston on each end of the spool. The pump system pressure
piston receives an internal signal pressure equal to pump system pressure. The load sensing
piston receives a load sensing signal from the implement hydraulic control valve, which is
equal to the highest work pressure. The signal relief valve (located in the implement control
valve) limits the maximum load sensing signal to the load sensing piston.
Pump system pressure is directed through the orifice on the right side of the control valve group
to the spring chamber in the upstroke end of the actuator piston and the center lands of the load
sensing piston.
08/06
The adjustment screw at the top of the actuator piston is used to adjust maximum angle of the
swashplate. The set screw at the top of the load sensing spool is used to hold the load sensing
sleeve in position. The adjustment screw at the bottom of the load sensing spool is used to
adjust the load sensing margin pressure for the pump. The spring at the bottom of the load
sensing spool is the margin pressure spring.
08/06
PUMP CONTROL VALVE

STANDBY
Maximum Angle Stop

Adjustment Screw
Set Screw
To Implement
Control Valve
Load Sensing Spool

Orifice
Pump
Load Sensing Sleeve
Margin Spring
Load Sensing Piston Swashplate Pin
Actuator Piston
Signal Relief
Valve Load
Sensing Bias Spring
Adjustment
Screw
LS Signal from
Work Port Pump Destroke
106
Pump Control Valve - Standby
When the engine is started, pump flow goes to the closed-center control valves in the
implement control valve group. The flow is blocked in the implement control valve. Pressure
in the system increases, and the pump system pressure is directed to the top end of the actuator
piston. Pump system pressure on top of the pump system pressure piston moves the piston and
load sensing spool down against the force of the margin spring. The spool moves down until
the upper opening of the spool opens a path around the load sensing spool to drain.
The opening to drain must open sufficiently to provide a pressure differential across the orifice.
With reduced pressure on the lower end and full pressure on the top of the actuator piston, the
actuator piston moves the swashplate pin toward minimum angle.
In STANDBY, the pump is delivering minimum flow to compensate for leakage in the pump,
for leakage in the implement control valve, and for the operation of the pump control valve.
08/06
PUMP CONTROL VALVE

UPSTROKE
Maximum Angle Stop

Adjustment Screw
Set Screw
To Implement
Control Valve
Load Sensing Spool

Orifice
Pump
Load Sensing Sleeve
Margin Spring Swashplate Pin
Load Sensing Piston
Signal Relief Actuator Piston

Valve Load
Sensing
Screw
LS Signal From
Work Port Pump Upstroke
107
Pump Control Group - Upstroke
When the control lever or levers are moved to activate one or more implements, a load sensing
signal, equal to the highest work port pressure, is directed to the lower end of the load sensing
piston. The combined forces of the load sensing piston and the margin spring push the load
sensing spool up until the center land on the load sensing spool closes the drain passage. The
upward movement of the load sensing spool continues until the lower opening of the spool
opens a path to the two metering ports. Pump system oil flows through the lower opening of
the load sensing spool to the spring chamber of the actuator piston. The combined force on the
the larger diameter of the actuator piston and the spring pushes the actuator piston and the
swashplate pin up, increasing the swashplate angle to increase pump flow.
08/06
PUMP CONTROL VALVE

CONSTANT FLOW DEMAND
Maximum Angle Stop

Adjustment Screw
Set Screw
To Implement
Control Valve
Load Sensing Spool

Orifice
Pump
Load Sensing Sleeve
Margin Spring

Valve Load
Sensing
Bias Spring
Adjustment
Screw
LS Signal from
Work Port
108
Pump Control Valve - Constant Flow Demand
When the flow demand is met, the force developed by the pump system pressure on top of the
pump system pressure piston is equal to the force developed by the load sensing signal on the
load sensing piston plus margin spring. When the forces are equal, the pump flow is constant
and the load sensing spool is in the CENTER position.
The pump flow remains constant until a change in the flow demand occurs.
08/06
PUMP CONTROL VALVE

MAXIMUM SYSTEM PRESSURE
Maximum Angle Stop

Adjustment Screw
Set Screw
To Implement
Control Valve
Load Sensing Spool

Orifice
Pump
Load Sensing Sleeve
Margin Spring

Valve Load
Sensing
Screw
LS Signal from
109
Pump Control Valve - Maximum System Pressure
This illustration shows the pump control valve with the load sense pressure at signal relief with
one function activated.
When the work port pressure increases to the setting of the signal relief valve, the valve opens
to limit the signal pressure to the bottom of the load sensing piston. Pump system pressure will
increase to overcome the combination of forces on the bottom of the load sensing piston. The
load sensing spool moves down to open the actuator piston spring cavity to drain. The pump
system pressure moves the actuator piston and swashplate pin towards minimum angle. The
pump destrokes to minimum flow.
08/06
PUMP CONTROL VALVE

MAXIMUM SYSTEM PRESSURE WITH ADDED FLOW DEMAND
Maximum Angle Stop

Adjustment Screw
Set Screw
To Implement
Control Valve
Load Sensing Spool

Orifice
Pump
Load Sensing Sleeve
Margin Spring
Actuator Piston
Signal Relief
Valve Load
Sensing
Screw
LS Signal From
110
Pump Control Valve - Maximum System Pressure With Added Flow Demand
This illustration shows the pump control valve with the load sense pressure at signal relief.
When an additional function is activated, the pump system pressure slightly decreases. With
less pressure on top of the pump system pressure piston, the force on the bottom of the load
sensing piston moves the load sensing spool up. The load sensing spool restricts the flow
through the upper opening to drain. The increased pressure on the larger area of the actuator
piston plus the bias spring pushes the actuator piston up. The pump upstrokes to meet the
added flow demand.
08/06
4
2 5
3
6
1
8 9 12
10 11 13
111
Implement Valve
This illustration shows a side view of the implement control valve out of the loader frame. The
following components can be seen in this view:
Pilot accumulator (1) Pilot pressure reducing valve (8)
Ride control balance solenoid valve (2) Balance valve (ride control) (9)
Rod end solenoid valve (ride control) (3) Lower pilot valve housing (10)
Line Relief valve (4) Lower solenoid valve (11)
Tilt antidrift valve (5) Tilt back pilot valve housing (12)
Signal relief valve (6) Tilt back solenoid valve (13)
Signal duplication valve (7)
08/06
MARGIN RELIEF VALVE
Load Sensing Signal
From
Pump
To Tank
112
Margin Relief Valve
During normal working conditions, the pressure difference between the pump delivery pressure
and the load sensing signal pressure is maintained at approximately 1960 kPa (285 psi) by the
spring in the pump control valve (not shown).
When an implement movement has stopped, the spool in the main control valve returns to the
HOLD position. At this time, the load sensing signal pressure from the implement circuit to the
pump control valve goes to approximately zero. Since the pump has not destroked, any pump
supply pressure flowing into the margin relief valve that is above the setting of the margin relief
valve will be relieved to tank.
08/06
PRESSURE REDUCING VALVE

BELOW 3445 kPa (500 psi)
Spring Ball Spring
Spool Orifice Spring Cavity Seat Retainer Spring Cavity
Adjustment
Screw
To Pilot From
Accumulator Implement Hydraulic
Pump Tank
113
Pressure Reducing Valve
The pressure reducing valve regulates the oil pressure in the pilot system. The pilot oil from
the implement pump flows into the valve through the holes in the spool, to the center of the
spool. Then, the regulated oil flows out of the left end of the reducing valve to the pilot
accumulator. Also, the pilot oil flows through the orifice into the left spring cavity. The force
of the oil pressure acting on the ball is not sufficient to override the force of the right spring.
The spring on the right holds the ball on the seat.
When the oil pressure flowing into the valve is below 3445 kPa (500 psi), the spool blocks the
flow of any pilot oil to the hydraulic tank.
NOTE: For adjustment procedures for the pressure reducing valve, refer to the Service
Manual module (RENR8858) Troubleshooting Testing and Adjusting 966H and 972H
Wheel Loaders Electrohydraulic System. Pilot Pressure to the Main Control Valve -
Check.
08/06
PRESSURE REDUCING VALVE

ABOVE 3445 kPa (500 psi)
Spring Ball Spring

Spool Orifice Spring Cavity Seat Retainer Spring Cavity
Adjustment
Screw
To Pilot From
Accumulator Implement Hydraulic
Pump Tank
114
Pressure Reducing Valve - Above The Adjusted Pressure
As the oil pressure from the implement pump increases, the reducing valve will regulate the
pressure in the pilot system.
The pilot oil flows into the center of the spool through the passages in the spool. The pilot oil
flows out of the pressure reducing valve from the left end of the spool to the pilot accumulator
and then, to the hydraulic lockout solenoid valve. When the solenoid valve is energized and
one or more of the control levers are moved, the flow from the implement pump will increase
along the pilot pressure. Also, oil flows through the orifice into the spring cavity. When the oil
pressure rises above the adjusted setting and and the force of the oil pressure overrides the force
of the spring. The ball and retainer is moved off the seat.
The oil in the spring cavity to the right is allowed to flow to the hydraulic tank. The force of
the oil pressure is greater than the force of the left spring which allowing the spool to override
the spring. The spool moves to the right and blocks the supply oil from implement pump. The
spool shifts to the right allowing the passages in the spool to be open to the hydraulic tank
passage. Sufficient oil flows from the pilot system through the passage to the hydraulic tank
regulating the pilot pressure to the adjusted setting.
08/06
115
Load Sensing Pressure Tap
The access to the load sensing pressure tap is on the right side of the machine at the articulation
hitch near the service bay.
This pressure tap is used to measure the load sensing pressure between the pump control valve
and the signal duplication valve.
08/06
1 2 3
4
8 9 10 11
116
The following components are located on the implement control valve:
- Head end solenoid valve (ride control) (1)

- Hydraulic lockout valve (2)
- Differential pressure relief valve (3)
- Lift antidrift valve (4)
- Line relief valve (rod end) (5)
- Dump pilot valve housing (6)
- Dump solenoid valve (7)
- Raise solenoid valve (8)
- Raise pilot valve housing (9)
- Ride control relief valve (10)
- Pilot check valve (11)
08/06
1 2 3
117
The following components can be seen from the left rear of the control valve:
- Tilt pressure compensator valve (1)

- Lift pressure compensator valve (2)
- Head end solenoid valve (ride control) (3)
08/06
118
1
2
119
This illustration shows a transparent view of the inlet manifold on the implement control valve.
The signal relief valve (1) limits the signal pressure to the load sensing spool which controls
the maximum pump system pressure.
The signal duplication valve (3) duplicates the true load signal received from the work port.
The orifice (2) is used to stabilize the duplicated load sensing signal that is being directed to the
tops of the pressure compensator spools and the load sensing spool in the pump control valve.
Also shown are the Implement control valve return to the hydraulic tank (4) and the implement
control valve inlet (5).
08/06
SIGNAL DUPLICATION VALVE
From Resolver
Network
From Pump
Supply
To
Pump Control
and Pressure
Compensator Valve
120
Signal Duplication Valve
The work port pressure pushes on the right end of the signal duplication valve spool pushing it
to the left. When the spool shifts left, a passage allowing pump delivery pressure to enter the
outer chamber is opened. At the same time, the drain passage to the hydraulic tank is closed.
Pump delivery pressure enters the center passage of the signal duplication valve spool through
an orifice and pump delivery pressure pressurizes the center passage of the signal duplication
valve. The pressurization of the center passage creates the duplicated work port pressure.
The duplicated work port pressure on the left end of the signal duplication valve spool moves
the spool to the right. When the signal duplication valve spool moves to the right, the passage
for pump delivery pressure partially closes and the drain passage partially opens. The
duplicated work port pressure on the left end of the signal duplication valve spool is reduced.
True load signal pressure on the right end moves the signal duplication valve spool to the left
until the work port pressure and the duplicated work port pressure is equal.
The duplicated work port pressure is sent from the left end of the signal duplication valve spool
into the load sensing signal network.
08/06
SIGNAL RELIEF VALVE

BELOW ADJUSTED PRESSURE SETTING
To Pressure Compensator Valves
Seat Adjustment
Signal
Duplication Screw
Valve
Choke
Check Tank Poppet Spring
Valve
To Pump Control Valve
121
Signal Relief Valve - Below The Adjusted Pressure Setting
When the machine is under a load condition, the signal relief valve operates in the following
manner. From the signal duplication valve, the duplicated load sensing signal flows through the
orifice in two directions. One direction flows to the pressure compensator valve in each control
valve section. The second path flows as a load sensing signal to the signal relief valve, through
the choke check valve, and to the pump control valve.
In the signal relief valve, load sensing signal oil enters the signal relief valve on the left end.
The spring force of the spring being greater than the force of the load sensing signal the poppet
is held against the seat.
08/06
SIGNAL RELIEF VALVE

ABOVE ADJUSTED PRESSURE SETTING
To Pressure Compensator Valves
Seat Adjustment
Signal
Duplication Screw
Valve
Choke
Check Tank Poppet Spring
Valve
To Pump Control Valve
122
Signal Relief Valve - Above The Adjusted Pressure Setting
When the force of the load sensing oil at the left end of the signal relief valve is above the force
of the spring, the poppet moves off the seat, and a small amount of oil drains through the
passage to the hydraulic tank. The signal relief valve functions like a signal relief valve.
As a result, the load sensing signal is maintained at the adjusted pressure setting of the signal
relief valve.
08/06
LINE RELIEF VALVE

CLOSED
From Implement
Cylinders Shoulder
Seat Area Sleeve Spring
Inner Outer
Spring Spool Spring Poppet
123
Line Relief Valve - Closed
When the control valves for the cylinders are in the NEUTRAL position, spring force on the
poppet and the inner and the outer springs to the right of the piston keep the spool moved to the
left in the closed position.
When the control valves are energized and an external force acts on one end of the cylinder, the
oil pressure increases on the opposite end of the cylinder. The oil pressure also increases in the
passage of the line relief valve that is connected to the cylinder. The line relief valves limit the
circuit pressure to the specified pressure settings.
The pressure between the cylinder and the main control valve pressurizes the line relief valve.
The pressure oil flows in the center passage of the spool into the inner spring and outer spring
chamber. During normal conditions, the oil pressure is lower than the line relief valve pressure
setting. The valve remains in the CLOSED position by the force of the spring on the poppet.
The oil pressure in the inner spring chamber and the passage to the cylinder are equal. The
surface area of the right side of the spool is larger than the area on the left side of the spool.
08/06
With the oil pressure equal on both sides of the piston, the spring force of the inner spring and
outer spring assist in keeping the piston seated. Therefore, the force on the right side is greater
than the force on the left side and the piston remains seated to the left. The pressure oil does
not flow to the return passages and to the hydraulic tank.
08/06
LINE RELIEF VALVE

OPEN
From Implement
Cylinders Shoulder
Inner Outer
124
When the high oil pressure in the passage between the main control valve and the cylinder
exceeds the line relief valve setting, the line relief valve overcomes the force of the spring on
the poppet. The reduced pressurized oil in the spring chamber flows into the poppet chamber
and the low pressure oil from there flows into the return passages within the valve and returns
to the hydraulic tank.
At the same time, the high pressure oil in the passage to the cylinder pushes the piston to the
right overcoming the force of the inner spring and the outer spring, until the piston come in
contact with the left end of the valve. At this time, the high pressure oil also flows through the
opening in the seat to the return passages and back to the hydraulic tank.
When the high pressure oil in the passage between the cylinder and the main control valve
reach the specified pressure setting of the line relief valve, the spring force on the poppet moves
the poppet to the left, seating the poppet. With the poppet seated, the oil pressure in the spring
chamber will raise to be equal to that of the main passage. With the oil pressure in the spring
chamber equal to that of the main passage pressure, the spring force of the inner spring and
outer spring will move the piston to the left blocking the oil flow through the opening in the
seat.
08/06
LINE RELIEF VALVE

MAKEUP FUNCTION
To Implement
Cylinders Shoulder
Inner Outer
125
When oil from one end of the cylinder is discharged through the line relief valve, a vacuum
condition is created on the opposite end of the cylinder. Makeup oil is needed to prevent the
vacuum condition in the cylinder. Also, during the operation of the machine in certain
conditions, it is possible to create a vacuum condition on one end of the cylinder.
When the vacuum condition occurs on the end of the cylinder, that vacuum also occurs in the
spring chamber of the line relief valve. At this point, the return oil is now at a higher pressure
than the oil in the passage between the cylinder and the main control valve.
When this event occurs, the higher pressure return oil flows through the return passage into the
poppet chamber. The return oil pressure works with the spring acting on the poppet, keeping it
seated to the left. Simultaneously, the return oil pushes on the shoulder area of the sleeve
pushing it to the right. When the sleeve moves to the right, the piston also moves to the right.
However, as the sleeve moves to the right, a passage opens between the return passage to the
hydraulic tank and to the passage to the cylinder. Return oil flows from the return passage into
the main passage in order to remove the vacuum condition in the cylinder.
08/06
1
2
3
4
5
8 9
6 7
126
This illustration shows the lift section of the implement control valve with the lift body section
in transparency. The following is a list of components that are in the interior of the valve.
- Pressure compensator valve (1)

- Load check spool (2)
- Load check spool spring (3)
- Check valve (ride control) (4)
- Lift antidrift valve (5)
- Lower solenoid valve (6)
- Lift resolver valve (7)
- Lift spool (8)
- Raise solenoid valve (9)
08/06
STEERING SYSTEM COMPONENTS

HAND METERING UNIT
Secondary Steering
Diverter Valve
Steering Pump Hand Metering Unit
Hydraulic Tank Neutralizer Valves
Secondary Steering Steering Steering Orifices

Pump and Motor Cylinder Control Valve
127
STEERING SYSTEM
This illustration shows the location of the components for the standard HMU steering system
for the 966H and the 972H Wheel Loaders.
The following is a list of the components:

- Hydraulic tank
- Steering pump
- Steering control valve
- Secondary steering diverter valve
- Hand Metering Unit
- Neutralizer valves
- Secondary steering pump and motor
- Steering cylinders
- Orifices
08/06
STEERING SYSTEM BLOCK DIAGRAM

HOLD
Hand
Metering
Unit
Neutralizer
Valve
Check Valve
Neutralizer
Steering
Valve
Steering Secondary Steering Cylinders
Pump Diverter Valve
Steering
Control
Valve
Secondary Steering
Pump and Motor
(Optional)
Tank
128
This diagram shows the components and oil flow for the 966H/972H standard steering system.
The primary steering system is made up of two basic circuits: the main circuit and the pilot
circuit. The steering system includes a third circuit if the 966H/972H is equipped with the
optional secondary steering system.
The main steering circuit consists of: the steering pump, the steering control valve, the steering
cylinders, and the hydraulic oil tank.
The variable displacement piston steering pump draws oil from the tank and sends flow to the
steering control valve.
The steering pilot circuit consists of the metering pump, a check valve, and two neutralizer
valves. The supply oil is ported through an orifice in the steering control valve, which supplies
pilot oil to the steering pilot circuit. When the steering wheel is moved to the left or right, the
metering pump sends pilot oil through the respective neutralizer valve to the selector spool and
directional spool in the steering control valve. The pilot oil moves the directional spool and
directs pump supply oil to the steering cylinders.
08/06
This diagram shows the system in the HOLD position. The steering supply oil to the steering
cylinders is blocked.
The optional secondary steering system consists of the secondary steering pump/electric motor
and the secondary steering valve. The secondary diverter steering valve contains two check
valves: the primary steering pressure switch, and the secondary steering pressure switch. Also,
the secondary steering system includes an intermediate relay to run the electric motor. The
relay receives current from the Power Train ECM to enable the relay. When the relay is
engaged, battery voltage flows to the electric motor.
08/06
6
7
129
The following are components of the standard Hand Metering Unit (HMU) Steering System:
- Hydraulic tank (1)

-Hand Metering Unit (2)
- Steering pump (3)
- Neutralizer valves (4)
- Orifices (5)
- Steering control valve (6)
- Steering cylinders (7)
08/06
1 2 3
4
5
130
Steering Pump
The steering pump (2) for the 966H and 972H Wheel Loader is a variable displacement piston
pump. The steering pump is equipped with a pump control valve (3). The pump control valve
is equipped with both the flow compensator valve (4) and the high pressure cutoff valve (5).
Also shown is the implement pump (1).

08/06
STEERING PUMP AND PUMP CONTROL VALVE

ENGINE OFF
Signal Pump
From HMU Output
Large Actuator Swashplate
Drive
Shaft
Flow Compensator Pressure

(Margin Spool) Compensator Small Actuator and Bias Spring
(High Pressure Cutoff)
Piston and Barrel Assembly
131
Steering Pump with the Engine OFF
This illustration shows a sectional view of the steering pump and the pump control valve. The
major components are shown. When the engine is in the OFF position, the bias spring holds
the swashplate at maximum angle. Also, the spring force on the flow compensator and the
pressure compensator spools keep both the spools in the pump control valve downward against
the plugs.
08/06

LOW PRESSURE STANDBY
Signal Pump
From HMU Output
Large Actuator
Piston Large Actuator Swashplate
Spring
Drive
Shaft
Flow Pressure
Compensator Compensator Small Actuator and Bias Spring
132
Low Pressure Standby
This illustration shows the steering pump in LOW PRESSURE STANDBY. When there is no
demand for steering system oil, the pump goes to LOW PRESSURE STANDBY. At that
position, the pump produces a sufficient amount of oil flow to compensate for internal leakage
and maintain sufficient pressure to ensure instantaneous response when the signal from the
HMU commands steering oil flow.
At LOW PRESSURE STANDBY, no load sensing pressure signal is detected at the flow
compensator spool. Pump supply oil pushes the flow compensator spool up. System pressure
is then directed into the large actuator piston. The large actuator piston moves the swashplate
towards minimum angle until the cross-drilled hole in the large actuator piston opens to case
drain. At this point, the pressure inside the piston decreases and the pump stops destroking.
The pump will supply sufficient flow to maintain the standby pressure and to compensate for
internal leakage.
NOTE: LOW PRESSURE STANDBY is more than margin pressure because of the
higher back pressure the blocked oil the closed-center valves create when all of the
control valves are in NEUTRAL. The pump supply oil pushes the margin spool up to
further compress the margin spring. More supply oil goes to the large actuator piston
and flows through the cross-drilled hole in the spool to the pump case.
08/06

UPSTROKE
Signal Pump
From HMU Output
Spring
Drive
Shaft
Flow Pressure
133
Pump Upstroke
When a demand for increased oil flow in the steering system occurs, a load sensing signal is
sent to the pump control valve. The load sensing signal is equal to the steering system pressure.
The load sensing signal is directed to the spring chamber of the flow compensator spool. The
spring force plus the load sensing signal from the HMU shifts the flow compensator spool
downward.
The flow compensator spool blocks oil between the pump discharge of the large actuator. The
oil in the large actuator piston flows around the pressure compensator spool and the flow
compensator spool to case drain. Pump system pressure plus spring force on the small actuator
piston moves the pump swashplate toward maximum angle to increase pump flow.
As pump flow increases, system pressure will also increase. When system pressure increases to
2400 kPa (350 psi) more than the load sensing signal from the control valve, the flow
compensator spool starts to move upward. The center land on the margin spool reaches a
balance point where flow is metered to and from the large actuator piston. At this point, flow
from the pump remains constant until there is a change in the load sensing signal pressure from
the control valve.
08/06

DESTROKE
Signal Pump
From HMU Output
Spring
Drive
Shaft
Flow Pressure
134
Pump Destroke
This illustration shows the pump and pump control valve in the DESTROKE position. When
demand for oil flow in the steering system is decreased, the signal from the HMU is decreased
allowing the flow compensator spool to move upward. Oil is allowed to flow around the flow
compensator spool and into the large actuator. The large actuator moves to the right and forces
the swashplate toward a minimum angle.
08/06

HIGH PRESSURE STALL
Signal Pump
From HMU Output
Large Actuator
Piston Large Actuator Swashplate
Spring
Drive
Shaft
Flow Pressure
135
High Pressure Stall
This illustration shows the pump and pump control valve at HIGH PRESSURE STALL. When
steering system pressure reaches the pressure setting of the pressure compensator, the force on
the bottom of the cutoff spool will shift the cutoff spool upward. System pressure is then
directed into the large actuator piston. The large actuator piston moves the swashplate towards
minimum angle until the cross-drilled hole in the large actuator piston opens to case drain.
When system pressure decreases to less than the pressure setting of the pressure compensator,
spring force pushes the cutoff spool down and the margin spool again controls flow from the
pump.
08/06
4
3
2
1
5
6
9
8
136
Steering Control Valve
Shown is the steering control valve. This valve is mounted above the transmission between the
operator's station and the engine.
This illustration shows the location of the following components:

- Right neutralizer valve (1)
- Left neutralizer valve (2)
- Right return to tank orifice(3)
- Left return to tank orifice (4)
- Steering control valve (5)
- Crossover relief valve (6)
- Back-up relief valve (7)
- System pressure port (8)
- Return flow port (9)
08/06
1
2
3 4
137
Steering Neutralizer Valves
The steering neutralizers are a plunger-type valve. The neutralizer valve is used to block the
pilot oil that is flowing from the HMU to both the pilot control spool and the main steering
control spool. As the machine is articulating to the left and the neutralizer valve (1) meets the
striker (2), the the pusher will move inward and block the pilot oil flow to the steering control
valve. The left articulation will stop. As the machine is articulating to the right and the
neutralizer valve (3) meets the striker (4), the the pusher will move inward and block the pilot
oil flow to the steering control valve. The right articulation will stop.
08/06
LESS THAN MAXIMUM TURN

To From NEUTRALIZER
Steering HMU
Control Valve VALVE
Orifice Spring
To
Tank
Valve Spool Center Passage MAXIMUM TURN

To From
Steering HMU
Control Valve
Orifice Spring
To
Tank
Valve Spool Center Passage
138
Steering Neutralizer Valve
This illustration shows a sectional view of the neutralizer valve.
During a less that maximum turn, oil from the HMU flows through the valve to the pilot end of
the spool in the steering control valve.
When the striker comes in contact with the neutralizer valve, the valve spool shifts and oil flow
to the steering control valve is blocked. Steering pilot oil flows back through the orifice in
center passage in the spool to drain.
Pilot oil from the neutralizer valve to the steering control valve (not shown) is blocked. The
centering springs in the steering control valve return the spool to the HOLD position and
steering supply oil to the steering cylinders is blocked. The machine will stop articulating until
the steering wheel is turned in the opposite direction.
08/06
STEERING SYSTEM
HOLD
Right Selector Crossover Relief Valve

Left
Neutralizer Spool
Neutralizer
Valve Valve
Steering
Pump
Secondary
Steering
Diverter Valve
Orifices
Hand Metering Unit
Directional
Secondary Spool
Steering Flow Control Back-up
Pump and Orifice Relief Valve
Motor
Mechanical
Linkage
139
Steering System Schematic
When the engine is running and the steering system is in HOLD, oil is drawn from the
hydraulic tank by the steering pump. The oil flows past the secondary steering diverter valve to
the back-up relief valve and the directional spool in the steering control valve. Also, the oil
flows through the flow control orifice to the hand metering unit. At this time, the oil is blocked
from flowing through the HMU. With the HMU in the center position, a small amount of oil
then flows through the orifice and back to the hydraulic tank.
The HMU and the steering pump are connected by a signal line. A sense of change in the
signal pressure at the HMU will send a reflected change in signal pressure to the pump control
valve demanding a change in the output flow of the steering pump. If the pressure of the signal
oil decreases, the steering pump will destroke. If the pressure of the signal oil increases, the
steering pump will upstroke.
In the HOLD position, the flow of pressure oil from the steering pump to the steering cylinders
is blocked at the directional spool in the steering control valve.
In the HOLD condition, there is no signal pressure sensed at the compensator valve on the
steering pump. The steering pump goes to the LOW PRESSURE STANDBY position.
08/06
In LOW PRESSURE STANDBY, the pump supplies an adequate amount of flow to

compensate for any system leakage and to maintain sufficient system pressure to provide
instantaneous response when the steering wheel is turned.
08/06
STEERING SYSTEM Steering

GRADUAL LEFT TURN Cylinders

Left
Neutralizer Spool
Neutralizer
Valve Valve
Steering
Pump
Secondary
Steering
Diverter Valve
Orifices
Hand Metering Unit
Directional
Secondary Spool
Motor
Mechanical
Linkage
140
Steering System - Gradual Left Turn
During a GRADUAL LEFT TURN with the engine running, the steering pump sends supply oil
past the secondary steering diverter valve to the steering control valve and the hand metering
unit.
When the steering wheel is turned counterclockwise to make a LEFT TURN, pilot oil from the
hand metering unit flows past the left neutralizer valve to the steering control valve to the
selector spool. The selector spool shifts down, and oil flows to the end of the directional spool.
The directional spool shifts down against the force of the centering spring.
When the directional spool moves down, main steering pump oil flows through the directional
spool to the rod end of the left steering cylinder and the head end of the right steering cylinder.
At the same time that oil flows into the two steering cylinders, return oil flows from the head
end of the left steering cylinder and the rod end of the right steering cylinder through the
directional spool and back to the hydraulic tank.
The machine articulates to the left for a left turn.

08/06

FULL LEFT TURN (STEERING NEUTRALIZED) Cylinders

Left
Neutralizer Spool
Neutralizer
Valve Valve
Steering
Pump
Secondary
Steering
Diverter Valve
Orifices
Hand Metering Unit
Directional
Secondary Spool
Motor
Mechanical
Linkage
141
Steering System - Full Left Turn - Steering Neutralized
During a FULL LEFT TURN with the engine running, the left striker contacts the left
neutralizer valve. The neutralizer valve moves to the closed position, and oil flow from the
hand metering unit to the steering control valve is blocked at the left neutralizer valve.
The steering selector spool and the steering directional spool return to the center position. Flow
to the steering cylinders is blocked at the directional spool in the steering control valve, and the
machine stops turning.
The neutralizer valves prevent the machine loader frame from contacting the machine rear
frame when articulating fully to the right or left.
08/06

GRADUAL LEFT TURN / SECONDARY STEERING Cylinders

Left
Neutralizer Spool
Neutralizer
Valve Valve
Steering
Pump
Secondary
Steering
Diverter Valve
Orifices
Hand Metering Unit
Directional
Secondary Spool
Motor
Mechanical
Linkage
142
If the steering pump or the engine fails, the primary pressure switch will sense the low pressure
in the steering system. The primary steering pressure switch closes and sends a signal to the
monitoring system which causes a Category 3 Warning to occur. After a one second delay, the
Power Train ECM energizes the intermediate relay for the secondary steering pump and the
electric motor actuates. At the same time, the secondary steering indicator on the monitoring
system display illuminates.
The secondary steering pump draws oil from the hydraulic tank. The oil then flows to the
secondary steering valve, which causes the check valve in the hydraulic line from the steering
pump to close and the check valve in the hydraulic line from the secondary steering pump to
open. The closed check valve prevents pressure oil from flowing to the steering pump.
Oil from the secondary steering pump flows past the secondary steering valve to the steering
control valve and hand metering unit.
Pilot oil from the hand metering unit flows past the left neutralizer valve and moves the
steering selector spool. The oil then flows through the steering selector spool and moves the
directional spool, allowing the secondary steering oil to flow to the rod end of the left steering
cylinder and to the head end of the right steering cylinder. Secondary steering provides a
method to steer the machine to a safe location if a failure occurs in the primary steering pump
or in the engine.
08/06
4 2
143
Secondary Steering
This illustration shows the location of the secondary steering components in the rear frame (1).
If the steering pump or the engine fails, the primary pressure switch will sense the low pressure
in the steering system. The primary steering pressure switch closes and sends a signal to the
monitoring system which causes a Category 3 Warning to occur. After a one second delay, the
transmission electronic control module energizes the intermediate relay (4) for the secondary
steering pump and the electric motor actuates. At the same time, the secondary steering
indicator on the monitoring system display turns ON.
The secondary steering pump (3) draws oil from the hydraulic tank. The oil then flows to the
secondary steering diverter valve (2), which causes the check valve in the hydraulic line from
the steering pump to close and the check valve in the hydraulic line from the secondary steering
pump to open. The closed check valve prevents pressure oil from flowing to the steering pump.
The secondary steering motor will be de-energized when either the ground speed is 0 rpm or a
faulted TOS sensor signal for more than five seconds.
08/06
NOTE: The secondary steering pump does not produce the same amount of flow as the
main steering system pump. Secondary steering operations are reduced compared to
normal operation. Secondary steering provides a method to steer the machine to a safe
location if a failure occurs in the primary steering system or in the engine.
08/06
3 6
2
4 5
144
The secondary steering diverter (1) valve directs oil from the secondary steering oil to the
steering control valve when the primary pressure switch (3) senses a loss of oil pressure in the
primary steering system and the ground speed is greater than 0 rpm. The primary pressure
switch sends a signal to the Power Train ECM and the ECM enables the secondary steering
pump motor.
When the engine is running and the steering pump is supplying oil to the steering system, oil
flows into the diverter valve through the line (6) and oil also flows over the check valve (5)
through the line (8) to the steering control valve (not shown). At this time, the oil pressure in
the primary steering system holds the check valve (4) against the seat.
When the primary steering pressure switch senses a loss of oil pressure in the primary system,
the secondary system is initiated. At this time, the primary pressure switch is closed and
illuminates the primary steering warning LED. Oil flows into the diverter valve through the
line (7), over the check valve (4), and out to the steering control valve through the line (8). At
this time, the check valve (5) is seated. When the Power Train ECM enables the secondary
steering pump motor, the secondary pressure switch (2) measures the oil pressure in the
secondary steering system and sends a signal to illuminate the secondary steering warning LED.
08/06
STEERING SYSTEM COMPONENTS

COMMAND CONTROL STEERING
Steering Pump
Hydraulic Tank Steering Pilot Valve
Neutralizer Valves
Secondary Steering Secondary Steering Steering Steering Screened and
Diverter Valve Pump And Motor Cylinder Control Valve Orifice Manifold Quad Check Valves
145
This illustration shows the location of the components for the optional CCS steering system for
the 966H and the 972H Wheel Loaders. The hydraulic tank is common to all hydraulic systems
on the machine.
INSTRUCTOR NOTE: The color codes used for hydraulic oil throughout this
presentation are:
Red - System or high pressure

Red and White Stripes - Reduced pressure
Orange - Pilot pressure
Blue - Blocked oil
Green - Tank or return oil
08/06
COMMAND CONTROL
STEERING HYDRAULIC SYSTEM
From Implement
Pilot
Control Valve
Control
Valve
Quad
Check
Shuttle Valve
Valve
Neutralizer
Valve
Neutralizer
Valve
Steering Pump Steering
Control
Valve
Screened
Orifice
Manifold
Steering
Cylinders
146
This diagram shows the components and oil flow for the 966H/972H Command Control
Steering system.
The primary steering system is made up of two basic circuits: the main system and the pilot
system. The steering system includes a third circuit if the 966H/972H is equipped with the
optional secondary steering system.
The main steering circuit consists of: the steering pump, the steering control valve, the steering
cylinders, the back-up relief valve, and the hydraulic oil tank. The variable displacement piston
steering pump draws oil (green) from the tank and sends flow (red) to the steering control
valve. The steering valve is equipped with a directional spool which directs oil to the head end
of one steering cylinder and to the head end of the other steering cylinder for machine
articulation. Also, the steering control valve sends load sensing oil (green) to the pump control
valve on the steering pump to control upstroking and destroking.
This diagram shows the system in the HOLD position. The oil (blue) to the steering cylinders
is blocked.
08/06
The steering pilot circuit consists of: the steering pilot control valve, the steering quad check
valve, the screened orifice manifold, and two neutralizer valves. The pilot system supply oil
comes from the implement control valve. When the steering wheel is moved to the left or
right, the steering pilot control valve supplies oil through the quad check valve. Then, oil flows
through the respective neutralizer valve to the end of the respective directional spool in the
steering control valve. The directional spool directs pump supply oil to the correct ends of the
steering cylinders.
The optional secondary steering system (not shown) consists of: the secondary steering pump
and motor and the secondary steering valve. The secondary steering valve contains two check
valves, the primary steering pressure switch, and the secondary steering pressure switch.
08/06
QUAD CHECK VALVE

LEFT TURN
From Pilot Check Valves
Control Valve
Lower Setting
Higher Setting
To Main
Control Valve
147
This graphic shows the position of the quad check valve during a left turn. Oil flows from the
steering pilot control valve through one side of the quad check valve.
The quad check valve consists of four check valves in two sets of two valves each. In each set
of two valves, one check valve has a higher cracking pressure than the other valve. One set of
check valves are for left turns and the other set of check valves are for right turns.
The purpose of the steering quad check valve is to provide an alternative path for pilot oil
returning from the non-activated side of the main control valve spool. The normal path for this
oil returning to the tank is through the screened orifice manifold (not shown).
The check valves with the lower setting prevent return oil from the non-activated spool end to
flow through the quad check valve back to the steering pilot valve and to the tank. If the
normal path for return pilot oil is blocked in the screened orifice manifold, the return oil will
unseat the check valves with the higher setting and allow the oil to return through the steering
pilot valve to the tank.
08/06
148
1
2 3
149
Steering Pilot Valve
The Command Control Steering (CCS) pilot control valve (1) is identical to the valve used on
the "G" Series II machines. The steering pilot control valve consists of the directional control
valve section and the pressure regulating valve section. Also shown is the pilot oil in pressure
tap (2) and the pilot lines (3) to the steering control valve
In the Command Control System (CCS) on the "H" Series machines, the pilot oil flows to the
pilot control valve through the hose (4) that is connected to the implement control valve in the
front frame.
Also shown in the lower illustration is the location of the quad check valve (5) in the loader
frame.
08/06
150
3 4
151
7
5
Located in the front frame is the steering drive shaft (1) for the pilot control valve. This shaft
is connected to the input shaft on one end with the other end connected to the steering wheel
shaft. Also shown in the upper illustration is the neutral pilot pressure tap (2) located remotely
on the loader frame right side. Neutral pilot pressure is the oil pressure in the directional
control valve section of the pilot valve in the NO TURN position.
The lower illustration shows the screen orifice manifold (7) located on the rear frame between
the upper and lower hitch pins. The manifold includes the block, the screens (5), and the
orifices (6). Attached to the tees are the right pressure tap (3) and left pressure tap (4). The
pressure taps are for measuring the output pressure to each end of the spool in the steering
control valve. The tubing connected to the manifold is a drain line to the hydraulic tank. Also
shown is the steering control valve (8).
08/06
STEERING PILOT VALVE

NO TURN
To Steering
Control Valve
A
To Steering To Steering
Control Valve Control Valve
Pilot Oil Ports
Input Shaft
Connected to
Steering Wheel Directional
Control Valve
A To Steering
Control Valve
Cam
Plunger
Regulating
Spring
From
Implement
Control Valve
To From
Pressure Hydraulic Tank Implement
Body Regulating Valve Control Valve
Piston
Adjustment Screw
Directional
Control Valve
Section A-A
152
Steering Pilot Valve - No Turn
This illustration shows the components in the steering pilot valve.
When the input shaft that is connected to the steering wheel is in the NO TURN position, the
flow of pilot oil through the steering pilot valve is blocked by the pressure regulating valve.
08/06
STEERING PILOT VALVE

RIGHT TURN
To Steering
Control Valve
A
To Steering To Steering
Control Valve Control Valve
Pilot Oil Ports
Input Shaft
Connect ed t o
Directional
St eering Wheel Control Valve
A To Steering
Control Valve
Cam
Plunger
Orifice
Regulating
Spring
From
Implement
Control Valve
To From
Body Pressure Hydraulic Tank Implement
Regulating Valve Control Valve
Piston
Adjustment Screw
Directional
Control Valve
Section A-A
153
Steering Pilot Valve - Right Turn
When the steering wheel is turned to the right, the steering wheel causes rotation of the steering
column, the steering shaft, the input shaft, the cam and the directional control valve.
The cam moves the plunger against the spring and the pressure regulating valve spool. Pilot oil
from the pump flows between the pressure regulating valve spool and the valve body, which
function as an orifice. As the regulating valve moves down, the size of the orifice increases.
The larger orifice creates a smaller pressure drop which increases the pressure of the pilot oil to
the directional control valve. Also, the pilot oil flows through the orifice in the pressure
regulating valve. The force of the pilot oil pressure between the piston and the regulating valve
pushes up the regulating valve against the spring.
The flow of the pilot oil is proportional to the downward movement pressure regulating valve
spool. The pilot pressure controls the steering speed. Increasing the flow of pilot oil between
the body and the pressure regulating valve will increase the steering cycle time.
08/06
As the steering wheel is rotated, the directional control valve also rotates. This movement
directs pilot oil from the pressure regulating valve to the quad check valve, the neutralizer
valves, to the ends of the directional spool in the steering control valve.
When the pilot pressure moves the steering control valve directional spool to the RIGHT
TURN position, the steering control valve directs main pump oil to the head end of the left
steering cylinder and the rod end of the right steering cylinder. The machine articulates to the
right.
When the steering wheel is returned to the CENTER position, the flow of pilot oil to the
steering control valve directional spool is blocked. The centering spring in the steering control
valve moves the directional spool to the neutral position and the machine stops articulating.
NOTE: The machine turning speed depends on the rotational position of the steering
wheel. The farther the steering wheel is turned, the faster the machine will turn. The
turning speed of the machine does not depend on how fast the steering wheel is turned.
08/06
STEERING HYDRAULIC SYSTEM (CCS)

HOLD
Steering
Cylinders
From From
Implement Circuit Implement Circuit
Cylinder Crossover
Steering Relief Valve
Pump Group Pilot Valve Shuttle
Valve
To
Implement
From
Circuit
Resolver
Network Makeup Ball
Screened Check Valves
Orifice
Manifold
Quad
Check
Valve Directional
Spool
Neutralizer
Valves
Back-up
Relief
Pressure Valve
Reducing
Valve
Secondary Steering
Pump and Motor
Shuttle
Valve
M
Steering
Control
Valve
Secondary Steering
Diverter Valve
From
Implement
Control Valve
154
Steering System - Command Control Steering
This illustration shows the optional Command Control Steering (CCS) schematic in the HOLD
position.
When the engine is running and the steering system is in HOLD, oil is drawn from the
hydraulic tank by the steering pump. The oil flows past the secondary steering diverter valve to
the back-up relief valve and is blocked at the directional stem in the steering control valve.
Also, the oil flows through the pressure relief valve At this time, the pressure setting of the
reducing valve is lower than the pressure of the pilot oil. The pilot oil pressure shifts the
shuttle valve to the right, blocks the oil from the steering control valve at the shuttle valve, and
pilot oil flows to the steering pilot valve. The pilot oil is blocked at the steering pilot valve.
The signal pressure sensed at the pump control valve on the steering pump is same as the
blocked oil at the right and left steering cylinders. The steering pump will be upstroked to the
signal demanded at the pump control valve.
08/06
STEERING HYDRAULIC SYSTEM

LEFT TURN
Steering
Cylinders
From From
Implement Circuit Implement Circuit
Cylinder Crossover Shuttle Steering

Steering Relief Valve Valve Control
Pump Group Pilot Valve Valve
To
Implement
From
Circuit
Resolver
Network Makeup Ball
Screened
Orifice Check Valves
Manifold
Quad
Check
Valve
Directional
Spool
Neutralizer
Valves
Pump
Back-up
Pressure Relief
Reducing Valve
Valve
Secondary Steering
Pump and Motor
Shuttle
Valve
Secondary Steering
Diverter Valve
From
Implement
Control Valve
155
This illustration shows the optional CCS system in a LEFT TURN.
When the operator turns the steering wheel to the left, torque is transmitted through the steering
column and the steering shaft to the steering pilot valve input shaft. The pilot valve located in
the loader frame directs pilot oil through the quad check valve, through the neutralizer, and to
the directional spool in the steering control valve.
Turning the steering wheel to a greater angle from the neutral position increases the flow of
pilot oil to the directional spool in the steering control valve. Increased flow of pilot oil to the
steering control valve moves the directional spool further from the neutral (blocking) position
and allows greater flow of steering pump oil to the steering cylinders.
When the pilot oil shifts the directional spool to the LEFT TURN position, steering pump oil is
sent to the head end of the right steering cylinder and to the rod end of the left steering cylinder.
The machine articulates to the left for a left turn.
The pressure in the steering cylinders is also sent to the shuttle valve. The cylinder pressure
moves the shuttle valve up and becomes the signal pressure to the steering pump control valve.
The signal pressure is sensed in the margin spool spring chamber of the control valve. The
signal pressure combines with the force of the margin spring and causes the pump to
UPSTROKE.
08/06
The supply oil from the steering pump flows over the back-up relief valve. If the pressure
exceeds 23500 kPa (3400 psi), the back-up relief valve opens and excess oil flows to the
hydraulic tank. Also, the steering control valve is equipped with a pressure reducing valve.
The reducing valve will supply pilot oil to the steering pilot valve if the pilot oil supply is lost.
The steering control valve is also equipped with a crossover relief valve. In case of a pressure
spike above 25600 kPa (3700 psi) as the machine is articulating, the crossover relief valve will
open and send the excessive oil pressure to the hydraulic tank.
When the machine fully articulates, the stop mounted on the loader frame contacts the
neutralizer valve mounted on the rear frame. This action stops the flow of pilot oil from the
pilot valve to the directional spool. The directional spool shifts to the CENTER position and
the steering oil to the cylinders is blocked.
Also, when the steering wheel is returned to the CENTER position, the flow of pilot oil to the
directional spool is blocked. The centering spring in the steering control valve returns the
directional spool to the neutral position, and the machine stops turning.
The pilot valve is mounted on the front frame while the steering wheel and shaft are mounted
on the rear frame. As the machine begins to turn, the shaft for the steering pilot valve begins to
rotate back to the neutral position. As the shaft rotates closer to the neutral position, the turning
speed of the machine is reduced due to lower pilot pressure to the steering control valve
directional spool. However, the machine will continue to turn until the steering wheel returns
to the center position. As long as the pilot directional valve is rotated from the neutral position
and the neutralizer valves are not closed, pilot oil will flow to the steering control valve
directional spool.
NOTE: The machine turning speed depends on the rotational position of the steering
wheel. The farther the steering wheel is turned, the faster the machine will turn. The
turning speed of the machine does not depend on how fast the steering wheel is rotated.
08/06
BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS
Brake and Engine Hydraulic Brake Pedal

Hydraulic ECM Tank
Fan Pump Parking Brake Valve And
Pressure Switch
Hydraulic Service Brake Valve
Fan Motor
Hydraulic
Oil Cooler
Accumulator
Charging Valve, Parking Front Service
Rear Service Accumulators
Brake Pressure Switch Brake Brakes
Brakes
and
Fan Solenoid Valve
156
BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS
Shown are the brake and hydraulic fan system components on the 966H and 972H Wheel
Loaders. The brake system and the hydraulic fan system share the same pump. The hydraulic
tank is common to both the brake system and the hydraulic fan system.
The brake system components are:

- Accumulator charging valve and brake pressure switch
- Brake accumulators
- Service brake valve
- Front and rear service brakes
- Parking brake valve and parking brake pressure switch
- Parking brake
- Brake and hydraulic fan pump
- Service brake pedal
08/06
The hydraulic fan system components are:

- Accumulator charging valve and fan solenoid valve
- Hydraulic fan motor
- Hydraulic oil cooler
- Engine Electronic Control Module (ECM)
- Brake and hydraulic fan pump
08/06
BRAKE AND HYDRAULIC FAN HYDRAULIC SYSTEM

ACCUMULATORS CUT IN REDUCED FAN SPEED
Left Brake
Right Brake Front Brake Rear Brake
Pedal
Pedal Accumulator Accumulator
Accumulator
Rear Service Charging Valve
Brakes Service and Fan Solenoid Valve
Brake
Front Service Valve Relief
Inverse Shuttle Valve
Brakes Valve
Brake Fan Solenoid Cut In Valve

Pressure Valve
Parking Parking Cut Out
Switch Valve
Brake Brake
Pressure Valve
Switch
Resolver Pump
Parking Check Valve
Valve Control Valve
Brake
Hydraulic Flow
Actuator
Fan Screen Control
Motor Spool
Priority Pressure
Parking Cutoff
Oil Valve
Brake Spool
Cooler
Actuator
Brake and
Hydraulic Min Angle
Filter
Fan Pump
Case Drain
Filter
Hydraulic Tank
157
Brake And Hydraulic Fan System - Cut In And Minimum Fan Speed
This illustration shows the brake system and hydraulic fan system schematic. In the schematic,
the accumulator charge pressure has dropped below 12175 kPa (1760 psi). The cut-in valve is
shifted to the left.
The brake and hydraulic fan pump draws oil from the hydraulic tank and directs the flow of oil
to the accumulator charging valve and fan solenoid valve. The charge pressure for the brake
accumulators is below 12175 kPa (1760 psi), the cut-in valve is shifted to the left, and the
system oil flows to the resolver valve. The resolver valve allows the higher of the two
pressures between the signal from the fan solenoid and from the cut-in valve to flow to the flow
control spool of the pump control valve. In this instance the oil from the cut-in valve is at a
higher pressure. The flow control spool controls the displacement of the brake and hydraulic
fan pump. At this time, the pump will upstroke. Also, oil also flows to the lower port on the
priority valve, which shifts the priority valve upward and partially blocks the flow of oil to the
hydraulic fan motor.
Oil also flows past the screen, the check valve, and the orifice to the inverse shuttle valve. The
oil flowing into the inverse shuttle valve continues until both the accumulators are charged.
The inverse shuttle valve maintains equal pressure between both brake accumulators. The
system is also equipped with a relief valve to limit the brake system pressure.
08/06

MINIMUM FAN SPEED AT CUT OUT
Left Brake
Pedal
Accumulator
Brakes Service and Fan Solenoid Valve
Brake
Front Service Valve Inverse Shuttle Valve Relief
Brakes Valve
Brake Fan Solenoid Cut In Valve

Pressure Valve
Parking Cut Out
Parking Switch Valve
Brake
Brake
Valve
Pressure
Switch
Pump
Parking Resolver
Check Valve Control Valve
Brake Valve
Hydraulic Flow
Actuator
Fan Screen Control
Motor Spool
Priority Pressure
Parking Cutoff
Oil Valve
Brake Spool
Cooler
Actuator
Brake and Min Angle
Filter Hydraulic
Fan Pump
Case Drain
Filter
Hydraulic Tank
158
Brake And Hydraulic Fan System - Minimum Fan Speed At Cut Out
This illustration shows the brake system and hydraulic fan system schematic. In the schematic,
the accumulators are charged and the parking brake is disengaged.
In the system, the brake and hydraulic fan pump draws oil from the hydraulic tank and directs
the flow of oil to the accumulator charging valve and fan solenoid valve. This system is
designed for the brake system to have priority over the hydraulic fan system. The supply oil
has charged the accumulators to 15165 kPa (2200 psi). The cut-out valve momentarily dropped
downward to exhaust the oil from the right side of the cut-in valve to tank. The cut-in valve
shifts to the right. The oil that was directed through the resolver valve as a signal to the pump
control valve drops to tank level. The resolver valve shifts and the oil from the fan solenoid
valve is directed to the pump control valve.
08/06
The amount of oil that is flowing into the hydraulic motor is determined by the fan solenoid
valve which controls pressure back to the pump control valve through the load sense line.
When the brake accumulators are charged (as shown), the pressure from the pump overrides the
force of the priority valve spring. The priority valve opens and the supply oil is directed to the
hydraulic motor. If all the key target temperatures are below the default values of the particular
sensors, the hydraulic fan pump will supply sufficient oil flow to rotate the hydraulic fan motor
at minimum fan speed. The minimum fan speed is calibrated through Caterpillar Electronic
Technician (ET).
08/06

MAXIMUM FAN SPEED AT CUT OUT
Left Brake
Pedal
Accumulator
Brakes and Fan Solenoid Valve
Service
Brake
Front Service Valve Inverse Shuttle Valve Relief
Valve
Brakes
Brake Fan Solenoid

Valve Cut In Valve
Pressure Cut Out
Parking Parking Switch Valve
Brake Brake
Pressure Valve
Switch
Pump
Parking Resolver Check Valve Control Valve
Brake Valve
Hydraulic Flow
Actuator
Fan Screen Control
Motor Spool
Priority Pressure
Parking Valve
Brake Oil Cutoff
Cooler Spool
Actuator
Brake and
Hydraulic Min Angle
Filter Fan Pump
Case Drain
Filter
Hydraulic Tank
159
Brake and Hydraulic Fan System - Maximum Fan Speed At Cut-Out
In this illustration, the brake accumulators are charged and there is no demand for oil from the
brake system. In the Brake and Hydraulic Fan System, the brake and hydraulic fan pump
draws oil from the hydraulic tank and directs the flow of oil to the accumulator charging valve
and fan solenoid valve. With no demand by the brake system for oil, the hydraulic fan system
has priority.
The amount of oil that is flowing into the hydraulic fan motor is determined by the fan solenoid
valve, which feeds pressure back to the pump control valve through the load sense line. When
the brake accumulators are charged, the oil supplied by the pump overrides the force of the
priority valve spring. The priority valve opens and the supply oil is directed to the hydraulic
motor. As one or more of the key target temperatures rise above the default values of the
particular sensors, the current to the solenoid valve decreases. The fan solenoid valve shifts
upward proportionally current reduction. The increase in oil flowing through the fan solenoid
valve will increase the force on the flow control spool. The flow control spool shifts
proportionally to the left and oil from behind the large actuator is allowed to flow to the
hydraulic tank. The brake and hydraulic fan pump will upstroke, increase the fan speed, and
move more air through the radiator group. The pump supplies sufficient oil flow to rotate the
hydraulic fan motor at maximum fan speed.
08/06
The maximum fan speed is controlled by the Engine ECM and calibrated through Caterpillar
Electronic Technician (ET).
If the current to the fan solenoid valve is interrupted, the fan solenoid valve shifts totally
upward. The flow control spool shifts to the left and drain off all the oil from behind the
actuator. The swashplate to move to maximum angle and the fan motor rotates at maximum
rpm.
The pump discharge pressure will raise until the pressure at the cutoff spool overrides the
spring force. The pressure cutoff spool shifts to the right. Pump discharge oil flows to the
right side of the actuator and shifts the swashplate (not shown) to minimum angle, destroking
the pump.
08/06
HYDRAULIC FAN SYSTEM CONTROL

Engine ECM Caterpillar Monitoring System
Cat Data Link 15

20 2
10
5
25
X100
0
MPH
km/h 30 44
INPUT COMPONENTS
INPUT COMPONENTS
Intake Manifold Air Hydraulic Oil

Temperature Sensor Temperature
Sensor
Engine Coolant
Temperature Sensor
OUTPUT COMPONENT
Fan Solenoid
Valve
160
In the hydraulic fan system, the speed of the fan and the output of the brake and hydraulic fan
pump is directly controlled by the Engine ECM through the fan solenoid valve. The Engine
ECM interprets signals from the three sensors on the machine. Then, the Engine ECM sends a
proportional current to the hydraulic fan solenoid valve.
The following sensors report directly to the Engine ECM:

- Intake manifold air temperature
- Engine coolant
The sensor for the intake manifold air temperature is a passive sensor that is used to measure
temperature. The sensor sends an analog signal to the Engine ECM. The analog signal will
increase in voltage as the temperature of the air increases.
The engine coolant temperature sensor is a passive sensor that is used to measure the
temperatures of liquids. The sensor sends an analog signal to the Engine ECM. The analog
signal will increase in voltage as the temperature of the engine coolant increases.
The hydraulic oil temperature sensor is used for the measurement of liquid temperatures. The
sensor sends an analog output signal to the Caterpillar Monitoring System. The analog signal
will increase in voltage as the temperature of the oil increases. Then, the Cat Monitoring
System sends the temperature signal to the Engine ECM over the Cat Data Link.
08/06
When the engine is started, the brake and hydraulic fan pump will run at minimum fan speed
until one of the temperature sensors read higher than the key target temperature. The following
conditions must be met, in order to run the fan system at minimum fan speed:
- The intake manifold air temperature is below 49° C (120° F).
- The hydraulic oil temperature is below 90° C (195° F).
- The engine coolant temperature is below 89° C (192° F).
As one or more of the sensors reads a temperature that is above the key target temperature, the
Engine ECM interprets a demand for additional cooling. The Engine ECM starts sending a
reduced amount of current from the Engine ECM to the solenoid valve. The solenoid valve
will move proportionally, in the de-energized direction. Then, a load sense signal will be sent
to the pump control valve and the brake and hydraulic fan pump will upstroke proportionally.
The minimum speed of the fan and the maximum speed of the fan are held in the Engine ECM.
The set limits for speed of the hydraulic fan can be changed through Caterpillar Electronic
Technician. For additional information regarding the calibration of the hydraulic fan system,
refer to the Testing and Adjusting, "Hydraulic Fan System - Test and Adjust."
08/06
Engine ECM J2
DEMAND FAN CIRCUIT
Analog Temperature
30
Sensor Return
BU 18 1 Signal
PK 18 2 Ground
Coolant
13 Engine Coolant
Temperature Signal
Temperature Sensor
Main Display Module Intake Manifold 56 1 Signal

BU 18
Air Temperature
PK 18 2 Ground
2 Ground Cat Data
Link Intake Manifold Air
J1 Temperature Sensor
10 Hyd Temp Sensor
Variable Speed
43
Fan Control
YL 18 1
BR 18 2
GY 18 1 Variable Speed 51
Signal Variable Speed
Fan Control
BK 18 2 Ground Fan Solenoid
Hydraulic Oil
Temperature Sensor
161
The Engine ECM receives input signals from the engine coolant temperature sensor and the
intake manifold air temperature sensor.
Hydraulic oil temperature sensor signals are sent to the Caterpillar Monitoring System main
display module and transmitted over the Cat Data Link to the Engine ECM.
The Engine ECM processes the input signals and sends corresponding output signals to the
variable speed fan solenoid valve.
NOTE: The variable speed fan control feature can be enabled, disabled, and calibrated
using the ET Service Tool. The variable speed fan default setting is enabled.
08/06
162
3 163
The coolant temperature sensor (1) is installed in the jacket water and located on the front of
the engine and the rear of the machine. The sensor sends an input to the Engine ECM (3) with
the temperature of the engine coolant.
The intake manifold air temperature sensor (2) is located in the intake manifold on the left side
of the machine. The sensor also sends an input to the Engine ECM (3) with the temperature of
the air in the intake manifold.
08/06
164
165
The hydraulic oil temperature sender (1) is located on the bottom of the hydraulic tank (2)
behind the cab. The sender sends an input to the Engine ECM (not shown) with the
temperature of the hydraulic oil.
The hydraulic fan solenoid (3) is installed on the accumulator charging valve and solenoid
valve (4). The solenoid valve is an output from the Engine ECM. The valve controls the signal
oil to the pump control valve.
08/06
166
Brake and Hydraulic Fan Pump
The brake and hydraulic fan pump is (1) located on the left side of the machine. The pump is
installed on the engine and is driven by the gear train in the front cover. The pump is a variable
displacement piston pump that is upstroked when the demand for more oil flow is commanded
by the pump control valve.
Located on the engine is the accumulator charging valve and fan solenoid. The valve is also
located on the same side of the engine as the pump.
Also installed on the engine is the Engine ECM (3). The Engine ECM is an A4E4 with a 120
pin connector and a 70 pin connector. The Engine ECM reads key target temperatures and
sends current to the solenoid valve on the accumulator charging valve and fan solenoid (2).
These temperatures will determine the amount of oil sent to the hydraulic fan motor in order to
cool the machine components.
08/06
BRAKE AND HYDRAULIC FAN PUMP

ENGINE OFF
Signal Pump Large

Discharge Actuator Swashplate
Drive
Shaft
Margin
Spring
Flow
Compensator Pressure
Spool Compensator
Spool
Small Actuator
Piston and and Bias Spring
Barrel Assembly
167
When the engine is OFF, the bias spring holds the swashplate at maximum angle.
When the engine is started, the pump drive shaft starts to rotate. Oil is drawn into the piston
bore from the pump inlet. As the pistons and barrel assembly rotate, the oil is forced out the
pump discharge.
08/06

LOW PRESSURE STANDBY
Signal
Pressure Pump
Discharge Large
Actuator Swashplate
Margin
Spring
Flow
Spool Compensator
Spool
Small Actuator
Bias Spring
168
Brake And Hydraulic Fan Pump - Low Pressure Standby
When no flow is demanded, no signal pressure is generated. Flow generated by the pump
creates "low pressure standby." The pump produces sufficient flow to compensate for system
leakage at low pressure standby to provide instantaneous implement response when an
implement is actuated.
At machine start-up, the bias spring holds the swashplate at maximum angle. As the pump
produces flow, system pressure begins to increase because the flow is blocked in the system.
This pressure is felt under both the flow compensator spool and the pressure compensator
spool. The flow compensator spool moves up against the margin spring and permits system oil
to flow around the pressure compensator spool to the large actuator piston.
As pressure in the large actuator piston increases, the large actuator piston overcomes the force
of the bias spring and the pressure in the small actuator piston and moves the swashplate to a
reduced angle. The large actuator piston will move to the right until the cross-drilled passage in
the spool is uncovered. Oil in the large actuator piston can then drained to the pump case. At
this minimum angle, the pump will produce sufficient flow to make up for system leakage.
08/06
NOTE: Low pressure standby is usually higher than margin pressure. This
characteristic is due to the oil flow being blocked by the closed-centered control valves
when all the valves are in HOLD. The blocked pump supply oil pushes the margin
spool up and compresses the margin spool spring more when the pump is at low
pressure standby than during a constant flow condition (which will be discussed later in
detail).
08/06

UPSTROKE
Signal Pump
Pressure Discharge
Large Reduced
Actuator Pressure Swashplate
Margin
Spring
Flow
Spool Compensator
Spool
Small Actuator
Bias Spring
169
Brake And Hydraulic Fan Pump - Upstroke
When the demand for flow is increased, a signal pressure equal to the work port pressure is sent
to the margin spring chamber. This signal pressure increases the force (margin spring plus
signal pressure) at the top of the flow compensator spool to become higher than the supply
pressure at the bottom of the spool. The spool then moves down, blocks oil to the large
actuator and opens a passage to drain. Pressure at the large actuator piston is reduced or
eliminated, which allows the bias spring and small piston to move the swashplate to an
increased angle. The pump will upstroke to produce the required increase in flow.
08/06

CONSTANT FLOW
Signal
Pump
Pressure
Discharge
Large Constant
Margin
Spring
Flow
Spool Compensator
Spool
Small Actuator
Bias Spring
170
As pump flow increases, pump supply pressure also increases. When the pump supply pressure
increases and equals the sum of the signal pressure plus the margin spring pressure, the flow
compensator spool moves to a metering position and the system becomes stabilized.
08/06

DESTROKE
Signal
Pump
Pressure
Discharge
Large Increased
Margin
Spring
Flow
Spool Compensator
Spool
Small Actuator
Bias Spring
171
When less flow is needed, the pump is destroked. To destroke the pump, the force at the
bottom of the flow compensator spool becomes higher than at the top. The flow compensator
spool then moves up directing more pressure and flow to the large actuator piston. The large
actuator piston then overcomes the combined force of the small actuator and bias spring and
moves the swashplate to a reduced angle. The pump will now supply less flow.
08/06

HIGH PRESSURE CUTOFF
Signal
Pressure Pump
Discharge
Large Increased
Margin
Spring
Flow
Spool Compensator
Spool
Small Actuator
Bias Spring
172
The pressure compensator spool is in parallel with the flow compensator spool. The pressure
compensator limits the maximum system pressure for any given pump displacement. The spool
is forced down during normal operation by the pressure compensator spring.
During a stall condition or when system pressure is at maximum, signal pressure is equal to
pump supply pressure. The combination of the signal pressure and the margin spring force
moves the margin spool down. This movement of the margin spool normally opens a passage
in the pump control valve for the oil in the large actuator piston to drain and causes the pump to
upstroke. However, since the supply pressure is high enough, the pressure cutoff spool is
forced up against the spring. This movement of the pressure compensator spool directs pump
system pressure to the large actuator piston. The increase in pressure allows the large actuator
piston to overcome the combined force of the small actuator piston and bias spring to destroke
the pump. The pump is now at minimum flow and pump supply pressure is at maximum.
This feature eliminates the need for a main system relief valve in this brake and hydraulic fan
system. Maximum system pressure is adjusted by turning the adjustment screw for the pressure
compensator spool.
08/06
1 2
3
4
7
12
11
8
10
9
173
Accumulator Charge Valve and Hydraulic Fan Solenoid
The accumulator charge valve and hydraulic fan solenoid is a priority valve. The operation of
the valve determines the oil flow for the hydraulic fan system and the braking system. The
amount of flow going to the hydraulic fan motor is determined by a solenoid valve, which feeds
pressure back to the load sense line to the pump control valve. A priority valve in the fan drive
portion determines whether or not to send flow to the fan. Whenever the brake accumulators
are adequately charged, the priority valve will be open, allowing full flow to the fan. However,
when brake accumulator pressure is low, the priority valve will be shut off by the brake charge
cut-in valve, forcing the majority of the flow to the brake charge section of the block. The
brake charge section of the block will send the flow to the brake accumulators to charge them.
The two halves are separated by a brake charge check valve, intended to hold the oil pressure
within the brake charge section of the block.
08/06
The following components are located on the fan control and brake accumulator charging
valve:
- Signal line to the fan and brake pump (1)

- Fan solenoid valve, an electronic output of the Engine ECM which controls the speed of
the cooling fan (2)
- Relief valve, limits the maximum pressure in the brake system (3)
- Cut-in valve, maintains minimum brake accumulator pressure (4)
- Return hose to the hydraulic tank (5)
- Cut-out valve, maintains maximum brake accumulator pressure (6)
- Brake pressure switch, warns the operator when brake accumulator pressure is low (7)
- Inverse shuttle valve, maintains equal charge pressure in both accumulators (8)
- Accumulator ports (9)
- Pump inlet port (10)
- Hydraulic fan motor outlet port (11)
- Priority valve, blocks flow to the hydraulic fan motor when the brake accumulators are
charging (12)
08/06
1
2
174
Service Brake Valve
This illustration shows the service brake valve (1). The service brake valve is located under the
cab at the articulation hitch.
The pressure tap (2) is for the rear brakes and the pressure tap (3) is for the front brakes.
08/06
Front Brake Rear Brake

Accumulator Accumulator
BRAKE SYSTEM
To
Left Brake Right Brake PARKING BRAKE RELEASED
Power Train
Pedal Pedal
ECM
Brake Lights
Brake
Rear Axle Accumulator Pressure
Brakes Charging Switch
Hydraulic
Fan Valve
Service Motor
Brake
Valve
Brake
Pressure
Switch
Front Axle
Brakes
Parking Parking
Brake Brake
Valve Actuator
Brake
and
Hydraulic
Fan Pump
Parking
Brake
Tank
175
This illustration shows the brake system with the parking brake disengaged. The parking brake
actuator is spring applied and hydraulically released. When the operator pushes the parking
brake knob inward, the parking brake valve is shifted mechanically downward allowing brake
oil to flow to the parking brake actuator. The springs are compressed and the lever moves the
arm downward releasing the parking brake. At this time, the parking brake pressure switch
sends a signal to the Power Train ECM informing the ECM that the parking brake is
disengaged and the transmission can be shifted to FORWARD or REVERSE. Also, the Power
Train ECM turns off the parking brake LED.
08/06
Front Brake Rear Brake

Accumulator Accumulator
BRAKE SYSTEM
To Right Brake PARKING BRAKE RELEASED
Power Train Left Brake Pedal
Pedal SERVICE BRAKES APPLIED
ECM
Brake Lights
Brake
Rear Axle Accumulator Pressure
Brakes Charging Switch
Hydraulic
Fan Valve
Service Motor
Brake
Valve
Brake
Pressure
Switch
Front Axle
Brakes
Parking
Brake
Parking
Actuator
Brake
Valve
Brake
and
Hydraulic
Fan Pump
Parking
Brake
Tank
176
This illustration shows the brake system with the engine running and the parking brake
disengaged. The parking brake actuator is spring applied and hydraulically released. When the
operator pushes the parking brake knob inward, the parking brake valve is shifted mechanically
downward allowing brake oil to flow to the parking brake actuator. The springs are compressed
and the lever moves the arm downward releasing the parking brake. At this time, the parking
brake pressure switch sends a signal to the Power Train ECM informing the ECM that the
parking brake is disengaged and the transmission can be shifted to FORWARD or REVERSE.
Also, the Power Train ECM turns off the parking brake LED.
Also, this illustration shows the service brakes applied. The right brake pedal is depressed and
the service brake valve shifts downward and the charged brake oil is directed to the service
brakes. If the machine is equipped with stop lights, the lights will be illuminated.
08/06
SERVICE BRAKE VALVE

NOT ACTIVATED
Boot
Plunger
Return Spring Plunger Springs
Ball Retainer Shims
Ball
Upper Spool Check Valve
Front Brake Port

Tank Port
System Pressure Port

Lower Spool Upper Spool Orifice
Rear Brake Port Upper Spool Passage

Tank Port

Upper Spool Orifice
Lower Spool Passage

Lower Return Spring
177
Service Brake Valve Not Activated
The service brake valve has two individual brake ports. Also, the brake valve has two
individual spools which control the flow of oil to the individual brake ports. The upper brake
port is for the front service brakes and the lower brake port is for the rear service brakes. With
the service brake valve, the pressure at the upper brake port is 207 kPa (30 psi) higher than the
pressure at the lower brake port. Also, the spring force will be proportional to the plunger
movement.
The brake control valve is equipped with a check valve. The check valve prevents spikes in the
tank port from entering the cavity with the plungers springs and acting on the the plunger and
eventually transferring to the brake pedal.
The brake control valve is also equipped with shims that are between the ball retainer and the
plunger spring. These shims are used to adjust the maximum pressure that is directed to the
service brakes.
08/06
SERVICE BRAKE VALVE

BRAKES ACTIVATED
Boot
Plunger
Return Spring Plunger Springs
Ball Retainer Shims
Ball
Check Valve
Upper Spool
Front Brake Port

Tank Port

Lower Spool
Upper Spool Orifice
Rear Brake Port Upper Spool Passage

Tank Port
Lower Spool Orifice
Lower Spool Passage

Lower Return Spring
178
Service Brake Valve - Activated
In order to initiate the operation of the service brake valve, the operator depresses the brake
pedal (not shown). The brake pedal contacts the plunger. The plunger is pushed in the
downward direction against the plunger and return springs. The plunger spring puts a
downward force on the ball retainer, the ball, the upper spool down, and the lower spool. The
front brake port will be blocked from the upper tank port. The front brake port will then be
open to flow from the system pressure port (from the front brake accumulator). Also, the
system oil flows through the orifice and the upper spool passage into the cavity between the
upper spool and the lower spool. The oil pressure on the bottom area of the upper piston puts
an upward force on the upper spool pushing the spool against the plunger spring.
The upper spool moves the lower spool downward compressing the lower return spring. The
rear brake port will then be open to flow from the system pressure port (from the rear brake
accumulator). At this time, the oil flows through the lower spool orifice and the lower spool
passage into the lower spool spring cavity. The oil pressure on the bottom area of the lower
spool puts an upward force on the lower spool pushing the spool against upper spool and the
plunger spring. The spool movements are equalized.
08/06
Increasing the downward movement of the plunger will increase the spring force and cause
pressure at the service brake ports to increase until maximum pressure is reached.
Decreasing the downward movement of the plunger will decrease spring force and cause
pressure at the service brake ports to decrease. The combination of the return springs and the
upward force on the upper and lower spools move the spools upward. When the service brake
pedal is fully released, the service brake ports will be open to the tank ports.
08/06
CATERPILLAR MONITORING SYSTEM

Speedometer/ Main Display Action
Gauge Cluster Tachometer Module Lamp
Module Module
° CkPa Miles KM RPM LiterSERV

12 MPH
km/h 3F CODE
X10
Action
Alarm Input
Components
Display Data Link
Cat Data Link
Transmission ECM Implement ECM

Engine ECM
Input Input Input
Components Components Components
179
CATERPILLAR MONITORING SYSTEM
This illustration shows the the relationship of the Caterpillar Monitoring System to the other
ECMs on the "H" Series Wheel Loaders. Information displayed on the Caterpillar Monitoring
System is sent to the main display module from input components in the monitoring system.
Information is also received by the monitoring system from the Transmission ECM, Engine
ECM, and Implement ECM over the CAT Data Link.
The "H" Series Wheel Loaders use a programmable Caterpillar Monitoring System main
display module, which enables installation of updated software that may include future control
system features.
08/06
180
Fuel Level Sender
The fuel level sender is located on the top of the fuel tank on the right side at the rear of the
machine. The sender can be accessed by raising the engine hood.
The sender measures the depth of fuel in the tank. The fuel level sender has an internal
resistance between 28 and 250 Ohms and is connected to pin 9 and the Cat Monitoring System
ECM. The quad gauge displays the fuel level.
The depth of the fuel in the tank determines the position of the sender float. As the float rotates
upward and downward on the sender arm, the resistance of the sender varies according to the
level.
The output resistance decreases as the fuel level increases and the output resistance increases as
the fuel level decreases.
NOTE: The fuel level sender can be service separately from the float assembly.
08/06
181
The fuel level indicator is located on the left side of the dash panel. This indicator illuminates
when the fuel level is low.
08/06
182
Hydraulic Oil Temperature Sensor
The hydraulic oil temperature sensor is located in the lower end of the hydraulic tank. The
sensor is a passive temperature sensor with a thermistor at the tip. The voltage output will
decrease as the temperature increases in the tank. The signal from the sensor is connected to
the Cat Monitoring System ECM.
08/06
183
Brake Pressure Switch
The brake pressure switch (1) is located on the right side of the machine below the Engine
ECM (2) and next to the engine oil pan (3). The pressure type switch contacts are normally
open. When the engine is running, the switch makes contact as the brake accumulator oil
pressure increases to approximately 8270 kpa (1200 psi). If the brake pressure decreases to
approximately 6890 kPa (1000 psi), the contacts will open the ground path for pin 20 on the
Cat Monitoring System ECM. The brake oil pressure alert will begin flashing on the main
display module.
08/06
184
185
Axle Oil Temperature Sensors
The above illustrations show the location of the axle oil temperature sensors. The sensor (1) is
located in the front differential. The sensor (2) is located in the rear differential. The sensors
are passive temperature sensors with a thermistor at the tip. The voltage output of the sensor
will decrease as the oil temperature in the respective differentials increases. The front axle
temperature sensor is connected to the Cat Monitoring System ECM. The rear axle temperature
sensor is connected to the Cat Monitoring System ECM.
08/06
186
4 3
5
6
7
1
187
Filter Bypass Switches In The Right Side Service Bay
These illustrations show the locations of the power train filter pressure bypass switch (2) and
the hydraulic oil filter bypass switch (7) in the service bay.
The power train filter bypass switch (2) is a pressure differential switch which will give a Level
3 Warning when the filter is bypassing. The Cat Monitoring System will announce the
warning when the transmission oil temperature is at normal operating temperature.
The hydraulic oil filter bypass switch (7) is located on the filter base (1) base. The switch
signals for illumination when the pressure is above 138 kPa (20 psi).
08/06
The hydraulic oil S•O•S port (4) (Blue) is located on the filter base (1) and the power train
S•O•S port (6) (Purple) is located on the power train filter base (3).
Also shown is the brake accumulators (5)

08/06
188
189
Torque Converter Outlet Temperature Sensor
The torque converter outlet temperature sensor (1) is a passive sensor that sends an input
temperature signal to the Cat Monitoring System ECM. The monitoring system interprets the
temperature signal and moves the needle for the transmission oil temperature indicator (3) to
reflect the oil temperature.
Also shown is the Engine ECM (2).

08/06
190
191
Electrical System
The indicator (1) for the electrical system will illuminate when there is a malfunction in the
electrical system. The system voltage is too high for normal machine operation or the system
voltage is too low for normal machine operation.
If the electrical loads are high with low engine speed, the alternator output is increased. If the
alert indicator for the electrical system turns off within one minute, the electrical system is
operating normally.
Overloading may occur during periods of low engine speeds. Revise the operating cycle in
order to avoid overloading the electrical system. Overloading the electrical system could result
in discharging the batteries.
08/06
If this procedure does not cause the alert indicator to turn off, stop the machine and investigate
the cause of the fault. The fault may be caused by an alternator belt that is loose or broken.
Also, the cause of the fault might be faulty batteries.
If the indicator remains on or near normal operating speeds and with light electrical loads, stop
the machine and investigate the cause of the fault. The fault may be caused by an alternator belt
that is loose or broken. Also, the cause of the fault maybe the batteries or the alternator .
The electrical indicator is connected to the "R" (3) contact on the alternator (2).
08/06
192
Action Alarm
The action alarm (1) is an output of the Cat Monitoring System (pin 4). When the action alarm
is audible, the machine needs immediate attention. A safe machine shutdown is required. The
main display module will sound the action alarm whenever a warning category 3 problem
exists. An alarm for a warning category 3 is a pulsating sound. The alarm for a warning
category 2S is a continuous tone.
The action alarm does not operate when the engine is stopped. The main display module uses
functions in order to determine when the engine is running. The following functions are
examples: the engine oil pressure, the alternator speed, and the engine speed. If necessary, the
action alarm SOUNDS when the main display module decides that the engine is running.
The action alarm is located behind the operator’s seat next to the Implement ECM (2).
08/06
193
Engine Tachometer
The tachometer located on the front dash panel shows an analog display of the engine speed in
both rpm and km/h. The engine speed is determined by the information sent to the Cat
Monitoring System module over the Cat Data Link from the Engine ECM.
The crankshaft speed timing sensor and the camshaft speed timing sensor initiate the input
signals to the Engine ECM.
The Cat Monitoring System also sends the Module Clock signal and the Data signal to the
tachometer module.
08/06
194
CONCLUSION
This presentation has provided information on the machine systems for the 966H Wheel Loader
that is equipped with a C11 ACERT™ Engine and the 972H Wheel Loader equipped with a
C13 ACERT™ Engine. Understanding the information and features accessible using Cat ET
can make troubleshooting, diagnosis, and testing easier and more accurate. Always use the
latest Service Information to ensure that the most current specifications and test procedures are
used.
NOTE: For additional information in troubleshooting the engine, refer to the Service
Manual module Troubleshooting "C11 and C13 Engines for Caterpillar Built Machines"
(RENR9318).
08/06
HYDRAULIC SCHEMATIC COLOR CODE
Black - Mechanical Connection. Seal Red - High Pressure Oil
Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere or Air (No Pressure) Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure
Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure
Green - Tank, Sump, or Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
HYDRAULIC SCHEMATIC COLOR CODE
This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.

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SERV1815

GLOBAL SERVICE LEARNING

966H AND 972H WHEEL LOADERS

Service Training Meeting Guide

966H Wheel Loader Specalog AEHQ5657

Estimated Time: 8 Hour

© 2006 Caterpillar Inc.

POWER TRAIN ...................................................................................................................43

TABLE OF CONTENTS (continued)

Transmission Relief Valve ..............................................................................................83

IMPLEMENT ELECTROHYDRAULIC SYSTEM............................................................94

STEERING SYSTEM ........................................................................................................158

TABLE OF CONTENTS (continued)

Pump Upstroke .............................................................................................................165

BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS.......................................191

CATERPILLAR MONITORING SYSTEM ......................................................................219

HYDRAULIC SCHEMATIC COLOR CODE...................................................................233

966H AND 972H WHEEL LOADERS

© 2006 Caterpillar Inc.

WHEEL LOADER COMPONENTS

Fan Rear Rear Steering Parking Front Front

Accumulator Torque Implement and Steering Control

Electrical Components Engine Components Hydraulic Components Power Train Components

C11 / C13 ENGINE Cat Data Link Caterpillar Monitor

INPUT COMPONENTS OUTPUT COMPONENTS

Coolant Temperature Sensor + 5Volt (Sensors)

Engine Oil Pressure Sensor

Intake Manifold Air Temperature Sensor Air Filter

Key Start Switch ON (B+)

Auto Reversing Fan Switch

Camshaft Speed Timing Sensor

Engine Electrical Block Diagram

Engine Right Side

Components which can be seen are:

Engine Left Side

Components which can be seen are:

Crankshaft Speed Timing Sensor

Also shown is the brake and hydraulic fan pump (2).

Engine Speed/Timing Calibration Port

Remove the plug (3) in order to install the timing probe.

C11 / C13 ACERT ENGINE FUEL DELIVERY SYSTEM

Fuel Transfer Pump

Highest Rated Torque Map

Default Torque Map

300 hp = 500 hp - (500 hp - 100 hp) X 50% (.50)

Fuel Filter Sensors

FUEL TEMPERATURE DERATE

Fuel Temperature Derate

Excessive fuel temperature will cause injector wear.

FUEL FILTER RESTRICTION DERATE

High Fuel Filter Restriction Derates

Engine Inlet Air System

NOTE: The wastegate calibration is preset at the factory.

Turbo Inlet Pressure Sensor

AIR INLET RESTRICTION DERATE

Air Inlet Restriction Derate

Oil Pressure Sensor

LOW OIL PRESSURE

100 35% Derate

C11 / C13 ACERT ENGINE FUEL DELIVERY SYSTEM