Senr3193 Hydrostatic Transmission

1986/01/31 Testing And Adjusting (SENR3193)
SMCS -
Hydrostatic Transmission
When the oil in the transmission gets hot, it causes the air to
expand and build up pressure in the unit. This pressure can
remain in the unit after the engine and pumps are stopped.
Personal injury can be caused if this pressure is not released
before any service is done on the drive system. To prevent
possible injury, remove the cap from the oil filler tube before any
fitting, hose or component on the drive system is loosened,
tightened, removed or adjusted. The cap must be replaced when
the testing is completed.
The bucket and other implements must always be flat on the

ground before service is started. When it is necessary for an
implement to be raised while tests and adjustments are being
done, be sure to have the correct support. In the case of the
bucket, it must be in the full dump position.
Always move the machine to a location away from the travel of

other machines. Always wear the seat belt, and be sure that
other personnel are not near the machine when the engine is
running and tests or adjustments are being made.
During a diagnosis of a problem in the hydrostatic transmission, remember that correct oil
flow and pressure are necessary for correct operation. Pump output (oil flow) is a function
of engine speed (rpm). Oil pressure is caused by resistance to the flow of oil.
Visual checks and measurements are the first steps when troubleshooting a problem.
Then do the operational and system checks and, last, the Instrument Tests.
The solution to a problem in the hydrostatic drive system can be made easier if a few
basic facts are remembered.
1. The performance of the system will decrease very fast if the level and viscosity of the
oil in the transmission is not in accordance with specifications. Oil level that is too high
can cause overheating and a level of oil that is too low can cause the unit to malfunction
completely. Oil that is too thick (high viscosity) can cause the filter bypass valve to open
and send part or all of the output from the charge pump back to the sump. This will cause
a loss in vehicle speed and performance.
2. There is a direct relationship between engine speed (rpm) and the performance of the
transmission. If the engine speed does not reach HIGH IDLE when the governor control
lever is pulled back to the HIGH IDLE detent, the performance of the HPCU will decrease
or stop completely.
3. It is possible for the engine to run at an rpm that is lower than HIGH IDLE, even with
the governor control lever pulled into the HIGH IDLE detent. This can be caused by a
linkage problem, the quality of the fuel, the condition of the fuel filters and air in the fuel
system.
4. Mechanical linkages that are out of adjustment or damaged can cause the machine to
drift to the side when traveling, the engine to stop when the load becomes too great, or
cause movement of the machine to stop.
5. Other systems on the machine can cause a decrease in the performance of the drive
system. If the tracks are adjusted too tight, the machine can run too slow. If an implement
is held in the engaged position afte the relief valve has opened, it can cause the machine
to run slow.
Visual Checks
A visual inspection of the system is the first step when troubleshooting a problem. Make
the inspection with the engine off, the implements on the ground and all controls in PARK
https://sis2.cat.com/#/service-detail?
or HOLD.
serialNumber=19Z01732&ieSystemControlNumber=SENR31930002&mediaNumber=SENR3193&infoType=-1&hideDocumentStructure=false
1. Check the level of the oil in the transmission.
NOTE: Many problems in the drive system are caused by a low oil level or air in the oil. If
the engine has not been started and run for several minutes, this check of the oil level will
only insure that there is oil in the unit and it can be started. If the machine has been
setting overnight or longer without the engine running, the level of the oil will be high. This
is caused by oil running into the unit from the oil cooler. An accurate check of the oil level
will be made later after this oil has been heated and the engine is running.
NOTE: There is a filter relief valve, on the inlet side of the filter, that will open and let oil
return to the sump whenever the pressure difference between inlet oil and outlet oil
through the filter reaches 170 kPa (25 psi). Any oil that is bypassed by this relief valve is
not sent through the transmission, but returns to sump.
2. Inspect all lines and connections for damage or leaks.
NOTE: If oil can leak out of a fitting or connection, air can leak in. Air in the system can
be as much of a problem as a lack of oil.
3. Inspect the control linkage for bent, broken, damaged or disconnected components.
NOTE: It is very easy to damage the control linkage when the cab is lowered into place
unless care is taken to prevent it.
Operational Checks
The following procedure can be used to check the operation of the hydrostatic drive
system.
Preparation of the Machine.
a. Check all fluid levels on the machine (engine lube and coolant, hydraulic oil,
transmissions, etc.).
NOTE: The oil level in the transmission can be above the FULL mark at this time
because the oil in the cooler has run out into the transmission.
b. Move the machine to an area that is smooth and level and free of other traffic. The
area must be long enough to be able to run the machine over a measured distance of
30.5 m (100 ft.).
c. Turn the plunger on the sync cutoff valve in (clockwise) until the valve is closed.
Tighten the locknut.
NOTE: This plunger must be turned out (counterclockwise) three full turns after the tests
are completed. Tighten the locknut after the plunger is turned out.
d. Install an accurate tachometer in the tach drive location on the engine. Use a 6V3121
Multitach Group.
e. Check and be sure that all control levers (transmission and implements) are in PARK
or HOLD position.
1. TEST CONDITION: With the transmission control lever in PARK, start the engine and
move the governor control lever against the LOW IDLE detent. Check the level of the oil
in the transmission.
ANALYSIS:
The oil level must be between the ADD and FULL marks on the oil level gauge.
ACTION:
If the level of the oil is below the ADD mark, add enough oil to bring the level up to the
ADD mark. If too full, take some oil out.
2. TEST CONDITION: Pull the governor control lever into the HIGH IDLE detent position.
ANALYSIS:
a. Did the engine start without a problem?
b. Did the engine rpm go to HIGH IDLE?
c. Does the engine run smoothly?
ACTION:
a. If the linkage on the governor control lever has the correct adjustment and engine is
not running correctly, refer to TROUBLESHOOTING in the Engine section.
3. TEST CONDITION: Shut the engine off and move the transmission control lever to the
maximum FORWARD (or REVERSE) position. Start the engine again and pull the
governor control lever slowly into the HIGH IDLE detent.
ANALYSIS:
a. Did the machine move forward (or reverse) as indicated by the position of the control
lever?
ACTION:
a. When the transmission control lever is in any position but PARK when the engine is
started, there should be no movement by the machine. This is caused by the safety vent
feature in the transmission controls. If the machine does move, it is an indication that the
start vent valve is stuck in the reset position. Remove the valve spool and check for
contamination and/or damage.
4. TEST CONDITION: With the governor control lever in the HIGH IDLE detent, move the
transmission control lever to PARK and then to full FORWARD.
ANALYSIS:
a. Does the machine move forward?

b. Does one track start before the other?
c. Did the machine hesitate before it started to move?
ACTION:
a. When the transmission control lever is pulled into the full FORWARD position, the
machine should move forward. If it doesn't do Test 6. If the machine still doesn't move, do
the following:
1. Check the engine rpm. The engine rpm must be above 1200 or the start vent will not
reset.
2. Check the position of the U-TUBE, if so equipped, on the brake bleed instruction plate.
If it is in any position but RUN, the machine will not move.
3. If the engine rpm is above 1200 and the machine does not move, bleed the air out of
the brakes (machines with U-TUBE).
4. Check the adjustment of the center pedal and linkages and linkage to the FORWARD-
PARK-REVERSE lever.
NOTE: See INSTRUMENT TEST when doing any pressure testing and use the
TRANSMISSION TROUBLESHOOTING DATA SHEET.
5. Check the following: Charge pressure and brake pressure [must be higher than 875
kPa (125 psi)]. Underspeed differential pressure [1275 kPa (185 psi)] at HIGH IDLE in
BRAKES OFF. Servo supply pressure [2450 kPa (355 psi)].
6. Remove the cover on the transmission and check the adjustment of the linkage and
look for leaks.
b. Check the linkage between the steer pedals and the steer levers on the transmission.
Bleed the air from the brakes. Check the neutral setting of the servo-valves with the
pressure gauges. (See INSTRUMENT TESTS). Check the main spools in the charge and
main relief valves. Check the pumps and motors for possible failure.
c. See PROCEDURE TO REMOVE AIR FROM SYSTEM.
5. TEST CONDITION: Do Test 4 with the transmission control lever in REVERSE.
6. TEST CONDITION: With the governor control lever in HIGH IDLE detent, move the
transmission control lever to PARK.
ANALYSIS:
a. Do the tracks stop?

b. Does one track stop before the other?
ACTION:
a. When the transmission control lever is moved to the PARK position, the machine must
stop. If it does not, check the control linkage for correct adjustment.
b. See PROCEDURE TO REMOVE AIR FROM SYSTEM.
Check the neutral setting of the servovalves with pressure gauges. (See Pressure Testing
and the Transmission Troubleshooting Data Sheet page 87.
7. TEST CONDITION: With the governor control in HIGH IDLE detent, move the
transmission control lever to full FORWARD. Push down slowly on the center pedal.
ANALYSIS:
a. Does the machine slow down?

b. Does the machine stop when the pedal is fully pushed down?
ACTION:
a. When the center pedal is pushed down slowly, the machine must slow down. If it
doesn't, check the adjustment of the pedal and linkage.
b. When the center pedal is pushed down all the way, the machine must come to a stop.
If it doesn't, check the adjustment of the pedal and linkage.
8. TEST CONDITION: With the governor control lever in HIGH IDLE detent, slowly move
the transmission control lever into the FORWARD position and then into REVERSE.
Carefully watch the movement of the lever and make a mark on the "V" at the place
where the center of the lever was when the machine just started to move in both
FORWARD and REVERSE.
ANALYSIS:
a. Measure the distance from the point of the "V" to the marks. Are they approximately
the same and do they happen within 25 mm (1 in.) from the point of the "V"?
b. Does the machine have sudden movement in one direction and not in the other?
ACTION:
a. When the governor control lever is in HIGH IDLE detent and the transmission control
lever is moved into the FORWARD or REVERSE position, the machine must move when
the lever is approximately 25 mm (1 in.) from PARK along either leg of the "V" pattern. If
the distance the lever must move along either leg of the "V" is more than 25 mm (1 in.),
make an adjustment to the linkage between the lever and the transmission.
b. Slow movement of the transmission control lever to get slight FORWARD or

REVERSE speed must cause the machine to move in the direction desired and the
movement must be smooth. If it is not, check the adjustment of the linkage for the pilot
valve. Linkage is located under the top cover of the transmission.
NOTE: Whenever it is necessary to make an adjustment to the linkage for the

transmission control lever, be sure to check the adjustment of the switch for the back-up
horn. The switch will put pressure on the lever toward the forward side when it is installed
correctly.
9. TEST CONDITION: Move the governor control lever down from HIGH IDLE until the
engine speed is 1500 rpm. Move the transmission control lever to full FORWARD
position.
ANALYSIS:
Does the machine move forward immediately?
ACTION:
Since the engine speed is higher than 1200 rpm, the machine should move forward
immediately. If it does not, bleed the air out of the brakes. If it still does not move, check
the adjustment of the linkage to the underspeed override valve. If the adjustment of the
linkage is correct, see INSTRUMENT TESTS and check for correct charge pressure.
10. TEST CONDITION: Move the governor control lever to HIGH IDLE when the engine
speed is HIGH IDLE. Move the transmission control lever to full FORWARD. With the
machine moving forward, push the right side steer pedal all the way down.
ANALYSIS:
a. Does the right track rotation continue in the forward direction?

b. Does the machine do a pivot turn to the right (right track rotation stops)?
c. Does the machine move to the rear?
ANALYSIS:
a. When the machine is moving forward and the right steer pedal is pushed all the way
down, the right track rotation must reverse, giving a spot turn (left track forward-right track
reverse). Any other action by the machine is an indication of a problem. If the right track
continues to move forward, check the linkage between the right steer pedal and the
transmission. If the linkage is adjusted correctly, check for a broken oil line between the
servovalve and servo cylinder on the right side. If there is no broken oil line, check the
condition of the servo cylinder and the linkage for steering on the right side.
b. With either steering pedal pushed all the way down, a pivot turn is not permitted, only a
spot turn. Check to be sure the linkage adjustment is correct and the stops for the
steering levers are within 3.0 mm (.125 in.) of each other.
c. Movement to the rear by pushing the steer pedal or pedals down all the way must not
occur unless the transmission control lever is in the REVERSE position. Check for a
broken oil line between the servovalve and the servo cylinder and the left side or a
problem with the servo cylinder.
11. TEST CONDITION: Move the governor control lever to HIGH IDLE when the engine
speed is HIGH IDLE. Move the transmission control lever to full FORWARD. With the
machine moving forward, push the left side steer pedal all the way down.
ANALYSIS:
a. Does the left track rotation continue in forward direction?

b. Does the machine do a pivot turn to the left (left track rotation stops)?
c. Does the machine move to the rear?
ACTION:
a. When the machine is moving forward and the left steer pedal is pushed all the way
down, the left track rotation must reverse, giving a spot turn (right track forward-left track
reverse). Any other action by the machine is an indication of a problem. If the left track
continues to move forward, check the linkage between the left steer pedal and the
transmission. If the linkage is adjusted correctly, check for a broken oil line between the
servovalve and servo cylinder on the left side. If there is not broken oil line, check the
condition of the servo cylinder and the linkage for steering on the left side.
b. With either steer pedal pushed all the way down, a pivot turn is not permitted, only a
spot turn. Check to be sure the linkage adjustment is correct and the stops for the
steering levers are within 3.0 mm (.125 in.) of each other.
c. Movement to the rear by pushing the steer pedal or pedals all the way down must not
occur unless the transmission control lever is in the REVERSE position. Check for a
broken oil line between the servovalve and servo cylinder on the right side or a problem
in the servo cylinder.
12. TEST CONDITION: Move the governor control lever up to HIGH IDLE detent. Pull the
transmission control lever to full FORWARD position. Run the machine over a measured
distance of 30.5 m (100 ft.).
ANALYSIS:
a. Does the machine run the distance in the correct time?
b. Does the machine drift to the right or left? If so, how much?
ACTION:
a. When all adjustments are correct (within specifications), the machine will run a
distance of 30.5 m (100 ft.) in 12.0 seconds or less for the 943; 11.0 seconds or less for
the 953, 963 and 973. If it does not, check the following.
1. Engine speed.
2. Track adjustment.
3. A lever for a hydraulic implement has been activated.
4. Oil level in the transmission.
5. Cut-in rpm of the underspeed override valves.
6. Center pedal or steer linkage not adjusted correctly.
7. Transmission control linkage.
NOTE: Check the full speed stop on the underspeed valve group.
8. Problem inside transmission-do the Instrument Tests.
b. Maximum allowable drift, left or right, with the sync cutoff valve closed is 3.65 m (12 ft.)
in 30.5 m (100 ft.) of travel. If the drift is more than this, check the linkage between the
steering control pedals and the transmission. If the linkage adjustment is correct, make
an adjustment to the sync screw through the plugs in the rear of the top of the
transmission.
13. TEST CONDITION: Do Test 12 with the transmission control lever in REVERSE
position.
ANALYSIS:
a. Does the machine run the distance in the correct time?

b. Does the machine drift to the right or left? If so, how much.
ACTION:
a. When all adjustments are correct (within specifications), the machine will run a
distance of 30.5 m (100 ft.) in 12.0 seconds or less for the 943; 11.0 seconds or less for
the 953, 963 and 973. If it does not, check the following:
1. Engine speed.
2. Track adjustment.
3. A lever for a hydraulic implement has been activated.
4. Oil level in the transmission.
5. Cut-in rpm of the underspeed override valves.

6. Center pedal or steer linkage not adjusted correctly.
7. Transmission control linkage.
NOTE: Check the full speed stop on the underspeed valve group.
8. Problem inside transmission-do the Instrument Tests.

b. Allowable drift in reverse is greater than in forward.
NOTE: If drift in reverse is within specifications, open the sync cutoff valve and check
both forward and reverse. Drift should be minimum in both directions.
NOTE: For the next test prepare the machine as follows:
1. Shut off the engine.
2. Remove the cover on the oil filler tube for the transmission and let the air out.
3. Move the U-TUBE or plug brake line on the brake instruction panel from RUN to TOW.
Use extreme care while doing these tests. It is possible, under

conditions of wear, for the track brakes to slip and let the
machine move. See PROCEDURE FOR TESTING BRAKES before
doing any tests or adjustments.
Pull the transmission control lever into the full FORWARD position and hold it for 30
seconds. Move the lever back to PARK and leave it for 30 seconds. Pull the lever into full
REVERSE position and hold it for 30 seconds. Move the lever back to PARK and leave it
for 30 seconds. Repeat this procedure as often as necessary to get the desired oil
temperature of 80 ± 5°C (175 ± 10°F).
NOTICE
The next two tests are stall tests, which means that the
pressures in the system can be as high as 38 000 kPa (5500 psi).
These pressures will happen whenever the transmission control
lever is pulled into the full FORWARD or full REVERSE
positions. Therefore, do not hold the transmission control lever
in full FORWARD or REVERSE for more than one minute. Move
the lever back to PARK for at least 30 seconds before moving it
to full FORWARD or REVERSE again.
14. TEST CONDITION: Start the engine and pull the governor control lever into the HIGH
IDLE detent. Slowly pull the transmission control lever into the full FORWARD position.
ANALYSIS:
When the transmission control lever is pulled into full FORWARD, the engine should
operate smoothly at 1950 ± 100 rpm for the 943, 953 and 973 and at 1850 ± 100 rpm for
the 963. If it does not, it means that the swashplates on the axial piston pumps are
moving back and forth and the transmission has excessive leakage in the drive circuit.
NOTE: When the 973 is at stall, the engine may not operate smoothly. There may be
some slight rpm variation.
ACTION:
Push the transmission control lever back to the PARK position. Slowly pull it back to full
FORWARD position. IF the results are the same as before, do the Instrument Tests.
Check underspeed cut-in, overspeed valve setting, main relief too low, underspeed
override not correctly adjusted or engine problems.
15. TEST CONDITION: Start the engine and pull the governor control lever into the HIGH
IDLE detent. Slowly pull the transmission control lever to full REVERSE position.
ANALYSIS:
When the transmission control lever is pulled into full REVERSE, the transmission should
operate in the same manner as it would if it was under maximum load. If it does not, it
means that the swashplates on the axial piston pumps have returned to zero angle and
the transmission has vented.
ACTION:
Push the transmission control lever back to the PARK position. Slowly pull it back to full
REVERSE position. If the results are the same as before, do the Instrument Tests. Check
underspeed cut-in, overspeed valve setting, main relief too low.
After the tests are completed, put the U-TUBE back in the run position and turn the
plunger on the sync cutoff valve out (counterclockwise) three full turns. Tighten the
locknut after the plunger is turned out.
Checks For The Seven Systems

1. Charge pump and filter system.
2. Underspeed and overspeed system.

3. Operate/brake spool system.
4. Servo control system.
5. Piston pumps, motors and relief systems.
6. Transmission oil cooler system.

7. Two speed motor shifting system (973 Loaders only).
The following procedure can be used to check the operation of the seven hydrostatic
drive systems.
Preparation of the Machine.
transmission, etc.).
b. Move the machine to an area that is smooth and level and free of other traffic. The
area must be long enough to be able to run the machine over a measured distance of
30.5 m (100 ft.).
are completed. Tighten the locknut after the plunger is turned out.
d. Install an accurate tachometer in the tach drive location on the engine. Use 6V3121
Multitach Group.
e. Check and be sure that all control levers (transmission and implements) are in PARK
or HOLD position.
Transmission Troubleshooting Data Sheet in this manual.
1. Charge pump and filter system. The operating condition of this system can be
determined by checking the venturi differential pressure (difference between venturi
upstream pressure and venturi throat pressure). This differential pressure can be used to
determine if there is sufficient flow going from this system to the remainder of the
transmission to allow it to operate correctly. A venturi differential pressure that is less
than the specification indicates a problem in this system.
Any malfunction in this system will affect the operation of both tracks equally
since it provides flow for all other systems.
1. Underspeed valve throat pressure tap. 2. Underspeed valve upstream pressure tap. 5. Venturi throat
pressure tap. 6. Venturi upstream pressure tap.
2. Underspeed and overspeed system. The operating condition of these valves, spools
and lines can be determined by the differential pressure (upstream pressure minus throat
pressure) of the underspeed valve. The underspeed upstream and throat pressure can
be checked at quick disconnects (2) and (1) on top of the main control valve. If the
differential pressure of the underspeed valve is within the specification and there is no
movement of the tracks, the problem is in the mechanical linkage of the system.
This system affects the operation of both tracks equally.
8. Charge pressure tap. 13. Plug.

3. Operate/brake spool system. To check the operating condition of the system, measure
the pressure at plug (13) on the top left end of the main control valve with the
transmission control lever in the BRAKES OFF (formerly Reset) position. This pressure
can be used to determine the operation of the components. If this pressure is
approximately the same as charge pressure (8), the system is functioning correctly. The
pressure going to this plug also controls the portion of the operate/brake spool that is a
part of the underspeed and overspeed system. If the difference between underspeed
upstream and throat pressure is low, the prssure at plug (13) can be used to determine if
the operate/brake spool is the cause of the problem. Pressure checks at the other plugs
on top of the main control valve can be used to determine if there are problems with any
of the other components in this system. (See LOADER WILL NOT MOVE; PLUGGED
ORIFICE IN MAIN CONTROL VALVE CAN BE BACKFLUSHED, in the Troubleshooting
and Service Tips.
This system will affect the operation of both tracks equally.
4. Servo (supply) relief valve pressure tap.

4. Servo control system. The operation of this system can be determined by checking:
the servo relief valve setting, the drive pressures for "Low Forward" and "Low Reverse"
as shown on the Data Sheet, and an operational check of the machine with the sync
cutoff valve closed. Mechanical checks of the adjustment of the steering linkage, internal
linkage and sync screws can be made.
A malfunction of this system will not affect the operation of both tracks equally. If
the machine does not travel in a straight line or only the left track continues to
rotate when loading the bucket, the malfunction is probably in the system.
5. Piston pumps, motors and relief system. To check the operation of this system, the
following should be done:
Check the charge pressure relief valve in PARK, BRAKES OFF, max FORWARD stall
and max REVERSE stall.
Check the case drain pressure for each motor.
Check the drive pressures while in a maximum stall condition.
Check the machines ability to run straight and turn correctly with the sync cutoff screw in
the cutoff position and then test again with the screw opened three turns.
A low charge pressure reading indicates a faulty charge relief valve or a leak in one of the
piston pumps or motors. A motor case drain pressure that is higher than specification
indicates that the motor has excessive leakage and is need of repair.
A low charge pressure relief valve setting will usually affect the operation of both
tracks equally. A failure of a motor can affect the operation of one or both of the
tracks.
A low drive system pressure will usually be caused by either the drive relief valve for that
side or the servo system and will affect the operation of only one track.
A malfunctioning drive system relief valve will not cause a low charge relief
pressure because the oil from the low pressure side of the drive relief valve is
combined with the charge system oil before it passes through the charge relief
valve.
6. Transmission oil cooler system. To check the operation of this system, pressure
checks can be made at the inlet and outlet of the oil cooler to determine the condition of
the oil cooler tubes and the return screen. The back pressure at either of these locations
must not exceed 310 kPa (45 psi) with the oil at a minimum temperature of 32°C (90°F).
A check, using a flow meter at the transmission oil cooler inlet, can be made to determine
the condition of the oil cooler bypass valve. Use the procedure which follows:
Step 1. Check the oil cooler flow at high idle rpm in PARK.
Step 2. If the cooler flow is low and the back pressure at the flow meter is less than 310
kPa (45 psi), install a spacer behind the bypass valve to keep the valve closed.
Step 3. Check the oil cooler flow at high idle rpm in PARK.
Step 4. If the oil flow is now within the specifications and the back pressure is still less
than 310 kPa (45 psi), then the oil cooler bypass valve is faulty.
If the oil flow is within the specifications, but the back pressure goes above 310 kPa (45
psi), then the cooler bypass valve is faulty and either the oil cooler is internally plugged or
the return screen is plugged. Pressure checks can be made to determine which one is
plugged.
A malfunction of this system will always be indicated by overheating of the

transmission. The most likely causes of transmission overheating are:
Restriction of air flow through the oil cooler core.
Plugged tubes inside the oil cooler core.
A plugged return screen.
A faulty oil cooler bypass valve.
7. Two speed motor shifting system (973 Loaders only). To check the operation of the
control valves, do the following steps.
Step 1. Turn the sync cutoff valve adjustment screw completely in.
Step 2. Slowly stall the transmissions.
Step 3. Check the pressures at the quick disconnect for the shifting piston on the right
motor and at the drive pressure quick disconnect on the sync valve. The shifting piston
pressure should start to drop when the drive pressure reaches 22 750 kPa (3300 psi)
The condition of the orifice and lines can be determined by checking the amount of time it
takes the shifting pressure to return to normal after a shift. It should take approximately
four seconds for the pressure to return to normal.
Instrument Tests
1-6V3015 Test Group-Transmission Hydraulics.8T0500 Circuit Tester.
TOOLS NEEDED FOR CHECKING TRANSMISSION COOLER FLOW ON 943, 953, 963 and 973 TRACK-
TYPE LOADERS. REFER TO THE CHART BELOW.
NOTE: The 6V4161 Pressure Gauge Kit can be used, however, each pressure reading
will have to be taken separately because there is only one gauge on each size in this kit.
Use extreme care while doing these tests. It is possible under

QUICK-DISCONNECT PRESSURE TAPS

1. Pressure tap for underspeed valve throat pressure.
2. Pressure tap for underspeed valve upstream pressure.
3. Pressure tap for brake pressure.
QUICK DISCONNECT PRESSURE TAPS

4. Pressure tap for servo supply pressure. 5. Pressure tap for venturi throat pressure. 6. Pressure tap for
venturi upstream pressure. 7. Pressure tap for charge pump pressure (filter bypass). 8. Pressure tap for
charge pressure. 9. Pressure tap for right side drive pressure. 10. Pressure tap for left side drive pressure.
To help troubloshoot problems in the hydrostatic drive system, there are 12 quick-
disconnect fittings intalled where pressures can be readily checked for each of the
following:
1. Underspeed valve throat pressure.
2. Underspeed valve upstream pressure.
NOTE: These two pressures are used to control movement of the underspeed valve.
3. Brake pressure.
4. Servo supply pressure.

5. Venturi throat pressure.
6. Venturi upstream pressure.

7. Charge pump pressure (filter relief valve).
8. Charge pressure.
9. Right side drive pressure (forward & reverse).
10. Left side drive pressure (forward & reverse).

11. Drive motor case drain pressure (left side).
12. Drive motor case drain pressure (right side).
11. Drive motor case drain (left side).
12. Drive motor case drain (right side).
In most cases, the operations test will give enough information to identify a problem.
However, in those cases where there is still doubt, the instrument tests that follow will
give the additional information needed to locate the problem.
1. Preparation of the Machine
transmission, etc.).
b. If possible, move the machine to a location away from other traffic. Keep other
personnel away from the machine while the testing is being done.
NOTE: Installation of the hoses for the pressure gauges will be much easier if the fenders
are removed from both sides of the machine.
are complete. Tighten the locknut after the plunger is turned out.
FLOWMETER INSTALLATION ON 943 AND 953 TRACK-TYPE LOADER
FLOWMETER INSTALLATION ON 963 AND 973 TRACK-TYPE LOADER
NOTE: If using 8T454 Flowmeter, install thermistor probe into charge pump pressure tap
(7) to monitor system temperature.
d. Install a Flow Meter in the supply line to the oil cooler.
e. Install a Test Group-transmission Hydraulics and connect it to the pressure tap

indicated.
f. Check and be sure that all control levers (transmission and implements) are in PARK or
HOLD.
NOTE: The following steps are used to get the temperature of the oil in the transmission
up to 80 ± 5°C (175 ± 10°F).
g. Remove the plug on top of the cover and leave it out for the remainder of the test. Plug
must be replaced when test is completed.
h. Change the location of the U-TUBE on the brake instruction panel from RUN to TOW.
i. Start the engine and put the governor control lever at LOW IDLE. Watch for charge
prssure to increase to more than 400 kPa (58 psi). If the charge pressure does not
increase in 15 seconds, shut the engine off and wait for at least one minute and start it
again.
j. When the charge pressure is higher than 400 kPa (58 psi), pull the governor control
lever into HIGH IDLE detent. Pull the transmission control lever into the full FORWARD
position and hold it for one minute. Move the lever back to PARK for 30 seconds. Pull the
lever into the full REVERSE position and hold it for one minute. Move the lever back to
PARK for 30 seconds. Repeat these operations as often as necessary to get the desired
oil temperature of 80 ± 5°C (175 ± 10°F) after 30 seconds in neutral.
NOTE: Each time the transmission control lever is moved to PARK, the flow meter
temperature reading will decrease. This is caused by cold oil from the sump. However,
each time the lever is in FORWARD or REVERSE the temperature will get higher. If the
temperature of the air through the cooler is below 0°C (32°F), it will be necessary to place
a cover in front of the cooler.
k. When the temperature of the oil in the transmission is 80 ± 5°C (175 ± 10°F), move the
transmission control lever to LOW IDLE position. Check the level of the oil in the
transmission. It must be between the ADD and FULL marks on theoil level gauge. If it is
below the ADD mark, put enough oil to bring the level up to the FULL mark. If the level is
above the FULL mark, take oil out of the sump until the level is on the FULL mark.
2. Neutral Check of Controls
a. Implement Controls
1. Install a pressure gauge on the quick-disconnect located in the tee tap plug, next to the
hydraulic pump for the implements.
2. With the implement control levers in the HOLD position and the transmission control
lever in PARK, start the engine and pull the governor control lever into the HIGH IDLE
detent. The implement pump pressure must be less than 1000 kPa (145 psi).
3. To be sure that spools in the implement valves are centered when the control levers
are in HOLD, carefully move each lever a small amount in each direction. This movement
of the levers must not cause the pressure to decrease. If it does, the spool is not
centered.
b. Transmission Controls
See CHECK DURING OPERATION for procedure to check the PARK position of the
transmission control lever.
3. Engine Governor Control Checks
a. With the engine running, transmission control lever in PARK and the implement control
levers in HOLD, push the governor control lever to the LOW IDLE detent position. LOW
IDLE engine speed must be 750 ± 40 rpm.
b. Pull the governor control lever into the HIGH IDLE detent. HIGH IDLE engine speed
must be (see the FUEL SETTING AND RELATED INFORMATION FICHE).
c. Connect the 6V4060 Set Point Indicator. Slowly pull the transmission control lever
toward the FORWARD position. Pull the lever back until the light just comes on bright.
Read the engine speed (rpm). This is the full load of the engine. The engine rpm must be
the same as in the FUEL SETTING AND RELATED INFORMATION FICHE.
4. Pressure Tests
NOTE: Use the transmission Troubleshooting Data Sheet to record all of the test
information before making an analysis. Oil temperature must be 80 ± 5°C (175 ± 10°F).
Pressure Testing And The Transmission

Troubleshooting Data Sheet
General Information
The Transmission Troubleshooting Data Sheet should be used to record data when tests
are made on the hydrostatic transmission. Use the 6V4157 Transmission Testing Group,
the 6V3121 Multitach Group and the 8T470 Thermistor Thermometer Group for these
tests. The actual machine data, when compared to the data in the chart, will help to
determine what the problem is, where the problem is and possibly what is needed to
correct the problem. Because some of the specifications in the Data Sheets change,
always use the most current Data Sheet for your machine.
The information which follows gives a brief explanation of the different tests that can be
made and how to interpret the results. Remember, when the relief valves are correctly
adjusted, pressure should be within the Data Sheet specifications regardless of the oil
temperature. It can be expected that the readings will be on the high side of the tolerance
with cool oil and on the low side of the tolerance with 80°C (175°F) oil.
The cooler flow reading are not normally needed to analyze problems in the transmission.
The charge pressure is generally a good indication of the oil cooler flow. Oil cooler flow
readings are necessary to determine if a charge relief valve is working correctly. If the oil
cooler flow is within specifications and the charge pressure is low during full FORWARD
or full REVERSE test conditions, make an adjustment to the charge pressure relief valve.
If it cannot be adjusted to the specifications during all test conditions, replace it.
Transmission Control Lever in Park Position

The temperature of the transmission oil must be kept within the specification shown to get
accurate data. If the oil is not at the correct temperature during the tests, the data
obtained may not be accurate. Some problems will only be apparent at the correct test
temperature. The service manual has the correct procedure to use to get the oil
temperature up to the specification.
The engine speed (rpm) must also be kept within the specification shown for the obtained
data to be accurate. If the engine speed is out of the specification, it can effect the output
of the pumps and the system pressures. If engine speeds are out of the specification, use
a 6V4060 Engine Set Point Indicator Group and make an adjustment to the engine
speeds.
In the PARK position, the drive pressure must be the same as the charge pressure.
NOTE: It may be difficult to read the drive pressure on the 52 000 kPa (7500 psi) gauges
but some indication should be present. If there is no indication at all, check the gauges. If
the pressure is higher than 1380 kPa (200 psi), make an adjustment to the neutral
screws.
Adjustment of the Neutral Screws for the Servovalves

Using Oil Pressure
1. Using the correct tool, reach through the cover and turn the neutral adjust screw four
clicks at a time, in the clockwise direction, removing the tool and reading the pressure
gauge each time. (Leaving the tool in place can cause an incorrect reading.) When the
pressure reaches and holds at 1000 psi, stop.
2. At this time turn the neutral adjust screw counterclockwise counting each click. Turn
the screw through the neutral position. (This can be indicated by the pressure.)
Remember on the counterclockwise side of neutral, remove the tool every four clicks to
check the oil pressure.
3. When the pressure reaches and holds at 1000 psi, stop.
4. Split the number of clicks counted, turn the neutral adjustment screw back, clockwise,
to the neutral position (one half of the counted clicks).
Next, record the venturi upstream and throat pressures. Subtract the throat pressure from
the upstream pressure. Write down the difference. This is the differential pressure. It must
be within the specification shown.
Because there can be wide variations in the venturi pressures, comparative data is only
given for the differential pressure. The differential pressure is a direct indication of the
flow through the venturi. If the differential pressure is low, there is not enough flow
through the venturi and there is a problem upstream of the venturi.
Check the charge pressure and then the servo supply pressure. If the charge pressure is
low and the differential pressure is correct, the problem is in the charge relief valve or
there is a leak in one or more of the pump or motor groups.
Check the brake pressure and the case drain pressures for the two drive motors. In
PARK, the brake pressure must always be zero. If it is not zero, it is an indication that
either the operate/brake spool in the main control valve is stuck in the open position or
the pilot valve is not working correctly.
Before the case drain pressures are checked, either remove the filler cap on 943 and 953
Loaders or remove the plug in the top cover on 963 and 973 Loaders. This will relieve
any pressure in the transmission. The case drain pressure for the drive motors should be
zero. However, because of the routing of the case drain line from the right drive motor, its
pressure may be as much as 14 kPa (2 psi). If the pressure in either drive motor is
higher, decrease the engine rpm to 1500 rpm. If the pressure is still high, there is a
problem in the motor.
Brakes Off Position.

Very carefully move the transmission control lever to the BRAKES OFF position. This can
be in either FORWARD or REVERSE but it may not cause the drive pressures to
increase or the engine rpm to decrease by more than 50 rpm. As the control lever is
moved (forward or reverse) from the PARK position, the spool in the pilot valve moves to
close a passage to the tank. When the passage to the tank is closed, the operate/brake
spool shifts to allow oil pressure to release the brakes and activate the underspeed valve.
This puts the drive systm in a condition where further movement of the control lever will
cause the machine to move. The only other differences between the PARK and BRAKES
OFF positions are an increase in brake pressure to a pressure that is 0 to 70 kPa (0 to 10
psi) less than charge pressure and a small increase in cooler flow.
On machines equipped with a U-TUBE, if the brake pressure is more than 70 kPa (10
psi) below charge pressure, move the U-TUBE to the TOW position and start Test 2
again. This low brake pressure could be an indication of leakage through the hand pump.
Maximum Forward and Reverse Positions.
When the transmission control lever is pulled into the maximum FORWARD or
REVERSE position, engine rpm will decrease but must be within the specification shown
on the Data Sheet.
Cooler flow will decrease because most of the flow is being used to make up for losses in
the drive circuits and because the charge pump rpm has decreased along with engine
rpm.
Drive pressure will increase to 38 000 kPa (5500 psi) between the oil temperature range
of 49° to 65°C (120° to 150°F). When the oil temperature is between 76°C (170°F) and
82°C (180°F), the drive pressure will be approximately 36 000 kPa (5200 psi). Do not
attempt to adjust this setting. If it is adjusted higher and the oil gets cooler, higher
pressure would occur if the drive loop is stalled. This could result in damage to the
system.
The differential pressure will decrease to as low as 700 kPa (100 psi) and the charge
pressure will be approximately 1000 kPa (150 psi). The charge pressure should not be
less than 860 kPa (125 psi). If the charge pressure is less than 860 kPa (125 psi), it will
allow the operate/brake spool to move enough to apply the brakes and lower the
underspeed valve spool. This will cause a cycling of the transmission pumps during
testing. If the charge pressure is less than 730 kPa (106 psi) for longer than two seconds,
it will allow the start/vent spool to move enough to vent the transmission. The
transmission control lever must then be returned to PARK to reset the transmission.
When the transmission lever is moved from PARK to maximum FORWARD or maximum
REVERSE, the servo supply pressure can decrease 170 to 207 kPa (25 to 30 psi), but
normally it will not decrease more than 70 to 100 kPa (10 to 15 psi). If the servo supply
pressure decreases more than 207 kPa (30 psi) between PARK and the maximum
FORWARD or maximum REVERSE position, it is an indication of contamination in the
servo supply relief valve.
The case drain pressures for the drive motors should still be zero when the transmission
lever is moved to maximum FORWARD or REVERSE. If the pressure for either side
exceeds 14 kPa (2.0 psi) in the maximum FORWARD or REVERSE position, there is a
leakage problem in one of the motors that must be corrected.
Low Forward and Low Reverse Positions.

These tests are checking the case drain leakage for the right and left pump (using oil
pressures).
Governor control lever in HIGH IDLE detent. Pull the transmission control lever toward
the FORWARD position until the pressure on both discharge pressure gauges is above
10 300 kPa (1500 psi). Slowly move the lever back to PARK until one of the gauges
reads 3450 kPa (500 psi). Write down the pressure reading from both gauges. One of the
readings must always be 3450 kPa (500 psi). For Test 6, do the same procedure by
pulling the control lever into reverse. Always read the pressure as they are decreasing,
never when they are increasing. Do both tests and get all four readings before making
analysis.
NOTE: If pressures found do not agree with the data above, the neutral screws are in
need of an adjustment. Turn neutral screws one click for each 2750 kPa (400 psi)
difference between forward and reverse on the non 3450 kPa (500 psi). If 3450 kPa (500
psi) reading is changing from right to left when going from forward to reverse, refer to the
NEUTRAL SCREW ADJUSTMENT PROCEDURE. If during Tests 4 and 6, erratic
(inconsistent) pressures are indicated, a problem could exist in the servo control system.
POSSIBLE PROBLEM-Servovalves Sticking (contaminated or binding).
Loosen two lower mounting bolts and retighten to check for binding. (Refer to
PRESSURE NEUTRAL ADJUSTMENTS WILL NOT STABILIZE.)
Transmission Troubleshooting Data Sheet
Transmission Troubleshooting Data Sheet
Pressure Testing and Troubleshooting Guide
Use extreme care while doing the following test and

adjustments. It is possible under conditions of wear for the track
brakes to slip and let the machine move. See PROCEDURE FOR
TESTING BRAKES in the appropriate service manual before
TRANSMISSION TROUBLESHOOTING DATA SHEET.
The U-TUBE, if so equipped, must be in the test position or the

hose from the transmission to the brake manifold must be
plugged on later machines when making the pressure and flow
tests in the following problems.
PROBLEM-Machine Will Not Move When the Transmission Lever Is Moved into
FORWARD or REVERSE (Engine at high idle rpm and not lugging).
Test 1.Check venturi pressure differential (venturi upstream pressure minus venturi throat
pressure).
A. If pressures are zero, check the following.
* No oil in the transmission.

* Damaged charge pump.
* Damaged charge pump drive shaft.
* Filter relief valve not installed.
B. If differential pressure is less than 1135 kPa (165 psi), the problem must be upstream
of the venturi. Do Test 2.
C. If differential pressure is greater than 1135 kPa (165 psi), do Test 3.
Test 2.Check filter pressure differential (charge pump pressure minus venturi upstream
pressure).
A. If filter pressure differential is less than 170 kPa (25 psi), check the following.
* Filter relief valve held open.

* Damaged O-rings on venturi.
* Underspeed cut-in adjustment.

* Worn charge pump.
* Aeration or cavitation caused either by plugged suction line or screen.
B. If filter pressure differential is greater than 170 kPa (25 psi), check the following.
* Filter plugged.
* Viscosity of oil too high or oil is not at the correct temperature.
Test 3.Check charge pressure at high idle rpm in PARK.
A. If charge pressure is less than 1270 kPa (185 psi), do Test 4.
B. If charge pressure is greater than 1270 kPa (185 psi), do Test 8.
Test 4.Check motor case drain pressures (943, 953 remove filler cap; 963, 973 remove
plug in top cover).
A. If a motor case drain pressure is greater than 70 kPa (10 psi), the motor is damaged
on the side that is greater than 70 kPa (10 psi).
B. If the motor case drain pressure is 14 to 35 kPa (2 to 5 psi), the motor lube tube is
worn.
C. If the motor case drain pressure is less than 14 kPa (2 psi), do Test 5.
Test 5.Check oil cooler flow.
A. If oil cooler flow is greater than the specification, the charge relief valve is either out of
adjustment or damaged.
B. If oil cooler flow is less than the specification, do Test 6.
Test 6.Check filter for contamination with steel or bronze.
A. If contaminated with steel or bronze, check for a damaged transmission pump.
B. If there is no contamination, do test 7.
Test 7.Check the back pressure to the flowmeter.
A. If the back pressure is less than 310 kPa (45 psi), check for leaks at either the oil
cooler bypass valve or in the transmission.
B. If the back pressure is greater than 310 kPa (45 psi), correct the back pressure and
test again.
Test 8.Move transmission lever to BRAKES OFF (Reset) position. Check the charge and
brake pressures. Brake pressure should be 0 to 70 kPa (0 to 10 psi) less than charge
pressure.
A. If the brake pressure is correct, do Test 12.
B. If the brake pressure is zero, do Test 13.

C. If the charge pressure is less than 1000 kPa (145 psi) or the brake pressure is more
than 35 kPa (5 psi) below charge pressure.
* Damaged hand pump check valve.

* Hoses to hand pump may be crossed.
* Move the U-TUBE to TOW position and test again.
* If none of the above solves the problem, do Test 9.
Test 9.Check the motor case drain pressures (943, 953 remove filler cap; 963, 963
remove plug in top cover).
A. If a motor case drain pressure is greater than 35 kPa (5 psi), the motor is damaged on
the side that is greater than 35 kPa (5 psi).
B. If motor case drain is 14 to 35 kPa (2 to 5 psi), the motor lube tube is worn.
C. If the motor case drain pressure is less than 14 kPa (2 psi), the motors are in good
condition. Do Test 10.
Test 10.Check the filter for contamination with steel or bronze.
A. If the filter is contaminated with steel or bronze, check for a damaged transmission
pump.
If there is no contamination, do Test 11.
Test 11.Check the oil cooler flow in maximum FORWARD and REVERSE positions.
A. If the oil cooler flow is greater than the specification, the charge relief valve is either
out of adjustment or damaged.
B. If the oil cooler flow is less than the specification, check the transmission for leaks
while running with top cover removed.
Test 12.Check the underspeed pressure differential at the top of the main control valve
(underspeed upstream pressure minus underspeed throat pressure) with the
transmission lever moved to BRAKES OFF position.
A. If the underspeed pressure differential is less than 1030 kPa (150 psi), check the
following.
* Operate/brake spool does not move completely to the right side.

* Check for sticking or damaged quick response valve.
* Lines to underspeed valve under top cover are loose or damaged.
B. If the underspeed pressure differential is greater than 1030 kPa (150 psi), check the
mechanical linkage under the top cover.
Test 13.Make sure center pedal adjustment is correct. The bolt must go through the hole
in the lever into the threaded hole in the valve. In the BRAKES OFF position, check the
pressure to the top left plug in the main control valve.
A. If the pressure is greater than 860 kPa (125 psi), check for debris blocking the
operate/brake spool.
B. If the pressure is less than 860 kPa (125 psi), do the following.
* Back flush orifice. (See LOADER WILL NOT MOVE; PLUGGED ORIFICE IN MAIN
CONTROL VALVE CAN BE BACK-FLUSHED in the Troubleshooting and Service Tips
Section of this publication.)
* If this does not solve the problem, do Test 14.
Test 14.Remove the top right plug in the main control valve and check the flow while in
PARK.
A. If the flow is less than 30 mL/min (1 oz./min), the plug under the spring is good.
B. If the flow is greater than 30 mL/min (1 oz./min), the plug under the spring is loose or
has come out of position.
PROBLEM-Machine Moves Slowly at High Idle RPM, Ground Speed Increases as

Governor Control Is Moved Toward Low Idle RPM.
Test 1.Check venturi pressure differential (venturi upstream pressure) at high idle rpm.
A. If venturi pressure differential is less than 1135 kPa (165 psi), do Test 2 of the Problem
"Machine Will Not Move When the Transmission Lever Is Moved into FORWARD or
REVERSE".
B. If venturi pressure differential is greater than 1135 kPa (165 psi), do Test 2.
Test 2.Check the underspeed pressures taken at the top of the main control valve with
the transmission lever in the BRAKES OFF position.
A. If underspeed upstream pressure is more than 280 kPa (40 psi) less than venturi
upstream pressure and underspeed throat pressure is the same as venturi throat
pressure, check for leakage in lines to underspeed valve under the top cover.
B. If underspeed throat pressure is greater than venturi throat pressure, do Test 3.
Test 3.Check center pedal adjustment.
A. If pedal adjustment is incorrect, make the correct adjustments.
B. If pedal adjustment is correct, do Test 4.
Test 4.Disconnect underspeed override valve and fasten it fully up. Operate the engine at
high idle rpm, three-fourths high idle rpm and one-half high idle rpm with the transmission
lever moved to BRAKES OF position. Record the venturi throat pressure and the
underspeed throat pressure at each of these speeds.
A. If the underspeed throat pressure remains consistently higher than the venturi throat
pressure at all rpms, the quick response valve may be sticking open.
B. If the underspeed throat pressure and the venturi throat pressure readings are the
same at the lower engine rpms, do Test 5.
Test 5.Turn overspeed valve adjustment screw in until it bottoms out. Check underspeed
pressure differential with transmission levers in the BRAKES OFF position.
A. If underspeed pressure differential is greater than 1030 kPa (150 psi), adjust
overspeed valve.
B. If underspeed pressure differential is less than 1030 kPa (150 psi), do Test 6.
Test 6.Check operate/brake spool for full movement to right side.
A. If there is complete movement, check quick response valve.
B. If movement is restricted, correct the problem.
PROBLEM-Machine Will Not Track Straight in FORWARD and REVERSE.
Test 1.Check steering pedal linkage adjustment.
A. if the linkage is out of adjustment, correct the problem.
B. If the adjustment is correct, do Test 2.
Test 2.Check motor case drain pressure (943, 953 remove filler cap; 963, 973 remove
plug in top cover).
A. If the motor case drain pressures are greater than 35 kPa (5 psi), the motor is
damaged on the side that is greater than 35 kPa (5 psi).
B. If the motor case drain pressures are less than 14 kPa (2 psi), check the following.
* Check the final drives for possible damage.
* If the problem is not in the final drives, do Test 3.
Test 3.Do a drift test with sync valve cutoff screw turned in.
A. If the machine moves in "S" pattern, adjust the neutral screw.
B. If the machine moves in REVERSE when lever is first pulled to FORWARD or moves
FORWARD when lever is first pulled to REVERSE, check the following.
* Servo cylinder not pinned in head.

* Servo cylinder lines either loose or disconnected.
* Damaged seals in servo cylinder. Disconnect lines and check with air pressure.
* Servovalve stem and spool not a matched set. Check for serial numbers on the stem
and the spool.
* Damaged Cardan joint.
C. If the machine moves in a "C" pattern, do Test 4.
Test 4.Check drive pressures.
A. If the drive pressures are correct, adjust the sync screw. (Whatever track is the fastest,
turn its sync screw clockwise.)
B. If the drive pressures are either less than 35 880 kPa (5200 psi) or greater than 40
050 kPa (5800 psi), adjust the drive pressure relief valve.
Troubleshooting And Service Tips

Wear in Underspeed Guide and Assembly Can
Cause Engine to Lug
Some machines may have a top speed that is as much as three seconds slow in 30 m
(100 ft.). There may also be problems in adjusting the full speed stops on these
machines.
The cause of these problems is a notch worn in the 3G8475 Guide Assembly in the
underspeed (actuator) valve group. This notch is the guide assembly where the rollers
ride during normal operation.
Examine the 3G8475 Guide Assembly on the side nearest the spring. If it has a notch
near the top of the oval slot, order a new guide assembly.
UNDERSPEED VALVE GROUP
Loader Will Not Move; Plugged Orifice in Main

Control Valve Can Be Backflushed
If the underspeed valve does not come up into position, the machine will not move. There
can be several reasons for the underspeed valve not coming up into position. One reason
is a plugged orifice in the system going to the operate/brake valve spool.
It is possible to backflush the orifice (see the illustration) without disassembling the main
control valve. First, use the procedure which follows to determine if a plugged orifice is
the problem.
Procedure to Check for Plugged Orifice
The U-TUBE, if so equipped, must be in the test position or the

hose from the transmission to the brake manifold must be
plugged on later machines.
1. With the centering bolt in the transmission lever, start the engine and bring it to high
idle rpm. Pull the transmission lever to BRAKES OFF position and check the pressures at
plugs (1) and (2). See Illustration 1.
FRONT VIEW OF TRANSMISSION CONTROL VALVE

NOTE: On later loaders and all loaders that have been reworked, the shunt line to the left
charge and relief valve will be connected at plug (1). Disconnect the line and remove the
elbow to perform these tests.
The pressure readings at both locations should be close to the charge pressure. If the
pressure reading at plug (2) is close to charge pressure, a plugged orifice is NOT the
problem. If the pressure reading at plug (2) is at or near zero and the pressure at plug (1)
is close to charge pressure, then a plugged orifice is possibly the problem. Go to Step 2.
2. Put the transmission lever in the PARK position. Remove plug (3) and start the engine.
If oil flows freely out of the opening, it is an indication that plug (4) is missing. If oil does
not flow out of the opening, go to Step 3.
3. Make sure the linkage to the pilot valve is connected. If the pressure reading at plug
(2) remains at or near zero, after the above procedure has been performed, the problem
is probably a plugged orifice. See Illustration 2. Use the procedure which follows to
backflush the orifice.
SIDE VIEW OF TRANSMISSION CONTROL VALVE
Procedure for Backflushing an Orifice

1. Install a hose between the charge pressure tap (quick disconnect) and plug (2).
2. Pull the transmission lever into the full forward position. This will keep the starting vent
stem in a position that will allow the front side of the orifice to go directly to drain.
3. Start the engine and operate it at high idle rpm for a short period of time. Stop the
engine.
4. Remove the back flushing hose and start the engine. Pull the transmission lever into
the BRAKES OFF position. Check the pressures at plugs (1) and (2).
Valve Stem Behind Underspeed Cut-in Adjustment

Plunger Will Not Move Freely
When adjusting the underspeed cut-in for hydrostatic transmissions, the light on the
circuit tester may remain on even though the adjustment plunger is backed out and the
engine is at the proper cut-in adjustment speed. This can be caused by an incorrectly
adjusted cut-in indicator tool or from the 3G8706 or 4T2545 Stem not moving freely. The
stem is located behind the underspeed cut-in adjustment plunger in the transmission
control group. See the illustration.
The stem does not move correctly for one of two reasons: (1) the adjustment plunger is
turned in so far that the stem is forced into the bore, or (2) the hydraulic back pressure
has been sufficient to force the stem into the bore. Either condition will cause the edge of
the bore to deform and the stem to be held in place.
If this problem is encountered, inspect the stem to see if it moves freely.
1. Shut off the machine and remove the plug, lock, nut, plunger and seal as a unit. See
the illustration.
2. If the stem is stuck in the bore, install a long screw with No 8-32 threads in the tapped
hole in the stem. Remove the stem.
3. Use a 9.35 ± 0.03 mm (.368 ± .001 in.) diameter drill bit or reamer and a T-handle to
clean up the bore. Apply a liberal amount of heavy grease to the flutes of the tool to hold
the metal chips in the flutes. Whis will keep the chips out of the transmission.
4. Put a larger drill bit in the T-handle, coat the flutes with grease and slightly chamfer the
opening of the bore.
TRANSMISSION CONTROL GROUP
5. Install the parts as shown in the illustration, and use the adjustment procedure shown
in the appropriate service manual.
VIEW B-B OF TRANSMISSION CONTROL GROUP
Adjustment of the Neutral Screws for Servovalves

in Hydrostatic Transmissions
A correctly adjusted neutral screw may not be centered when the servovalves are
correctly adjusted. The service manuals say to "center the neutral screw" during
assembly. This is not correct. The neutral screw does not have to be centered.
The neutral screws are adjusted hydraulically and they must be adjusted after the
centering spring, the direction-speed link, the pilot valve link and the sync screws have
been adjusted.
If desired, on machines with the shunt line installed, the following procedure can be used
to make quick, approximate adjustments of the neutral screws. Then make the final
adjustment by using the pressure test procedure given in ADJUSTMENT OF THE
NEUTRAL SCREWS FOR THE SERVOVALVES USING OIL PRESSURE.
1. Adjust the centering spring, the direction-speed link, the pilot valve link and the sync
screws. This is done manually by inspection. See the illustration.
2. Close the sync shutoff valve.
3. With the transmission control lever held in PARK, start and run the engine at low idle.
4. Increase the engine speed in increments of 100 to 200 rpm as needed to hear the
transmission noise.
5. Adjust the neutral screws until the drive pressure decreases to zero and the
transmission noise stops.
6. Continue increasing engine speed to high idle rpm.
7. Turn the neutral screw on each side clockwise until the noise is heard. Then, while
counting the clicks, turn each neutral screw counterclockwise through the "no noise"
range until noise is again heard. Turn the screws back clockwise one-half the counted
number of clicks.
The neutral screws are now temporarily adjusted. Use the pressure test procedure given
in the service manual for the final adjustment.
Refer to ADJUSTMENT OF THE NEUTRAL SCREWS USING OIL PRESSURE.
LOCATION OF COMPONENTS UNDER THE TOP COVER
Correct Installation of Oil Lines Between

Servovalves and Servo Cylinders
If a hydrostatic transmission was disassembled and assembled for repairs, and the
transmission is experiencing a high pressure on the left drive side that stops the engine
shortly after it is started, it can be assumed that the oil lines between the left hand
servovalve and the left hand servo cylinder wer not installed correctly. Remember, these
oil lines are crossed. The oil lines on the right side run parallel. See the illustration.
NOTE: Identification should be put on all lines before removing them. This will make sure
thay they are installed in their original locations.
The engine will also be stopped or will stall to a lower speed if the neutral screws are out
of adjustment by a very large amount.
CORRECT LOCATION OF OIL LINES BETWEEN SERVOVALVES AND SERVO CYLINDERS
Pressure Neutral Adjustments Will Not Stabilize

If it is not possible to get a stabilized pressure neutral adjustment when adjusting the
neutral screw, there may be misalignment between the mechanical linkage pedal and the
servovalve bodies. This misalignment causes the servovalve sleeves to stick in the
bodies. When installing servovalves, use the procedure which follows.
Installation Procedure
1. Put the servovalves in position in the case.
2. Install the bolts that hold the servovalves to the manifold. Do not tighten the bolts at
this time.
3. Install the sleeves in the servovalves.
4. Put the power control unit linkage in position on the servovalves. Use care when the
servovalve stems are installed into the servovalve sleeves. Make sure the plate of the
power control unit linkage sets falt on the top of the servovalves. Move the power control
unit linkage and servovalves a small amount to put the servovalves, sleeves and stems
all in alignment. Hand tighten the bolts.
5. Tighten bolts at top first, then tighten the two bolts that hold each servovalve in place
to 45 ± 3 N·m (33 ± 4 lb. ft.)
Rotate Input Shafts During Installation of Pump

Head on Hydrostatic Transmissions
During installation of the pump head on the hydrostatic transmission case, it is very
important to rotate (turn) the pump input shafts as the head bolts are tightened. The
pump input shafts, bearings and barrels can drop out of alignment a small amount when
the head is removed.
During installation of the head, rotation of the input shafts will bring the bearings into
correct alignment in the head. Damage to internal components is possible if this
procedure is not followed. If the head on the hydrostatic transmission has been
assembled correctly, the serviceman will be able to turn the main input shaft with a 61 cm
(2 ft.) extension bar or pipe wrench.
Overheating of the Hydrostatic Transmission

Any time overheating of the hydrostatic transmission occurs, check the transmission oil
cooler core for external restrictions or plugging. To do this, move a shop light to all areas
behind the core and inspect around the tubes for restricted and plugged areas. The area
around the tubes may not be totally plugged, but enough debris may be wrapped around
the tubes to provide sufficient restriction to cause overheating.
If restricted or plugged areas are found, clean the core with high pressure steam and
soap. High pressure water or air alone will not clean the core, steam and soap must be
used. The fin spacing and tube spacing are closer on the transmission cooler cores than
on engine radiators. For this reason, more careful methods of cleaning are required on
transmission cooler cores.
NOTE: On 953, 963 and 973 Loaders, the hydraulic oil cooler must be folded down to
allow complete cleaning of the transmission cooler core. In some cases it may be
necessary to remove the oil cooler and have the cooler cleaned at a repair shop.
Use Only Forged 307948 Elbows in Line Between

Sync Valve and Sync Shutoff Valve
The 307948 Elbows are originally made either as a fabrication (and the parts brazed
together) or as a forging. The fabricated elbows can be identified by their gold color. The
forged elbows can be identified by their silver color. Now only forged elbows are made.
The brazed (gold colored) 307948 Elbows have separated in some hydrostatic
transmission applications. Because of this, use only the forged (silver colored) 307948
Elbows in the hydrostatic power case lines group. Any brazed elbows should be used in
other applications.
Quick Response and Filter Relief Valves Can Be

Easily Removed for Service
The Disassembly and Assembly sections for the service manual for these loaders show
how to remove the main control valve. In the disassembly of the main control valve they
show how to remove the quick response and filter relief valves from the control valve.
The service manuals show the removal of the control valve and its manifold as a unit. If
service work is to be done on only the quick response or filter relief valves, the manifold
does not have to be removed. This will make it possible to leave the top cover of the
power control unit and the pilot valve in position and eliminate the need to readjust the
top linkage after the control valve is installed. To remove the main control valve and still
leave the manifold in position, use the following procedure:
1. Remove oil filter housing.
2. Remove the oil lines shown in the illustration and disconnect the oil lines on the other
side of the control valve (not shown).
3. fasten a hoist to the control valve.
4. Remove the five bolts on the side of the main control valve that hold the valve to the
manifold and power control unit. (On some models it may be necessary to remove the
charge pump.)
5. Remove the seven bolts that hold the control valve to the manifold.
6. Remove the control valve.
LOCATION OF THE PARTS THAT MUST BE REMOVED
Mechanical Adjustment Of Hydrostatic

Transmission Linkage
6V2067 Underspeed Raising Tool Group.6V2155 Protractor Group.8S2328 Dial Indicator
Group.6V2060 Synchronizing Adjustment Bar.6V3085 Fixture Assembly.
NOTE: Mechanical adjustments of the transmission linkage are necessary whenever a
component or assembly is removed or disassembled. The adjustments MUST always be
made in the order they are given and MUST ALWAYS start with Step 1. See WARNING
on first page of the TESTING AND ADJUSTING section. The adjustments can be done
on machine or on bench.
TRANSMISSION LINKAGE
1. Underspeed valve. 2. Left hand steer cam. 3. Right hand steer cam. 4. Left hand sync adjustment screw. 5.
Servo centering spring. 6. Right hand sync adjustment screw.
NOTE: Right hand and left hand are as seen from the operators seat when the unit is
installed in the machine.
1. If the transmission is installed in the machine, the cab must be raised. See LIFTING
THE CAB.
2. Remove the cover from the top of the transmission.
REMOVAL OF CENTERING SPRING AND SYNC LINK BOLT

7. Centering spring adjustment nut. 8. Locknut. 9. Centering spring rod. 10. Bracket.
NOTICE
When the bolt and nut that holds the centering and sync link to
bracket (10) are removed, do not let the nut, washers and
spacers fall into the case.
3. Remove the bolt and nut that holds the centering spring and sync link to bracket (10).
4. Check the end play of centering spring rod (9). The end play must be 0.03 mm (.001
in.) or less in the centering spring sleeve. If the end play is greater than 0.03 mm (.001
in.), loosen locknut (8) on the right side of the centering spring and adjust nut (7) until the
end play is 0.03 mm (.001 in.) or less. Tighten locknut (8) and check the end play again.
CENTERING SPRING LINKAGE

11. Bolt. 12. Spacer. 13. Rod end of the sync link. 14. Washers (two).
5. Install bolt (11) through the rod end of the centering spring, spacer (12) and rod end of
sync link (13). Put a washer (14) on both sides of bracket (10) and install the bolt. Put the
nut on the bolt.
NEW CENTERING LINK IN SERVO LINKAGE GROUP
1. Centering spring. 2. Rod (sync link with centering bolt). 3. Spacers. 4. Sync link locknut.
New sync link rod (2) is adjustable from centerline of pin hole to centerline of bolt hole.
When installing sync link be sure that, from center to center, sync link is 270.0 mm (10.63
in.). The sync link end play is adjusted by moving spacers (3) to get the desired 0.03 mm
(.001 in.) or less end play.
OIL LINE REMOVAL

15. Tee. 16. Oil line. 17. Oil line.
6. Disconnect oil line (17) from tee (15) and move it clear of the tee. Remove oil line (16).
Remove tee (15) from the underspeed valve.
TOOL INSTALLATION
18. Underspeed raising tool. 19. Nut. 20. Plug.
7. Install underspeed raising tool (18) in the hole in plug (20) and turn the rod into the
spool in the underspeed valve as far as it will go. Do not tighten nut (19) at this time.
LINKAGE ADJUSTMENT
21. Full speed stops. 22. Direction-speed link. 23. Forward-Reverse lever. 24. Pilot valve link. 25. Locknuts.
NOTE: Locknuts (25) on the underspeed valve end of direction-speed link (22) and the
pilot valve link (24) both have left hand threads.
8. With the spool in the underspeed valve fully down, adjust the direction-speed link (22)
to match the center position of forward-reverse lever (23) to the servo centering spring.
a. Loosen both locknuts on full speed stops and back the stops out until flush with
bracket.
b. Loosen the locknuts at each end of direction-speed link (22) and pilot valve link (24).
c. Install fixture 6V3085 on lever assembly pin.
d. Temporarily adjust pilot valve link (24) to put forward-reverse lever (23) horizontally in
the approximate center of full speed stops (21).
e. Remove fixture 6V3085.
f. Keep the tops of rod ends (26) on the direction-speed link tilted to the rear, as shown,
during adjustment of the direction-speed link and while the locknuts are tightened. This
will prevent an error in the adjustment of the direction-speed link.
g. Turn direction-speed link (22) in one direction until a small amount of movement is
seen at one end of servo centering spring (5).
h. Turn direction-speed link (22) in the opposite direction until a small amount of
movement is seen at the other end of servo centering spring (5). Make a note of the
number of turns needed.
DIRECTION-SPEED LINK
26. Rod ends.
DIRECTION-SPEED LINK ADJUSTMENT

5. Servo centering spring. 22. Direction-speed link.
i. Turn direction-speed link (22) back one-half the number of turns in Step e and tighten
both locknuts for rod ends (26).
j. To check the adjustment, move forward-reverse lever (23) to the right and left between
full speed stops (21) and look for the same amount of movement at the ends of servo
centering spring (5). If no movement can be seen, tighten nut (19) on underspeed raising
tool (18) one full turn. Adjust direction-speed link (22) until the movement at both ends of
the servo centering spring (5) is the same. To make this adjustment, it may be necessary
to turn the rod only a small amount. If the results of the adjustment is that rod ends (26)
are not in the same position as shown in Step c, be sure direction-speed link (22) can
turn enough to move freely when forward-reverse lever (23) is moved. The forward-
neutral-reverse lever can move through its full range only when the underspeed valve is
in the UP position.
k. Remove one full turn on underspeed raising tool.
DIRECTION-SPEED LINK ADJUSTMENT

5. Servo centering spring. 19. Nut. 21. Full speed stop. 23. Forward-reverse lever.
9. Adjust both the right and left hand steer cams so that when the steering lever moves
roller (29) through the am there is no movement of servo stem lever (30). Make this
adjustment as follows:
a. Loosen bolts (28) just enough so left steer cam (2) can be moved.
STEERING LINKAGE ADJUSTMENT
2. Left hand steer cam. 3. Right hand steer cam. 27. Left hand steer link. 28. Bolts. 29. Roller. 30. Servo stem
lever.
b. Use left hand steer link (27) to pull roller (29) back and forth through left hand steer
cam (2). While roller (29) is being pulled back and forth, turn steer cam (2) on its pivot
until the back and forth movement of the roller does not cause a movement of servo stem
lever (30).
NOTE: A plastic hammer can be used to turn the steer cam a very small amount at a
time. This will make the adjustment easier.
c. Tighten bolts (28). Use the steer left lever on the front of the case to move roller (29)
back and forth through steer cam (2) and check again for movement of servo stem lever
(30).
d. Use the same procedure to adjust right hand steer cam (3).
SYNC ADJUSTMENT SCREW

4. Sync adjustment screw. 29. Roller. 31. Detent. W. Threads on sync adjustment screw (4). X. Gap for sync
adjustment screw (4).
10. Put the left hand sync adjustment screw (4) in the center of its adjustment range as
follows:
a. Pull roller (29) away from the end of the left steer cam as shown. Turn left sync
adjustment screw (4) in or out until the length of threads (W) that extend through the cam
is the same as gap (X), the distance between the head of sync adjustment screw (4) and
the steer cam. This will give the same adjustment range for sync adjustment screw (4) in
each direction.
b. Use detent (31) to hold sync adjustment screw (4) in place. Tighten detent (31) until
sync adjustment screw (4) cannot be turned by hand. Tighten the locknut on detent (31).
11. Check steer levers (32) for clearance as follows:
a. Be sure both rollers (29) are against the sync adjustment screws in the steer cams.
b. With both rollers against the sync adjustment screws, steer levers (32) must be free to
move away from stop (33) so there is a clearance (Y). The amount of clearance is not
important, but the steer levers (32) must be free to move a small distance. If there is no
clearance, check the assembly of the steer levers and the keyways both inside and
outside the transmission case.
STEER LEVER ADJUSTMENT

32. Steer levers. 33. Stop. Y. Clearance.
12. Pull the spool in the underspeed valve fully up.
a. Hold the stud of underspeed raising tool (18) so it will not turn and tighten nut (19) until
the spool in the underspeed valve is tight against the plug at the top of the valve. The
underspeed valve must be fully up for the remainder of the adjustment on the
transmission.
UNDERSPEED VALVE
18. Underspeed raising tool. 19. Nut.
PILOT VALVE LINKAGE ADJUSTMENT

24. Pilot valve link. Z. Gaps.
13. Adjust the center position of the pilot valve to the centering spring as follows:
6V3085 FIXTURE IN PLACE

a. Install the 6V3085 Fixture over the pin as shown.
b. Loosen both locknuts on pilot valve link (24) and turn the nuts to the center of the link.
c. Turn pilot valve link (24) in one direction until the pilot valve spool starts to move.
d. Turn pilot valve link (24) in the opposite direction until the pilot valve spool starts to
move. Make a note of the number of turns.
e. Turn pilot valve link (24) back one-half of the turns in Step d and tighten both locknuts
on the link. After the adjustment is made, both gaps (Z) must be the same.
f. Remove the 6V3085 Fixture.
ADJUSTMENT TOOLS FOR SPEED STOPS (973)

21. Full speed stops. 34. Hex-head wrench. 35. Pointer. 36. Protractor.
14. Adjust the forward and reverse speed stops as follows:
a. Install protractor (36) on the transmission case as shown. Adjust protractor (36) so the
curve (arc) is exactly under the end of pointer (35) during full movement of the pointer.
b. Install pointer (35) in the left hand servo stem bolt as shown.
NOTE: If the protractor is not correctly adjusted, the forward and reverse speed stops will
not be correctly adjusted.
c. After the protractor is correctly adjusted, put pointer (35) over the zero point as shown.
ADJUSTMENT OF FULL SPEED STOP FOR FORWARD (973)
23. Forward-reverse lever. 36. Protractor. 37. Full speed stop for forward.
d. Push forward-reverse lever (23) against forward full speed stop (37) and adjust the
stop until the pointer on protractor (36) is at (17.5 on the 943 and 17.1 on the 953, 963
and 973). Tighten the locknut on forward full speed stop. Check the zero setting and full
speed setting several times to prevent any error in adjustment.
ADJUSTMENT OF REVERSE FULL SPEED STOP (973)

23. Forward-reverse lever. 38. Reverse full stop speed.
e. Pull forward-lever (23) against the reverse full speed stop (38) and adjust the stop until
the pointer on protractor (36) is at (17.5 on the 943 and 17.1 on the 953, 963 and 973).
Tighten the locknut on the reverse full speed stop. Check the zero setting and full speed
setting several times to prevent any error in adjustment.
f. Remove the tools.
15. Assemble tools (39) as shown.
SYNC ADJUSTMENT TOOL

39. Dial indicator group and synchronizing adjustment bar.
SYNC ADJUSTMENT TOOL INSTALLED

6. Right hand sync adjustment screw. 29. Rollers. 39. Dial indicator group and synchronizing adjustment bar.
40. Pin. 41. Pin.
16. Adjust right hand sync adjustment screw (6) so that both servo stems will have the
same amount of movement at the same time.
NOTE: Make all adjustments on the right hand sync adjustment screw (6). Both rollers
(29) must be in contact with the sync adjustment screws at all times during the
adjustment.
a. Install tool (39) over pins (40) and (41) on the servo stem levers, with the end of the
synchronizing bar with the narrow slot (opening) over right hand pin (41). Install the dial
indicator with the 90 ° adapter lever so that it reads against the inside of right hand pin
(41) as shown. Adjust the dial of the indicator to zero.
CHECK FOR CORRECT SYNC
6. Right hand sync adjustment screw. 23. Forward-reverse lever.
CHECK FOR CORRECT SYNC

6. Right hand sync adjustment screw. 18. Underspeed raising tool. 19. Nut. 23. Forward-reverse lever. 39.
Dial indicator group and synchronizing adjustment bar. 42. Detent.
b. Pull forward-reverse lever (23) in the full forward direction and make a note on the
reading on the dial indicator. Forward direction is toward the right hand side of the case
as shown. Turn right hand sync adjustment screw (6) out (counterclockwise)
approximately one notch (click) for each 0.025 mm (.001 in.) of positive dial indication or
in (clockwise) for each 0.025 mm (.001 in.) of negative dial indication between neutral
and full forward speed position. Check several times.
c. Move forward-reverse lever (23) from full forward speed to full reverse speed position.
The total dial indicator movement must be less than 0.051 mm (.002 in.)
d. Tighten detent (42) until sync adjustment screw (6) cannot be turned by hand. Tighten
the locknut on detent (42).
e. Remove tool (39).
HYDROSTATIC TRANSMISSION
15. Tee. 16. Oil line. 17. Oil line.
17. Hold the stud on tool (18) so it will not turn and loosen nut (19) until the stem in the
underspeed valve is completely down. Remove tool (18) from the underspeed valve.
18. Install tee (15) in the top of the underspeed valve. Install oil line (16) and connect oil
line (17) to tee (15).
19. Install the cover on the top of the transmission.
Adjustment Procedure For Underspeed-

Overspeed Valves
5P7443 Ratchet-3/8" drive.3P2240 Extension-3/8" drive.3P2241 Adpater-3/8" to
1/4".5P2682 Socket-1/4".8H8507 Wrench-1/2".6V2070 Underspeed Cut-in Tool6V6183
Bracket.8T500 Circuit Tester.6V3121 Multitach Group.8N5945 Adapter Assembly.8T0470
Thermistor Thermometer Group.
Machine Preparation
1. Raise the cab to the 24 ° position.
2. Install 6V3121 Multitach Group.

PRESSURE TAP (QUICK DISCONNECT) FOR CHARGE PUMP PRESSURE
3. Remove the pressure tap (quick disconnect) for charge pump pressure and install the
8T0470 Thermistor Thermometer Group.
S1617 BOLT INSTALLED

4. Install a S1617 (3/4 x 5/16-18) bolt in the speed-brake lever to hold it in the full speed
position.
5. Change the location of the U-TUBE on the brake instruction plate from RUN to TOW.
Check and Adjustment of Underspeed Valves
Use extreme care while doing these tests. It is possible, under

NOTE: Use the following procedure to get the temperature of the oil in the transmission
up to 50 ± 5°C (120 ± 10°F).
1. Start the engine. Put the governor control lever in the LOW IDLE position and check
the level of oil in the transmission.
2. Pull the governor control lever into the HIGH IDLE detent. Check the engine speed.
Refer to SPECIFICATION CHART on TRANSMISSION TROUBLESHOOTING DATA
SHEET. If the engine speed is low and the engine is cold, let it get warm before making
any adjustments.
3. When the speed of engine is according to the specification chart, pull the transmission
control lever into the full FORWARD position and hold it for 30 seconds. Move the lever
back to PARK and leave it for 30 seconds. Pull the lever into full REVERSE position and
hold it for 30 seconds. Move the lever back to PARK and leave it for 30 seconds. Repeat
these operations as long as necessary to get the desired oil temperature of 50 ± 5°C (120
± 10°F) after 30 seconds in PARK.
4. Remove the top cover from the transmission and install the 6V6183 Bracket (1).
BRACKET AND CUT-IN TOOL INSTALLED

1. 6V6183 Bracket. 2. 6V2070 Underspeed Cut-in Tool. 3. 8S4627 Circuit Tester. 4. Underspeed valve.
PILOT-OVERSPEED VALVE
5. Line from bottom of underspeed valve to passage for underspeed upstream pressure. 6. Line from top of
underspeed valve to passage for underspeed venturi pressure. 7. Overspeed valve. 8. Locknut. 9. Adjustment
screw.
5. Adjust the depth of the underspeed cut-in tool to approximately 121 mm (4.75 in.).
CHECK UNDERSPEED VALVE CUT-IN TOOL

NOTE: Depth is measured from the bottom of the large locknut to the tip of the tool.
6. Install the cut-in tool in the 6V6183 Bracket. Be sure the large locknut makes contact
with the bracket and the rod is toward the left side of the transmission.
NOTE: The threaded hole that holds the rod is drilled "off center."
7. Turn adjustment screw (9) on the overspeed valve all the way in (clockwise).
8. Connect the 8T500 Circuit Tester between the top of the cut-in tool and the chassis.
9. Disconnect the linkage to the underspeed-override valve.
NOTE: This action will let the lever drop and open the override valve and tie it up.
10. Adjust underspeed cut-in tool (2) until the light in 8T500 Circuit Tester (3) comes on.
POINT OF CONTACT FOR UNDERSPEED CUT-IN TOOL

NOTE: Hold the FORWARD-PARK-REVERSE lever in the full FORWARD position for at
least 30 seconds before doing the following step.
11. With the FORWARD-PARK-REVERSE lever in the forward BRAKES OFF position,
slowly decrease the engine rpm until the light in the circuit tester goes out. This will be
the cut-in rpm of the underspeed valve. It must be 2325 ± 25 rpm for 943, 953 and 2125
± 25 rpm for 963, 973.
12. Adjust the cut-in rpm as follows: Pull the governor control lever into the HIGH IDLE
position and the FORWARD-PARK-REVERSE lever into RESET. The light in the circuit
tester must come on.
UNDERSPEED CUT-IN ADJUSTMENT SCREW

NOTE: Hold the FORWARD-PARK-REVERSE lever in the full FORWARD position for at
least 30 seconds before doing the following step.
13. Decrease the engine rpm to 2325 ± 25 rpm for 943, 953 and 2125 ± 25 rpm, for 963,
973 and do Step a or b.
a. If the light in the circuit tester is still on, turn the underspeed cut-in adjustment screw
out (counterclockwise) until the light goes off. Slowly turn the adjustment screw in
(clockwise) until the light in the circuit tester comes on. Tighten the locknut.
b. If the light in the circuit tester is off, turn the underspeed cut-in adjustment screw in
(clockwise) until the light comes on. Tighten the locknut.
NOTE: Adjustment of the cut-in rpm must always be made by turning the adjustment
screw in (clockwise).
14. Check the adjustment again (see Step 11) and if necessary, do Step 13 again.
15. Increase the engine rpm to 2300 rpm for 963, 973; 2500 rpm for 943, 953 and go to
BRAKES OFF.
16. Turn adjustment screw (9) on the overspeed valve out (counterclockwise) until the
light in the circuit tester goes out.
NOTE: In addition hold thee FORWARD-PARK-REVERSE lever in the full FORWARD

position for at least 30 seconds before doing Step 17. Resume 2300 rpm for 963, 973;
2500 rpm for 943, 953 and go to BRAKES OFF.
17. Turn it back in (clockwise) until the light just comes on.
18. Turn the adjusting screw (9) in (1/2 of a turn 943), (1/4of a turn 953), (5/16 of a turn
963), (3/8 of a turn 973) additional after the light comes. Tighten locknut (8).
NOTE: (All models) If the temperature of the oil is higher than 50°C (120°F), use 1/8 of a
turn less than indicated after the light comes on in Step 18.
Procedure To Remove Air From The System

(Power Bleed Method)
6V4161 Pressure Gauge Kit.
There are two ways to get the air out of the brake system; the manual method and the
power method. Of the two, the power method is the fastest and easiest.
To power bleed the brakes, the U-TUBE on the brake instruction panel must be in the
RUN position.
Use extreme care while doing this procedure. It is possible

under, conditions of wear, for the track brakes to slip and let the
BRAKE INSTRUCTION PANEL

1. U-TUBE. 2. Brake instruction panel. 3. Caps.
1. Remove the cap on the transmission filler tube.
2. Remove one of the caps (3) on the brake instruction panel.
3. Connect the 5P4775 Hose to the outlet where the cap in Step 2 was removed.
4. Connect the 1S8937 Valve to the hose. Check to be sure the valve is fully closed (turn
hand valve fully clockwise).
5. Connect a clear plastic hose to the 1S8937 Valve and run it through the cab and into
the filler tube for the transmission.
Check to be sure that there are no unauthorized personnel
around the machine.
6. Start the engine and pull the governor control lever into the half throttle position.
7. Very carefully pull the transmission control lever into the BRAKES OFF position.
NOTE: Watch the 5P4775 Hose as the lever is pulled from PARK to BRAKES OFF. When
the hose makes a sudden movement and becomes stiff, the transmission is in BRAKES
OFF. Be careful not to pull the lever through BRAKES OFF because the machine will
move.
8. With the drive system in BRAKES OFF, slowly open the valve and let the air-oil mixture
run through the clear plastic hose. Let it run until there is no more air present in the oil
and then close the valve.
9. Shut the engine off. Disconnect the hose and replace the cap.
10. Connect the hose to the other bleed port and repeat the procedure for the other
brake.
11. When both brake lines are free of air, disconnect the hose and replace the cap.
12. Replace the cap on the transmission filler tube.
Procedure For Performing All External In-

Chassis Linkage Adjustments (This
procedure is for all models.)
1. Perform Steps 1 and 2 of STEER CONTROL LINKAGE.
NOTE: The 973 dimension is 106 mm (4.17 in.)
2. If determined necessary for accessibility, use PROCEDURE TO RAISE CAB 24° and
install support.
3. Perform Step 1 of SPEED BRAKE CONTROL LINKAGE.
4. If raised in Steps 1 and 2, remove the support bracket and lower the cab.
5. Perform the PROCEDURE FOR THE GOVERNOR CONTROL AND UNDERSPEED

OVERRIDE LEVERS.
NOTE: If the lever is too loose, do Steps 1 and 2. If not, do not remove the cover (this is
for the operators comfort). If the link assembly is in need of adjustment, then do Step 4 to
get the proper dimension.
6. Perform the rest of the SPEED BRAKE CONTROL LINKAGE PROCEDURE if the
machine does not have the spring loaded plunger and the underspeed spacer.
NOTE: If the machine has only the spring loaded plunger, do the SPEED BRAKE
CONTROL LINKAGE WITH PLUNGER PROCEDURE.
NOTE: If the machine has the spring loaded plunger and the spacer, do the SPEED
BRAKE CONTROL LINKAGE WITH PLUNGER AND UNDERSPEED SPACER
PROCEDURE.
7. Perform Steps 3 and 4 of the procedure STEER CONTROL LINKAGE.
8. Perform the procedure TRANSMISSION CONTROL AND FORWARD-PARK-

REVERSE LEVER. If the force needed to move the lever needs to be increased or
decreased (this is for operators comfort), then adjust on the lever through the "V" opening
rather than doing Steps 1, 2 and 3. Do Step 4 only if the lever needs adjustment.
Continue on to Step 5.
Procedure To Tilt The Cab 24°
Some machine adjustments and service procedures require the cab to be tilted forward to
the 24° angle position. For example, any adjustments to the top linkage in the
transmission when it is in chassis; to change or inspect the oil filter for the transmission.
The following procedure gives the necessary information needed to raise (tilt) the cab.
1. Disconnect all linkage that must be disconnected before the cab is raised. They are:
the linkage that connects the transmission control lever to the FORWARD-PARK-
REVERSE lever on the transmission; the steer linkages and the hydraulic implement
control linkages (if applicable). The linkage for the governor control and the speed brake
control valve linkage do not have to be disconnected.
CONTROL LINKAGES (Located on Right Side of Machine)

1. Linkage for bucket lift control. 2. Linkage for bucket tilt control. 3. Linkage for control of left steer. 4. Linkage
for control of right steer.
2. The tilt support bracket (10) is needed when the cab is tilted and is located inside the
access door on the right side.
3. Remove the bolts that hold the platform to the support structure.
NOTE: The bolts shown in the illustration are on the left side of the machine. There are
more on the right side that must also be removed.
CONTROL LINKAGE (Located on Left Side of Machine)

5. Control linkage the FORWARD-PARK-REVERSE lever on transmission.
4. Connect the top of jack (7) to flange (8).
5. Use the handle provided with the jack and check valve (9) to be sure it is closed (turn
fully clockwise).
LOCATION OF BOLTS (Left Side)

6. With the support bolts removed and the linkages disconnected, the cab is ready to be
raised.
7. Insert the jack handle into the jack and start raising the cab.
8. Continue to raise the cab until the jack is fully extended.
LOCATION OF JACK (Right Side)

7. Jack. 8. Flange. 9. Valve.
NOTE: With the jack fully extended, the cab will be tilted slightly beyond 24°.
9. Install the support bracket (10) that was stored on the right fender. Use the bolts at the
bottom of the bracket.
SUPPORT BRACKET INSTALLED

10. Support bracket.
10. Use the jack handle and slowly open valve (9) until the holes in the top of the bracket
are aligned with the holes in the platform support. Close the valve and install the bolts in
the bracket.
11. Tighten all three bolts for safety purposes, while the machine is being serviced.
12. To lower the cab, remove support (10) and slowly open the valve on the jack. Care
must be taken when lowering the cab to insure that components and linkages are not
broken or bent.
13. When the cab is in the down position, tighten the platform bolts to standard torques.
Connect all the linkages.
Transmission External Linkage Adjustment

Transmission Control and Forward-Park-Reverse
Lever
TRANSMISSION CONTROL LINKAGE

1. Knob. 2. Nut. 3. Rod. 4. Nut. 5. Pin. 6. Yoke. 7. FORWARD-PARK-REVERSE lever.
4. Nut. 6. Yoke. 7. FORWARD-PARK-REVERSE lever.
1. Tighten nut (2) through the opening at the top until the force needed to move knob (1)
is 21 ± 4 N (4.7 ± .9 lb.) (for operator comfort).
2. Adjust rod (8) until the force needed to move safety lever (9) over center is 40 ± 5 N
(9.0 ± 1.1 lb.). [Remove cover (10) to do this.]
3. With lever (9) in the position shown, remove pin (5), loosen nut (4) and adjust yoke (6)
until pin (5) fits freely.
4. Pull lever (9) up and move transmission control lever (1) to full forward.

5. Pin. 8. Rod. 9. Safety lever. 10. Cover.
5. Push yoke (6) to full forward. Make sure pin (5) fits when lever is into override area.
6. Repeat Step 4 and 5, do in REVERSE.
Governor Control and Underspeed Override

Levers
1. To adjust lever force, remove the cover on the left hand control console.
2. Tighten nut (3) until the force needed to move knob (1) is 20 N (4.5 lb.) (for operator
comfort).
3. Pull knob (1) to the rear until lever (2) is in the HIGH IDLE detent.
GOVERNOR CONTROL LINKAGE
1. Knob. 2. Lever. 3. Nut. 4. Pin. 5. Yoke. 6. Link assembly. 7. Rod. 8. Lever. 9. Rod end. 10. Bolt and nut. 11.
Lever.
4. Loosen the nut at yoke (5) and turn link (6) until it is extended 13 to 15 mm (.51 to .59
in.) when yoke (5) is attached to lever (8). Lever (8) must be in the HIGH IDLE position.
DETAIL OF LINK ASSEMBLY

6. Link assembly.
GOVERNOR CONTROL LINKAGE

5. Yoke. 6. Link assembly. 8. Lever.
5. Remove bolt and nut (10) on underspeed override.
6. Hold lever (11) up just contacting the spring on the inside of the override valve. Use
rod end (9) and adjust the length of rod (7) until bolt (10) can be installed through rod end
(9) and lever (11) freely.
7. When correctly adjusted, tighten bolt and nut (10).
LOCATION OF LEVER FOR UNDERSPEED OVERRIDE VALVE

5. Yoke. 6. Link assembly. 9. Rod end. 10. Bolt and nut. 11. Lever.
Steer Control Linkage

NOTE: Cab up only if necessary.
STEER CONTROL LINKAGE
1. Bolt. 2. Zero steer adjustment screw. 3. Rod. 4. Yoke. 5. Lever.

1. Bolt. 2. Zero steer adjustment screw. 3. Rod. 4. Yoke. 5. Lever. 6. Pin. 7. Rod. 8. Yoke. 9. Pin. 10. Lever. A.
91 ± 2 mm (3.58 ± .08 in.)
1. Adjust the zero steer adjustment screw (2) to get dimension (A) of 91 ± 2 mm (3.58 ±
.08 in.)
2. I necessary, loosen bolt (1) on one pedal and adjust the pedal angle so that both
angles are the same.
3. Life steering lever (5) up until contact is felt. Hold the lever in this position and adjust
yoke (4) until pin (6) fits freely into yoke (4) and lever (5). Increase the length of rod (3) by
turning yoke (4) counterclockwise three additional turns. Install pin (6) and tighten the nut
on yoke (4).
4. Do Step 3 for rod (7), yoke (8), pin (9) and lever (10).

3. Rod. 4. Yoke. 5. Lever. 6. Pin. 7. Rod. 8. Yoke. 9. Pin. 10. Lever.
CROSS SECTION THROUGH PEDAL CONTROL
2. Zero steer adjustment screw.
Speed-Brake Control Linkage

SPEED-BRAKE CONTROL LINKAGE

1. Pedal. 2. Adjustment screw. 3. Nut. 4. Stop. 5. Adjustment screw. 6. Yoke. 7. Pin. 8. Lever. 9. Bolt. 10. Rod.
A. 160 ± 5 mm (6.30 ± .20 in.). B. 40 ± 3 mm (1.57 ± .12 in.)
1. Adjust rod (10) until dimension (B) equals 40 ± 3 mm (1.57 ± .12 in.)
2. Turn adjustment screw (2) counterclockwise until the screw is even (flush) with the
bottom of the pedal.
3. Turn adjustment screw (5) in or out as needed to get dimension (A) equal to 160 ± 5
mm (6.30 ± .20 in.). Lock adjustment screw (5) with the locknut.
4. Install a S1617 Bolt (9) through lever (8) into tapped hole in valve housing. This will
center the valve spool in the maximum speed position.
5. Adjust yoke (6) on rod (10) until pin (7) will fit freely through yoke (6) and lever (8).
Tighten the locknut on yoke (6).
6. Remove S1617 Bolt (9) from valve spool lever (8).
7. Push down on the pedal until lever (8) makes contact with the stop on the brake valve
housing.
8. Hold the pedal in this position and turn adjustment screw (2) clockwise until it makes
contact with stop (4).
9. Turn adjustment screw (2) 1/4 additional turn and lock in place with locknut (3).
Speed-Brake Control Linkage with Plunger

The 3W3321 Plunger Assembly replaces the 4B3615 Adjustment Screw. The 1D5117
Nut is still used with the new plunger assembly. This plunger assembly does not affect
the operation of the speed override and brake control pedal. When the pedal is pushed
down until the spring in the plunger assembly is felt, the transmission pumps will be close
to zero angle and the brakes will still be released. When the pedal is pushed past the
spring to the stop, the brakes will be applied. The 3W3321 Plunger Assembly is in effect
as shown in the chart.
Adjustment Procedure for Plunger Assembly

1. Turn the plunger assembly until it is even (flush) with the bottom of the pedal.
2. Use the procedures given in the appropriate service manual to adjust the speed
override and brake control group.
3. For adjustment of the plunger assembly, hold the pedal down until the lever makes
contact with the stop on the brake valve housing. With the pedal in this position, turn the
plunger assembly in until the plunger contacts the pedal support housing.
4. Release the pedal.
5. Turn the plunger assembly clockwise four additional turns. Tighten the 1D5117 Nut to
45 ± 7 N·m (33 ± 5 lb. ft.).
LOCATION OF SPEED OVERRIDE AND BRAKE CONTROL COMPONENTS

To check the adjustment of the plunger assembly:
1. Start the engine and bring it to high idle rpm.
2. Place the FORWARD-PARK-REVERSE lever in either direction and allow vehicle to

pick up speed.
3. Slowly depress the speed brake pedal until it just touches. The machine should slow
down and gradually stop, but not stop abruptly because the brakes are not engaged.
4. Repeat the procedure but now push the pedal all the way down. The machine should
stop abruptly. If the machine did not abruptly stop, readjust the plunger assembly.
Speed-Brake Control Linkage with Plunger and

Underspeed Spacer
A spacer has been added to the underspeed actuator valve group (see Illustration 1).
This change should allow the operator to move a machine uphill on a slope from the park
position without the machine moving downhill first (rollback).
ILLUSTRATION 1. LOCATION OF 4T9161 SPACER (973)
Assembly is in affect as shown in the chart but can also be retrofitted.
To check the adjustment of the plunger assembly on a vehicle with the spacer:
1. Start the engine and bring it to high idle rpm.
2. Place the FORWARD-PARK-REVERSE lever in either maximum forward or maximum

reverse and allow vehicle to pick up speed.
3. Slowly depress the speed brake pedal until it just touches. The machine should slow
down to crawl speed but not stop.
4. Repeat the procedure but now push the pedal all the way down. The machine should
stop abruptly and the transmission will produce a low growling sound. If the machine did
not stop, readjust the plunger assembly. The low transmission growl is due to the
underspeed spacer.
INSTALL S1617 BOLT

6. Yoke. 8. Lever. 9. Bolt.
Adjustment Procedure for Back-Up Alarm

1. Disconnect the linkage to the FORWARD-PARK-REVERSE lever.
2. Push the FORWARD-PARK-REVERSE lever into FORWARD position.
3. Adjust the switch for the back-up alarm until it just touches the cam on the lever.
4. Tighten the bolts on the switch bracket.
5. Pull the FORWARD-PARK-REVERSE lever into REVERSE. Alarm must activate.
PIP-10377913
2020/12/07
22:44:38-06:00
SENR31930002
© 2020 Caterpillar Inc.
Caterpillar:
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1986/01/31 Testing And Adjusting (SENR3193)

The bucket and other implements must always be flat on the

Always move the machine to a location away from the travel of

2. Inspect all lines and connections for damage or leaks.

Preparation of the Machine.

c. Does the engine run smoothly?

a. Does the machine move forward?

5. TEST CONDITION: Do Test 4 with the transmission control lever in REVERSE.

a. Do the tracks stop?

b. See PROCEDURE TO REMOVE AIR FROM SYSTEM.

a. Does the machine slow down?

b. Slow movement of the transmission control lever to get slight FORWARD or

NOTE: Whenever it is necessary to make an adjustment to the linkage for the

Does the machine move forward immediately?

a. Does the right track rotation continue in the forward direction?

a. Does the left track rotation continue in forward direction?

a. Does the machine run the distance in the correct time?

8. Problem inside transmission-do the Instrument Tests.

a. Does the machine run the distance in the correct time?

5. Cut-in rpm of the underspeed override valves.

8. Problem inside transmission-do the Instrument Tests.

NOTE: For the next test prepare the machine as follows:

1. Shut off the engine.

Use extreme care while doing these tests. It is possible, under

Checks For The Seven Systems

2. Underspeed and overspeed system.

6. Transmission oil cooler system.

Preparation of the Machine.

This system affects the operation of both tracks equally.

8. Charge pressure tap. 13. Plug.

This system will affect the operation of both tracks equally.

4. Servo (supply) relief valve pressure tap.

Check the case drain pressure for each motor.

Check the drive pressures while in a maximum stall condition.

A malfunction of this system will always be indicated by overheating of the

Restriction of air flow through the oil cooler core.

Plugged tubes inside the oil cooler core.

A plugged return screen.

A faulty oil cooler bypass valve.

Step 2. Slowly stall the transmissions.

Use extreme care while doing these tests. It is possible under

QUICK-DISCONNECT PRESSURE TAPS

2. Pressure tap for underspeed valve upstream pressure.

3. Pressure tap for brake pressure.

QUICK DISCONNECT PRESSURE TAPS

1. Underspeed valve throat pressure.

2. Underspeed valve upstream pressure.

4. Servo supply pressure.

6. Venturi upstream pressure.

10. Left side drive pressure (forward & reverse).

12. Drive motor case drain pressure (right side).

11. Drive motor case drain (left side).

12. Drive motor case drain (right side).

1. Preparation of the Machine

d. Install a Flow Meter in the supply line to the oil cooler.

e. Install a Test Group-transmission Hydraulics and connect it to the pressure tap

2. Neutral Check of Controls

3. Engine Governor Control Checks

Pressure Testing And The Transmission

Transmission Control Lever in Park Position