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TRANSCRIPT
SERV7105-11November 2005Vol. 11, No. 1
TECHNICAL PRESENTATION
D6R SERIES IIITRACK-TYPE TRACTOR
New Product Introduction(NPI)
GLOBAL SERVICE LEARNING
D6R SERIES III TRACK-TYPE TRACTORAUDIENCE
Level II - Service personnel who understands the principles of machine system operation,diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation provides new product information on all new and major components of theD6R Series III Track-type Tractor. This presentation may be used for self-paced and self-directed training.
OBJECTIVES
After learning the information in this presentation, the technician will be able to:
1. locate and identify the new components on the D6R Series III Track-type Tractor;2. locate and identify the function of the new controls in the operator compartment; and3. locate and identify the new components in the tractor’s systems.
REFERENCES
"D6R Series II Track-type Tractor" (STMG) SERV1757"Electronically Controlled Transmission System - Track-type Tractors (T.I.M.) SERV2639"Caterpillar Monitoring System - Track-type Tractors" SEGV2619CD ROM version of SEGV2619 SERV2619
Estimated Time: 1.5 HoursIllustrations: 74Handouts: NoneForm: SERV7105-11Date: 11/05
© 2005 Caterpillar Inc.
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5Similarities and Differences ..................................................................................................7
OPERATOR'S COMPARTMENT................................................................................................9
ENGINE......................................................................................................................................16Fuel System...........................................................................................................................31
POWER TRAIN .........................................................................................................................32
IMPLEMENT HYDRAULIC SYSTEM....................................................................................44
UNDERCARRIAGE ..................................................................................................................62
SIGNIFICANT MAINTENANCE CHANGES .........................................................................65Recommended Maintenance Intervals..................................................................................69
NEW TOOLING/SKILLS REQUIRED FOR SERVICE ..........................................................70
CONCLUSION...........................................................................................................................72
HYDRAULIC SCHEMATIC COLOR CODE...........................................................................73
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NOTES
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INTRODUCTION
Shown above is the D6R Series III Track-type Tractor. The D6R Series III has been redesignedto meet U.S. Environmental Protection Agency (EPA) Tier III Emissions Regulations for NorthAmerica and Stage III European Emissions Regulations. The D6R Series III meets the EUsound regulations (EU Directive 2000/14/EC) for 2006.
The D6R Series III is powered by the C9 ACERT™ technology electronic engine equippedwith the Hydraulic Electronic Unit Injection (HEUI) fuel system. This engine also utilizes thenew A4 Engine Electronic Control Module (ECM) and is equipped with an Air To AirAfterCooler (ATAAC) intake air cooling system.
Other upgrades to the D6R Series III Track-type Tractor include:
- increased engine power in first gear for all models and configurations,- improvements to the power train hydraulic system,- improved engine cooling system,- upgrade to electro-hydraulic implement controls for Accugrade ready machines,- improved hydraulic demand fan option that helps eliminate overcooling problems,- new SystemOne™ undercarriage as standard equipment, and- new Cat-designed Variable Pitch Angle Tilt (VPAT) blade as an option.
Serial number prefixes for these machines are quite numerous, depending on the model, thearrangement, and where the machine is assembled. See the chart on the next page to determineserial number prefixes.
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D6R SERIES III D6R SERIES III TRACK-TYPE TRACK-TYPE TRACTTRACTOROR
© 2005 Caterpillar Inc.
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The chart shown above illustrates the machine serial number prefixes, as determined by thetractor model, the arrangement, and where the machine is assembled.
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Similarities and Differences
The chart above compares the D6R Series III Track-type Tractor to the D6R Series II machine.Although not comprehensive, it gives an "at a glance" look at what is different, similar, and thesame.
- Machine appearance is similar to the D6R Series II. Some restyling of the hood, theengine enclosure doors, the fenders, and the fuel tank has been implemented.
- Some improvements have been made to the controls and switches on the right console inthe operator's compartment.
- The Caterpillar Monitoring System is still used for the D6R Series III.
- The engine for the D6R Series III is the new C9 ACERT™ technology engine. It is anin-line six-cylinder arrangement that develops 185 horsepower (138 kW) at 1850 rpm inthe standard machine. This engine is rated at 200 hp (149 kW) at 1850 rpm in the XL,the XW, and the LGP models of this machine.
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- The transmission in the D6R Series III is an Electronic Clutch Pressure Control (ECPC)power shift transmission. This transmission is similar to that used in the D6R Series IITrack-type Tractor, but the new common top pressure strategy eliminates the need toperform clutch engagement pressure calibrations.
- The D6R Series III is now available with differential steering only. Finger Tip Controlsteering is no longer available. The "one pump," mechanically operated differentialsteering system is unchanged from the D6R Series II.
- The power train in the D6R Series III has also been improved. Power train oil filterchange frequency intervals have increased from 500 hours to 1000 hours, due to increasedfilter capacity. The common top pressure strategy for the power train eliminates severalcalibrations for the transmission and the brakes. The priority valve has been eliminatedand an accumulator has been added to the transmission charging circuit. Remote pressuretest ports have been added for most all of the power train pressures, improvingserviceability.
- The implement hydraulic system is nearly identical to the D6R Series II machine.However, if the machine is ordered with the AccuGrade Ready Option (ARO), all of thedozer blade functions are EH controlled. The new hydraulic oil tank now contains areturn oil filter and a case drain filter. The EH pilot manifold for blade angle control hasbeen relocated to the forward compartment on the right fender.
- The cooling system on the D6R Series III has also changed. The AMOCS radiator coreshave been upgraded to the new high-performance cores. The machine comes standardwith a direct drive belt driven fan, but may be ordered with an electrohydraulic demandfan, or with a Flexxaire fan. The demand fan is similar to that used on the D6R Series IImachine that is sold in the European markets.
- Nomenclature has changed from D6R Series II to D6R Series III.
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OPERATOR'S COMPARTMENT
The operator's compartment for the D6R Series III has been changed somewhat. Upgrades andimprovements to the operator's compartment include:
- a new right-hand console with electronic dozer control lever for AccuGrade Readymachines,
- an electronic Implement Lockout switch, and
- elimination of the Finger-Tip-Control steering strategy (the differential steering strategy isunchanged from the D6R Series II machine).
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The right console contains the implement controls and some switches for machine modes andfunctions. These controls and switches are:
1. dozer control lever
2. high/low idle switch and implement lockout switch
3. ripper control handle (winch control, if so equipped)
4. rear action lamp
5. forward horn button
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The dozer control lever (1) allows the operator to control all of the blade functions with onelever. Moving the dozer control lever forward or rearward LOWERS or RAISES the blade.Moving the dozer control lever left or right allows the blade to TILT LEFT or TILT RIGHT.
If the machine is equipped with a VPAT blade, moving the thumb lever (2) to the right causesthe blade to ANGLE RIGHT. Moving the thumb lever to the left will cause the blade toANGLE LEFT. The left yellow button (4) allows the operator to activate the AccuGradefunction, if the machine is equipped with AccuGrade. The right yellow button (3) de-activatesAccuGrade. The blade may be controlled manually at any time.
NOTE: There are four different configurations for the dozer control lever, depending onwhether the machine is equipped with a standard blade or VPAT blade and whether themachine is ordered Accugrade Ready or not. These four configurations are:
- The dozer control lever is a pilot operated control lever with no thumb lever on thestandard machine with the standard SU blade.
- The dozer control lever is a pilot operated control lever with an EH thumb lever controlon the standard machine with the VPAT blade.
- The dozer control lever is an electronic control lever with no thumb lever on an AROmachine with the standard SU blade.
- The dozer control lever is an electronic control lever with a thumb lever on an AROmachine with the VPAT blade (shown above).
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Located to the rear of the dozer control lever are two switches for machine functions. Fromfront to rear, these switches are:
1. High/Low Idle switch2. Implement Lockout switch
The wiper/washer controls for the cab and door windows are located overhead, above the rightconsole. From front to rear, these controls are:
3. front windshield wiper/washer control4. left cab door wiper/washer control5. right cab door wiper/washer control6. rear cab window wiper/washer control
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Removing the cover from a small, recessed compartment (1) on the left side of the dash, andnear the floor, gains access to a spare 175 amp alternator fuse and a fuse puller tool for theautomotive style electrical circuit fuses.
The Machine ECM (2) is located beneath the left armrest, inside a recessed compartment in theoperator platform. The Machine ECM is used to control both power train and implementhydraulics, when applicable.
At the left rear of the platform, behind the operator's seat, is the diagnostic connector box (3).To the right of the diagnostic connector box is the 24V DC to 12V DC power converter (4). Anauxiliary electrical disconnect switch (5) is located at the base of the left armrest, if themachine is equipped with this attachment.
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The diagnostic connector box at the left rear of the operator compartment contains two 12V DCswitched power connectors for powering a laptop computer, DataView, etc.
Also located here is the connector for the 4C8195 Service Tool (2) and the data port (3) forconnecting a Communications Adapter and Cat Electronic Technician, or Cat ET.
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The D6R Series III may now be ordered with a Machine Security System (MSS). The MSSindicator light (1) is installed below the MSS key switch (2) on the dash. The MSS requires akey that is unique to each machine. A master key is available to dealers.
Also present in the dash are the following components, which are unchanged from the D6R Series II machine:
3. Gear/Direction/Alert indicator module4. forward Action Lamp5. Auto KickDown switch6. AutoShift switch7. Quad Gauge module8. ripper work light switch9. dash, flood lights, and forward work lights switch
10. HVAC temperature control11. main display module12. operator scroll switch13. HVAC blower fan speed switch, with four fan speeds14. air-conditioning selector switch (ON/OFF)
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ENGINE
The C9 ACERT™ technology engine is new for the D6R Series III Track-type Tractor. Theengine is equipped with Hydraulic Electronic Unit Injection (HEUI) fuel injectors and an AirTo Air AfterCooler (ATAAC). The D6R Series III may be equipped with an optional demandfan system or a Flexxaire fan system. The C9 engine also utilizes the new A4 EngineElectronic Control Module (ECM), which is air cooled. The C9 ACERT engine develops 185horsepower (138 kW) at 1850 rpm in the standard machine. This engine is rated at 200 hp (149 kW) at 1850 rpm in the XL, the XW, and the LGP models.
The C9 engine is an in-line six-cylinder arrangement, with a displacement of 8.8 liters (537 cu. in.). Most of the service points for the C9 are located on the left side of the engine.
The C9 ACERT technology engine meets U.S. Environmental Protection Agency (EPA) Tier IIIEmissions Regulations for North America and Stage III European Emissions Regulations.
Engine oil and filter change intervals remain at 500 hours, under most operating conditions.However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may negativelyaffect the extended oil change intervals. Regular engine oil samplings (S•O•S) must beperformed every 250 hours to confirm oil cleanliness.
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The C9 ACERT engine is functionally similar to the C-9 electronic engine used in the D6R Series II Track-type Tractor. However, the Engine ECM and its software, the cam, theinjectors, the crankshaft, the piston rods, the pistons, and a few other components are different,reflecting the change to ACERT technology.
The C9 ACERT technology engine specifications for the D6R Series III Track-type Tractor are:
- Serial No. Prefix: THX (for machines built in E. Peoria, Piracicaba, and Sagami), THY (for machines built in Grenoble)
- Performance Spec: See note, below
- Max Altitude: 2286 m (7500 ft.) without derate
- Gross Power: 158.5 kW (212.6 hp) for standard machines, 169.7 kW (227.6 hp) for XL, XW, and LGP machines
- Net Power: 138 kW (185 hp) for standard machines, 149 kW (200 hp) for XL, XW, and LGP machines
- Full Load rpm: 1850
- High Idle rpm: 2010 +10/-20 (for North America), 1920 +10/-20 (for E.U.)
- Low Idle rpm: 700
NOTE: Please refer to the Service Information System - TMI Web (Technical MarketingInformation) for engine performance specifications for any particular machine, due to thevarying combinations of engine arrangements, machine models, and source assembly plants.
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Major service points that are accessible from the left side of the engine are:
1. engine oil fill tube
2. demand fan control valve (if equipped)
3. engine oil dipstick
4. A4 Engine ECM
5. starter
6. engine oil ecology drain valve
7. timing probe and adapter port
8. fumes disposal and crankcase breather manifold
9. HEUI pump
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Major service points that are accessible from the right side of the engine are:
1. turbocharger (with mechanical wastegate)
2. coolant sampling port (S•O•S)
3. coolant temperature regulator (thermostat) housing
4. alternator
5. engine oil filter
6. demand fan oil supply (to control valve)
7. power train oil cooler
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Opening the left engine compartment door gains access to the coolant sight gauge (1) which isinstalled in the side of the coolant shunt tank and is visible at the top front of the compartment.
The 10-micron primary fuel filter and water separator (2) and the 4-micron secondary fuel filter (3) is also accessible here. The primary fuel filter base contains the standard electric fuelpriming pump (4), which is activated with the fuel priming pump switch (5). Note that themain electrical disconnect switch must be turned to the ON position and the key start switch (inthe operator compartment) must be turned to the OFF position for the fuel priming pump tooperate.
The standard under hood work light (7) at the rear of the left side engine compartment is turnedON and OFF using the switch (6) located above the light.
The air filter may be inspected and changed by removing the canister cover (8) from the leftside engine compartment.
Also visible in the above photo is the standard air conditioning condenser (9). A remote ROPSmounted air conditioning condenser is available as an attachment.
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The fuel transfer pump (1) is mounted at the rear of the HEUI pump (2). The HEUI pump ismounted to the rear of the timing gear cover and both of these pumps are driven by a gear inthe front gear train.
At the top of the HEUI pump is the Injection Actuation Pressure (IAP) control valve connector (3).
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The Injection Actuation Pressure (IAP) sensor (1) is installed in the side of the cylinder head,above the fuel transfer pump. This sensor is used to determine the hydraulic (engine) oilpressure that is used to actuate the fuel injectors.
The upper speed/timing sensor (2) and the lower speed/timing sensor (3) are installed in therear of the timing gear cover, beneath the HEUI pump.
The engine speed/timing sensors are used to provide engine speed information to the Engine ECM, which shares that data with the Machine ECM for use in the AutoShift, the AutoKickDown, and other electronic power train strategies.
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The intake manifold air pressure (or boost pressure) sensor (1) is installed in the left side of thecylinder head, rearward of the HEUI pump. The intake manifold air temperature sensor (2) isinstalled in the top of the intake manifold. Ether is injected into the intake air through the etheraid injection tube (3), which is installed with a fitting on top of the intake manifold. The crank-without-inject feature (4) is attached with wire ties to the large wiring harness, above the intakemanifold air pressure sensor.
The atmospheric pressure sensor (5) is installed in the top left of the cylinder head, rearwardfrom the intake manifold air pressure sensor.
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The ether aid bottle (not present above) and solenoid (1) are mounted to the front of a bracketat the rear of the left engine compartment, rearward of the air filter canister. Note that there isno inlet air heater used in the C9 ACERT engine for the D6R Series III.
The air cooled A4 Engine ECM (3) is located at the left rear of the engine, above the starter (2).The J1/P1 connector (4) for the Engine ECM is a 70 pin connector and the J2/P2 connector (5)is a 120 pin connector.
The timing probe cable connector (6) is fastened to the J2/P2 wiring harness, above the EngineECM. (The timing probe cable connector is not visible in the above illustration.)
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Forward of the Engine ECM is the engine oil pressure sensor (1). Above the engine oilpressure sensor is a pressure test port (2) for testing engine oil pressure.
The crankcase breather (4) is mounted to the left side of the engine block, forward of theEngine ECM. Fumes are directed from the valve cover to the breather through the largemolded rubber hose (3). The fumes are vented at the left front of the tractor, beneath theradiator, through the flexible rubber hose (5).
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The turbo inlet pressure sensor (1) is installed in the top of the air duct that connects the airfilter canister to the inlet of the compressor side of the turbocharger.
The engine coolant temperature sensor (2) is installed in the top of the cylinder head and islocated at the front center of the engine, immediately forward of the valve cover. It is a typicaltwo wire, passive temperature sensor.
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If the machine is equipped with a demand fan, the demand fan control valve manifold (1) ismounted to a bracket in front of the muffler.
Engine oil is used as hydraulic fluid to operate the fan clutch. Oil supply is through the righthose (3). The steel tube (2) that branches off the supply line is for internal componentlubrication when the fan clutch is not engaged. High pressure supply from the manifold to thefan clutch is through the upper steel tube (4). Clutch control pressure may be tested using thepressure test port (5) on top of the manifold. The proportional fan control solenoid (6) isENERGIZED by the Engine ECM to DISENGAGE the fan clutch. As the solenoid is DE-ENERGIZED, the fan speed increases. The left-most hose (7) is the manifold drain line.
The demand fan clutch (8) is supplied with high pressure oil (40 psi, minimum) through theright steel tube (9). Fan speed data is monitored by the Engine ECM using a speed sensor. Thecable from the sensor (10) is visible in the above illustration.
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The coolant (S•O•S) sampling port (1) is installed in the steel tube that directs cooled waterfrom the radiator to the temperature regulator (thermostat) housing (2). Both of thesecomponents are located at the right front of the engine and are accessible through the right sideengine compartment door. The opening temperature for the thermostat is 81° - 84° C (178° - 183° F). The thermostat should be fully open at 92° C (198° F).
The turbocharger (3) on the C9 ACERT technology engine uses a standard mechanical wastegate (4), which is operated by a pressure line (5). The wastegate acts as a bypass valvefor exhaust gasses to the turbine. When the wastegate opens it allows some of the exhaustgasses to bypass the turbocharger. The wastegate limits boost pressure, which in turn, limitsthe maximum engine cylinder pressure.
The turbocharger bearings are lubricated with engine oil through the hard steel tube (6).
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The alternator (1) is mounted at the lower right front of the engine and is accessible through theright side engine enclosure door.
The engine oil filter (2) is located to the rear of the alternator.
The engine oil cooler (6) is an oil-to-water type cooler and is internal to the engine block. It islocated rearward of the engine oil filter.
The engine oil sampling (S•O•S) port (3) is installed in the side of the engine block, to the rearof the engine oil filter. The sampling port is positioned upstream of the flow of oil to the filter.
Also shown above is the engine oil supply line (4) to the demand fan control manifold and theturbocharger lube oil supply line (5).
Below and to the rear of the engine oil cooler is the oil-to-water type power train oil cooler (7).
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The fuel pressure regulator (1) is located at the rear of the cylinder head. It is an in-line checkvalve that is just upstream from the fuel line (2) that returns unburned fuel to the fuel tank. Thefuel pressure regulator maintains a fuel system pressure of approximately 518 kPa (75 psi).
The fuel pressure sensor (3) is installed in a "Tee" fitting, upstream from the fuel pressureregulator.
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Fuel System
Fuel is drawn from the fuel tank through the 10-micron primary fuel filter and water separatorby a gear-type fuel transfer pump. The fuel transfer pump is mounted to the rear of the HEUIpump. The fuel transfer pump then forces the fuel through the 2-micron secondary fuel filter.
The fuel then flows through a fuel line where it enters the front of the cylinder head. The fuelflows into the fuel gallery (inside the cylinder head), where it is made available to each of thesix HEUI fuel injectors. Any excess fuel not injected leaves the rear of the cylinder head and isdirected to the fuel pressure regulator. The fuel pressure regulator is an in-line check valve.The fuel pressure regulator maintains a fuel system pressure of approximately 518 kPa (75 psi)between the fuel transfer pump and the fuel pressure regulator.
From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuelused for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volumerequired for combustion is supplied to the system for combustion and for injector cooling andlubrication purposes).
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POWER TRAIN
Numerous upgrades have been implemented in the power train for the D6R Series III Track-type Tractor. These upgrades include:
- common top pressure strategy for operation of the transmission and the brakes
- elimination of the low brake pressure calibrations
- transmission output speed sensors that are easily installed and require no adjustment
- elimination of the priority valve
- addition of an accumulator in the transmission charging circuit
- new A4 Machine ECM which controls the transmission and the braking
- remote pressure test ports for torque converter inlet and torque converter outlet pressures
- remote power train breather for easier service access
- power train oil filter change frequency intervals increased to 1000 hours
SERV7105-11 - 32 - NPIVol. 11, No. 1, 2005
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The three-section fixed displacement power train oil pump is installed at the right front of themain case. The pump is driven by a drive shaft connected to a drive hub at the right rear of theflywheel housing.
The torque converter charging section "C" of the power train oil pump supplies oil flow to thetorque converter. The torque converter inlet relief valve is installed between the pump and thetorque converter and limits the maximum pressure to the torque converter. The torqueconverter outlet relief valve maintains a minimum pressure inside the torque converter. Oil thatexits the torque converter through the torque converter outlet relief valve is directed to the oil-to-water type power train oil cooler, where the oil is cooled by engine coolant. Oil thatexits the power train oil cooler is then sent to the lube distribution manifold, where it is directedto various power train components through steel tubes inside the main case.
The transmission charging section "B" of the power train oil pump provides oil flow to thetransmission charge circuit. The transmission main relief valve maintains a common toppressure for operation of the transmission and the brakes. An accumulator, located beneath thefuel tank, is incorporated in the transmission charge circuit. The accumulator helps maintain aconstant transmission charge circuit pressure during clutch engagements. Power train oil thatspills past the transmission main relief valve mixes with, and supplements the lube oil from thelube distribution manifold.
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The common top pressure power train strategy eliminates the need to perform transmissionclutch engagement pressure calibrations. (Clutch fill calibrations and brake touch-upcalibrations are still required.) The transmission clutch pistons and the brake pistons have beenredesigned so they all operate at the same (common) pressure. When the transmission mainrelief valve is properly adjusted, all of the pressures for operation of the transmission clutchesand for the operation of the brakes are also properly adjusted.
The scavenge section "A" of the power train oil pump draws oil from the transmission case, thebevel and transfer gear case, and the torque divider housing through screened ports. (Flywheellube oil from the flywheel housing drains into the torque divider case.) This scavenge oil isused to lubricate the steering differential gear set and the oil then drains back into the mainsump.
Pressure test ports for the transmission main relief pressure (P) and for the transmission lubepressure (L1) are easily accessible from the rear of the machine.
Remote pressure test ports for the torque converter outlet pressure (N) and the torque converterinlet pressure (M) are located inside the compartment on the front of the right fender. Thepower train breather is remotely mounted beside these two pressure test ports.
The flywheel lube pressure test port (L2) is located below the floor plate in the operatorcompartment.
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The screened main suction manifold (1) for the power train oil pump is located at the right frontof the main case, near the bottom.
The three-section gear-type power train oil pump (2) is mounted to the front of the main case,at the upper right.
The electronic brake valve (3) is located on top of the main case, to the left of center.
The torque converter inlet relief valve and the lube distribution manifold are both incorporatedinto one housing (4). These two components are mounted to the left front of the main case,near the bottom.
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The power train oil pump draws oil for the torque converter charging circuit and for thetransmission charging circuit from a screened suction manifold that connects to the pump at thepump inlet (1).
The torque converter charging section "C" (2) of the power train oil pump suppliesapproximately 145 L/min. (38.3 US gal./min.) of oil to the torque converter circuit foroperation of the torque converter and for lubrication purposes.
The transmission charging section "B" (3) of the power train oil pump supplies approximately54 L/min. (14.3 US gal./min.) of oil to the transmission and brakes circuit.
The transmission and torque converter scavenge section "A" (4) of the power train oil pumpdraws approximately 125 L/min. (33 US gal./min.) from the torque divider case, and thetransmission case. The scavenge oil is used for lubrication of the steering differential.
The power train oil temperature sensor (5) provides main sump oil temperature information tothe Machine ECM. This is the temperature sensor that is considered when performing powertrain calibrations, such as brake touch-ups and transmission clutch fill calibrations.
NOTE: All power train oil flow rates are calculated at the rated engine speed of 1850 rpm.
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The torque converter inlet relief valve (1) and the lube distribution manifold (3) are bothcontained in one housing. Oil from the torque converter charging section of the power train oilpump is supplied to the torque converter inlet relief valve through the upper hose (2).
The torque converter inlet relief valve is installed in the housing. Excess oil flows past the inletrelief valve into the main sump through a port in the front of the case, and behind the housing.Oil flow to the torque converter inlet is through the hose on the right (5).
Cooled oil from the power train oil cooler is directed to the lube distribution manifold (3)through the hose on the left (4).
The smaller hose (6) is the line leading to the remote pressure test port for torque converterinlet pressure (M). This remote pressure test port is located inside the front compartment onthe right fender.
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Opening the top door of the forward compartment on the right fender gains access to thecombination power train oil fill tube and dipstick (1).
Opening the front door of the forward compartment on the right fender gains access to thepower train oil filter (3). This spin-on type canister contains a replaceable 6-micron filterelement. The filter base contains a filter bypass switch (2). This is a normally open switch thatis held closed by the filter bypass valve spool. The bypass valve opens, allowing the switch toopen, when the difference in pressure between the filter inlet and the filter outlet becomes greatenough (approximately 50 psi). The switch is monitored by the Caterpillar Monitoring Systemand alerts the operator to the filter bypass condition.
The filter base also contains the power train oil sampling (S•O•S) port (5) and a pressure testport (4) for the transmission charging circuit. The pressure test port is situated downstreamfrom the filter. The S•O•S port is situated upstream, or before the filter.
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Also located in the forward compartment on the right fender and inboard from the power trainoil filter canister are the following service points:
1. remote power train breather
2. remote pressure test port for torque converter inlet pressure (M)
3. remote pressure test port for torque converter outlet pressure (N)
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Located at the rear of the machine, on top of the the transmission case are the following servicepoints:
1. transmission main relief pressure test port (P)
2. transmission lube pressure test port (L1)
3. transmission lube temperature sensor
Pressure test ports for each of the five transmission clutches remain on the transmission cover.These pressure test ports are:
4. transmission clutch No. 1 (reverse clutch)
5. transmission clutch No. 2 (forward clutch)
6. transmission clutch No. 3 (speed 3)
7. transmission clutch No. 5 (speed 1)
8. transmission clutch No. 4 (speed 2)
Clutch engagement pressure calibrations are no longer required, with the common top pressurestrategy. Proper adjustment of the transmission main relief valve will set the proper pressurefor the operation of all five transmission clutches and the brakes. It is still necessary to performtransmission clutch fill calibrations and to perform brake touch-up calibrations.
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The transmission circuit accumulator (1) is mounted beneath the fuel tank and located abovethe transmission case.
This accumulator is pre-charged to approximately 1724 kPa (250 psi). It is used to helpmaintain transmission charge circuit pressure for short periods of time, such as whentransmission clutches are filling (shifts) or at other times when the pressure in the transmissioncharging circuit may become too low (cold oil, low idle, etc.).
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Transmission output speed and rotational direction is sensed by the two transmission outputspeed sensors (1). The speed/direction pick-up wheel (2) is splined to the transmission outputshaft (3). The wheel induces a current (signal) into each sensor as the speed/direction pick-upwheel moves past the sensors.
The difference in the timing between the signals of the two sensors determines the output shaftspeed. Output shaft rotational direction is determined by sensing which sensor provides asignal first. The signals from the sensors are monitored by the Machine ECM. These signalsare used by the Power Train Electronic Control System to modify the timing of clutchengagements.
The transmission output speed sensors do not require adjusting when they are installed. Theyare held in place with two clips, which maintain the proper air gap between the sensors and thespeed/direction pick-up wheel.
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The A4 Machine ECM (1) is located in an enclosure beneath the left armrest. Accessing theMachine ECM can be accomplished by removing the operator seat, the seat pedestal, the leftside sound panel, and a metal cover. Other associated service points located here are:
2. the 70-pin J1/P1 connector for the Machine ECM
3. the 70-pin J2/P2 connector for the Machine ECM
The D6R Series III Machine ECM code plug (4) is tied to the wiring harness leading to theJ1/P1 connector, above the ECM.
The Machine ECM is a multi-purpose ECM. The Machine ECM has inputs from, and outputsto both the implement hydraulic components and the power train components.
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IMPLEMENT HYDRAULIC SYSTEM
The implement hydraulic system for the D6R Series III includes these upgrades:
- implement return and case drain oil filters are both integrated into the hydraulic oil tank
- electrohydraulic implement control for all blade functions on AccuGrade ready machines(ripper/winch control remains pilot operated in all cases)
- new A4 Machine ECM used for implement hydraulic functions and system monitoring
- electronic implement lockout control, like the new T-Series machines
The standard implement hydraulic system for the D6R Series III machine remains mostlyunchanged from the D6R Series II machine. Pilot operated control levers for the blade and theripper (or winch) and pilot operated implement control valves remain standard on the D6RSeries III machine. An EH blade angle control (thumb rocker switch) and an EH manifold withtwo proportional solenoids for blade angle control are added if the machine is equipped with aVPAT blade.
SERV7105-11 - 44 - NPIVol. 11, No. 1, 2005
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An EH dozer control lever (joystick) and an EH pilot manifold with four proportional solenoidsfor blade lift and blade tilt functions, as well as an ON/OFF (AccuGrade Boost) solenoid isadded on machines equipped with AccuGrade. The EH dozer control lever will also contain athumb rocker blade angle control and the associated (second) EH pilot manifold with the bladeangle solenoids if the AccuGrade machine is equipped with the VPAT blade.
There are four versions of the implement hydraulic system. These four distinct versions of thehydraulic system are:
- implement hydraulic system with an "S" or "SU" blade (pilot operated controls and pilotoperated implement control valves)
- implement hydraulic system with a VPAT blade (pilot operated controls and pilotoperated implement control valves with EH blade angle control)
- AccuGrade ready implement hydraulic system with "S" or "SU" blade (pilot operatedcontrols and pilot operated implement control valves for the ripper/winch and EH bladecontrol for all blade functions)
- AccuGrade ready implement hydraulic system with a VPAT blade (pilot operated controlsand pilot operated implement control valves for the ripper/winch and EH blade controlfor all blade functions)
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The hydraulic schematic shown above is that of a machine with a VPAT blade. This system isnot for an ARO machine. It shows the implement system in the BLADE LOWER condition.
The hydraulic pump provides oil flow to the steering and implement valve stack through theinlet manifold. Oil flow is also supplied to the pressure reducing manifold, which producespilot pressure oil for operation of the implement control valves and the implement controllevers.
When the operator moves the dozer control lever from HOLD to LOWER, the dozer controllever opens the BLADE LOWER pilot valve, which sends pilot pressure oil to the LOWER endof the blade lift control valve. This pilot pressure moves the main valve spool to the LOWERposition. High pressure pump supply oil flows past the flow control spool and the main spool,then out to the head ends of the blade lift cylinders and the blade lowers.
Oil from the rod ends of the lift cylinders returns through the blade lift control valve and flowspast the main valve spool to the hydraulic tank, through the implement return oil filter.
SERV7105-11 - 46 - NPIVol. 11, No. 1, 2005
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During the BLADE LOWER operation, pressure builds in the head end of the lift cylinders asthe blade is forced into the ground. This pressure is equal to the external forces that mightresist the blade lowering. This pressure is called "work port pressure." The work port pressureis the same through the entire activated circuit (from the pump, through the blade lift controlvalve, and to the head ends of the blade lift cylinders). The work port pressure, or load sensingsignal, is transmitted through the center of the main valve spool and into signal resolvernetwork. If this is the highest signal from any of the implement control valves, the signal istransmitted back to the pump compensator valve through the internal signal resolver networkand then through the external signal line. The pump's flow compensator valve is set tocommand the pump to upstroke and increase pump flow to meet the demand, proportional tothe operator's request. This flow compensator valve setting will maintain a margin pressure ofapproximately 305 psi (2103 kPa) above the work port pressure.
SERV7105-11 - 47 - NPIVol. 11, No. 1, 2005
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The hydraulic schematic shown above is that of an ARO machine with a VPAT blade. It showsthe implement hydraulic system in the BLADE LOWER condition, when the blade is beingautomatically commanded to LOWER by the AccuGrade system.
Machines that are equipped with AccuGrade have an EH pilot manifold installed that containsfour proportional solenoid controlled pilot valves. The machine also uses an EH dozer controllever (joystick). The solenoid controlled pilot valves are used to control BLADE RAISE,BLADE LOWER, BLADE FLOAT, BLADE TILT LEFT, and BLADE TILT RIGHT.
The AccuGrade ECM sends a signal to the Machine ECM through the CAN (Controller AreaNetwork) data link when the the AccuGrade system commands the blade to LOWER. TheMachine ECM then sends a corresponding current to the solenoid controlled pilot valve for theBLADE LOWER function. The pilot valve opens, sending pilot oil into the pilot chamber atthe LOWER end of the blade lift control valve. This pilot pressure moves the main valve spoolto the LOWER position and high pressure pump supply oil flows past the flow control spooland the main valve spool, then out to the head ends of the blade lift cylinders and the bladelowers.
Oil from the rod ends of the lift cylinders returns through the blade lift control valve as theblade lowers. The return oil flows past the main valve spool to the hydraulic tank, through theimplement return oil filter.
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During the BLADE LOWER operation, pressure builds in the head ends of the lift cylinders asthe blade is forced into the ground. This pressure is equal to the external forces that mightresist the blade lowering. This pressure is called "work port pressure." The work port pressureis the same through the entire activated circuit (from the pump, through the blade lift controlvalve, and to the head ends of the blade lift cylinders). The work port pressure, or load sensingsignal, is transmitted through the center of the main valve spool and into signal resolvernetwork. If this is the highest signal from any of the implement control valves, the signal istransmitted back to the pump compensator valve through the internal signal resolver networkand then through the external signal line. The pump's flow compensator valve is set tocommand the pump to upstroke and increase pump flow to meet the demand, in proportion tothe operator's request. This flow compensator valve setting will maintain a margin pressure ofapproximately 305 psi (2103 kPa) above the work port pressure.
The EH pilot manifold contains four proportional solenoid controlled pilot valves and it alsocontains an AccuGrade Boost solenoid valve. This AccuGrade Boost solenoid valve uses anON/OFF solenoid. The AccuGrade Boost solenoid is ENERGIZED whenever the AccuGradesystem is activated, sending pilot pressure oil into the resolver network through the Float PilotBoost line. This pilot pressure oil (approximately 3250 kPa, or 475 psi) is sensed by thepump's flow compensator valve and the pump upstrokes to maintain margin pressure(approximately 305 psi) above this "signal" (475 psi pilot pressure).
The result of AccuGrade Boost strategy is that the implement system pressure is raised toapproximately 5378 kPa (780 psi) when the pump is in the LOW PRESSURE STANDBYcondition. This elevated standby pressure improves implement response time when a bladefunction is automatically commanded, providing greater accuracy for the automated bladefunction.
ARO machines also contain a pump discharge pressure sensor. This sensor is used to detectchanges in system pressure when performing the implement solenoid calibration routines, usingCat ET. This pressure sensor is only present on ARO machines.
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Shown above is a cutaway view of the blade lift control valve in the BLADE LOWERcondition.
High pressure supply oil from the implement pump flows past the flow control spool and theload check valve when a BLADE LOWER command is requested. The supply oil then flowspast the main valve spool and out to the head ends of the lift cylinders and the blade lowers.Oil from the rod ends of the lift cylinders returns through the rod end passage of the blade liftcontrol valve as the blade lowers. The return oil flows past the main valve spool and then intothe passage to the hydraulic oil tank.
At the same time, high pressure (work port pressure) oil from the cylinder head end passage ofthe implement control valve flows into the hole in the right land of the main valve spool that isexposed to the work port pressure in the head end passage. This is signal oil. This signal, orwork port pressure is transmitted through the axial passage in the center of the valve spool, intothe signal chamber, and is directed to the the signal resolver passage. If this is the highestpressure in the signal resolver network, the signal resolver ball shifts to the right and the signalis sent to the pump flow compensator.
The pump then UPSTROKES to meet the flow demand, proportional to the signal pressure.The pump will maintain a margin pressure of approximately 2100 kPa (305 psi) above thesignal pressure if the compensator valve is properly adjusted.
SERV7105-11 - 50 - NPIVol. 11, No. 1, 2005
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At the same time that the signal pressure is transmitted into the resolver network, the signalpressure is also transferred to the spring chamber behind the flow control spool. This signalpressure, plus the force of the spring, keeps the flow control spool in a position to meter thepump supply oil. The flow control spool also maintains the proper flow of oil to the liftcylinders regardless of changes in load on the lift cylinders or increased flow from the pumpdue to the activation of another implement in the system. The flow of high pressure oil to thecylinders is always proportional to the work port pressure, or signal.
Additionally, signal pressure in the signal chamber is also sensed by the signal limiter valve, atthe right end of the flow control spool spring chamber. The signal limiter valve is used to limitthe maximum pressure in the blade lift circuit in stall or heavy load situations, which protectsthe hydraulic lines and components in the lift circuit. The signal limiter valve acts as a reliefvalve for the signal pressure from the blade lift control valve. The signal limiter valve sensesthe increasing signal oil pressure as signal oil fills the spring chamber behind the flow controlspool. When the pressure reaches the value of the spring in the signal limiter valve(approximately 19300 kPa, or 2800 psi), the signal limiter valve opens, draining oil into thetank passage and depressurizing the spring chamber. An orifice restricts the oil flow into thespring chamber, causing the pressure at the left end of the flow control spool to become greaterthan the pressure in the spring chamber plus the spring force. The high pressure supply oil thenmoves the flow control spool to the right, reducing the flow of supply oil to the lift cylinders.
NOTE: The steering control valve is in series to the implement control valves. When asteering request is made during the operation of an implement, flow to the implementvalves decreases and implement operation slows down.
Steering has priority over implement operation.
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The redesigned hydraulic oil tank (1) is located on the right fender. Service points identified inthe illustration above are:
2. implement return oil filter (internal)
3. vacuum breaker
4. case drain oil filter (internal)
5. hydraulic oil fill tube
6. fluid level sight glass
An ecology drain valve is located on the bottom of the tank (not visible, above) and may beeasily accessed through an opening on the underside of the fender.
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Service points on the back of the hydraulic oil tank that are identified above are:
1. implement pump suction port
2. valve stack end cover drain port
3. hydraulic oil temperature sensor
4. pilot valve drain port
5. case drain return port (to internal filter)
6. fitting for hose to hydraulic oil cooler (via bypass valve)
7. implement return oil port (to internal filter)
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The implement hydraulic pump (1) is mounted to the rear of the flywheel housing, at the upperleft corner. High pressure supply oil to the implement valve stack is directed through a hosethat connects to the pump discharge port (2). High pressure supply oil to the pressure reducingmanifold is directed through a hose that connects to the lower fitting (3) from the pumpdischarge port.
A pump discharge pressure sensor (4) is installed on the opposite side of the "tee" fitting fromthe pressure reducing manifold supply line. This pressure sensor is only present on machinesthat are equipped with AccuGrade. It is a necessary component for the calibration of the fourproportional solenoids on the EH pilot manifold that are used for blade control. Machines thatare not equipped with AccuGrade will have an "L" fitting at this location, connecting the pumpsupply line to the pressure reducing manifold.
Other components identified above are:5. pump pressure and flow compensator valve
6. fitting for the load sensing signal line (from the signal resolver network)
7. fitting for the case drain line
This implement pump is identical to the implement pump used in the D6R Series II machineswith differential steering.
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The steering and implement control valve stack is mounted to a bracket inside the right fender,below the right console in the operator compartment. The implement valve stack consists ofthe inlet manifold (1), the steering valve (2), the blade lift control valve (3), the blade tiltcontrol valve (4), the blade angle control valve (5), the ripper (or winch) control valve (6), andthe end cover (8). The blade angle control valve and the ripper/winch control valve may not bepresent, depending on how the machine is equipped.
The EH pilot manifold (7) for blade lift and tilt functions is mounted to the outboard side of thevalve stack bracket, if the machine is equipped with AccuGrade.
Components of the AccuGrade EH pilot manifold identified above are the blade raise solenoid (9), the blade tilt right solenoid (10), the AccuGrade Boost solenoid (11), the blade tiltleft solenoid (12), and the blade lower solenoid (13).
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The EH pilot manifold receives pilot supply oil from the pressure reducing manifold. The EHpilot manifold contains four (proportional) solenoid controlled pilot valves that receive PWMsignals from the Machine ECM for operation of the blade lift and the blade tilt functions.When ENERGIZED, the solenoid controlled pilot valve directs pilot supply oil to the end ofthe corresponding implement control valve, in direct proportion to the movement of the dozercontrol lever (or as automatically commanded by the AccuGrade system). The EH pilotmanifold also contains the AccuGrade Boost solenoid valve, which uses an ON/OFF solenoid.The AccuGrade Boost strategy was discussed earlier in the Implement Hydraulics section ofthis presentation.
The AccuGrade Boost solenoid valve directs pilot supply oil to an external resolver. The bladelower solenoid controlled pilot valve also directs pilot supply oil to this same external resolver,in addition to the pilot supply oil that is directed to the LOWER end of the blade lift controlvalve. Pilot supply oil is directed (through the resolver) to the Float Pilot Boost line wheneither solenoid is ENERGIZED. The Float Pilot Boost signal line enters the signal resolvernetwork through the end cover of the valve stack. In either situation, the pump's flowcompensator valve senses the pilot supply oil as a signal and the implement pump will upstroketo maintain margin pressure above LOW PRESSURE STANDBY pressure. (If the steeringvalve or another implement valve sends a higher signal into the resolver network, the higherpressure is sensed by the compensator valve.)
This EH pilot manifold is only present on ARO machines.
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The pressure reducing manifold (1) is located inside the forward compartment on the right fenderand is situated outboard from the power train oil filter. Service points identified above are:
2. pilot relief valve3. pressure reducing valve4. implement pump discharge pressure test port (HA)5. accumulator6. implement lockout solenoid (ENERGIZED in the UNLOCKED condition)7. pilot supply pressure test port (CP)8. hydraulic oil sampling port (S•O•S)9. accumulator pressure test port (CPG)
10. accumulator check valve (near, or left side of the implement lockout solenoid)
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1 2 3
4
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The pilot manifold supplies pilot pressure oil to the pilot operated implement controls (or thesolenoid controlled pilot valves, if the machine is equipped with EH control of the bladefunctions).
The implement pump discharge oil flows through a screen before it reaches the pressurereducing valve. The pressure reducing valve is infinitely variable, and meters the oil to providepilot supply pressure of approximately 3275 kPa (475 psi).
The pilot oil then flows through the accumulator check valve, which is installed upstream of thehydraulic accumulator. The check valve prevents backflow in the pilot system, in case of lowpilot pressure conditions. The check valve also prevents the hydraulic accumulator fromdischarging when the machine is shut down.
The oil then flows to the hydraulic accumulator and the pilot relief valve. The pilot relief valvelimits the pressure in the pilot oil system past the pressure reducing valve to protect theaccumulator. The pilot relief valve opens to dissipate excess pressure in the event of pressurespikes in the pilot oil system.
The hydraulic accumulator stores energy (pilot pressure) allowing the implements to be loweredin a dead engine situation.
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The pilot oil then flows to the implement lockout valve. The implement lockout valve issolenoid operated and it is ENERGIZED when in the UNLOCKED condition. The implementlockout valve is controlled by the implement lockout switch, located on the right console in theoperator compartment. The pilot supply oil is blocked and the implements cannot be movedusing the implement controls when this valve is in the LOCKED, or DE-ENERGIZEDcondition.
When the implement lockout valve is in the UNLOCKED condition, the pilot supply oil exitsthe pilot manifold at the outlet. The pilot supply oil is then directed to the pilot operatedimplement controls (and/or the solenoid controlled pilot valves, if the machine is equipped withEH control of the blade functions).
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The machine will have an EH pilot manifold installed for blade angle control (1) if the machineis equipped with a VPAT blade. The EH pilot manifold for blade angle control is located in theforward compartment on the right fender, directly below the pressure reducing manifold. TheANGLE RIGHT solenoid controlled pilot valve (2) and the ANGLE LEFT solenoid controlledpilot valve (3) are identified in the top illustration.
Illustration No. 60 shows the EH pilot manifold when the operator has moved the thumb rockerswitch to the BLADE ANGLE RIGHT position. The Machine ECM receives the signal fromthe thumb rocker switch and sends a corresponding signal to the ANGLE RIGHT solenoidcontrolled pilot valve and the solenoid is ENERGIZED. Pilot supply oil is then directed to theappropriate end of the blade angle control valve.
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Oil on the ANGLE LEFT end of the main valve spool is displaced as the main valve spool inthe control valve moves to the angle right position. This displaced oil returns through the right-most pilot line to the BLADE ANGLE LEFT solenoid controlled pilot valve, where the DE-ENERGIZED solenoid pilot valve directs the oil to the manifold drain line.
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61
UNDERCARRIAGE
The D6R Series III Track-type Tractor is available with the new SystemOne™ undercarriage asstandard equipment on all undercarriage arrangements (Std., XL, XW, and LGP). The olderstyle undercarriage (standard for earlier D6R machines) is also available as an option. TheSystemOne undercarriage system uses the following redesigned components:
- track links and track shoes- sprocket segments- track idlers- track rollers- carrier rollers- track guides
A newly designed master link can be ordered and installed by the dealer after taking delivery ofthe machine. Master links are not available from the factory. (The master link requires no newtooling for separating and joining the track).
The interactive multi-media CD, "Introducing Cat SystemOne™ UnderCarriage" (AERV5766)provides more information on the advantages of the new undercarriage and the changes to all ofthe undercarriage components.
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Sprocket
Carrier Roller
Idler
TrackGuide
Link and TrackAssembly Roller
SystemOne“ U NDERCARRIAGE COMPONENTS
62
The SystemOne undercarriage link assembly uses only one type of track link (1). There are noLEFT or RIGHT track links used. Every other track link is reversed, both inside and outside.
The track pins (2) are sealed for the life of the undercarriage.
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1
2
A "clamping" type master link (1) is available for the track link assembly, but it is not required.The track bolts go through the track shoe and then the upper half of the link. They thread intothe lower portion of the link and clamp the link tight around the track pin.
If the track assembly does not have a master link, the chain may be taken apart at any joint.Assembling and dis-assembling the track is accomplished with a new portable track press (2).
Tooling required for installation and removal of the SystemOne track and related serviceinformation will be discussed in the section "NEW TOOLING/SKILLS REQUIRED FORSERVICE," later in this presentation.
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SIGNIFICANT MAINTENANCE CHANGES
Opening the left side engine compartment door gains access to the underhood worklight (1),which illuminates the left side engine compartment for service work. The switch (2) for theworklight is located above the worklight, at the rear of the left side engine compartment.
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1
2
The air conditioning compressor (1) is located on the left side of the engine, just below theengine oil fill tube. It is accessible from the left side engine compartment.
The air conditioning system uses R-134A refrigerant and Poly-Alkaline Glycol (PAG)lubricating oil for the compressor. The system is fully charged with both at the factory.
The air conditioning dryer bottle (2) is installed on the left side of the engine, rearward of, andbelow the air-conditioning compressor.
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2
The air-conditioning accumulator (1) is mounted to the inside of the left frame rail, forward ofthe equalizer bar.
The air-conditioning condenser (2) is mounted behind the left side of the radiator and isaccessible through the left side engine compartment door. A remote, rooftop air-conditioningcondenser is available as an attachment.
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1
2
The batteries (1) are located beneath the deck plate at the front of the left fender. The maindisconnect switch is located inside the compartment (2) on the front edge of the left fender.
Opening the battery box lid and removing the cover (3) on the left side of the cab gains accessto the automotive style fuses (4), the air conditioning remote condenser circuit breaker (5) (if equipped), the HVAC blower motor circuit breaker (6), and the 175 amp alternator fuse (7).These components are located in the same place as the D6R series II machine, but they arearranged a bit differently.
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4 5
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Recommended Maintenance Intervals
All fluid fill and check points are outside the cab, with common groupings and easy access inmind. Ecology drains are standard for the engine oil, the engine coolant, the hydraulic oil, andthe power train oil.
Periodic maintenance item frequency interval recommendations are shown in the above chart.Always refer to the Operation and Maintenance Manual (form SEBU7925) for detailedinformation regarding scheduled maintenance recommendations.
NOTE: Engine oil and filter change intervals may be performed at 500 hours, under mostoperating conditions. Engine load factor, sulfur levels in the fuel, oil quality, and altitude maynegatively affect oil change intervals. Regular engine oil samples (S•O•S) must be taken every250 hours to confirm oil cleanliness, in all situations. The initial engine oil and filter changeshould occur at 250 hours on new machines.
SERV7105-11 - 69 - NPIVol. 11, No. 1, 2005
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NEW TOOLING/SKILLS REQUIRED FOR SERVICE
The new SystemOne undercarriage is standard equipment for the D6R Series III machine. TheSystemOne undercarriage can also be retrofitted to any existing D6R Series II, D6R, or D6Hmachine.
The illustration above shows the SystemOne Multi-Pitch Track Press Tool (1) being used toremove the outside link. This tool will also remove the inside link and it is used to install links.It may also be used to assemble and disassemble SystemOne track on other Cat machines.There are a number of tools, including portable track press kits, that can be used to remove andinstall the SystemOne track on the D6R machines, as well as other Caterpillar machines.
For more information about tooling and assembly/disassembly procedures, refer to thefollowing service information publications:
- "Installation and Removal of SystemOne™ Track on Machines With an ElevatedSprocket," form No. REHS1110-01
- "Field Repair of SystemOne™ Track," Form No. REHS2496-00
- "Tool Operating Manual - 242-5360 Portable Track Press, D6H, D6R, and 963SystemOne™ Undercarriage Operation, Maintenance, and Parts," Form No. NEHS0915
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1
- "Installation and Removal of SystemOne Track on Machines With The Multi-PitchSystemOne™ Track Press Tool," Form No. REHS2403-00
- "Tool Operating Manual - Operation and Parts for Large Multi-Pitch SystemOne™ TrackPress Tool," Form No. NEHS0929-01
- "Installation and Removal of SystemOne Clamp Masters," Form No. REHS2220-00
- "Tool Operating Manual - Using the Master Clamp Tools to Connect and DisconnectSystemOne™ Undercarriage Track," Form No. NEHS0923 (E.U. Compliant)
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CONCLUSION
This presentation has provided preliminary New Product Introduction (NPI) information for theCaterpillar D6R Series III Track-type Tractor. All new and major components of the machineand their locations were identified and discussed. The information in this package will help theserviceman locate and identify components and analyze problems in any of the major systemsof this tractor, when used in conjunction with the Service Manual (form No. RENR7960).
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HYDRAULIC SCHEMATIC COLOR CODE
This illustration identifies the meanings of the colors used in the hydraulic schematics, thepower train schematics, and the cross-sectional views shown throughout this presentation.
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