Testing and Adjusting (SENR8326-05)

6/4/24, 1:30 PM SIS 2.
Testing and Adjusting (SENR8326-05)
SMCS - 3000, 4000 i05426766
PIP
-
202 1115
Personal injury or death can result from sudden machine
movement.
4
05: 06/0 475
/ 3
Sudden movement of the machine can cause injury to persons
3
on or near the machine.
SEN 0:43+ 4
Prevent possible injury by performing the procedure that follows
before working on the machine.
© 2 R832 08:00
Move the machine to a smooth horizontal location. Move away
024 6
from working machines and personnel and lower the buckets or
implements (loader and backhoe) and stabilizers to the ground.
Cat
Permit only one operator on the machine. Keep all other
erp
personnel away from machine or in view of the operator.
illa
Engage the parking brake. Stop the engine.
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Move the hydraulic control levers to all positions to release the
pressure in the hydraulic system. nc.
Note: All tests and adjustments must be made with the oil in the power train hydraulic system at
operating temperature. Be sure that the linkage adjustments are correct before the tests are
made.
1. Move the machine to a smooth horizontal location. Move away from working machines and
personnel. Lower all implements to the ground.
2. Permit only one operator on the machine. Keep all personnel away from the machine or in
the viewing area of the operator.
3. Put blocks in the front of the tracks and behind the tracks.
4. The testing must be done in a closed area. If the test requires the parking brake to be
disengaged, engage the service brakes.
5. Stop the engine.
Procedure
When you are defining a power train hydraulic system problem, the following procedure should
be used.
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6/4/24, 1:30 PM SIS 2.0
First, do visual checks. If the problem has not been identified, do the operation checks. If the
problem is not fully understood, do the instrument tests.
The procedures help to identify the power train hydraulic system problems. When the problem is
defined, go to the troubleshooting.
The troubleshooting section lists the probable causes of a known problem. Since there may be
more than one cause for a problem, the troubleshooting section may suggest specific
instructions or instrument tests be done.
The tests will help to identify the most probable cause.
This list cannot give all possible problems and corrections. The service personnel must find the
problem and the service personnel must locate the source of the problem. Then make the
necessary repairs.
During a diagnosis of the power train hydraulic system, remember that correct oil flow and
pressure are necessary for correct operation.
The output of the pump increases with an increase in engine speed and decreases when the
engine speed is decreased. Oil pressure is caused by resistance to the flow of oil.
When more checks are necessary use the following tools: 8t-5320 Hydraulic Test Group, 4c-
4890 Hydraulic Test Group, 4c-4892 ORFS Fittings Group, stop watch, magnet, thermometer
and ruler.
Visual Checks
Personal injury or death can result from improperly checking for

a leak.
Always use a board or cardboard when checking for a leak.

Escaping air or fluid under pressure, even a pin-hole size leak,
can penetrate body tissue causing serious injury, and possible
death.
If fluid is injected into your skin, it must be treated immediately

by a doctor familiar with this type of injury.
A visual inspection of the power train hydraulic system and the components of the system is the
first step when a diagnosis of a problem is made.
Stop the engine. Lower the blade and the ripper to the ground.
Make the following inspections:
6/4/24, 1:30 PM SIS 2.0
1. Check all oil line connections for damage and leaks.
2. Follow all power train hydraulic system oil lines from the power train connections to the
valve connections.
Check the lines and connections for damage and leaks.
3. Check the power train control valves for leaks.
4. Follow the power train pump lines to the transmission sump and the main sump.
Check the lines, the transmission sump and the main sump for damage or leaks.
5. Check the transmission sump and the main sump oil level.
6. Remove the filter element. Check for particles that were removed from the oil by the filter
element. A magnet separates ferrous particles from nonferrous particles.
7. Inspect the control linkages for damaged components.
Troubleshooting
Problem Checklist
Transmission Problem List

1. The transmission does not operate in any speed. The transmission does not engage in all
speeds.
2. The transmission does not make a shift.
3. Slow shifts
4. The transmission engages very suddenly. There is rough shifting.
5. The transmission operates in FORWARD speeds only.
6. The transmission operates in REVERSE speeds only.
7. The transmission does not operate in First speed FORWARD or REVERSE.
8. The transmission does not operate in Second speed FORWARD or REVERSE.
9. The transmission does not operate in Third speed FORWARD or REVERSE.
10. The transmission does not disengage when the selection lever is in NEUTRAL.
11. The transmission engages but the machine does not move.
12. The transmission gets hot.
13. The pump noise is not normal.
6/4/24, 1:30 PM SIS 2.0
Transmission
Problem 1: The transmission does not operate in any speed. The transmission does not
engage in all speeds.
Probable Cause:
1. There is low oil pressure that is caused by the following causes:
a. The oil level is low.
b. The control linkage is loose or the adjustment is not correct.
c. Failure of the oil pump or pump drive.
d. Air leaks on the inlet side of the pump.
e. Priority valve adjustment is not correct.
f. There is leakage inside the transmission.
g. Adjustment of the modulation relief valve is not correct, or the valve does not close.
h. The load piston or the differential valve operation is not correct.
2. There is a mechanical failure in the transmission.
3. There is a failure of the torque converter.
4. There is a failure of the transfer gears or the bevel gears.
5. There is a failure in the final drives.
Problem 2: The transmission does not make a shift.
Probable Cause:
1. The control linkage is loose or the adjustment is not correct.
2. The oil level is low.
3. The clutch pressures are low.
Problem 3: Slow shifts.
Probable Cause:
1. Low oil pressure.
2. The adjustment of the control linkage is not correct.
3. Air leaks on the inlet side of the pump.

6/4/24, 1:30 PM SIS 2.0
4. The load piston or the differential valve does not move.
Problem 4: The transmission engages very suddenly. There is rough shifting.
Probable Cause:
1. The Initial setting of the modulation relief valve is not correct.
2. The load piston or the differential valve does not move.
3. The valve springs are weak or the springs are damaged.
Problem 5: The transmission operates in FORWARD speeds only.
Probable Cause:
2. The No. 1 clutch is not engaged. The clutch slips due to the following causes:
a. Low oil pressure, or oil leakage.
b. Discs and plates have too much wear.
c. The clutch has parts that are broken.
Problem 6: The transmission operates in REVERSE speeds only.
Probable Cause:
a. Low oil pressure, or oil leakage.
Problem 7: The transmission does not operate in First speed FORWARD or REVERSE.
Probable Cause:
a. Low oil pressure or oil leakage.
6/4/24, 1:30 PM SIS 2.0
Problem 8: The transmission does not operate in Second speed FORWARD or REVERSE.
Probable Cause:
Problem 9: The transmission does not operate in Third speed FORWARD or REVERSE.
Probable Cause:
Problem 10: The transmission does not disengage when the selection lever is in
NEUTRAL.
Probable Cause:
2. The direction clutch is engaged, and the clutch does not release.
Problem 11: The transmission engages but the machine does not move.
Probable Cause:
1. There is a failure in the final drives.
2. There is a failure in the steering clutches.
3. There is a failure in the transfer gears or the bevel gears.
4. Gears in the transmission will not move due to the following causes:
a. Too many clutches are engaged.
b. There is a mechanical failure in the transmission.
c. There is a mechanical failure in the torque divider or the torque converter.
Problem 12: The transmission gets hot.

6/4/24, 1:30 PM SIS 2.0
Probable Cause:
1. The oil level is low.
2. The oil level is high.
3. Cores of oil cooler not completely open.
4. Low oil flow as a result of pump wear.
5. Long periods of operation with converter at stall speed or near stall speed.
6. There is too much resistance between the plates and discs of the clutches.
Problem 13: There is a pump noise that is not normal.
Probable Cause:
1. There is loud sounds at short intervals. The sounds indicate that particles are going through
the pump. The sounds can be caused by pump cavitation.
2. A constant loud noise is an indication of pump failure.
3. There is air at the inlet side of the pump.
Schematic for the Power Train Hydraulic System
6/4/24, 1:30 PM SIS 2.0
Illustration 1 g00507741
Schematic for the Power Train Hydraulic System
(1) Selector and pressure control valve
(2) Torque converter
(3) Pump drive
(4) Torque converter outlet relief valve
(5) Cooler
(6) Breather
(7) Sump in torque converter housing
(8) Parking brake valve spool
(9) Service brakes with shuttle valves.
(10) Left brake lube section
(11) Right brake lube section
(12) Transmission lube
(13) Transmission
(14) Sump
(15) Sump (transmission)
(16) Brake control valve
(17) Service brake spool
(18) Regulating relief valve
(19) Priority and makeup valve group
(20) Priority valve.
(21) Check valve
(22) Power train oil pump
(23) Transmission oil filter
(24) Load piston
(A) Torque converter inlet pressure tap (P3)
(B) Speed clutch pressure tap (P1)
(C) Direction clutch pressure tap (P2)
(E) Brake pressure tap
(F) Low pump pressure tap (torque converter charging pump)
(G) Priority valve pressure tap
6/4/24, 1:30 PM SIS 2.0
(H) High pump pressure tap (transmission charging pump)
(J) Outlet from torque converter pressure tap
(A) Torque converter inlet (P3)
(B) Speed clutch (P1)
(C) Direction clutch (P2)
(D) Transmission lubrication
(E) Brake
(F) Torque converter charging pump
(G) Priority valve
6/4/24, 1:30 PM SIS 2.0
(H) Transmission charging pump
Pressure Tap Locations

Many of the pressure taps have quick disconnect couplings that are installed. In order to prevent
damage to the seal in the coupling, do not connect or disconnect the couplings when there is
pressure in the system.
(J) Outlet from torque converter
6/4/24, 1:30 PM SIS 2.0
(K) Brake lubrication
(L) Pump drive lubrication
6/4/24, 1:30 PM SIS 2.0
(LP) Load piston plug
Transmission Pressure Chart

Table 1
Transmission Pressure Chart

Pressure
Pressure Low Idle High Idle Adjustment
Tap
None
With cold oil the
Converter Inlet 860 ± 140 kPa value should be
(A)
Pressure (P3) (125 ± 20 psi) 1000 kPa
(145 psi)
maximum.
Add or remove
530 ± 35 kPa spacers (25) in
(77 ± 5 psi) with the load piston (24)
Speed Clutch
transmission selector in selector and
(P1) (Initial (B)
lever in NEUTRAL pressure control
Pressure)
Load piston plug (LP) valve (1). See
removed. the Spacer
Chart.
Speed Clutch (B) Maximum of 345 kPa 2620 ± 140 kPa None
(P1) (50 psi) less than the (380 ± 20 psi) with the Final pressure is
pressure at HIGH selector lever in any controlled by the
IDLE. Selection lever FORWARD or
6/4/24, 1:30 PM SIS 2.0
in any FORWARD or REVERSE speed. Load initial pressure

REVERSE speed. piston plug (LP) setting.
Load piston plug (LP) installed
installed
380 ± 55 kPa 380 ± 55 kPa
None
(55 ± 8 psi) less than (55 ± 8 psi) less than
Direction clutch
the speed clutch the speed clutch
pressure is
pressure at tap (B). pressure at tap (B). The
Direction controlled by the
(C) The selector lever in selector lever in any
Clutch (P2) spring rate for
any FORWARD or FORWARD or
the pressure
REVERSE speed. REVERSE speed. Load
differential valve
Load piston plug (LP) piston plug (LP)
spring.
installed. installed.
With brakes on With brakes on.
Transmission
(D) 12 ± 11 kPa 160 ± 35 kPa None
Lubrication Oil
(1.7 ± 1.6 psi) (23 ± 5 psi)
3170 ± 140 kPa
(460 ± 20 psi) with
Brake
(E) brakes off. Less than None
Pressure
70 kPa (10 psi) with
brakes on.
Low pressure Add or remove
(torque spacers (26) in
965 ± 140 kPa
converter (F) regulating relief
(140 ± 20 psi)
charging) valve (18). See
pump the spacer chart.
Add or remove
spacers (27) in
Priority Valve 2760 kPa (400 psi) 3275 ± 140 kPa
(G) priority valve
Setting minimum. (475 ± 20 psi)
(20). See the
spacer chart.
Transmission 2840 kPa (410 psi) 3170 ± 175 kPa
(H) Priority valve
Oil Pump minimum. (460 ± 25 psi)
415 ± 70 kPa
Add or remove
(60 ± 10 psi) with the
spacers (28) in
Converter brakes on, selector in
converter outlet
Outlet (J) THIRD SPEED
relief valve (4).
Pressure FORWARD, and the
See the spacer
converter in a stall
chart.
condition.
200 ± 75 kPa
(29 ± 11 psi) with Brakes off
Brake brakes off. (priority valve)
(K)
Lubrication 140 ± 70 kPa Brakes on
(20 ± 10 psi) with (Check linkage)
brakes on.
With brakes on With brakes on
Pump drive
(L) 310 ± 70 kPa 620 ± 140 kPa None
lubrication
(45 ± 10 psi) (90 ± 20 psi)
Specifications for the Transmission Oil Pump Bench Test

6/4/24, 1:30 PM SIS 2.0
For the bench test, use SAE 10W oil at 49°C (120°F).
Type ... Gear
Number of sections ... Three
Rotation (from drive end) ... Counterclockwise
Output of transmission charging section:
Minimum ... 72 L/min (19 US gpm)

Pump speed ... 1800 rpm
Pressure ... 2900 kPa (420 psi)
Output of torque converter charging section:

Output of transmission and torque converter scavenge section:

Spacer Chart
Table 2
Spacer Chart
Pressure Change To The Valves By Removal Or Addition Of One Spacer
Pt. No. For Change in
Thickness Component Used
Spacer Pressure
(27) 1.6 mm
208 kPa (30.2 psi)
5m9622 (0.063 inch)
Priority Valve (20)
(27) 5m9623 .9 mm (0.035 inch) 116 kPa (16.8 psi)
(27) 5m9624 .25 mm (0.01 inch) 33 kPa (4.8 psi)
1.6 mm
(26) 5m9622 127 kPa (18 psi)
(0.063 inch)
Regulating Relief Valve (18)
(26) 5m9623 .9 mm (0.035 inch) 71 kPa (10.3 psi)
(26) 5m9624 .25 mm (0.01 inch) 20 kPa (2.9 psi)
1.6 mm Load Piston (24)
(25) 5m9622 98 kPa (14.2 psi)
(0.063 inch)
(25) 5m9623 .9 mm (0.035 inch) 57 kPa (8.3 psi)
6/4/24, 1:30 PM SIS 2.0
(25) 5m9624 .25 mm (0.01 inch) 16 kPa (2.3 psi)

Converter Outlet Relief Valve
(28) 5m9623 .9 mm (0.035 inch) 16.5 kPa (2.4 psi)
(4)
Table 3
Transmission Selection Clutches Engaged In Transmission
Neutral 3
First Speed Forward 2 and 5
Second Speed Forward 2 and 4
Third Speed Forward 2 and 3
First Speed Reverse 1 and 5
Second Speed Reverse 1 and 4
Third Speed Reverse 1 and 3
Converter Outlet Relief Valve
(4) Converter outlet relief valve
(28) Spacers
6/4/24, 1:30 PM SIS 2.0
Transmission Hydraulic Control Valve
(1) Body of selector and pressure control valve
(24) Load piston
(25) Spacers
6/4/24, 1:30 PM SIS 2.0
Priority and Makeup Valve Group
(18) Regulating relief valve
(19) Priority and makeup valve group
(20) Priority valve
(26) Shims
(27) Shims
Linkage For Service Brake Pedal
Personal injury or death can result from sudden machine

movement.
Accidental disengagement of the parking brake or transmission

engagement while the engine is running can cause sudden
machine movement.
Do not make any adjustments to the control linkage with the

engine running.
6/4/24, 1:30 PM SIS 2.0
Brake Pedal Linkage
(1) Brake valve spool
(3) Pin
(4) Rod end
(5) Spring
(6) Locknuts
(7) Rod
(B) Rod assembly
(C) Rod assembly
Torque for all of the locknuts that hold the rod ends in place on the rod. ... 60 ± 12 N·m
(44 ± 9 lb ft)
Note: All rod assembly measurements must be made in a straight line between the centerlines
of the rod end mounting holes.
(B) Assembled length of rod assembly (midrange reference) ... 935 mm (36.8 inch)
(C) Assembled length of rod assembly ... 410 ± 1.5 mm (16.14 ± 0.06 inch)
(D) Dimension (maximum) ... 37 mm (1.5 inch)
(E) Dimension (midrange reference) ... 41 mm (1.6 inch)
(F) Dimension ... 308 ± 17 mm (12.13 ± 0.67 inch)
Procedure To Adjust The Brake Pedal Linkage
6/4/24, 1:30 PM SIS 2.0
Brake Pedal Linkage
(8) Adjusting bolt (upper stop)
(9) Locknut
1. Adjust rod assembly (C) to the specified length.
2. Remove pin (3) in order to disconnect rod assembly (B) from brake spool (1).
3. Adjust the position of the upper brake stop.
a. Adjust bolt (8) until spring (5) is extended 3 ± 1 mm (0.12 ± 0.04 inch). Turning bolt (8)
clockwise into the support stretched spring (5).
b. Tighten locknut (9).
4. Adjust the brake pedal position.
a. Release brake pedal (10) against the upper stop.
b. Index the pedal on the shaft spline and position the pedal to dimension (F).
c. Tighten bolt (11).
5. Adjust rod assembly (B).
a. Release brake pedal (10) against the upper stop.
b. Loosen two locknuts (6).
c. Push brake valve spool (1) all the way into brake control valve (2). Hold the valve spool
in place.
6/4/24, 1:30 PM SIS 2.0
Brake Pedal Linkage
(10) Brake pedal
(11) Bolt
(12) Adjusting bolt (lower stop)
(13) Locknut
d. To adjust the length of rod assembly (B), turn rod (7) while both rod ends are held from
turning. Adjust the rod assembly length in order to obtain a free fit of pin (3) with rod
end (4) and brake valve spool (1). Then assemble pin (3). If the rod assembly (B) is
adjusted properly, then the brake valve spool (1) will remain in the brake control valve
(2) while the brake pedal is against the upper stop.
e. Check maximum dimension (D) in two places in order to make sure that the dimension
has not been exceeded.
f. Tighten two locknuts (6) and assemble the cotter into pin (3).
6. Adjust the lower stop for the brake pedal.
a. Depress brake pedal (10) until brake valve spool (1) reaches the maximum extension
from brake control valve (2). Bolt (12) must be turned far enough into the support so
that the brake pedal will not contact bolt (12) at this time.
b. Turn the bolt counterclockwise until the bolt head contacts brake pedal (10). Make sure
that brake valve spool (1) is at the maximum extension.
c. Release brake pedal (10). Turn bolt (12) counterclockwise by an additional one-half
turn.
d. Tighten locknut (13).
Linkage For Parking Brake
6/4/24, 1:30 PM SIS 2.0
(1) Parking brake lever
(3) Parking brake valve spool
(4) Spring pin assembly
(5) Rod end
(6) Locknut
(7) Locknut
(8) Rod
(9) Rod end
(10) Spring pin assembly
(11) Rod end
(12) Locknut
(13) Rod
(A) Rod assembly
(C) Dimension
(D) Dimension
(E) Dimension
Torque for all the locknuts that hold the rod ends in place on the rods. ... 25 ± 6 N·m (19 ± 4 lb ft)
Note: All rod assembly measurements must be made in a straight line between the centerlines
of the rod end mounting holes.
(1) Testing and Adjusting, "Hand Control Group"
6/4/24, 1:30 PM SIS 2.0
(C) Dimension ... 15 ± 1.5 mm (0.59 ± 0.06 inch)
(D) Assembled length of rod assembly (midrange reference) ... 450 mm (17.7 inch)
(E) Dimension (maximum) ... 34 mm (1.34 inch)
Procedure To Adjust The Parking Brake Linkage

1. Engage the parking brake.
2. Adjust rod end (9) in order to obtain dimension (C). The dimension is measured on rod (8)
from the end of the threads to the nut face on rod end (9). Tighten locknut (7) and install
spring pin assembly (10).
3. Remove spring assembly (4).
4. Pull out parking brake valve spool (3) from brake control valve (2) to the stop for the spool.
5. Adjust the length of rod assembly (A) in order to obtain a free fit of spring pin assembly (4)
with rod end (5) and parking brake valve spool (3). If rod assembly (A) is properly adjusted,
the parking brake valve spool must remain out from the brake valve against the stops for the
spool while lever (1) is up in the ENGAGED position.
6. Check dimension (E) from the end of the threads on rod (13) to the nut face on rod ends (5)
and (11). Make sure that the dimension has not been exceeded. Tighten locknuts (6) and
(12).
Transmission Control Adjustments
6/4/24, 1:30 PM SIS 2.0
6/4/24, 1:30 PM SIS 2.0
(1) Testing and Adjusting, "Hand Control Group"
Torque for all locknuts on cable assembly that hold the rod ends in place. ... 6 ± 1 N·m
(53 ± 9 lb in)
Torque for all locknuts that fasten the cable assemblies to cover (17) and cover (20). ...
38 ± 7 N·m (28 ± 5 lb ft)
(7) Dimension ... 12 ± 2 mm (0.47 ± 0.08 inch)
Forward/Reverse Assembly Procedure

1. Engage the parking brake.
2. At the transmission, move the transmission rotary selector spool to the NEUTRAL position.
3. Assemble cable (4) to the dimensions that are shown in View B-B.
4. Adjust cable (4) in order to allow the free fit of pin assembly (9) into the transmission
bellcrank. To adjust the cable, remove the bolts that hold cover (5) to the housing. Loosen
the locknut that is on cable (4). Turn cover (5), as required.
Speed Control Assembly Procedure

1. Assemble cable (3) to the dimensions that are shown in View B-B.
2. At the transmission, move the transmission speed selector spool to the SECOND GEAR
position.
3. Turn handle (2) to the SECOND GEAR position.
4. Adjust cable (3) in order to allow the free fit of pin assembly (10) into the transmission
bellcrank. To adjust the cable, remove the bolts that hold cover (6) to the housing. Loosen
the locknut on cable (3) and turn cover (6), as required.
Hand Control Group
6/4/24, 1:30 PM SIS 2.0
Torque for all locknuts on cable assembly that hold the rod ends in place. ... 6 ± 1 N·m
(53 ± 9 lb in)
Torque for the locknut that holds the swivel end ... 25 ± 6 N·m (18 ± 4 lb ft)
Torque for all locknuts on the cable assemblies ... 38 ± 7 N·m (28 ± 5 lb ft)
(1) Apply 4c-4030 Thread Lock Compound to the threads on the parking brake lever.
6/4/24, 1:30 PM SIS 2.0
(2) Apply lubricant to the inside of the handle.
(4) Dimension (two places) ... 15 ± 2 mm (0.6 ± 0.08 inch)
Ball joint assemblies:
Torque for both ball joint assemblies ... 8 ± 2 N·m (6 ± 1.5 lb ft)
(5) Dimension (two places) ... 16 ± 2 mm (0.63 ± 0.08 inch)
(6) Torque for rod end ... 8 ± 2 N·m (6 ± 1.5 lb ft)
(7) Torque for nut ... 8 ± 2 N·m (6 ± 1.5 lb ft)
(10) Torque for the screws that fasten the neutral start switch to the plate ... 0.5 ± .05 N·m
(4.425 ± 0.442 lb in)
Attach the green wire number 306 to the common post of the switch assembly. Attach the orange
wire number 307 to the normally open post of the switch assembly.
(11) Torque for the pin with 4c-4030 Thread Lock Compound ... 8 ± 2 N·m (6 ± 1.5 lb ft)
Apply lubricant to the rod assembly.
(12) Install the seal with the lip downward.
(13) 6y-2846 Spring
Length under test force ... 74.64 mm (2.939 inch)

Test force ... 626 N (140.7 lb)
Free length after test ... 79.92 mm (3.146 inch)

Outside diameter ... 20 mm (0.79 inch)
(14) 5n-6096 Spring
Length under test force ... 25.50 mm (1.004 inch)

Test force ... 19.57 N (4.400 lb)
Free length after test ... 48.77 mm (1.920 inch)
Outside diameter ... 13.82 mm (0.544 inch)
(15) Torque for the screws that fasten the backup switch to the plate ... 0.5 ± .05 N·m
(4.425 ± 0.442 lb in)
Attach brown wire number 321 to the common post of the switch assembly and black wire
number 200 to the normally open post.
(16) Apply lubricant to the rod assembly.
6/4/24, 1:30 PM SIS 2.0
(17) Apply 4c-4030 Thread Lock Compound to the threads on the rod assembly.
(19) Drive the bearing on the stamped end.
(1A) The handle is in ENGAGED position.
6/4/24, 1:30 PM SIS 2.0
(1B) The handle is in DISENGAGED position.
(21) Torque for four screws. ... 6 ± 1 N·m (53 ± 9 lb in)
(22) Torque for three screws. ... 1.7 ± .25 N·m (15.05 ± 2.21 lb in)
(23) Depth for the bearing ... 4.5 ± 1 mm (0.18 ± 0.04 inch)
(24) Apply 4c-4030 Thread Lock Compound to the shaft.
(25) Drive the bearing on the stamped end only.
(26) Torque for nut ... 25 ± 6 N·m (18 ± 4 lb ft)
(27) Depth for the bearing ... 1.5 ± 1 mm (0.06 ± 0.04 inch)
(28) Dimension for the washers on the end of the shaft ... 0.10 to 2.0 mm (.004 to .08 inch)
(29) Torque for the bolt on the collar ... 1.7 ± .2 N·m (15.05 ± 1.77 lb in)
(33) Torque for two screws ... 0.8 ± 0.1 N·m (7.08 ± 0.89 lb in)
Speed Control Adjustment Procedure

1. Rotate collar (32) until the number 2 is 30 ± 1 degrees counterclockwise from vertical.
Vertical is viewed from the end of handle (2).
Torque for the bolt that holds collar (29) ... 1.7 ± 0.2 N·m (15.05 ± 1.77 lb in)
2. Remove plate (20). Rotate lever (9) until the plate is parallel with the top of housing (8).
3. Install handle assembly (3) with the white mark in line with the number 2 on collar (29).
Forward/Reverse Adjustment Procedure

1. Rotate ring (32) so screw (31) is in the center of the slot.
Torque for two screws (33) ... 0.8 ± 0.1 N·m (7.08 ± 0.89 lb in)
2. With parking brake lever (1) in the ENGAGED position (1A), rotate handle (2) until the white
mark on the handle lines up with N (neutral) on ring (32).
Torque for three screws (22) ... 1.7 ± 0.25 N·m (15.05 ± 2.21 lb in)
Parking Brake Lever and Neutral Start Switch Adjustment

Procedure
1. With parking brake lever (1) in ENGAGED position (1A), loosen the screw for parking brake
lever (1) and remove the lever.
2. Install parking brake lever (1) on splined shaft (19) so the hole in lever (1) is in line with the
hole in plate (20).
6/4/24, 1:30 PM SIS 2.0
3. Check continuity through neutral start switch (10). If there is no continuity, adjust the position
of switch (10).
Backup Alarm Adjustment Procedure

1. Engage the parking brake ( (1A) position). Disengage the parking brake ( (1B) position).
Rotate handle (2) by 15 degrees toward reverse.
2. Check continuity through switch (15). If there is no continuity within 1 degree of the 15
degree angle, adjust the position of switch (15).
3. To adjust the position of switch (15), remove three screws (31) and remove cover assembly
(30).
4. Loosen the screws for the switch and slide switch (15) to the correct position. Tighten the
screws. Check the continuity through the switch. Readjust the switch, if necessary.
5. Install cover assembly (30) and three screws (31).
Governor and Decelerator Control Group
6/4/24, 1:30 PM SIS 2.0
Note: Apply 1p-0808 Multipurpose Grease to all bearings and bearing cavities.
(4) Drive the bearing on the stamped end only.
(6) Lubricate all of the parts in the decelerator with SAE (30W) oil.
(8) Lubricate the seal lip with SAE (30W) oil.
(11) Align the timing mark with the centerline of the saw cut.
Note: Apply 1u-8801 Rust Preventive Oil to all rod ends, pins, locknuts, adjusting threads, and
pin holes.
(15) Torque for rod end nut ... 14 ± 4 N·m (10 ± 3 lb ft)
(16) Assembled length of the rod assembly (midrange reference) ... 769 mm (30.3 inch)
(24) Torque for rod end nut ... 14 ± 4 N·m (10 ± 3 lb ft)
6/4/24, 1:30 PM SIS 2.0
(25) Assembled length of rod assembly ... 376 ± 3 mm (14.8 ± 0.1 inch)
Adjustment For The Governor Control Lever Effort

1. Disconnect rod end (14) from lever (13). Disconnect spring (17).
2. Housing nut (7) adjusts the force that is needed to move handle (1). Measure the lever effort
by the force on handle (1) or by the torque of shaft assembly (3).
Force on handle (1) ... 60 ± 4 N (13.5 ± 0.9 lb)
Torque on shaft assembly (3) ... 24.5 ± 1.6 N·m (217 ± 14 lb in)
Adjustment Of The Governor Control Linkage

1. Disconnect rod end (14) from lever (13). Disconnect spring (17).
6/4/24, 1:30 PM SIS 2.0
2. Move governor control lever (2) to the vertical position.
3. Turn lever (13) counterclockwise until the governor control shaft enters the shut off detent
position (J).
4. Loosen bolt (12). Position lever (13) on splined governor shaft (27) at angle (H). Angle (H) is
55 ± 5 degrees from vertical position (G). Tighten bolt (12).
5. Loosen bolt (10) and position lever (9) on splined shaft (5). Align the timing mark on the
shaft with the centerline of the lever saw cut. Tighten bolt (10).
6. Loosen nuts (24) and adjust rod assembly (25) to the correct assembled length. Tighten
nuts (24).
7. Loosen locknut (15). Adjust rod end (14) in order to allow the free fit with pin (26) and lever
(13). Tighten locknut (15). If the adjustment is correct, the governor control shaft (27) will be
in the shut off detent when governor control lever (2) is vertical.
Reference dimension (F) is 15 degrees from vertical position (G).
Adjustment For The High Idle Stop Bolt

1. Connect a tachometer in order to measure the engine speed.
2. Loosen locknut (21) and back high idle stop bolt (22) away from governor control lever (2).
3. Start the engine. Move governor control lever (2), until the engine speed does not increase.
The governor control shaft (27) should be rotated clockwise to HIGH IDLE position (E).
4. Adjust high idle stop bolt (22) so that the bolt contacts governor control lever (2). Back off
the bolt away from the lever by one turn. Tighten locknut (21) in order to lock high idle stop
bolt (22) in position.
5. Check the high idle rpm by pulling governor control lever (2) against stop bolt (22). High idle
stop bolt (22) is not an adjustment for high idle.
When the bolt allows the governor shaft to rotate to the HIGH IDLE position (E), stop bolt
(22) is correctly adjusted and the bolt is protecting the governor and the governor control
linkage from damage.
If HIGH IDLE RPM is not 2240 ± 50 rpm, System Operations, Testing & Adjusting Manual for
3406C Engine, senr1028, "Governor Adjustments"
6. Disconnect the tachometer.
Decelerator Adjustment
1. Connect a tachometer in order to measure the engine speed.
2. Loosen locknut (18).
6/4/24, 1:30 PM SIS 2.0
3. Start the engine. Move governor control lever (2) until the engine speed is at least 1200
RPM. PIP
-
202 1115
4. When decelerator pedal (20) is depressed against the stop bolt, adjust decelerator stop bolt
05: 4
(19) until the engine speed is 1000 ± 50 RPM .
/ 0 3 4 7
3 6 / 0 5
5. Tighten locknut (18) in order to lock the stop bolt in position.
SEN 0:43+ 4
6. Recheck decelerated engine speed by depressing pedal (20) against stop bolt (19).
7. Disconnect the tachometer.

© 2 R832 08:00
PIP-11153475
024 6
2024/06/04
Cat
erp
05:29:39+08:00
illa
i00994641
© 2024 Caterpillar Inc.
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6/4/24, 1:30 PM SIS 2.

Testing and Adjusting (SENR8326-05)

SMCS - 3000, 4000 i05426766

5. Stop the engine.

The tests will help to identify the most probable cause.

Personal injury or death can result from improperly checking for

Always use a board or cardboard when checking for a leak.

If fluid is injected into your skin, it must be treated immediately

Make the following inspections:

1. Check all oil line connections for damage and leaks.

3. Check the power train control valves for leaks.

7. Inspect the control linkages for damaged components.

Transmission Problem List

2. The transmission does not make a shift.

4. The transmission engages very suddenly. There is rough shifting.

5. The transmission operates in FORWARD speeds only.

6. The transmission operates in REVERSE speeds only.

7. The transmission does not operate in First speed FORWARD or REVERSE.

8. The transmission does not operate in Second speed FORWARD or REVERSE.

9. The transmission does not operate in Third speed FORWARD or REVERSE.

12. The transmission gets hot.

13. The pump noise is not normal.

1. There is low oil pressure that is caused by the following causes:

a. The oil level is low.

b. The control linkage is loose or the adjustment is not correct.

c. Failure of the oil pump or pump drive.

d. Air leaks on the inlet side of the pump.

e. Priority valve adjustment is not correct.

f. There is leakage inside the transmission.

h. The load piston or the differential valve operation is not correct.

2. There is a mechanical failure in the transmission.

3. There is a failure of the torque converter.

4. There is a failure of the transfer gears or the bevel gears.

5. There is a failure in the final drives.

Problem 2: The transmission does not make a shift.

1. The control linkage is loose or the adjustment is not correct.

2. The oil level is low.

3. The clutch pressures are low.

Problem 3: Slow shifts.

1. Low oil pressure.

2. The adjustment of the control linkage is not correct.

3. Air leaks on the inlet side of the pump.

4. The load piston or the differential valve does not move.

Problem 4: The transmission engages very suddenly. There is rough shifting.

1. The Initial setting of the modulation relief valve is not correct.

2. The load piston or the differential valve does not move.

3. The valve springs are weak or the springs are damaged.

Problem 5: The transmission operates in FORWARD speeds only.

1. The control linkage is loose or the adjustment is not correct.

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. The clutch has parts that are broken.

Problem 6: The transmission operates in REVERSE speeds only.

1. The control linkage is loose or the adjustment is not correct.

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. The clutch has parts that are broken.

a. Low oil pressure or oil leakage.

b. Discs and plates have too much wear.

c. The clutch has parts that are broken.