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Producto: TRACK-TYPE TRACTOR

Modelo: D7H TRACK-TYPE TRACTOR 3XG
Configuración: D7H & D7H LGP SERIES II TRACTORS / POWERSHIFT /
3XG04000-UP (MACHINE) POWERED BY 3306 ENGINE

Pruebas y Ajustes
D7H AND D7H SERIES II TRACTORS POWER TRAIN
Número de medio -SENR4174-01 Fecha de publicación -01/06/1990 Fecha de actualización -11/10/2001

Testing And Adjusting

SMCS - 5115-011; 5115-012

Troubleshooting
Use this as a reference for the location and correction of problems in the power train. When more
checks are necessary, see POWER SHIFT TRANSMISSION TESTING AND ADJUSTING, Form
SENR4175 and see DIRECT DRIVE TRANSMISSION TESTING AND ADJUSTING in this
manual.

Always make visual checks first. Then check the operation of the machine and go on to check with
the instruments.

Visual Checks
Do Visual Checks first when troubleshooting a problem. Make the checks with the engine OFF and
the parking brakes ON. Put the transmission shift control lever in NEUTRAL. During these checks, if
necessary, use a magnet to separate ferrous (iron) particles from non-ferrous particles (O-ring seals,
aluminum, bronze, etc.).

Check 1:

Check the oil level in the power train sump. Look for air or water in the oil. Many problems in the
transmission and power train are caused by low oil level or air in the oil. Add oil to the transmission
oil sump if it is needed. See Operation And Maintenance Guide for recommended oil grade and
viscosity.

a. Air (bubbles) may be caused by a loose or damaged fitting that allows air to enter the suction
side of the system along with allowing oil to leak out. Air may also be the result of gears
agitating oil in the sump if the transmission oil level is too high (overfill).

b. Coolant in the oil can be caused by a leaking power train oil cooler. Water may enter the
system if the filler cap or dipstick is not properly installed.
Check 2:

Inspect all oil lines, hoses, and connections for damage or leaks. Look for oil on the ground under the
machine.

NOTE: If oil can leak out of a fitting or connection, air can leak in. Air in the system can be as
harmful as not enough oil.

Check 3:

Remove the drain plug in the bottom of the main case. This will drain all of the oil out of the power
train sump. Remove and clean suction screen. Inspect the oil and suction screen for foreign material.
Remove and inspect (cut apart if necessary) the transmission oil filter for foreign material.

NOTE: There is an oil filter bypass valve on the inlet side of the transmission oil filter. The oil filter
bypass will open and let oil bypass (go around) the oil filter element whenever the pressure difference
between inlet oil and outlet oil through the oil filter gets above 262 ± 21 kPa (38 ± 3 psi). Any oil that
does not go through the filter element, goes directly into the hydraulic control circuit. This dirty oil
may cause restrictions in valve orifices, sticking valves, etc.

a. Rubber particles indicate seal or hose failure.

b. Shiny steel particles indicate mechanical failure or gear wear of the transmission or pump.

c. A heavy accumulation of fibrous material indicates worn clutch discs in the transmission or
steering clutches.

d. Aluminum particles give an indication of torque converter wear or failure.

e. Iron or steel chips indicate broken components in the transmission, transfer and bevel gears,
or steering clutches.

NOTE: If any of the above particles are found during any visual check, all components of the
transmission hydraulic system must be cleaned. Do not use any damaged parts. Any damaged parts
must be removed and new parts installed.

Check 4:

Check the control linkages for the transmission, the steering clutches, the brakes, and the parking
brakes for damage and/or adjustment.

Check 5:

Check oil level of the final drives.

Check 6:

Check the adjustment of the track.

Checks During Operation

When checks are made while the machine is in operation, make sure
only one operator is on the machine. Keep other personnel away from
the machine. Make sure checks are done in a flat and open area.

Operate the machine in each direction and in all speeds. Make not of all noises that are not normal and
find their sources. If the operation is not correct, make reference to the CHECK LIST DURING
OPERATION for "problems" and "possible causes".

Check List During Operation

Troubleshooting can be complex. A list of possible problems and corrections is on the pages that
follow.

This list of possible problems and their corrections will only give an indication of where a problem
may be and what repairs are needed. Normally, more or other repair work is needed beyond the
recommendations on the list. Remember that a problem is not necessarily caused only by one part, but
by the relation of one part with other parts. This list can not give all possible problems and
corrections. The service personnel must find the problem and its source, then make the necessary
repairs.

Transmission (Power Shift)

Problem: Transmission Does Not Operate In Any Speed Or Does Not Engage (Slips) In All
Speeds.

Possible Causes:

1. Low oil pressure caused by:

a. Low oil level.

b. Control linkage loose or adjustment not correct.

c. Failure of the oil pump or pump drive.

d. Air leaks on inlet side of pump.

e. Priority valve adjustment or operation not correct.

f. Leakage inside the transmission.

g. Adjustment of the modulation relief valve not correct, or valve does not close.
h. Load piston or differential valve operation not correct.

j. Adjustment of parking brake linkage not correct.

k. Leakage in the steering clutch or brake circuit. Leakage in steering clutch valve or lines. Clutch or
brake piston seals are damaged.

2. Mechanical failure in transmission.

3. Failure of torque divider.

4. Failure of transfer or bevel gears.

5. Steering clutch operation not correct.

6. Failure in final drives.

Problem: Transmission Does Not Make A Shift.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. Low oil level.

3. Low clutch pressures.

Problem: Slow Shifts.

Possible Causes:

1. Low oil pressure.

2. Adjustment of control linkage not correct.

3. Air leaks on inlet side of pump.

4. Load piston or differential valve does not move.

Problem: Transmission Engages Very Suddenly (Rough Shifting).

Possible Causes:

1. Initial setting of modulation relief valve not correct.

2. Load piston or differential valve does not move.

3. Valve springs that are weak or have damage.

Problem: Transmission Operates In Forward Speeds Only.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. No. 1 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission Operates In Reverse Speeds Only.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. No. 2 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission Does Not Operate In First Speed Forward or Reverse.

Possible Causes:

1. No. 5 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission Does Not Operate In Second Speed Forward Or Reverse.

Possible Causes:

1. No. 4 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission Does Not Operate In Third Speed Forward or Reverse.

Possible Causes:

1. No. 3 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission Does Not Disengage (Release) When The Selection Lever Is In Neutral.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. Direction clutch is engaged, and does not release.

Problem: Transmission Engages But The Machine Does Not Move.

Possible Causes:

1. Failure in final drives.

2. Failure in steering clutches.

3. Failure in transfer or bevel gears.

4. Gears in the transmission will not move because of:

a. Too many clutches are engaged.

b. Mechanical failure in transmission.

5. Mechanical failure in torque divider or converter.

Problem: Transmission Gets Hot.

Possible Causes:

1. Low oil level.

2. High oil level.

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 or near stall speed.

6. Too much resistance between the plates and discs of the clutches when not engaged.

Problem: Pump Noise Not Normal.

Possible Causes:

1. Loud sounds at short intervals that give an indication that particles are going through the pump.
These can be caused by pump cavitation.

2. A constant loud noise is an indication of pump failure.

3. Air at the inlet side of the pump.

Torque Divider

The information that follows must be used to diagnose problems in the torque divider. This
information does not give every possible problem, but many of the common problems are given. The
problem can be in the engine or transmission.

Problem: Torque Converter Gets Hot.

Possible Causes:

1. Bad temperature gauge or sender.

2. Long periods of operation with converter at or near stall condition.

3. Cooling system operation not correct.

a. Cores of oil cooler not completely open.

b. Restriction in oil cooler lines.

4. Low oil pressure.

a. Low oil level.

b. Converter ratio valve not operating correctly.

c. Outlet relief valve not closing.

d. Leakage around torque converter seals.

5. Air in oil system.

6. Bad scavenge pump.

7. Screen in scavenge line not open.

8. Mechanical failure in torque converter.

Problem: High Converter Inlet Pressure.

Possible Causes:

1. Converter ratio valve not operating correctly.

2. Restrictions in outlet relief valve.

3. Restrictions in outlet line to oil cooler.

Problem: Low Inlet Pressure.

Possible Causes:

1. Bad converter charging pump.

2. Converter ratio valve.

a. Dirt or foreign material will not let valve close.

3. Outlet relief valve.

a. Spring too weak.

b. Dirt or foreign material will not let valve close.

4. Seal leakage in torque converter.

Problem: Noises In Torque Converter That Sound Like Metal In Contact.

Possible Causes:

1. Bearings that have too much wear or damage.

2. Loose turbine, impeller or stator blades.

3. Too much side load on output shaft.

Problem: Too Much Oil In Torque Divider Housing.

Possible Causes:

1. Bad scavenge pump.

2. Screen in scavenge line not open.

3. Too much leakage inside the torque converter.

Problem: Noise In Planetary Gears Or Torque Converter.

Possible Causes:

1. Failure of bearings for planetary gears.

2. Failure of gear teeth.

3. Failure of bearing in flywheel.

Steering And Brakes

Problem: Machine Will Not Turn In One Direction.

Possible Causes:

1. Adjustment of steering and brake control linkage is not correct.

2. Steering valve operation is not correct:

a. Spool assembly for the steering clutch circuit does not move freely.

b. Broken spring for spool assembly (for steering clutch circuit).

3. Steering clutch will not release:

a. Clutch piston will not move freely.

b. Discs or plates are warped.

Problem: Machine Will Not Turn In Either Direction.

Possible Causes:

1. Adjustment of the steering control linkage is not correct.

2. Steering clutches will not release.

a. Clutch pistons will not move freely.

b. Discs or plates are warped.

Problem: Machine moves in one direction when the steering control levers are released.

Possible Causes:

1. Adjustments of steering and brake control linkages not correct.

2. Weak or broken springs for the brake spool assembly in the steering and brake control valve.

3. Weak or broken springs for the clutch spool assembly in the steering and brake control valve.

4. Spool assembly for the steering clutch circuit will not return to the closed position.

5. Steering clutch plates or discs have wear or damage.

6. Brake plates or discs are warped or damaged.

7. Leakage in the steering clutch and brake control valve or lines.

8. Seals on the same side brake piston are leaking.

9. Seals on the same side clutch piston are leaking.

10. Splines on the steering clutch hubs are damaged.

Problem: Slow steering.

Possible Causes:

1. Adjustments of steering and brake control linkages not correct.

2. Weak or broken belleville spring in the brake.

3. Leaks in steering control valve or oil lines.

4. Spool assembly springs are weak (for the steering circuit).

5. Brakes plates or discs have wear or damage.

6. Splines on steering clutch hub are damaged.

7. Steering clutches do not fully release.

a. Clutch piston will not move freely.

b. Discs or plates are warped.

Problem: Brakes will not engage.

Possible Causes:

1. Operation of brake pedal linkage or adjustment of linkage is not correct.

2. Brake spool in steering and brake control valve will not move freely.

3. Brake plates or discs have wear or damage.

4. Broken Belleville spring.

5. Splines on steering clutch hub are damaged.

Problem: Both brakes will not release.

Possible Causes: <

1. Operation of brake pedal linkage or adjustment of linkage is not correct.

2. Brake spool in steering and brake control valve will not move freely.

3. Spring for brake spool is weak or broken.

4. Leakage in the steering clutch and brake control valve or lines.

5. Seals on the brake pistons are leaking.

6. Parking brake valve does not work correctly, or parking brake linkage adjustment is not correct.

a. Check valve will not open.

b. Poppet valve will not close.

Transmission (Direct Drive)

Problem: Transmission does not operate in any speed or is not engaged (slips) in all speeds.

Possible Causes:

1. Failure in clutch control valve or clutch.

2. Mechanical failure in transmission.

3. Failure of bevel gear.

4. Failure in steering clutches.

Problem: Transmission operates in REVERSE speeds only or FORWARD speeds only.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. Mechanical failure in transmission.

Problem: Transmission does not make a shift.

Possible Causes:

1. Transmission control linkage loose or adjustment not correct.

2. Mechanical failure in transmission.

3. Clutch control linkage adjustment not correct.

Problem: Transmission does not remain in a speed when under load conditions.

Possible Causes:

1. Interlock linkage adjustment is not correct.

2. Interlock linkage has damage.

3. Interlock linkage spring is broken.

4. Ends of interlock plungers and/or notches in shift shafts have wear.

5. Interlock springs are weak or have damage.

Problem: Shifts of the transmission are not easy.

Possible Causes:

1. Shift forks have damage or wear.

2. Transmission brake has wear.

Problem: Gears in the transmission do not turn.

Possible Causes:

1. Failure of the bearings on one or more of the shafts.

2. Gear in transmission is broken.

3. One or more of the gears not correctly engaged (transmission in two speeds at the same time).

Problem: Transmission is in a speed when the control lever is in NEUTRAL.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. Mechanical failure in transmission.

Problem: Transmission gets hot.

Possible Causes:

1. High oil level.

2. Low oil flow because of a pump that has wear or leaks in the lubrication system.

3. Low oil level.

Problem: Pump noise not normal.

Possible Causes:

1. Loud sounds at short intervals that give an indication that particles are going through the pump are
caused by pump cavitation.

2. A constant loud noise is an indication of pump failure.

3. Air at the inlet side of the pump (aeration).

Direct Drive Transmission Testing And

Adjusting

Direct Drive Hydraulic System Schematic

(1) Clutch control valve (part of clutch and transmission control valve). (2) Priority valve. (3) Clutch relief valve. (4)
Transmission lubrication relief valve. (5) Power train oil pump. (6) Transmission brake control valve (part of clutch and
transmission control valve). (7) Transmission brake valve. (8) Oil filter. (9) Transmission sump. (10) Case sump. (11)
Steering and brake control valve. (A) Pump pressure tap. (B) Clutch pressure tap. (C) Transmission lubrication pressure
tap. (D) Transmission brake pressure tap.

When tests and adjustments are made to the transmission, the parking
brake must be OFF. To prevent movement of the machine and personal
injury, do the procedure that follows.

1. Lower the bulldozer and ripper to the ground.

2. Put blocks in front of and behind the tracks.

3. Let only approved personnel on the machine and keep other personnel off the machine and in clear
view of the operator.

4. When testing must be done in a closed area and whenever possible, activate the service brakes if
the parking brake can not be used.

NOTE: All tests and adjustments must be made within the oil in the power train hydraulic system at
normal temperature for operation. Make sure that the linkage adjustments are correct before any tests
are made.

Many of the pressure taps for testing the power train hydraulic system have quick disconnect
couplings already installed.

Do not connect or disconnect the couplings when there is pressure in the system. This will prevent
damage to the seal that is in the coupling.

Location Of The Pressure Taps

(A) Priority valve (pump pressure) tap. (B) Clutch pressure tap. (C) Transmission lubrication pressure tap. (D)
Transmission brake pressure tap.
(F) Pump drive lubrication pressure tap.

(E) Oil cooler inlet oil pressure tap.

Transmission Pressure Chart

Transmission Oil Pump Bench Test Specifications

Type ... Gear

Number of sections ... Four

Rotation (seen from drive end) ... Counterclockwise

Output of flywheel housing scavenge section:

[use SAE 10W oil at 49°C (120°F)] (minimum) ... 53 liter/min (14 U.S. gpm)

At a pump speed of ... 1800 rpm

At a pressure of ... 138 kPa (20 psi)

Output of steering clutch and brake lubrication section:

[use SAE 10W oil at 49°C (120°F)] (minimum) ... 136 liter/min (35.5 U.S. gpm)

At a pump speed of ... 1800 rpm

At a pressure of ... 138 kPa (20 psi)

Output of clutch control charging section:

[use SAE 10W oil at 49°C (120°F)] (minimum) ... 81 liter/min (21 U.S. gpm)

At a pump speed of ... 1800 rpm

At a pressure of ... 2415 kPa (350 psi)

Output of main flow section:

[use SAE 10W oil at 49°C (120°F)] (minimum) ... 152 liter/min (40 U.S. gpm)

At a pump speed of ... 1800 rpm

At a pressure of ... 690 kPa (100 psi)

Clutch Control Valve (1)
(2) Priority valve. (3) Clutch relief valve. (12) Shims. (13) Shims.
NOTE: Priority valve (2) has two springs on later tractors.

Transmission Brake Control Valve (6)

(7) Transmission brake valve. (14) Shims.

Linkage Adjustments
Linkage For Clutch Control Group

To prevent possible personal injury when adjustments are made with

the engine running, activate the parking brake and let only approved
personnel on the machine. Keep other personnel off the machine and in
clear view of the service personnel.

Torque for all 1/2 in. locknuts that hold the rod ends in place on the rods ... 45 ± 7 N·m (33 ± 5 lb ft)

(1) Assembled length of rod assembly ... 1630 ± 3 mm (64.2 ± .12 in)

NOTE: Measurement of this rod assembly is made with rod end (6) removed. Measure the length in a
straight line from the centerline of the rod end (5) pin hole to the threaded end of the rod.

(4) Assembled length of rod assembly ... 370 ± 2 mm (14.6 ± .08 in)

NOTE: Measure the length in a straight line between the centerlines of the rod end pin holes.
Clutch Control Linkage
(1) Rod assembly. (2) Clutch pedal. (3) Lever. (4) Rod assembly. (5) Rod end. (6) Rod end. (7) Lever. (A) 550 ± 15 mm
(21.7 ± .6 in). (B) 425 ± 5 mm (16.7 ± .2 in).

Adjustment Procedure for the Clutch Control Linkage

1. Install rod assemblies (1) and (4).

2. Install rod end (6) and locknut on rod assembly (1) but do not tighten the locknut and do not
connect rod end (6) to lever (7).

3. Move rod assembly (1) toward the front of the machine until lever (3) is in its highest position
(against the cutout of the platform wall).

4. Install clutch pedal (2) on the shaft so that it is dimension (A) 550 ± 15 mm (21.7 ± .6 in) away
from the platform kick plate.

5. Start the engine and run it at low rpm. This lets oil pressure to the clutch control valve move lever
(7) to its full clutch engaged position.

NOTE: The neutral start switch must be closed before the engine will start. Move lever (7) toward the
front of the machine to close the switch.

6. Adjust rod end (6) so when it is connected to lever (7) clutch pedal (2) is dimension (B) 425 ± 5
mm (16.7 ± .2 in) away from the platform kick plate.
7. Connect rod end (6) to lever (7) and check the alignment of clutch pedal (2) with the brake pedal.
The clutch pedal should be in alignment with the brake pedal within ± 6 mm (.24 in)

Linkage For Transmission Interlock

To prevent possible injury, make adjustments with the engine off and
the parking brake activated.

Transmission Interlock Linkage

(1) Plunger. (2) Interlock shaft. (3) Rod assembly. (4) Nut.

Adjustment Procedure for the Interlock Linkage

1. Adjust rod assembly (3) so that the centerline length between the rod end pin holes is ... 277 ± 1
mm (10.9 ± .04 in)

2. Install rod assembly (3) between the two levers but do not tighten nut (4).

3. Make sure all three speed shift shafts and the direction shift shaft are in their neutral positions.

4. Move any one of the shift shafts to a speed or direction position. Then move the shift shaft back
toward the neutral notch until it is directly in between the two notches. Keep the shift shaft in this
position during Step 5.
5. Adjust rod assembly (3) until the flat on interlock shaft (2) makes contact with the stem of plunger
(1).

6. Tighten nut (4) and move the shift shaft back to its neutral position.

NOTE: Nut (4) has left hand threads and must be turned counterclockwise to tighten it.

Linkage For Clutch And Transmission Brake Control Valve

Control Valve Linkage

(1) Calculated dimension. (2) Link. (3) Dimension 0.08 ± 0.08 mm (.003 ± .003 in). (4) Roller. (5) Pin. (6) Lever. (7)
Switch. (8) Brake valve spool. (9) Clutch piston. (10) Link.
Adjustment Procedure for Valve Linkage

NOTE: Adjustments must be made with the valve removed from the tractor.

1. Pull spool (8) out until it stops. Measure the distance from the end of spool (8) to pin (5). Subtract
2.00 ± 0.25 mm (.079 ± .010 in) from the measured distance to get dimension (1). Then move spool
(8) to dimension (1) and hold it there.

2. Move lever (6) until it closes switch (7) and allows current to flow.

3. With spool (8) at dimension (1) and switch (7) closed, adjust link (2) until it makes contact with
roller (4).

4. Let spool (8) return to its original position against pin (5).

5. Now adjust link (10) until roller (4) is at dimension (3) 0.08 ± 0.08 mm (.003 ± .003 in) from link
(2). Make sure lever (6) is not in contact with switch (7) with spool (8) and piston (9) in these
positions.

Linkage For Parking Brake

To prevent possible personal injury do not make any adjustments to the

control linkage with the engine running unless necessary and then let
only approved personnel on the machine. Keep other personnel off the
machine and in clear view of the service personnel.

Torque for all 3/8 in. locknuts (jam nuts) that hold the rod ends in place on the rod ... 14 ± 4 N·m (10
± 3 lb ft)

Torque for all 1/2 in. locknuts (jam nuts) that hold the rod ends in place on the rod ... 45 ± 7 N·m (33
± 5 lb ft)

NOTE: All rod assembly measurements must be made in a straight line between the centerlines of the
rod end mounting holes.

(A) Assembly length of rod assembly ... 281 ± 2 mm (11.1 ± .08 in)

(B) Assembled length of rod assembly ... 625 mm (24.6 in)

Parking Brake Linkage
(1)Parking brake knob.(A) Rod assembly.(B) Rod assembly.

Procedure to Adjust Parking Brake Linkage

1. Install adjusted rod assemblies (A) and (B).

2. Pull parking brake knob (1) up to the Brake ON position.

3. Install a 0 to 4000 kPa (0 to 600 psi) pressure gauge on the right or left brake pressure tap on the
steering and brake control valve.

4. Start the engine and run it at high rpm.

5. The pressure gauge must read 0 kPa. If the pressure is not 0 kPa, make rod assembly (B) longer and
check the pressure again.
6. Push parking brake knob (1) down to the Brake OFF position. The pressure gauge must read 2830
± 140 kPa (410 ± 20 psi). If the pressure reading is low, make rod assembly (B) shorter and check the
pressure again.

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