Manual Caterpillar d6t Track Type Tractor Operation Cab Monitoring System Engine Power Train Implement Hydraulics

SERV1865
September 2008
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
D6T
TRACK-TYPE TRACTOR
Service Training Meeting Guide

(STMG)
D6T TRACK-TYPE TRACTOR
MEETING GUIDE VISUALS AND SCRIPT
AUDIENCE
Level II Service personnel who have knowledge of the principles of machine systems operation,
diagnostic equipment, and procedures for testing and adjusting machine systems and
components.
CONTENT
This presentation discusses the operation of the power train, the differential steering system, the
implement hydraulic system, the demand fan system, the cooling system, and the Caterpillar
Monitoring System on the D6T Track-type Tractor. Also discussed is the operation of the
controls in the operator compartment and the location and identification of the major
components of the C9 ACERT technology engine.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. locate and identify all of the major D6T machine components;
2. locate and identify all filters, dipsticks, indicators, fill tubes, drains, and test points;
3. locate and identify the major components of the C9 ACERT technology engine;
4. trace the flow of fuel through the C9 engine fuel delivery system;
5. trace the flow of air through the engine's air intake system;
6. trace the flow of coolant through the cooling system of the D6T ;
7. identify and explain the function/operation of each major component in the hydraulic
demand fan system;
8. trace the flow of oil through the hydraulic demand fan system;
9. identify and explain the function/operation of each major component in the power train
system;
10. trace the flow of oil through the power train hydraulic system and explain its operation;
11. trace the flow of oil through the steering system and explain its operation;
12. explain the function/operation of each major component in the implement hydraulic
system;
13. trace the flow of oil through the implement hydraulic system;
14. locate and identify all of the major components in the Caterpillar Monitoring System.
SERV1865 -3- Text Reference
09/08
REFERENCES
Engine Systems Operation, Testing & Adjusting (C9 Engine) . . . . . . . . . . . . . . . . . .SENR9830

Engine Troubleshooting Guide (C9 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR9345
Specifications (C9 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SENR9829
Systems Operation, Testing & Adjusting (Power Train) . . . . . . . . . . . . . . . . . . . . . . .KENR5124
Systems Operation, Testing & Adjusting (Hydraulic System) . . . . . . . . . . . . . . . . . .KENR5129
Operation and Maintenance Manual (OMM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SEBU8146
Schematic (Hydraulic System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .KENR5128
Schematic (Power Train Oil System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .KENR5125
Schematic (Electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .KENR5131
Systems Operation/Troubleshooting/Testing & Adjusting of D6R Series III,
D6T, D7R Series II Track-Type Tractors Power Train Electronic Control
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RENR9867
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" . . . . . . . . . . . . . . .TEMV9001

Interactive Video Course "Fundamentals of Electrical Systems" . . . . . . . . . . . . . . . .TEMV9002
STMG 546 "Graphic Fluid Power Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERV1546
SUPPLEMENTARY TRAINING MATERIALS
"Electronically Controlled Transmission System - Track-type Tractors (T.I.M.) . . . .SERV2639

"Caterpillar Monitoring System - Track-type Tractors" . . . . . . . . . . . . . . . . . . . . . . .SEGV2619
CD ROM version of SEGV2619 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERV2619
Technical Instruction Module "Air Conditioning Principles and Operation" . . . . . . .SERV2580
Technical Instruction Module "Air Conditioning Service Procedures" . . . . . . . . . . . .SERV2581
Estimated Time: 8 Hours

Visuals: 155 Visuals
Serviceman Handouts: 4 Lab Exercises
Posttest: 6 pages (and 6 answer sheets)
Form: SERV1865
Date: 09/08
2008 Caterpillar
09/08
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
Undercarriage .........................................................................................................................7
OPERATOR'S COMPARTMENT ..............................................................................................11
CATERPILLAR MONITORING SYSTEM ..............................................................................23
ENGINE......................................................................................................................................36
Engine Air System ................................................................................................................64
Cooling System.....................................................................................................................66
POWER TRAIN .........................................................................................................................74

Power Train Hydraulic System.............................................................................................76
Torque Divider ......................................................................................................................81
Power Shift Transmission .....................................................................................................91
Electronic Brake Control Valve ............................................................................................98
IMPLEMENT HYDRAULIC SYSTEM..................................................................................109

Implement Pump Operation................................................................................................115
Pressure Reducing Manifold...............................................................................................127
Implement Pilot Valve operation ........................................................................................129
Implement Control Valve operation....................................................................................132
Quick-drop Valve ................................................................................................................144
Differential Steering Hydraulic System..............................................................................153
CONCLUSION.........................................................................................................................165
VISUAL LIST ..........................................................................................................................168
HANDOUTS.............................................................................................................................169
Posttest ................................................................................................................................172
Posttest Answers .................................................................................................................175
09/08
D6T TRACK-TYPE TRACT OR
2008 Caterpillar
INTRODUCTION
The D6T Track Type Tractor has been designed to meet U.S. Environmental Protection Agency
(EPA) Tier III Emissions Regulations for North America and Stage III European Emissions
Regulations. The D6T meets the EU sound regulations (EU Directive 2000/14/EC) for 2006.
The D6T is powered by the C9 ACERT (Advanced Combustion Emissions Reduction

Technology) electronic engine equipped with the Hydraulic Electronic Unit Injection (HEUI)
fuel system. This engine also utilizes the new A4 Engine Electronic Control Module (ECM)
and is equipped with an Air To Air AfterCooler (ATAAC) intake air cooling system. The C9 is
rated at 185 horsepower (138 kW) at 1850 rpm in the standard machine and 200 hp (149 kW) at
1850 rpm in the XL, the XW, and the LGP models.
Other standard features of the D6T Track-type Tractor include: Multi Velocity Program (MVP)
transmission, the SystemOne undercarriage system, the AutoShift and AutoKickdown power
train strategies, two pump hydraulic system with a dedicated steering pump, differential steering
(with Touch Shift), and under hood air conditioning for the ROPS/FOPS cab.
The D6T can be ordered with an "S" blade, an "SU" blade, or with the improved VPAT
(Variable Pitch Angle Tilt) blade. The machine can also be ordered with the AccuGrade Ready
Option (ARO), a multi shank ripper or a PA56 winch.
09/08
D6T SERIAL NUMBER PREFIXES
TRACTOR WHERE BUILT

MODEL E. PEORIA GRENOBLE PIRACICABA SAGAMI
Standard, with SU Blade JHB PEZ SMC DHL
XL, with SU Blade LAY LAE GCT KLM
XW, with SU Blade SKL LBD n/a RAY
LGP, with SU Blade KJL LKJ n/a SNK
XL, with VPAT Blade WFH ZEB n/a n/a
XW, with VPAT Blade DJG RLW n/a n/a
LGP, with VPAT Blade WCG JWD n/a n/a
The chart shown above illustrates the machine serial number prefixes as determined by the
tractor model, the arrangement, and where the machine is assembled.
09/08
Standard
Undercarriage
Arrangement
XL
Undercarriage D6T
Arrangement
UNDERCARRIAGE
ARRANGEMENTS
XW
Undercarriage
Arrangement
LGP
Undercarriage
Arrangement
Undercarriage
The D6T machines have a standard track configuration or optional XL, XW, and LGP track
configurations.
The standard track configuration has six rollers. A carrier roller is available as an attachment.
The XL track configuration has a longer track roller frame (seven rollers and a carrier roller)
with more track toward the front of the machine.
The XW track configuration also extends the track toward the front (seven rollers and a carrier
roller), but has a wider track gage for better stability on slopes.
The LGP arrangement has wider track, a wider track gage, and a longer track roller frame
(eight rollers and a carrier roller) than the standard track configuration, extending the track both
forward and to the rear. This reduces ground pressure for excellent flotation in swampy
conditions.
09/08
2 5 4
1 6
7
The D6T Track-type Tractor is equipped with the new SystemOne undercarriage as standard
on all undercarriage arrangements (Std., XL, XW, and LGP). The older style undercarriage
(standard for earlier D6R machines) is also available as an option.
The SystemOne undercarriage system uses the following redesigned components:

track links and track pins with rotating bushings (1)
track shoes (2)
sprocket segments (3)
track idlers (4)
track rollers (5)
carrier rollers (6)
track guides (7)
09/08
This front view of the D6T shows the standard dozer blade, blade lift cylinders and front
mounted work lights.
SERV1865 - 10 - Text Reference
09/08
From the rear of the machine the drawbar, counterweight group, rear work lights, and
transmission pressure taps can be seen.
A ripper or winch are also available for the D6T.

09/08
OPERATOR'S COMPARTMENT
The operator's compartment for the D6T is very similar to the D6R Series III. Many of the
upgrades and improvements to the operator's compartment found in the D6R III are included:
a new right hand console with electronic dozer control lever for AccuGrade Ready
machines
a rocker switch to control the Multi Velocity Program (MVP) (if equipped)
improved operator visibility, both forward and backward
electro-hydraulic blade angle control for machines equipped with the VPAT blade
an electronic Implement Lockout switch

09/08
The Cat contour seat is standard equipment, with air suspension available as an attachment.
The seat provides maximum comfort and less operator fatigue.
The height of the padded armrests is manually adjustable using the two knobs (1) below each
armrest.
The seat is angled 15 to the right in order to provide maximum visibility of implement
operation. The operator can adjust the seat height using the control knob (2) under the left
front of the seat. The front to rear seat position and the seat back angle can be adjusted using
the control levers (3) found under the front of the seat.
The seat back and the seat cushion assembly can be removed from the suspension base by
removing one 8 mm bolt (4), located below the front, center of the seat.
09/08
2 1
6
4
3
The steering control lever, or tiller (1) is located at the front of the left armrest. The steering
tiller combines steering, directional changes, and gear selection into one control. Pulling UP on
the parking brake switch (2) shifts the transmission to FIRST gear NEUTRAL and energizes the
parking brake solenoid on the electronic brake valve, which engages the brakes. The parking
brake switch also mechanically locks the tiller housing when in the UP, or ON position. The
key lockout (3) locks the parking brake switch in the UP position.
FORWARD, NEUTRAL, and REVERSE are controlled by rotating the tiller hand grip (4). All
three positions have detents that hold the tiller in the selected position. A rotary position sensor
connected to the hand grip provides a PWM signal to the Machine ECM when the handgrip is
rotated. The Machine ECM then sends a corresponding current to the appropriate transmission
modulating valve to ENERGIZE the solenoid. The solenoid modulating valves engage and
disengage the forward and reverse clutches in the Electronic Clutch Pressure Control (ECPC)
transmission. In addition, a reverse switch is installed in the tiller housing to provide an input
to the Machine ECM, confirming the REVERSE position.
The top yellow button (5) upshifts the transmission one gear range at a time, and the bottom
yellow button (6) downshifts the transmission one gear range at a time. These switches provide
an input to the Machine ECM, which then sends a corresponding current to the appropriate
transmission modulating valves to ENERGIZE the solenoids in order to engage and disengage
the three speed clutches in the ECPC transmission.
09/08
Left turns are accomplished by rotating the tiller (1) toward the front. Right turns are
accomplished by rotating the tiller toward the rear. When the operator releases the tiller, a
centering spring returns the tiller to the center (NO STEER) position. The tiller housing shaft
is connected to mechanical linkages that move the main valve stem on the steering valve.
NOTE: The differential steering strategy still incorporates the standard "S-Turn" logic
used in previous differential steer machines.
When the parking brake is engaged, the Machine ECM monitors the parking brake
switch and the ECM then ENERGIZES the secondary brake solenoid, as a back-up
measure.
WARNING
With the engine running and the transmission shifted to NEUTRAL, rotating the steering
tiller toward the front or the rear will cause the machine to steer. The tracks will counter-
rotate, resulting in the machine pivoting about its center point. To avoid personal injury
and/or property damage, always ENGAGE the parking brake when not operating the
machine and/or when other personnel are nearby.
09/08
2 3
4 5
1
10
The right console contains the implement controls and switches for other machine modes and
functions. These controls and switches are:
dozer control lever (1)

high/low idle switch (2)
MVP switch (if equipped) (3)
implement lockout switch (4)
ripper control handle (winch control, if so equipped) (5)
forward horn button (6)
09/08
4
2
11
The dozer control lever (1) allows the operator to control all of the blade functions with one
lever. Moving the dozer control lever forward or rearward LOWERS or RAISES the blade.
Moving the dozer control lever left or right causes 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 causes
the blade to ANGLE RIGHT. Moving the thumb lever to the left will cause the blade to
ANGLE LEFT.
If the machine is equipped with AccuGrade, two yellow buttons will be present on either side
of the lever, at the top (as shown above). The dozer control lever will also include a trigger
switch (not visible above) on the front of the lever.
The left yellow button (3) allows the operator to activate the automatic blade control mode, if
AccuGrade is activated. In the automatic mode, AccuGrade will make adjustments to the blade
height and angle, relative to the preprogrammed "design" (or finish grade surface) desired.
The right yellow button (4) disables the automatic blade control mode, allowing the operator to
manually operate the blade.
09/08
Depressing and holding the trigger switch while pressing the left yellow button decrements (or
lowers) the finished design grade height by a predetermined amount. Depressing and holding
the trigger switch while pressing the right yellow button increments (or raises) the finished
design grade height. This increment/decrement strategy serves as a means to "offset" the
preprogrammed design grade height and it will raise or lower the actual finished grade relative
to the original predetermined finish grade surface.
NOTE: There are four different configurations for the dozer control lever, depending
on whether the machine is equipped with an S or an SU blade, or with a VPAT blade
and whether the machine is ordered Accugrade Ready (ARO). These four different
dozer control lever configurations are as follows:
- Standard machine with the S or SU blade - the dozer control lever is a pilot operated
control lever with no thumb lever, no yellow buttons, and no trigger switch.
- Standard machine with the VPAT blade - the dozer control lever is a pilot operated
control lever with an EH thumb lever, with no yellow buttons, and no trigger switch.
- ARO machine with the S or SU blade - the dozer control lever is an electronic control
lever (joystick) with no thumb lever, with two yellow buttons, and with a trigger switch.
- ARO machine with the VPAT blade - the dozer control lever is an electronic control lever
(joystick) with an EH thumb lever, with two yellow buttons, and with a trigger switch .
09/08
12
Machines that are equipped with the optional ripper have a ripper control lever (1). Moving the
ripper control lever toward the operator seat RAISES the ripper. Moving the ripper control
lever away from the operator seat LOWERS the ripper. The center position is the ripper HOLD
position. If the machine is equipped with a winch, the winch control lever will be located where
the ripper control is. Also shown is the auxilary action light (2).
09/08
3 2
1
13
4 5 6 7
14
Located to the rear of the dozer control lever are three switches for machine functions.
Pressing the top of the High/Low Idle switch (1) sets the engine speed to high idle. Pressing
the bottom of the High/Low Idle switch sets the engine speed to low idle.
Pressing the bottom of the Implement Lockout switch (2) activates the implement lockout
strategy, which disables implement movement. The implements cannot move without pilot oil.
The third switch (3) controls the use of the Multi Velocity Program (MVP). MVP is an
attachment to the D6T's built for the North American markets. MVP is standard equipment for
all D6Ts destined for European markets.
09/08
When MVP is selected by the operator, the Engine ECM will limit engine high idle speed
during certain conditions. With MVP enabled and the transmission gear indication in the dash
panel indication 1.5, 2.5, or 3.5 forward or reverse, the Engine ECM will allow a high idle
speed of 2010 rpm. With the transmission gear indicator indicating 2.0 or 3.0 forward or
reverse, the Engine ECM will set high idle speed to 1550 rpm. Decreasing engine high idle
speed during MVP operation increases fuel economy, reduces operatiog costs and allows the
operator to more closely match machine ground speed to work conditions. See the illustrations
on the next page for an explanation of which high idle speed is allowed for NACD and EU.
During MVP operation, the Engine ECM monitors the engine speed timing sensor and also the
torque converter output speed sensor. As the difference in the rotational speed of the engine
and the torque converter output shaft becomes greater (torque converter slip) the Engine ECM
has the ability to allow high idle speed to reach the 2010 rpm maximum. For example the
operator has enabled MVP using the rocker switch and is dozing in gear 2.0 Forward. As
machine load increases and the torque converter nears its stall point, the Engine ECM will
allow rpm to increase to the 2010 rpm maximum to deliver full rated engine power to the
torque converter. The operator is therby not limited to the available torque of the engine at
1550 rpm but is instead able to use full engine power. As the machine load decreases and the
rotational relationships of the engine and torque convereter output shaft come closer together
the Engine ECM will begine to reduce high idle rpm back to the 1550 allowed during MVP.
This stratgy enables the machine to be most productive regardless of operation in or out of
MVP.
MVP can be set to be enabled or disabled by the operator on North American destined
machines only. Additionally, MVP can be locked out by the technician using Cat ET. All
machines destined for european markets will have MVP enabled by default and no operator
switch will be provided. MVP cannot be disabled using Cat ET on E.U. market machines.
The wiper/washer controls for windows in the cab and cab doors are located overhead, above
the right console. From front to rear, these controls are:
front windshield wiper/washer control (4)
left cab door wiper/washer control (5)
right cab door wiper/washer control (6)
rear cab window wiper/washer control (7)

09/08
15
16
The charts above show the HIGH IDLE speed for each gear selection during MVP operation.
The top chart is for NACD destined machines and the lower chart represents machines built for
European (E.U.) markets.
09/08
2
1
17
Below the dash is the service brake pedal (1) and the decelerator pedal (2). During normal
operation, the machine operates at high idle. Engine rpm may be decreased to 900 rpm (200
rpm above low idle) by depressing the decelerator pedal.
Intermediate engine speeds are attained in the following manner:
Set the high/low idle switch to the HIGH IDLE position

Depress the decelerator pedal to attain the desired engine speed
Press and hold the high idle (rabbit) side of the high/low idle switch for approximately
five seconds
Release the switch to set the intermediate engine speed
Release the decelerator pedal
The engine speed may then be reduced from this intermediate engine speed by depressing the
decelerator pedal. When the decelerator pedal is released, the engine speed will return to the
intermediate setting.The intermediate engine speed setting may be cancelled by pressing either
the high idle (rabbit) or low idle (turtle) side of the switch again.
09/08
The service brake pedal applies the service brakes (both left and right) proportionately to the
amount of pressure applied by the operator. When the pedal is depressed a rotary switch
provides a signal to the Machine ECM The Machine ECM then ENERGIZES the proportional
solenoid on the electronic brake control valve, proportionately to the amount of pedal
movement. When completely depressed, the solenoid is completely ENERGIZED and the
brakes are fully ENGAGED.
A secondary brake switch (not visible) is also connected to the shaft of the brake pedal, inside
the housing (3) on the dash pedestal. Depressing the service brake pedal to approximately 75%
of brake pedal travel closes the normally open secondary brake switch. When the secondary
brake switch is closed, it connects the battery to the secondary brake valve solenoid and
ENERGIZES the secondary brake valve solenoid. Energizing the secondary brake valve
solenoid opens the secondary brake valve, which drains all the oil from the brake circuit and
ensures that the spring applied brakes are fully ENGAGED.
09/08
7 6 5 4 3 2
14
8
9 13
10
12
11
18
Caterpillar Monitoring System

The D6T can be equipped with a Machine Security System (MSS). The MSS indicator light (1)
is installed below the MSS key switch (2) on the dash. The MSS requires a key that is unique
to each machine. Also on the dash are the following components:
Gear/Direction/Alert indicator module (3)
Forward Action Lamp (4)
Auto KickDown switch (5)
AutoShift switch (6)
Quad Gage module (7)
Ripper work light switch (8)
Dash, flood lights, and forward work lights switch (9)
HVAC temperature control (10)
Main display module (11)
Operator scroll switch (12)
HVAC blower fan speed switch, with four fan speeds (13)
Air-conditioning selector switch (ON/OFF) (14)
09/08
19
The Main Display Module (1) contains a small ECM which performs the processing functions
for the monitoring system. This module is referred to as the EMS III panel and it must be
installed for the monitoring system to operate. The EMS III panel contains the monitoring
system flash file.
The Main Display Module is located in the lower right portion of the dash. The upper section
of this module contains nine LED alert indicators and the bottom section contains an LCD
display area with a digital readout.
The Main Display Module receives inputs from switches, sensors, senders, and the Machine
ECM (through the CAT Data Link). The software in the module uses these inputs to illuminate
the LED alert indicators, which inform the operator of abnormal machine conditions.
The top row of LED alert indicators in the Main Display Module are identified (left to right) as:
Air Filter Restriction
Fuel Pressure (abnormal)
Power Train Oil Filter (bypass switch activated)
Fuel Injectors Warming (injector "buzz", for cold starts)
Power Train Oil Temperature (too high - temperature sensor at power train oil pump)
The second row of LED alert indicators are identified (left to right) as:
Brake System Malfunction
Transmission System Malfunction
Engine System Malfunction
Implement System Malfunction
09/08
The digital display area of the Main Display Module provides a six digit readout for various
display modes. These display modes show:
machine operational time (in HOURS)
engine speed (in rpm)
distance traveled (in MILES/KILOMETERS)
diagnostic information, or service codes (MID, CID, FMI)
The operator or serviceman may press the scroll switch (2) to access the various display modes.
Each press of the scroll switch will access the next display mode.
When the diagnostic mode is reached, the display area shows any faults that may be present. A
complete listing of all active service codes will be displayed when the diagnostic mode is
reached.
The Main Display Module module utilizes a pair of dedicated communication links (Display
Data Link) to communicate with and drive the functions of the Gear/Direction and Alert
Indicator Module and the Quad Gage Module. The Display Data Link communicates
information back and forth between the Main Display Module and the Quad Gage Module and
the Gear/Direction and Alert Indicator Module.
The CAT Data Link is used by the Main Display Module to communicate with other electronic
controls and the ECMs. The CAT Data Link is bi-directional, which allows communication
with both input and output devices.
09/08
1 2
3 4 5
20
The Quad Gage Module is installed at the upper left of the dash. The Quad Gage Module
contains four analog gages which display machine conditions that are most important during
machine operation. A Forward Action Lamp is also included as part of the Quad Gage Module.
The machine information displayed is:
Engine Coolant Temperature (1)

Power Train/Torque Converter Oil Temperature (2) (sensed at torque converter outlet
relief valve)
Hydraulic Oil Temperature (3)
Fuel Level (4)
Forward Action Lamp (5)
NOTE: The quad gage module is considered an output component.

09/08
21
The Gear/Direction and Alert Indicator Module are installed at the upper right of the dash.
The top half of the module contains ten LED indicators which alert the operator to abnormal
operating conditions. The indicators from left to right starting with the top row are:
Engine Oil Pressure (abnormal)
Alternator output at the R Terminal (abnormal)
Intake Manifold Air Temperature (abnormal)
Fuel Level (low)
Parking Brake (ON)
AutoShift mode (1F/2R)
Auto Kickdown mode (active)
Implement Lockout (ON)
The lower portion of the module contains an LCD display area. The left side of the display
area is the tachometer section and displays a digital readout of the engine speed (rpm). The
right side of the display shows a two-digit readout of the transmission gear and directional.
NOTE: The AutoShift Modes are activated by pressing the AutoShift Switch. The first
push of the switch activates the 1F/2R mode, the next push activates the 2F/2R mode,
the third push activates the 2F/1R mode, and a fourth push will return transmission
operation to NO AutoShift mode (or AutoShift OFF). The Auto KickDown switch
toggles between ON and OFF.
09/08
CATERPILLAR MONITORING SYSTEM COMPONENTS
Key Start
Switch
J2 J1 J2 J1
Machine Engine
ECM ECM
Product
Link
CAN Data Link
CAT Data Link
Quad Gauge Module

Data Ports
AccuGrade
Blade
Cont rol Syst em CAN A Main
Component s Data Link Display
( CAN A Dat a Link) Module
(EMS III)
4C8195
Gear / Dir. and Alert
Service Tool
Trans. Oil Filt er Bypass Swit ch Indicator Module
Forward Action Lamp

Hydraulic Oil Temp. Sender
Fuel Level Sensor Action Alarm

ET
Alt ernat or
( R-Terminal) Rear Action Lamp
22
The illustration above shows a graphical representation of the the Caterpillar Monitoring
System for the D6T Track-type Tractor. The major hardware components in the monitoring
system include the Main Display Module, the Quad Gage Module, the Gear/Direction and Alert
Indicator Module, the Engine ECM, the Machine ECM, the Action Alarm, the Rear Action
Lamp, and various switches, sensors, and senders. The illustrations on the following pages
show the engine and the machine electrical systems (power train and implement). Those
illustrations also identify all of the switches, the sensors, the senders, and the solenoids that are
the input and the output devices in each system. Depending on how the machine is equipped,
some or all of these devices may be present. Also shown in these illustrations is the means by
which these components and systems communicate with each other and how the information
from the input and the output devices is shared between systems. Communication of
information on the standard machine occurs through the Cat Data Link and a high speed CAN
(Controller Area Network) Data Link.
If the machine is equipped with the Laser AccuGrade System or the GPS AccuGrade System,
the D6T will also include a CAN A Data Link (shown in dashed lines) that connects these
automated blade control systems to the machine electrical system. The CAN A Data Link is
also used within these automated blade control systems for communication between the
components within those systems.
09/08
Power is provided by the 24V DC batteries to the Engine ECM, the Machine ECM, the Main
Display Module, and the Accugrade System (if installed) when the key start switch is turned to
the ON position. These major components then, in turn, supply power to the remaining
components in their respective systems.
The Engine ECM and the Machine ECM communicate with each other and with Cat ET
through both the CAT Data Link and the CAN Data Link. Cat ET communicates through the
CAN Data Link to the Engine ECM and the Machine ECM for flashing software, for
performing calibrations, for viewing the status of system components, for viewing active or
logged events/faults, and for clearing logged events/faults. (Events may only be cleared using a
factory password.)
The Cat Data Link is the only communication path by which any of these components or
service tools may interface with the Main Display Module.
The Main Display Module directly monitors the alternator R-terminal, the fuel level sensor, the
hydraulic oil temperature sender, the transmission oil filter bypass switch, the Engine ECM,
and the Machine ECM. The Main Display Module then uses the data from these sources to
drive the gages, the LED indicators, and the LCD displays in the Main Display Module, the
Quad Gage Module, and the Gear/Direction and Alert Indicator Module. The Main Display
Module also directly controls the Action Lamps and the Action Alarm.
The Forward Action Lamp, the Rear Action Lamp, and the Action Alarm are used to alert the
operator or serviceman to abnormal machine conditions (faults or events) which require
attention. The Main Display Module will activate the Action Lamp/Light and the Action Alarm
in three different combinations, called Warning Indicators, to inform the operator or serviceman
about the fault or event and the severity level of the fault or event. The three Warning
Indicators Levels are identified as:
Warning Indicator Level 1: The Action Lamps will illuminate to SOLID RED. This is
the least severe type of system or component fault (such as a communication failure).
The fault should be analyzed and the condition corrected as soon as possible.
Warning Indicator Level 2: The Action Lamps will FLASH RED. This is a moderately
severe level of system or component fault (such as overheating). The operator should
change the machine operation mode immediately and have the problem analyzed by a
serviceman to determine and correct the underlying cause.
Warning Indicator Level 3: The Action Lamps will FLASH RED and the Action Alarm
will PULSE, alerting the operator to shut down the machine. This type of fault or event
is the most severe and engine/machine damage will most likely occur if the machine
continues to be operated. This level of system or component fault should be analyzed
and corrected immediately. The machine should not be operated until the problem is
corrected.
09/08
23
24
Behind a cover (1) on the left side of the dash, near the floor, is a spare 175 amp alternator fuse
and a fuse puller tool for the removal of the automotive style electrical fuses.
The Machine ECM (2) is located under the left armrest, inside a recessed compartment in the
operator platform. The Machine ECM is used to control both power train components and
implement hydraulics components, when applicable.
An auxiliary electrical disconnect switch (3) (if equipped) is located at the base of the left
armrest.
09/08
25
Other associated service points located at the machine ECM (1) are:
the 70-pin J1/P1 connector Machine ECM (2)

the 70-pin J2/P2 connector Machine ECM (3)
The D6T Machine ECM code plug (4) is tied to the wiring harness leading to the J1/P1
connector, above the ECM.
The Machine ECM is a multipurpose ECM. The Machine ECM has inputs from, and outputs to
both the implement hydraulic components and the power train components.
09/08
2
1
26
The diagnostic connector box at the left rear of the operator compartment contains two 12V DC
switched power connectors (1) for powering a laptop computer, DataView, etc.
Also located here is the connector (2) for the 4C-8195 Service Tool and the data port (3) for
connecting a Communications Adapter and Cat Electronic Technician (ET).
09/08
D6T MACHINE CONTROL ELECTRICAL SYSTEM
Key Start Switch
Caterpillar
J2 J1 J2 J1 Monitoring
Engine Machine
System
ECM ECM
CAN Data Link
CAT Data Link
CAT Data Link
Trans. Lube Implement Trans. Rev. Clutch

Hydraulic Oil Pump Trans. Oil Filter Temp. Sender Lockout Solenoid (Solenoid No. 1)
Discharge Bypass Switch
Pressure Sensor Power Train Oil
Engine (Attachment) Blade Angle
Temp. Sender Trans. Fwd. Clutch
Speed / Timing Left Solenoid
Torque Converter (Pump) (Solenoid No. 2)
Sensors (Attachment)
Oil Temp. Sender
Hydraulic Oil
Temp. Sender Service Brake
Pedal Blade Angle
Position Sensor Right Solenoid Trans. 3rd Gear Clutch
Transmission
(Attachment) (Solenoid No. 3)
Output Speed
Implement Sensor No. 1
Lockout Secondary
Switch Brake Switch Blade Raise
Trans. 2nd Gear Clutch
Transmission Solenoid
(Solenoid No. 4)
Output Speed (Attachment)
Sensor No. 2 AutoShift
Switch
Blade Lower
Trans. 1st Gear Clutch
Solenoid
Torque Converter (Solenoid No. 5)
Blade Raise / Lower Auto Kickdown (Attachment)
Position Sensor Output Speed Sensor Switch
Manual / Auto Blade
(Forward / Rearward) Select Switch
(Right Push-button) Blade Tilt
Left Solenoid Proportional Brake
Reverse Solenoid Valve
F/N/R (Attachment)
Switch
Auto Blade Mode Position Sensor
Blade Tilt
Position Sensor Select Switch
Blade Tilt
(Left /Right) (Left Push-button) Secondary Brake
Parking Brake Upshift Right Solenoid
Switch Switch (Attachment) Solenoid Valve
Blade Angle Trigger Switch

Position Sensor Downshift AccuGrade
Switch Boost Solenoid Parking Brake
(Thumb Switch)
(Attachment) Solenoid Valve
EH Blade Control Lever Steering Control Lever
Harness Code Plug
(Attachment)
INPUT COMPONENTS Location Code OUTPUT COMPONENTS
27
The illustration above shows a graphical representation of the electrical system for the D6T
Track-type Tractor power train system and implement hydraulic system. The input components
for both power train and implement hydraulics provide signals to the Machine ECM, which in
turn, controls the output components for both systems.
The Machine ECM determines engine lug and torque curves by comparing engine speed data to
the torque converter output speed data. The Machine ECM uses this information to determine
when to automatically downshift the transmission for the Auto KickDown feature. Since the
D5R Series III does not have an engine output speed sensor, the engine speed/timing sensors
provide engine speed data to the Engine ECM, which shares that data with the Machine ECM
through the CAN Data Link.
Most of the implement hydraulic electrical components are only present if the AccuGrade
system is installed on the machine. The implement lockout switch, the implement lockout
solenoid, and the hydraulic oil temperature sender are the only electrical components in the
implement hydraulic system that are standard equipment. All other electrical components of
the implement hydraulic system are attachment specific.
Cat ET is used to view the status of the machine electrical system components. The 4C-8195
Service Tool (clicker box) may also be used to display the status of these components through
the LCD display on the Main Display Module.
09/08
28
The batteries (1) are located under a hinged deck plate on the front of the left fender. Raising
the deck plate and removing the forward cover (2) on the left side of the cab provides access to
the electrical system fuses and circuit breakers.
The main disconnect switch is located inside a compartment (3) on the front edge of the left
fender.
09/08
29
30
The main electrical disconnect switch (1) may be accessed by opening the small door on the
front edge of the left fender. Also located in this compartment is the block heater receptacle (2)
(if equipped).
Opening the battery box lid and removing the cover on the left side of the cab provides access
to the automotive style fuses (3), and the 175 amp alternator fuse (4).
09/08
31
ENGINE
The C9 ACERT engine is used in the D6T Track-type Tractor. The engine is equipped with
Hydraulic Electronic Unit Injection (HEUI) fuel injectors, and an Air To Air AfterCooler
(ATAAC). The D6T may be equipped with a demand fan system, an engine driven
conventional fan, or a Flexxaire engine driven fan system. The C9 engine also utilizes the A4
Engine Electronic Control Module (ECM), which is air cooled. The engine develops 185
horsepower (138 kW) at 1850 rpm in the standard machine and is rated at 200 hp (149 kW) at
1850 rpm in the XL, the XW, and the LGP models. 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 III
Emissions Regulations for North America and Stage IIIa European Emissions Regulations.
NOTE: Engine oil and filter change intervals remain at 500 hours; however, engine load
factor, sulfur levels in the fuel, oil quality, and altitude may negatively affect the extended oil
change intervals. Regular engine oil samplings (SOS) must be performed every 250 hours to
confirm oil cleanliness.
09/08
5
7 6
32
The major service points that are accessible from the left side of the engine are:
engine oil fill tube (1)
demand fan control valve (if equipped) (2)
engine oil dipstick (3)
A4 Engine ECM (4)
starter (5)
engine oil ecology drain valve (6)
timing probe and adapter port (7)
fumes disposal and crankcase breather manifold (8)
HEUI pump (9)

09/08
2
1
7
5
6
33
The major service points that are accessible from the right side of the engine are:
turbocharger (with mechanical wastegate) (1)
coolant sampling port (SOS) (2)
coolant temperature regulator (thermostat) housing (3)
alternator (4)
engine oil filter (5)
demand fan oil supply (to control valve) (6)
power train oil cooler (7)

09/08
4 5 6 8
7
9
10
34
The coolant sight gage (1) is installed in the left side of the coolant shunt tank and is visible at
the top front of the compartment. It may be accessed through the left engine compartment door.
The 10 micron primary fuel filter (2) and the 4 micron secondary fuel filter (4) are located
behind the shunt tank and are accessible from the left side of the engine compartment. The
primary fuel filter contains a water separator (3). Water in a high pressure fuel system can
cause premature failure of the fuel injectors due to corrosion and lack of lubricity. Water
should be drained from the water separator daily, using the drain valve located at the bottom of
the filter.
Fuel is drawn from the primary fuel filter by the fuel pump (shown later) and is then sent to the
secondary fuel filter (4). The secondary fuel filter removes contaminants that could damage the
fuel injectors. Fuel filters should be replaced according to the guidelines in the D6T Operation
and Maintenance Manual (SEBU8146) to ensure that clean fuel is always delivered to the fuel
injectors.
NOTE: Clogged fuel filters can degrade engine performance and restrict fuel flow, causing the
fuel injectors to be starved of fuel. This condition, if ignored, can cause damage to the fuel
injectors.
09/08
The electric fuel priming pump (5) is integrated into the primary fuel filter base and is activated
by switch (6). The fuel priming pump is used to fill the fuel filters after they have been
replaced. The priming pump is capable of forcing the air from the entire fuel system.
After the fuel filters have been replaced, activate the priming pump and then crack open the
fuel line fitting at the outlet of the primary fuel filter to purge all air from the filter, the fuel
line, and the priming pump. (Always place a suitable container under the primary fuel filter to
collect any fuel that escapes through the fitting while purging air from the system.)
Trapped air and intermittent fuel will escape through the fuel line fitting as the pump primes
itself. When the fitting emits only fuel, the pump is primed and the fitting should then be
retightened. At the same time, continue operating the priming pump until it is determined that
all air has been forced from the entire fuel system (from the priming pump back to the fuel
tank).
The priming pump produces enough pressure to force fuel past the bypass valve in the fuel
transfer pump and the fuel pressure regulator (check valve).
NOTE: The main disconnect switch must be turned to the ON position and the key start switch
(in the operator compartment) must be in the OFF position for the fuel priming pump to
operate.
The standard under hood work light (7) at the left rear side of the engine compartment is turned
ON and OFF using the switch (8) located above the light.
The air filter may be inspected and changed by removing the air filter canister cover (9) located
on the left side of the engine compartment.
Also visible in this illustration is the standard air conditioning condenser (10). A remote ROPS
mounted air conditioning condenser is available as an attachment.
09/08
1
3
35
The fuel transfer pump (1) is mounted to the rear of the HEUI pump (2) and is driven by the
HEUI pump shaft. The gear driven HEUI pump is mounted on the back of the timing gear
cover on the left side of the engine.
Fuel is drawn from the primary fuel filter and water separator by the fuel transfer pump,
through the pump inlet (3). The fuel transfer pump then provides fuel flow to the secondary
fuel filter through a tube connected to the pump outlet (4).
The fuel transfer pump contains a bypass valve that protects the fuel system components from
excessive pressure. The fuel bypass valve setting is higher than the fuel pressure regulator.
The HEUI pump uses engine oil as hydraulic oil for actuation of the fuel injectors. Hydraulic
oil pressure replaces mechanical components for actuating the fuel injectors. This high
pressure oil is controlled electronically by the injector solenoids to determine the timing and the
duration of fuel injection, as well as the number of injector actuations during the compression
stroke.
09/08
The Injection Actuation Pressure (IAP) control valve connector (5) is located at the top of the
HEUI pump. The IAP control valve is operated by a solenoid and changes the pump's
swashplate angle to increase or decrease hydraulic oil flow. The Engine ECM controls the IAP
control valve solenoid, based on numerous inputs and conditions, such as load factor, engine
rpm, etc. The IAP control valve is internal to the HEUI pump.
The HEUI pump can produce oil flow that creates a maximum hydraulic system pressure of
approximately 28,000 kPa (4060 psi). The Engine ECM will not actuate the fuel injectors to
start the engine if the pressure is below 4,000 kPa (580 psi). This hydraulic pressure is the
minimum required to generate sufficient fuel pressure to exceed the nozzle Valve Opening
Pressure (VOP) of approximately 18,000 kPa (2600 psi). This feature enables hydraulic oil
pressure to build up faster during engine starting.
The HEUI pump's internal components are not serviceable.
The status of the IAP control valve solenoid may be viewed using Cat ET, or through the LCD
display on the Main Display Module in the dash, using the 4C-8195 service tool.
NOTE: For more information about the HEUI pump and the pump's specifications,
refer to:
C9 Engine Specifications Manual (SENR9829)

C9 Systems Operation, Testing and Adjusting Manual (SENR9830)
09/08
D6T ENGINE ELECTRICAL SYSTEM

C9 ACERT ENGINE
_
+
Key Start Switch Pre-lube
Relay Starter
J2 J1 (Attachment) Relay
Engine Caterpillar
ECM Monitoring
System
CAN Data Link

CAN Data Link
CAT Data Link
CAT Data Link
Intake Manifold Air Demand Fan Injector No. 1

Pressure Sensor Speed Sensor
(Attachment)
Injector No. 2
Intake Manifold
Air Temp. Sensor Coolant Temp. Sensor Injector No. 3
Engine Oil Injector No. 4

Pressure Sensor Fuel Pressure Sensor
Injector No. 5
Decelerator Pedal
Position Sensor Throttle Switch
Injector No. 6
Upper
Speed / Timing Sensor Injection Actuation
Injection Actuation
Pressure Sensor
Pressure Control Solenoid
Lower
Turbo Inlet Demand Fan Pump
Speed / Timing Sensor
Air Pressure Sensor Control Solenoid
(Attachment)
Crank without Atmospheric Air Flexxaire Fan
Inject Plug Pressure Sensor Control Solenoid
(Attachment)
Timing Flexxaire
Calibration Probe Fan Switch Ether Aid Solenoid
(Connector) (Attachment)
INPUT COMPONENTS OUTPUT COMPONENTS
36
The illustration above shows a graphical representation of the electrical system for the
C9 ACERT engine that powers the D6T Track-type Tractor.
Cat ET is most easily used to view the status of the engine electrical system components. The
4C-8195 Service Tool (clicker box) may also be used to display the status of these components
through the LCD display on the Main Display Module.
The following list provides a few details about the component in the engine electrical system.
INPUT COMPONENTS:
Throttle Switch
Decelerator Pedal Position Sensor
Lower Engine Speed/Timing Sensor
Upper Engine Speed/Timing Sensor
Engine Oil Pressure Sensor
09/08
Injection Actuation Pressure Sensor

Atmospheric Pressure Sensor
Turbo Inlet Pressure Sensor
Intake Manifold Air Pressure Sensor
Fuel Pressure Sensor
Intake Manifold Air Temperature Sensor
Engine Coolant Temperature Sensor
Flexxaire Fan Switch
Demand Fan Speed Sensor
OUTPUT COMPONENTS:
Fuel Injectors
Injection Actuation Pressure Control Solenoid
Ether Aid Solenoid
Demand Fan Control Solenoid
Flexxaire Fan Control Solenoid
09/08
37
The Injection Actuation Pressure (IAP) sensor (1) is installed in the left side of the cylinder
head, above the fuel transfer pump. This sensor is used to determine the hydraulic (engine) oil
pressure that is used to actuate the fuel injectors.
The status of the Injection Actuation Pressure (IAP) sensor may be viewed using Cat ET, or
through the LCD display on the Main Display Module in the dash, using the 4C-8195 service
tool.
09/08
38
The Upper Speed/Timing sensor (1) and the Lower Speed/Timing sensor (2) are installed in the
rear of the timing gear cover, below the HEUI pump. These two sensors are "Hall Effect" type
sensors that read a timing wheel in the front gear train.
The sensor are installed with a clip and a bolt. The clearance (air gap) between the sensor and
the timing wheel is preset and needs no adjustment.
The Upper (high speed) Speed/Timing Sensor (1) measures engine speeds for normal engine
operations, including governing and crankshaft position for timing purposes and cylinder
identification.The Upper Speed/Timing sensor is optimized for high speed operations. The
timing accuracy of the Upper Speed/Timing sensor is greater at higher speed ranges than the
lower sensor and is therefore the primary sensor during normal operations.
The Engine ECM shares the engine speed information with the Machine ECM for use in the
AutoShift, the Auto KickDown, and other electronic power train strategies.
09/08
The Lower Speed/Timing sensor (2) has a high output and is less accurate at high speeds than
the upper sensor. The Lower Speed/Timing sensor is optimized for cranking speeds. This
sensor functions as a back-up for continuous operation if the high speed sensor fails. A failure
of the Upper Speed/Timing sensor will cause the Engine ECM to automatically switch to the
Lower (cranking) Speed/Timing sensor. During this condition the check engine lamp will turn
ON.
The status of the engine speed/timing sensors may be viewed using Cat ET, or through the LCD
09/08
39
The intake manifold air pressure (or boost pressure) sensor (1) is installed in the top left of the
cylinder head and behind the HEUI pump.
The intake manifold air temperature sensor (2) is installed in the top of the intake manifold, to
the left of the intake manifold air pressure sensor.
Ether is injected into the intake air through the ether aid injection tube (3), which is installed on
top of the intake manifold. The ether injection strategy will be discussed later in this
presentation.
The crank-without-inject feature (4) is located above the intake manifold air pressure sensor.
The crank-without-inject feature is attached to the large wiring harness with wire ties.
Removing the end plug from the "Crank-Without-Inject" connector and inserting the attached
alternate plug will electronically disable the fuel injectors. No fuel will be injected into the
cylinders in this mode. This allows the engine to be cranked using the starter, without the
engine starting.
The status of the intake manifold air pressure sensor, the intake manifold air temperature
sensor, and the "Crank-Without-Inject" feature may be viewed using Cat ET, or through the
LCD display on the Main Display Module in the dash, using the 4C-8195 service tool.
09/08
40
The atmospheric pressure sensor (5) is installed in the top left of the cylinder head, behind the
intake manifold air pressure sensor. The atmospheric pressure sensor measures the ambient air
pressure and provides that information to the Engine ECM.
The status of the atmospheric pressure sensor may be viewed using Cat ET, or through the LCD
NOTE: The signal from the atmospheric pressure sensor is used by the Engine ECM to
calculate a number of pressure measurements. The signal from the sensor is compared
to the signal from the other engine pressure sensors to determine the following:
ambient (absolute) pressure is the atmospheric pressure

boost pressure is determined by comparing the atmospheric pressure (sensor) to the
intake manifold pressure (sensor)
engine oil (gage) pressure is determined by comparing the atmospheric pressure (sensor)
to the engine oil pressure (sensor)
air filter restriction is determined by comparing the atmospheric pressure (sensor) to the
turbo inlet pressure (sensor)
fuel (gage) pressure is determined by comparing the atmospheric pressure (sensor) to the
fuel pressure (sensor)
09/08
Also, when the engine is started, the Engine ECM uses the signal from the atmospheric
pressure sensor as a reference point for calibration of the other pressure sensors on the
engine (if the key start switch is turned to ON for at least five seconds before the engine
starts).
09/08
41
The ether aid bottle (1) and the ether control solenoid (2) are mounted on a bracket at the left
rear of the engine compartment.
When the ether control solenoid is energized, ether is injected into the intake manifold to aid in
starting the engine in cold weather.
The Engine ECM controls ether injection by monitoring the intake air temperature and the
coolant temperature sensors. If the temperature of the engine coolant or the intake air is less
than 0 C (32 F), and the engine speed is greater than 35 rpm, but less than 700 rpm (low idle
speed), then ether injection will be activated. Once the engine starts and the low idle speed is
reached, the Engine ECM then looks to the ether injection map (contained in the engine
software) to determine how long and how often to provide ether injection. This strategy helps
meet emissions regulations by eliminating white smoke when the engine is first started.
The status of the ether control solenoid may be viewed using Cat ET, or through the LCD
NOTE: There is no inlet air heater used in the C9 ACERT engine for the D6T.
09/08
4
2
42
The air cooled A4 Engine ECM (1) is located at the left rear of the engine, above the starter (2).
The Engine ECM and its software (flash file) are the main components of the electronic engine
control system. The ECM controls engine performance by determining fuel injection timing,
limiting fuel, and also functions as the governor.
The Engine ECM receives signals from all the sensors and controls the engine through the
output components, such as the IAP control valve and the fuel injector solenoids. The Engine
ECM also receives commands from the Machine ECM for various machine strategies, such as
the Controlled Throttle Shifting strategy used during transmission shifts. The Engine ECM has
the ability to communicate through the CAT Data Link with a Personal Computer (PC) using
the Cat Electronic Technician (ET). The Engine ECM also communicates through the
Controller Area Network (CAN) Data Link with the Machine ECM.
The J1/P1 connector (3) for the Engine ECM is a 70 pin connector and it connects the engine
wiring harness to the ECM.
The J2/P2 connector (4) is a 120 pin connector and it connects the Engine ECM to the machine
wiring harness.
The timing probe cable connector (5),(not visible in the illustration above), is fastened to the
J2/P2 wiring harness, above the Engine ECM.
09/08
3
4
43
The engine oil pressure sensor (1) is located ahead of the Engine ECM. The difference in
pressure between the atmospheric pressure (sensor) and the engine oil pressure (sensor) is the
engine oil (gage) pressure.
An engine oil pressure test port (2) is located above the engine oil pressure sensor.
Engine oil pressure varies with engine speed. Oil pressure can be read as absolute pressure or
as gage pressure using Cat ET Low oil pressure threshold calculations are programmed into
the Engine ECM. As long as oil pressure stays above these thresholds, the ECM reads
adequate oil pressure. If engine oil pressure decreases below these thresholds, the following
occurs:
An event is generated and logged in the permanent ECM memory.
A Level 3 Warning (alert indicator, action lamp, and alarm) is generated by the Caterpillar
Monitoring System.
The status of the engine oil pressure sensor may be viewed using Cat ET, or through the LCD
09/08
The crankcase breather (3) is mounted to the left side of the engine block, forward of the
Engine ECM. Fumes are directed from the valve cover to the breather through the large
molded rubber hose (4). The fumes are vented at the left front of the tractor, beneath the
radiator, through the flexible rubber hose (5).
09/08
1
44
45
The turbo inlet pressure sensor (1) is installed in the tube at the outlet of the air filter canister.
Turbo inlet air pressure sensor readings are used to determine air filter restriction. The Engine
ECM compares the signal from the turbo inlet air pressure sensor to the signal from the
atmospheric air pressure sensor and calculates the difference. If the pressure differential is too
high, it will cause the engine to derate.
The engine coolant temperature sensor (2) is installed in the top of the cylinder head and is
located at the front center of the engine, immediately forward of the valve cover. It is a
two-wire, resistive type (passive) temperature sensor.
The status of the turbo inlet pressure sensor and the engine coolant temperature sensor may be
viewed using Cat ET, or through the LCD display on the Main Display Module in the dash,
using the 4C-8195 service tool.
09/08
46
The coolant (SOS) sampling port (1) is installed in the steel tube that directs water from the
the temperature regulator (thermostat) housing (2) to the radiator. It is located at the right front
of the engine and is accessible through the right side engine compartment door.
The jacket water pump (3) is also located at the right front of the engine, below the regulator
housing. The bypass tube (4) connects the regulator housing to the jacket water pump. A
single regulator is contained in the housing. When the coolant is cold the regulator is closed
and the coolant is diverted from the cylinder head back to the jacket water pump through the
bypass tube. When the coolant warms sufficiently, the regulator opens and the coolant is then
directed to the radiator before returning to the jacket water pump. The jacket water pump
forces coolant through the engine oil cooler and the power train oil cooler before it enters the
engine block and cylinder head.
NOTE: Coolant samples should be taken only when the engine is at operating temperature and
the coolant is circulating through the entire system. Always use a clean, lint-free towel to clean
the test port prior to taking a fluid sample and replace the protective cap after a fluid sample
has been taken. This will prevent damage to the test port and reduce the chance of introducing
contamination into future fluid samples.
09/08
47
The turbocharger (1) on the C9 ACERT engine uses a standard mechanical wastegate (2).
The wastegate acts as a bypass valve for exhaust gasses to the turbine, which limits
turbocharger rpm thereby limiting boost pressure.
The wastegate is operated by a pressure line (3) that connects the compressor side of the
turbocharger to the piston mechanism of the wastegate. When the intake air (boost) pressure
reaches the actuation pressure of the wastegate, the piston forces the linkage down, opening the
wastegate. When the wastegate opens it allows some of the exhaust gasses to bypass the
turbine side of the turbocharger limiting boost pressure, which in turn, limits the maximum
engine cylinder pressure.
The turbocharger bearings are lubricated with cooled engine oil. The engine oil is directed to
the bearings through the hard steel tube (lube line) (4).
09/08
4 3
1
2
5
48
The alternator (1) is mounted at the lower right front of the engine and is accessible through the
right side engine compartment 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 is
located behind the engine oil filter.
The engine oil sampling (SOS) port (3) is installed in the side of the engine block, to the rear
of 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 the
turbocharger 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),
which is in series to the engine oil cooler.
NOTE: Engine oil samples should be taken only when the engine is at operating temperature
and the engine oil is circulating through the entire system. Always clean the test port prior to
taking an oil sample and replace the protective cap after an oil sample has been taken. This
will prevent damage to the test port and reduce the chance of contaminating future oil samples.
09/08
49
The fuel pressure regulator (1) is located at the rear of the cylinder head. It is an in-line check
valve that is upstream of the fuel line hose fitting (2) that returns unburned fuel to the fuel tank.
The fuel pressure regulator maintains a fuel system pressure between 455 and 579kPa (66-
84psi).
The fuel pressure sensor (3) is installed in a "Tee" fitting, upstream from the fuel pressure
regulator.
The status of the fuel pressure sensor may be viewed using Cat ET, or through the LCD display
on the Main Display Module in the dash, using the 4C-8195 service tool.
09/08
4
2
3 1
50
An engine prelube system is available as an attachment for the D6T Track-type Tractor.
The engine prelube pump (1) is driven by an electric motor (2). (The prelube pump is no
longer driven by the starter motor.) The engine prelube pump is mounted to the lower right
side of the engine, toward the front, as shown above.
The engine prelube pump draws engine oil through a hose (3) that connects to a fitting at the
engine oil drain valve. The engine oil drain valve is located at the bottom left side of the
engine oil pan.
A bracket (4) mounted to the inside of the right frame rail anchors the hose (5) that delivers the
oil from the prelube pump to the engine block. This hose connects to a fitting at the engine oil
cooler. The prelube timer and relay (6) is mounted to a bracket at the upper rear of the engine
compartment.
The engine prelube system ensures there is sufficient oil pressure,30 kPa (4.4 psi), throughout
the engine oil system before allowing the starter to crank the engine. This prelube system helps
prevent premature wear of critical engine components.
09/08
The serviceman can override the engine prelube system by turning the key start switch to the
START position, then cycling the key start switch to the OFF position and back to the START
position again within one second. This will allow the starter to engage without cycling the
engine prelube pump.
NOTE: Can not be used on machines equipped with VPAT.

09/08
51
The Quick-Evac Oil Change system for engine oil and power train oil is available as an
attachment for the D6T. This system allows the oil from either system to be quickly drained
and refilled through the same connections.
The quick-disconnect couplings for this system are located at the front left side of the engine
compartment opening, near the top, and may be accessed by opening the left side engine
compartment door.
The outer coupling (1) is for engine oil and it is connected to a hose (2) that runs to a fitting on
the oil pan drain (3).
09/08
C9 ACERT ENGINE FUEL DELIVERY SYSTEM

Electric Fuel
Priming Pump
Fuel
Tank
Secondary
Fuel Filter Primary
Fuel Filter
Fuel Pressure
Regulator
Fuel Gallery
HEUI
Pump
Fuel
Transfer
Pump
52
Fuel System
Fuel is drawn from the fuel tank through the 10 micron primary fuel filter and water separator
by a gear-type fuel transfer pump. The fuel transfer pump is mounted to the rear of the HEUI
pump. The fuel transfer pump then produces the flow that pushes 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 fuel
flows into the fuel gallery (inside the cylinder head), where it is made available to each of the
six HEUI fuel injectors. Any excess fuel not injected leaves the rear of the cylinder head and is
directed 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 fuel
used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and for injector cooling and
lubrication purposes).
09/08
C9 ACERT AIR INTAKE AND EXHAUST SYSTEM
Intake Air Air To Air Turbocharger

Manifold AfterCooler
Turbine
Side
Exhaust
Manifold Intake Air Inlet
Exhaust
Valve From
Outlet
Exhaust Air Filter
Valve
Compressor
Side
Pressure Wastegate
Line
53
Engine Air System

Intake air is drawn into the engine air precleaner by the vacuum created by the compressor
wheel in the turbocharger. The precleaner removes the large particles from the intake air and
ejects them through the exhaust stack. The intake air is then drawn through the air cleaner
where the fine contaminants are removed by the filter element. The clean intake air is then
drawn into the air inlet of the turbocharger.
The turbocharger compresses the intake air and forces it out of the compressor outlet The
compressed intake air then enters the inlet to the Air To Air AfterCooler (ATAAC). As the
intake air passes through the ATAAC core, the air is cooled and becomes more dense. The
intake air then exits the ATAAC through the ATAAC outlet.
The compressed, cooled intake air is then directed to the intake air manifold through the intake
air tube. From the intake manifold, the intake air enters the cylinder head. The cooler, more
dense air enters the cylinders through the intake valves in the cylinder head. As the pistons
rise, they compress the air. The compressed air then becomes super-heated. When fuel is
injected in the hot air, combustion occurs. The combustion of the fuel/air mixture forces the
pistons down, transferring the energy to the crankshaft.
09/08
As the pistons rise during the exhaust stroke, the exhaust gasses flow out of the exhaust valves
in the cylinder head, and enter the exhaust manifold.
The exhaust manifold directs the exhaust gasses into the inlet of the turbine side of the
turbocharger. These hot, high-pressure gasses are used to power the turbine wheel as they pass
through the turbocharger. The turbine wheel is connected to the compressor wheel by a shaft.
As the turbine rotates, so does the compressor wheel.
The exhaust gasses then exit the turbocharger through the exhaust outlet, which directs the
gasses to the muffler and the exhaust stack.
The turbocharger on the C9 ACERT technology engine uses a standard mechanical wastegate.
The wastegate acts as a bypass valve for exhaust gasses to the turbine.
The wastegate is operated by a pressure line that connects the compressor side of the
turbocharger to the piston mechanism of the wastegate. When the intake air (boost) pressure
reaches the actuation pressure of the wastegate, a linkage connected to the piston opens the
wastegate. When the wastegate opens, it allows some of the exhaust gasses to bypass the
turbine side of the turbocharger. The wastegate limits boost pressure, which in turn, limits the
maximum engine cylinder pressure.
09/08
D6T COOLING SYSTEM

ENGINE AT OPERATING TEMPERATURE
Fill Tube
and Cap
Vent Line
Shunt Tank
Cab ATAAC
Heater (Right Side)
Bypass Thermostat
Tube Housing
> 92 C Hottest
Hydraulic Oil Cooler

C9 ACERT Engine
Increasing Jacket
87 C Coolant Water
Temperature Pump
< 81 C Coldest
Engine
Power Train Oil Cooler
Oil Cooler
AMOCS
Radiator
54
Cooling System
Shown above is a schematic of the cooling system for the D6T Track-type Tractor. The C9
uses an Air To Air AfterCooler (ATAAC) to cool the intake air. The ATAAC is mounted
vertically in the radiator guard (not pictured). It is in line with, and to the right of the AMOCS
radiator cores. The hydraulic oil cooler is an oil-to-air type cooler and it is mounted vertically,
behind the AMOCS cores at the right side of the radiator guard.
The AMOCS radiator in the D6T contains six cores and are the standard "two-pass" design.
The D6T is equipped with a standard belt driven fan. An optional FlexxAire Fan or a demand
fan may be ordered, and both are controlled by the Engine ECM. The fan is mounted to the
front of the engine and it is positioned behind the radiator. This arrangement draws air in
through the sides of the engine compartment, through the hydraulic oil cooler, the radiator cores
and the ATAAC core, and then the air exits the front of the tractor.
Coolant flows from the jacket water pump, through the engine oil cooler and then the power
train oil cooler, where it enters a manifold that directs the coolant into the engine block.
Coolant flows through the engine block and then into the cylinder head.
09/08
From the cylinder head, the coolant flows to the temperature regulator housing. From the
regulator housing, the coolant either flows directly to the water pump through the bypass tube
or to the radiator, depending on the temperature of the coolant.
The coolant flows directly to the water pump through the bypass tube when the engine is cold.
The regulator housing for the C9 engine contains a single temperature regulator. Opening
temperature for the regulator is 81 - 84 C (178 - 183 F). The regulator should be fully open
at 92 C (198 F).
When the regulator opens, the coolant enters the radiator inlet, at the bottom right of the
radiator. The coolant is cooled the first time as it flows upward through the front side of the
AMOCS radiator cores and a second time as it flows down the back side of the cores. The
coolant then exits the radiator and returns to the jacket water pump.
Coolant is added to the system through the radiator cap and filler tube on top of the shunt tank.
The radiator cap is accessible by opening a spring-hinged door, on top of the radiator guard. A
coolant sight glass is installed in the left side of the shunt tank and can be viewed by opening
the left side engine compartment door.
The air vent lines remove air from the cooling system during operation and while the system is
being filled. The shunt tank is a reservoir which retains the expansion volume of the coolant as
the coolant temperature increases. The level of the coolant in the shunt tank will rise as the
coolant temperature increases and will fall as the temperature of the coolant decreases.
A drain valve below the radiator is used to drain coolant from the radiator cores, the engine oil
cooler, the power train oil cooler, and the cab heater circuit.
09/08
55
The front of the radiator core and the cooler cores can be accessed by opening the hinged
guards on the radiator support of the D6T.
Also seen here are the horns on the upper right.

09/08
1 2
4 3
56
The six AMOCS radiator cores (1) are positioned on the left side of the radiator guard. The
ATAAC core (2) is located on the right side of the radiator guard.
Coolant from the regulator housing enters the bottom tank of the radiator through inlet (3), at
the lower right side of the tank. Cooled coolant exits the radiator through outlet (4) at the lower
left side of the tank and returns to the jacket water pump.
The cooling system drain valve (not visible above), is located at the bottom left of the radiator.
09/08
57
3
2
58
Access to the radiator cap and fill tube (1) is provided by lifting the lockable spring-hinged
door on top of the radiator guard. It is easily accessible by standing on the left track.
The coolant shunt tank (2) is positioned above the radiator. A sight glass (3) is installed in the
left side of the shunt tank and is visible by opening the left side engine compartment door.
Coolant should always be visible in the sight glass, regardless of the temperature of the coolant.
Coolant needs to be added to the system if it not visible in the sight glass.
09/08
D6T DEMAND FAN CONTROL
MINIMUM FAN SPEED MAXIMUM FAN SPEED
High Pressure High Pressure

to Fan Clutch To Fan Clutch
To To
Drain Drain
High High
Pressure Pressure
Supply Supply
To Clutch To Clutch
Lube Port Lube Port
59
Demand Fan System

If the machine is equipped with a demand fan, the demand fan control valve manifold is
mounted to a bracket forward of the muffler. The demand fan is optional on the D6T Track-
type Tractor. The fan is a hydraulic component that uses engine oil as hydraulic fluid and it is
controlled by the Engine ECM. The Engine ECM constantly monitors the engine intake air
temperature sensor and the engine coolant temperature sensor as inputs for controlling the fan.
The highest temperature of these two inputs (relative to the percentage of its individual
temperature map) is the controlling temperature for fan operation.
A fan speed sensor provides feedback information to the Engine ECM. The Engine ECM
monitors the temperature inputs and considering the fan speed sensor, the Engine ECM
provides a current to the (proportional) fan control solenoid.
To attain minimum fan speed, the Engine ECM sends approximately 1.8 amps of current to the
fan control solenoid, resulting in approximately 15 kPa (2 psi) oil pressure to the fan clutch, as
shown in the left side of Illustration No. 51. At minimum fan speed, almost all of the oil is sent
to the fan clutch lube port. Maximum current is sent to the solenoid to produce minimum fan
speed. This strategy ensures that if communication with the demand fan solenoid is lost, the
fan will default to maximum fan speed.
09/08
To reach maximum controlled fan speed, the Engine ECM sends approximately 0.2 amps of
current to the fan control solenoid, resulting in approximately 413 kPa (60 psi) oil pressure to
the fan clutch. At maximum fan speed, almost all of the oil is sent to the fan clutch to
pressurize the clutch.
Full engagement pressure for the fan clutch occurs at approximately 275 kPa (40 psi). Fan
system pressure may be tested using the pressure test port, on top of the fan control valve
manifold.
The status of the demand fan control solenoid may be viewed using Cat ET, or through the
NOTE: Always refer to the service information in the service manual SENR9830 or SIS Web
for the latest testing and adjusting specifications and procedures.
09/08
5 6
7
3 60
10
9 61
The demand fan control valve manifold is mounted to a bracket in front of the muffler. Engine
oil is used as hydraulic fluid to operate the fan clutch. Engine oil supply is through the right
hose (3). The steel tube (2) that branches off the supply line is for internal component
lubrication when the fan clutch is not engaged. High pressure supply from the manifold to the
fan clutch is through the upper steel tube (4). Clutch control pressure may be tested using the
pressure test port (5) on top of the manifold. The proportional fan control solenoid (6) is
ENERGIZED by the Engine ECM to DISENGAGE the fan clutch. As the solenoid is
DE-ENERGIZED, the fan speed increases. The hose (7) is the manifold drain line.
The demand fan clutch (8) is supplied with high pressure oil through the right steel tube (9).
Fan speed data is monitored by the Engine ECM using a speed sensor. The cable from the
sensor (10) is visible in the above illustration.
09/08
D6T POWER TRAIN

COMPONENT LOCATION
Torque Converter C9 ACERT Engine Power Train

Outlet Relief Valve Oil Cooler
Torque Divider
Machine ECM Power Train

Oil Pump
Torque Converter
Inlet Relief Valve Remote Power Train
Pressure Ports
(M and N)
Lube Distribution
Manifold Power Train
Oil Fill Tube
Electronic and Dipstick
Brake Valve
Power Train
Oil Filter
Steering
Differential
Bevel and
Transfer Gears
Service Brakes Final Drive
Transmission Charge Transmission Transmission

Circuit Accumulator Hydraulic Control
62
POWER TRAIN
Shown above is an illustration that identifies the relative location of all of the major power train
components for the D6T Track-type Tractor. Numerous upgrades implemented in the power
train of the D6R Series III machine are continued. The newest upgrade to the powertrain in the
D6T is the Multi Velocity Program (MVP).
09/08
63
Caterpillars new Multi Velocity Program (MVP) allows the operator to choose from a variety
of machine speeds to ensure the optimal speed for any application.
When the attachment MVP is installed an enabled on a machine, the ECM will operate the
ECPC transmission in 5 forward speeds and 5 reverse speeds in place of the default 3 forward
and 3 reverse speeds.
The D6T is equipped with a new switch (1) in the right-hand console to allow the operator to
choose between the three or five speed configuration. The switch is located between the throttle
rocker switch and the implement lockout switch.
NOTE: For machines with the European (EU) configuration, the ECM will activate the MVP
function at machine start up and will continue to operate in the MVP mode at all times during
operation of the machine.
For machines with the standard configuration, the ECM will activate the MVP function based
on the status of the multi-velocity program enable switch that is installed in the cab. The
operator will determine when the MVP function will be enabled or disabled by using the switch.
09/08
D6T POWER TRAIN SCHEMATIC

FIRST GEAR FORWARD
Left Lube Left Brake

Pressure Pressure
(LB 1)
Lube Distribution
Manifold Flywheel Lube
Pressure
(L 2 )
T. C. Inlet
Pressure (M )
Torque Converter Hydraulic
Transmission and Outlet Relief Pump
Bevel Gear Lube Valve
Torque
Brake
Converter
Pressure
Inlet Relief
(B 1 )
Clutch 4
Proportional Valve
Main Valves
(2nd) T. C. Outlet
Relief Pressure (N )
Pressure PTO
(P) Clutch 3 Clutch 5 Temp. C9 ACERT
Electronic Engine
(3rd) (1st)
Brake Valve Sender
Vent Line
Accumulator Clutch 2 Clutch 1 Flywheel
(FWD) (REV)
Lube
T. C. Torque
Trans.
Transmission Temp. Converter
Lube
Pressure Sender
Diff.
(L1) Steer
Lube
Trans.
Torque Converter Power Train
Lube Temp.
Charging Section "A" Oil Cooler
Sender
Scavenge Transmission
Section "C" Charging Section "B"
S O S
Right Brake Right Lube
Pressure Pressure
(LB 2 )
Transmission
Charge Filter
and Bypass
64
Power Train Hydraulic System
The illustration above shows the power train hydraulic system for the D6T Track-type Tractor.
There are three distinct hydraulic circuits within the power train hydraulic system: the
transmission charging circuit, the torque converter charging circuit, and the scavenge oil circuit.
The three-section fixed displacement power train oil pump is installed at the right front of the
main case. The pump is driven by a drive shaft connected to a drive hub at the right rear of the
flywheel housing.
The torque converter charging section "A" of the power train oil pump supplies oil flow to the
torque converter. The torque converter inlet relief valve is installed between the pump and the
torque converter and limits the maximum pressure to the torque converter. The torque
converter outlet relief valve maintains a minimum pressure inside the torque converter. Oil that
exits 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 that
exits the power train oil cooler is then sent to the lube distribution manifold, where it provides
lubrication for the brakes, the transmission, and the bevel gears. This lube oil is directed from
the lube distribution manifold to these components through steel tubes inside the main case.
09/08
The transmission charging section "B" of the power train oil pump provides oil flow to the
transmission charge circuit, through the 6 micron transmission charge filter. The transmission
main relief valve is situated downstream from the transmission hydraulic control and the
brakes. The main relief valve maintains a common top pressure for operation of the
transmission modulating valves and the brakes.
An accumulator, located beneath the fuel tank, is incorporated in the transmission charge
circuit. The accumulator helps maintain a constant transmission charge circuit pressure during
clutch engagements. Power train oil that spills past the transmission main relief valve mixes
with and supplements the lube oil from the lube distribution manifold.
The common top pressure power train strategy eliminates the need to perform transmission
clutch engagement pressure calibrations. (Clutch fill calibrations and brake touch-up
calibrations are still required.) The transmission clutch pistons and the brake pistons have been
redesigned so they all operate at the same (common top) pressure. When the transmission main
relief valve is properly adjusted, all of the pressures for operation of the transmission clutches
and for the operation of the brakes are also properly adjusted.
The scavenge section "C" of the power train oil pump draws oil from the transmission case, the
bevel and transfer gear case, and the torque divider housing through screened ports. (Flywheel
lube oil from the flywheel housing drains into the torque divider case.) This scavenge oil is
used to lubricate the steering differential gear set and the oil then drains back into the main
sump.
Pressure test ports for the transmission main relief pressure (P) and for the transmission lube
pressure (L1) are easily accessible from the rear of the machine.
Remote pressure test ports for the torque converter outlet pressure (N) and the torque converter
inlet pressure (M) are located inside the compartment on the front of the right fender. The
power 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 operator
compartment.
NOTE: Refer to the Hydraulic Schematic Color Code chart at the end of this
presentation to interpret the meaning of each color/pattern in the power train schematic
and subsequent illustrations.
09/08
3
2
4
65
The screened main suction manifold (1) for the power train oil pump is located at the right
front of 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 steering motor (yet to be installed) is located at the upper left of the main case (4). The
steering motor provides the input to the steering differential.
The fitting (5) connects the vent line from the main case to the torque divider case. A "tee" in
the vent line is used to connect a remote line that leads to the power train breather. The
breather is located in the forward compartment on the front of the right fender.
The torque converter inlet relief valve and the lube distribution manifold are both incorporated
into one housing (6). These two components are mounted to the left front of the main case,
near the bottom.
The transmission (not installed) is located inside the transmission case, which is installed inside
the main case. The transmission input shaft extends forward through the large bore (7) in the
front of the main case. The drive shaft from the torque divider connects to the transmission
input shaft.
09/08
3
5
66
The power train oil pump draws oil for the torque converter charging circuit and for the
transmission charging circuit from a screened suction manifold that connects to the pump at the
pump inlet (1).
The torque converter charging section "A" (2) of the power train oil pump supplies
approximately 145 L/min. (38.3 US gal./min.) of oil to the torque converter circuit for
operation of the torque converter and for lubrication purposes.
The transmission charging section "B" (3) of the power train oil pump supplies approximately
54 L/min. (14.3 US gal./min.) of oil to the transmission and brakes circuit.
The transmission and torque converter scavenge section "C" (4) of the power train oil pump
draws approximately 125 L/min. (33 US gal./min.) from the torque divider case, and the
transmission case. The scavenge oil is used for lubrication of the steering differential.
The power train oil temperature sender (5) provides main sump oil temperature information to
the Machine ECM. This is the temperature sender that is considered when performing power
train calibrations, such as brake touch-ups and transmission clutch fill calibrations.
09/08
The status of the power train oil temperature sender may be viewed using Cat ET, or through
the LCD display on the Main Display Module in the dash, using the 4C-8195 service tool.
NOTE: All power train oil flow rates are calculated at the rated engine speed .
09/08
9
8
6 2
67
Torque Divider
The D6T Track-type Tractor uses a torque divider (1) to transfer engine power to the
transmission. The torque divider is similar to those used on other Caterpillar Track-type
Tractors.
The torque divider provides both a hydraulic and a mechanical connection from the engine to
the transmission. The torque converter provides the hydraulic connection, while the planetary
gear set provides the mechanical connection. During operation, the planetary gear set and the
torque converter work together to provide an increase in torque as the load on the machine
increases.
The torque converter output speed sensor (8) is installed above the torque divider output shaft
(6) and senses the speed of the output shaft. The Machine ECM monitors the signal from this
sensor and uses it, along with the signal from the engine speed/timing sensors to determine
engine lug and shifting points for several electronic power train control strategies.
Torque converter charge oil from the torque converter inlet relief valve enters the torque
converter through the torque converter inlet port (3), at the right side of the torque divider
housing.
09/08
A small amount of torque converter charge oil is used to lubricate the flywheel and the pump
drive gears. This flywheel lube oil is directed to the flywheel housing through the small
hose (2) at the right side of the torque converter inlet port (3).
The torque converter outlet relief valve (7) is located on the left side of the torque divider
housing.
The scavenge section of the power train oil pump draws oil from torque divider housing
through the port (5) at the bottom center of the housing. The torque converter scavenge screen
(not visible) is located just inside the port. Flywheel lube oil drains into the torque divider
housing and is returned to the main sump by the scavenge section, also.
The ecology drain for the torque divider housing is located at the bottom, right rear of the
torque divider housing (4) (not installed in this illustration).
The upper hose (not shown here) connects the vent line the torque divider case to the main
case. A "tee" in the vent line is used to connect a remote line that leads to the power train
breather. The breather is located in the forward compartment on the front of the right fender.
The vent line and breather is used to maintain atmospheric pressure inside the main case and
the torque divider case so that the cases do not develop positive or negative pressures as the
power train oil and components warm or cool.
Also shown is the drive hub (9) for the power train oil pump drive shaft.
The status of the torque converter output speed sensor may be viewed using Cat ET, or through
09/08
TORQUE DIVIDER
Engine Flywheel Housing
Planet Gears Outlet

Passage
Sun Gear
Output Shaft
Stator
Planet Carrier
Inlet
Ring Gear
Passage
Turbine Impeller
68
The illustration above shows a typical torque divider. The impeller, the rotating housing
(shown in red), and the sun gear (shown in brown) are mechanically connected. The engine
flywheel (shown in gray) is splined to the rotating housing and the sun gear. The turbine and
the ring gear (shown in blue) are connected with splines. The planet carrier (brown) and output
shaft (shown in blue) are connected with splines, also.
The sun gear and the impeller always rotate at engine speed. As the impeller rotates, it directs
oil against the turbine blades, causing the turbine to rotate. Turbine rotation causes the ring
gear to rotate. During NO LOAD conditions, the planet gears and the planet carrier (shown in
brown) rotate as a unit, with the planet gears stationary on their shafts.
As the operator loads the machine, the output shaft slows down. A decrease in output shaft
speed causes the rpm of the planetary carrier to decrease. Decreasing the planetary carrier
rotation causes the relative motion between the sun gear and the planet carrier to cause the
planet gears to rotate. Rotating the planet gears decreases the rpm of the ring gear and the
turbine. At this point, the torque splits with the torque converter multiplying the torque
hydraulically, and the planetary gear set multiplying the torque mechanically.
09/08
An extremely heavy load can stall the machine. If the machine stalls, the output shaft and the
planetary carrier will not rotate. This condition causes the ring gear and turbine to slowly
rotate in the opposite direction of engine rotation. Rotating the ring gear and turbine in the
opposite direction provides maximum torque multiplication.
During load conditions, the torque converter provides 70% of the output and the planetary gear
set provides the remaining 30% of the output. The size of the planetary gears establishes the
torque split between the hydraulic torque and mechanical torque.
09/08
2
1
69
The torque converter inlet relief valve (1) and the lube distribution manifold (2) are both
contained in one housing. Oil from the torque converter charging section of the power train oil
pump is supplied to the torque converter inlet relief valve through the upper hose (3).
The torque converter inlet relief valve is installed in the housing. Excess oil flows past the inlet
relief 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 (4).
Cooled oil from the power train oil cooler is directed to the lube distribution manifold through
the hose on the left (6).
The smaller hose (7) is the line leading to the remote pressure test port for torque converter
inlet pressure (M). This remote pressure test port is located inside the front compartment on
the right fender.
Torque converter inlet relief pressure may also be tested at the pressure test port (5) on the
housing.
09/08
D6T TORQUE CONVERTER INLET RELIEF VALVE
Housing Pressure Test To Torque Converter

Port (M) Inlet
Torque Converter
Charging Torque Converter
Pump Supply Inlet Relief Valve
Retaining Ring
Front of
Main Case Bottom of
To Main Sump Main Case
70
The torque converter inlet relief valve protects the components in the torque converter by
limiting the maximum oil pressure to the torque converter during pressure spikes in the system
and when the engine is started and the oil is cold. The torque converter inlet relief valve is a
cartridge type check valve that is installed into the lower center port in the back of the dual
purpose housing that also contains the power train lube distribution manifold. The torque
converter inlet relief valve is held in place by a retaining ring.
Oil from the torque converter charge section of the power train oil pump is directed through a
hose to the inlet passage of the housing that contains the torque converter inlet relief valve.
The dual purpose manifold is installed on the left front of the main case and directs the torque
converter oil to the torque converter inlet relief valve through an internal passage in the
manifold. The manifold also directs the torque converter oil to the torque converter through a
hose connected to the front of the manifold.
Torque converter charge pressure acts against the top of the poppet in the inlet relief valve.
When the pressure acting against the top of the poppet overcomes the force of the spring, the
poppet opens (down) and dumps the excess oil back into the main case through a port, limiting
the pressure in the torque converter circuit.
The torque converter inlet relief valve is not adjustable.

09/08
71
The torque converter outlet relief valve (1) is installed at the left rear of the torque divider
housing.
Torque converter oil exiting the torque converter enters the torque converter outlet relief valve
from the back side of the valve body. The torque converter oil then exits the outlet relief valve
and is directed to the power train oil cooler through the steel tube (4). After the oil passes
through the oil cooler, it is directed to the lube distribution manifold.
The torque converter oil temperature sender (3) is installed in the torque converter outlet relief
valve. It senses the temperature of the oil exiting the torque converter and provides a signal to
the Machine ECM. The Caterpillar Monitoring System monitors this temperature signal from
the Machine ECM and uses it to operate the (analog) torque converter oil temperature gage in
the quad gage module.
The fitting (2) on the rear of the valve body connects a small hose which transmits torque
converter outlet relief pressure (N) to the remote power train pressure test port, located in the
forward compartment on the right fender.
The status of the torque converter oil temperature sender may be viewed using Cat ET, or
through the LCD display on the Main Display Module in the dash, using the 4C-8195 service
tool.
09/08
TORQUE CONVERTER OUTLET RELIEF VALVE
Inlet Passage from

Torque Converter
Spool
Shim
Outlet Passage
to Power Train
Oil Cooler
Spring
72
The torque converter outlet relief valve maintains a constant minimum pressure inside the
torque converter.
Oil from the torque converter enters the torque converter outlet relief valve through the inlet
passage. The pressure of the oil acts against the top of the spool. When the pressure of the
torque converter oil becomes greater than the force of the spring, the spool shifts down. Torque
converter oil then flows through the holes around the circumference of the spool to the outlet
passage. The outlet passage directs the hot torque converter oil to the power train oil cooler.
The torque converter outlet relief valve may be adjusted by adding or removing shims between
the spring and the spool.
09/08
6 7
1
5
4
3 2
73
The power train oil cooler (1) is an oil-to-water type oil cooler. It is located on the right side of
the engine.
Hot oil from the torque converter outlet relief valve flows through the upper steel tube (4) and
enters the power train oil cooler at the cooler inlet (5). The oil is cooled as it flows through
tubes that are surrounded by engine coolant. The cooled power train oil then exits the power
train oil cooler through outlet (2), where it flows through the lower steel tube (3), through a
hose to the power train lube distribution manifold.
Engine coolant flows from the water pump and then through the engine oil cooler (7). After
cooling the engine oil, the coolant then flows into the back of the power train oil cooler through
a passage in the engine block to the coolant inlet not visible above). The coolant flows from
front to rear through the power train oil cooler, then exits the cooler through the large "L"
shaped manifold (6), where it enters the engine block through a passage (not visible) behind the
manifold.
NOTE: The coolant flows from front to rear through the cooler and the power train oil flows
from the rear to the front of the cooler.
09/08
D6T LUBE DISTRIBUTION MANIFOLD

From Power Train
Oil Cooler
Housing
Orifices
Front of
Main Case
Bottom of
Main Case
To Left To Right
Brake Brake
To Transmission
and Bevel Gears
74
The lube distribution manifold is contained in the dual purpose manifold that also contains the
torque converter inlet relief valve. This dual purpose manifold is installed on the left front of
the main case.
The lube distribution manifold directs cooled oil from the power train oil cooler to both the left
and the right brake housing and to the transmission and the bevel gears through steel tubes
inside the main case. The back of the manifold (housing) contains three ports for distributing
the lube oil. The left port and the right port contain orifice inserts that control the flow of oil to
the brakes. A small diameter (orificed) passage directs lube oil for the transmission and the
bevel gears through the center port.
09/08
POWER SHIFT TRANSMISSION
Ring Ring Gears

Gears
Input Sun
Gears Input Shaft
Output Shaft
Planetary
Carrier
Output
Sun Gears
1 2 3 4 5
75
Power Shift Transmission
This illustration shows a sectional view of a typical transmission group like that used in the
D6T Track-type Tractor. The planetary group has two directional and three speed clutches
which are numbered in sequence (1 through 5) from the rear of the transmission to the front.
Clutches No. 1 and No. 2 are the reverse and forward directional clutches. Clutches
No. 3, No. 4, and No. 5 are the third, second, and first speed clutches. The No. 5 clutch is a
rotating clutch.
In this sectional view of the transmission, the input shaft and input sun gears are shown in red.
The output shaft and output sun gears are blue. The ring gears are shown in green. The
planetary carrier is brown. The planet gears and shafts are shown in brown. The clutch discs,
the clutch plates, the pistons, the springs and the bearings are shown in yellow. The stationary
clutch housings are shown in gray.
The input sun gears are splined to the input shaft and drive the directional gear trains. The
output shaft is driven by output sun gears No. 3 and No. 4 and rotating clutch No. 5. When the
No. 2, No. 3, or No. 4 clutches are engaged, their respective ring gears are held stationary. The
No. 1 planetary carrier is held when the No. 1 clutch is engaged. When engaged, the No. 5
rotating clutch locks the output components (for FIRST gear) to the output shaft.
09/08
1 2
3
9
8 7 6 5 4
76
Located at the rear of the machine, on top of the the transmission case are the following service
points:
transmission main relief pressure test port (P) (1)
transmission lube pressure test port (L1) (2)
transmission lube temperature sender (3)
Pressure test ports for each of the five transmission clutches are installed in the transmission
inspection cover. These pressure test ports are:
transmission clutch No. 1 (reverse clutch) (4)
transmission clutch No. 2 (forward clutch) (5)
transmission clutch No. 3 (speed 3) (6)
09/08
Also shown above is the transmission charge circuit accumulator (9), which is mounted beneath
the fuel tank.
The accumulator has been added to the power train hydraulic system with the elimination of the
priority valve.
This accumulator is pre-charged to approximately 1724 kPa (250 psi). The accumulator is used
to ensure there is sufficient transmission charge circuit pressure for short periods of time, such
as when the transmission clutches are filling (shifts) or at other times when the pressure in the
transmission charging circuit may drop (cold oil, low idle, etc.).
The status of the transmission lube temperature sender may be viewed using Cat ET, or through
09/08
3
2
77
This illustration shows a typical ECPC power shift transmission hydraulic control manifold,
with main relief valve, and solenoid controlled transmission modulating valves.
The transmission main relief valve (2) may be accessed by removing the transmission
inspection cover, which is located at the top of the main transmission cover. The transmission
main relief valve is installed in the transmission hydraulic control manifold (1).
The transmission main relief valve may be adjusted by using the adjustment screw and
locknut (3), at the right of the transmission hydraulic control manifold.
Each of the transmission clutch modulating valves (4) on the D6T have a plug installed in the
pressure test port at the top of the valve body. Individual clutch pressures may be tested by
connecting a hose and pressure gage to the test port on the corresponding transmission
modulating valve.
09/08
TRANSMISSION MODULATING VALVE

SOLENOID DE-ENERGIZED
Edge Valve
Ball Orifice Filter Spool
Passage
Spring
Hole
Pin Supply Oil
Solenoid
from Pump
To Clutch
SOLENOID ENERGIZED
Edge Valve
Ball Orifice Filter Spool
Passage
Spring
Hole
Pin Supply Oil
Solenoid
from Pump
To Clutch
78
The transmission clutches are hydraulically engaged and spring released. When a clutch is not
engaged, its clutch modulating valve solenoid is DE-ENERGIZED, as shown in the top
illustration. When DE-ENERGIZED, the solenoid pin is retracted, allowing the ball to be
unseated from the orifice. Pump supply oil enters the cross-drilled hole in the valve spool and
flows through the center of the spool, past the edge filter and then flows freely to the drain
passage. The spring at the right end of the valve spool keeps the spool shifted to the left.
Pump supply oil is blocked by the valve spool. The passage to the clutch piston is open to
drain. With no pressure to the clutch piston, the springs in the clutch keep the clutch
DISENGAGED.
When the operator selects a speed or directional shift, the Machine ECM sends a PWM signal
to the correct transmission modulating valve solenoid and it is ENERGIZED, as shown in the
bottom illustration. As current is applied to the solenoid, the solenoid pin extends to the right
and moves the ball closer to the orifice. The ball restricts the amount of oil allowed to flow to
drain through the orifice. This restriction causes the pressure to increase at the left end of the
valve spool. As the pressure at the left end of the valve spool increases, the spool shifts to the
right against the spring, closing off the passage from the clutch to the drain. At the same time,
the movement of the valve spool to the right opens the passage from the pump supply to the
clutch. This movement causes the clutch pressure to increase. The clutch becomes ENGAGED
when clutch engagement pressure is reached.
09/08
As the valve spool moves to the right, supply oil to the clutch also flows through the drilled
passage in the valve spool that connects the clutch passage to the right end of the valve spool.
As the pressure to the clutch increases, the same pressure is felt at the right end of the valve
spool. This pressure adds to the spring force, which balances the pressures and forces. This
results in a more smooth and controlled clutch engagement, or clutch modulation.
De-energizing the solenoid decreases the force of the pin against the ball. This decreased force
allows the pressure at the left end of the valve spool to unseat the ball, de-pressurizing the
chamber at the left end of the spool. With lower pressure at the left end of the spool, the valve
spool shifts to the left due to the spring force plus the supply oil pressure to the clutch. This
reduces the pressure to the clutch by closing off the supply passage and opening up the drain
passage. When the pressure to the clutch falls below the clutch engagement pressure, the
clutch will be released by spring force.
When the transmission is in NEUTRAL, the transmission modulating valve that controls
engagement of the No. 3 clutch allows flow to the clutch. The other modulating valves stop
flow to their clutches, thereby allowing the clutches to be released by spring force. Since
neither the No. 1 nor the No. 2 directional clutches are engaged, no power is transmitted to the
output shaft of the transmission.
When the transmission is in FIRST SPEED FORWARD, the modulating valves that control
flow to the No. 2 and the No. 5 clutches receive a signal from the Machine ECM. These
signals energize the solenoids which send flow to engage the clutches.
The status of both of all five transmission modulating valve solenoids may be viewed using
Cat ET, or through the LCD display on the Main Display Module in the dash, using the 4C-
8195 service tool.
NOTE: Clutch Engagement Pressure Calibrations are no longer necessary due to the
common top pressure strategy. However, Transmission Clutch Fill Calibrations must be
performed when any of the following repair procedures have been performed:
Transmission modulating valve and/or solenoid is replaced,
Transmission is serviced or replaced,
Machine ECM is replaced, and/or
Machine ECM is re-flashed.
Automated Transmission Clutch Fill Calibrations may be easily performed using

Cat ET.
09/08
TRANSMISSION MAIN RELIEF VALVE
Adjustment Spring Spool Slug Slug

Screw Chamber
Locknut
From
Transmission
To Transmission and Charging Section
Bevel Gear Lube Circuit of PTO Pump
To Transmission
Hydraulic Cont rol
and Accumulat or
79
The transmission main relief valve is located in the transmission hydraulic control manifold.
The manifold is on top of the transmission planetary group. The transmission main relief valve
maintains the "common top pressure" from the transmission charging section of the power train
oil pump. This oil is used to operate the brakes and the transmission clutches.
Oil to the main relief valve is supplied by the transmission charging section of the power train
oil pump. An accumulator is incorporated into the transmission charge circuit to ensure there is
sufficient transmission charge circuit pressure for short periods of time, such as when the
transmission clutches are filling (shifts) or at other times when the pressure in the transmission
charging circuit may drop (cold oil, low idle, etc.).
Oil from the power train oil pump flows through the transmission charge filter and then to the
electronic brake control valve, the accumulator, and the transmission modulating valves. The
transmission main relief valve is downstream from the accumulator, the electronic brake control
valve, and the transmission modulating valves. The excess oil that flows over the main relief
valve combines with the oil from the lube distribution manifold to supplement lubrication of
the brakes, the transmission, the steering differential, and the bevel gears.
09/08
4
5
3
80
Electronic Brake Control Valve

The electronic brake control valve (1) is installed on top of the main case, below the operator's
seat. The brake control valve may be accessed by removing the operator seat, the seat pedestal,
and the rear floor plate in the operator compartment.
The brake valve body contains a proportional solenoid valve (2). The proportional solenoid
valve is controlled by the Machine ECM, which receives a signal from the PWM rotary
position sensor that is connected to the service brake pedal. The proportional solenoid is
ENERGIZED when the brakes are released. Depressing the service brake pedal DECREASES
the amount of current that the ECM sends to the proportional solenoid and DE-ENERGIZES it
to apply the brakes.
The secondary brake valve is controlled by an ON/OFF solenoid (3). The secondary brake
valve solenoid is ENERGIZED by connecting it to the battery when the secondary brake switch
is activated. The secondary brake switch is a normally open limit switch that is operated by the
service brake pedal. The switch is closed when the service brake pedal nears the end of travel.
09/08
An ON/OFF solenoid also controls the parking brake valve (4). The parking brake valve
solenoid is ENERGIZED by connecting it to the battery when the operator activates (pulls UP)
the parking brake switch.
Brake pressure at the brake control valve (B1) may be tested at the brake pressure test port (5).
The status of all three brake solenoids, the PWM brake pedal position sensor, the secondary
brake switch, and the parking brake switch may be viewed using Cat ET, or through the LCD
NOTE: The following information outlines the state of the three brake valve solenoids
in the three possible conditions:
Service Brakes Released
Proportional brake valve solenoid - ENERGIZED
Parking Brake valve solenoid DE-ENERGIZED
Secondary brake valve solenoid - DE-ENERGIZED
Service Brakes Applied (full)
Proportional brake valve solenoid - DE-ENERGIZED
Parking Brake valve solenoid - DE-ENERGIZED
Secondary brake valve solenoid - ENERGIZED
Parking Brake Applied
Proportional brake valve solenoid - DE-ENERGIZED
Parking Brake valve solenoid - ENERGIZED
Secondary brake valve solenoid - ENERGIZED
Also note that the secondary brake valve solenoid is ENERGIZED, along with the
parking brake valve solenoid when the parking brake is set to ON. This is a new
back-up strategy and is a recent change for this type of brake control valve. The
machine ECM "sees" the parking brake switch condition(ON) and the ECM then sends
a current to the secondary brake valve solenoid to ENERGIZE it as a back-up to the
parking brake valve solenoid.
09/08
D6T ELECTRONIC BRAKE CONTROL VALVE

ENGINE ON / BRAKES RELEASED
Parking Brake Parking / Secondary
Solenoid Valve Brake Valve
Parking / Secondary
and Brake Valve
Secondary Brake Pilot Chamber
Solenoid Valve
Accumulator
Piston
Reducing Spool
Pilot Valve
Pressure Feedback
Chamber
Orifice
Accumulator Chamber
Proportional
To Brakes
Solenoid Valve
Pilot Pressure Slot Holes Shutoff
Chamber Spool
Supply Oil from Pump
Shutoff Valve
81
The proportional solenoid valve for the service brakes on the D6T is controlled by the Machine
ECM. The solenoid valve is ENERGIZED to release the brakes. The Machine ECM
determines the amount of current to send to the solenoid by the amount of the signal received
from the PWM rotary position sensor attached to the service brake pedal.
When the proportional solenoid is ENERGIZED, the pilot valve is closed, allowing no oil to
drain to tank. With the pilot valve closed, pump supply oil can then pressurize the pilot
pressure chambers at the proportional solenoid valve, at the parking brake valve and the
secondary brake valve, and in the accumulator chamber. As the accumulator chamber pressure
increases, the reducing spool moves to the right against the spring. When the reducing spool
moves to the right, it closes off the drain passage and, at the same time, the passage to the
brakes is opened to the pump supply oil. Pressure then builds in the pressure feedback chamber
and the passage to the brakes. As the pressure increases, the spring applied brakes are released.
When the operator depresses the service brake pedal, the PWM sensor attached to the service
brake pedal sends a signal to the Machine ECM. The Machine ECM then decreases the current
to the proportional solenoid at a rate that is directly proportional to the movement of the pedal.
As the solenoid is DE-ENERGIZED, the pilot valve opens and allows the pump supply oil in
the pilot pressure chamber to drain to tank. This reduces the pressure in the pilot pressure
chamber at the solenoid valve. The accumulator chamber and the parking/secondary brake
valve pilot chamber are also reduced by draining through the holes in the shutoff spool.
09/08
As the pilot pressure at the left end of the shutoff spool decreases, the pilot pressure at the right
end of the shutoff spool moves the spool to the left, against the spring. When the spool moves
all the way to the left, the holes in the spool are opened to drain, due to the slots that are
machined in the shutoff valve. The pressures in the accumulator chamber and the
parking/secondary brake valve pilot chamber are now allowed to drain through the holes in the
spool. As the pilot pressure decreases, the spring begins to move the shutoff spool back to the
right.
As the shutoff spool moves back to the right, the holes in the spool are covered again by the
right end of the shutoff valve. This reduces the rate of reduction in pilot pressure, allowing the
brakes to be slowly applied. The pilot oil can then only escape by flowing between the outer
diameter of the shutoff spool and the inner diameter of the shutoff valve, and then through the
holes in the shutoff spool. As the pilot pressure slowly decreases, the spring moves the shutoff
spool further to the right until the holes in the spool are uncovered again at the right end of the
shutoff valve. The remainder of the pilot pressure then completely drains to thetank through the
shutoff spool.
As the pilot pressure decreases, the combined force of the reducing spool spring and the
pressure in the feedback chamber moves the reducing spool to the left. The accumulator piston
acts as a cushion and aids in preventing the reducing spool from moving too rapidly.
As the reducing spool moves to the left, the pump oil supply passage to the reducing spool is
closed off. At the same time, the tank passage to the reducing spool is opened, allowing the
pressure oil in the brakes to drain to tank. As the pressure to the brakes decreases, the Belville
springs begin to engage the brakes.
If the operator depresses the service brake pedal completely, the secondary brake switch is
activated. The secondary brake switch makes a direct connection between the battery and the
secondary brake valve solenoid, which ENERGIZES the secondary brake solenoid.
When the parking brake switch is set to the ON position, the parking brake valve solenoid is
connected directly to the battery, which ENERGIZES the parking brake solenoid. The Machine
ECM constantly monitors the parking brake switch. When the parking brake switch is
activated, the ECM also sends a current to ENERGIZE the secondary brake solenoid.
Energizing either of the solenoids for the parking brake valve or the secondary brake valve
completely drains all pilot pressure oil, resulting in all of the oil being drained from the brakes.
The brakes are then fully engaged.
NOTE: There are no longer any check valves installed in the brake valve body passage
between the reducing spools and the secondary or parking brake valves. These check
valves serve no purpose in differential steer machines. These check valves are present,
however, in brake valves used on Finger Tip Control machines. They serve to isolate
the left brake and right brake passages from each other, for steering purposes.
09/08
BRAKE CONTROL VALVE

SERVICE BRAKES RELEASED
Proportional
Brake
Solenoid
Pressure
Reducing Parking
Spool Brake
(Left Brake) Solenoid
To To
Left Brake Right Brake
Pressure
Reducing Secondary
Spool Brake
Pump Supply (Right Brake) Solenoid
82
When the operator releases the service brake pedal, the PWM rotary position sensor (connected
to the service brake pedal) sends a signal to the Machine ECM. The Machine ECM then
increases the current to the (proportional) brake solenoid. The amount of current sent to the
solenoid is directly proportional to the position of the service brake pedal.
The increased current ENERGIZES the solenoid, which closes the poppet in the solenoid valve
and closes off the flow of pump supply oil to drain. The result is increased pilot pressure to
both pressure reducing spools. This increased pressure moves the reducing spools downward.
As the spools move downward, the flow of supply oil is shut off to the drain passages and the
supply oil then flows into the brake passages and out to the brakes. This increased pressure
releases the brakes against the brake (Belleville) springs.
09/08
BRAKE CONTROL VALVE

SERVICE BRAKES ENGAGED
Proportional
Brake
Solenoid
Pressure
Reducing Parking
Spool Brake
Solenoid
( Left Brake)
To To
Pressure
Reducing Secondary
Spool Brake
83
When the operator depresses the service brake pedal, the PWM rotary position sensor
(connected to the service brake pedal) sends a signal to the Machine ECM. The Machine ECM
then decreases the current to the proportional (service) brake solenoid. The amount of current
sent to the solenoid is directly proportional to the position of the service brake pedal.
The decreased current DE-ENERGIZES the solenoid, which opens the poppet in the solenoid
valve and opens the flow of pump supply oil to drain. The result is decreased pilot pressure to
both pressure reducing spools. This decreased pressure allows the springs below the reducing
spools to move the reducing spools upward. As the spools move upward, the passage from the
brakes is connected to the drain passage, which decreases the pressure to the brakes. This
decreased pressure allows the brake (Belville) springs to begin engaging the brakes.
When the operator completely depresses the service brake pedal, the secondary brake switch is
activated. The secondary brake switch directly connects the battery to the secondary brake
solenoid. The ENERGIZED secondary brake solenoid valve completely dumps the pilot
pressure to the tank, which causes the reducing spools to move upward. As the spools move
upward, the passages from the brakes are connected to the drain passages, which decreases the
pressure to the brakes and the brakes are fully engaged.
09/08
BRAKE CONTROL VALVE

PARKING BRAKES ENGAGED
Proportional
Brake
Solenoid
Pressure
Reducing Parking
Spool Brake
(Left Brake) Solenoid
To To
Pressure
Reducing Secondary
Spool Brake
84
When the operator pulls the parking brake switch UP (ON), the switch is activated. The
parking brake switch directly connects the parking brake solenoid to the battery and the
solenoid is ENERGIZED. The secondary brake solenoid is also ENERGIZED by the Machine
ECM as a backup measure.
The parking brake valve and the secondary brake valve completely dump the pilot pressure to
tank, which causes the reducing spools to instantly move upward. As the spools move upward,
the passages from the brakes are connected to the drain passages, which decreases the pressure
to the brakes. This decreased pressure allows the brake (Belleville) springs to fully engage the
brakes.
09/08
85
5 2
86
4
The combination power train oil fill tube and dipstick (1) may be accessed through the top door
of the forward compartment on the right fender. The dipstick is integrated into the fill tube cap.
The power train oil filter (3) may be accessed by opening the front door of the forward
compartment on the right fender. This spin-on type canister contains a replaceable 6 micron
filter element. The filter is in-line between the transmission charging section of the power train
oil pump and it filters the oil in the transmission charging circuit before the oil flows to the
transmission and the brakes.
Small orifices in the transmission modulating valve and in the electronic brake control valve
require the oil to be free of contaminants in order to operate properly. Power train oil
cleanliness is critical to the life of these components.
09/08
The power train oil filter base contains a filter bypass switch (2). This is a normally open
switch that is held closed by the filter bypass valve spool. When the difference in pressure
between the filter inlet and the filter outlet becomes great enough (approximately 50 psi), the
bypass valve will open, which allows the switch to open. The switch is monitored by the
Caterpillar Monitoring System and alerts the operator to the filter bypass condition when the
open circuit is detected.
The power train oil filter base also contains the power train oil sampling (SOS) port (5) and a
pressure test port (4) for the transmission charging circuit. The pressure test port is situated
downstream from the filter. The SOS port is situated upstream, or before the filter.
Power train oil samples should be taken when the power train oil is at operating temperature
and the oil has had sufficient time to circulate through the entire system. By doing so, the oil
sample will be a true reflection of the cleanliness of all the oil in the system. Always use a
clean, lint-free towel to clean the test port prior to taking a fluid sample. Always replace the
protective cap after a fluid sample has been taken. Doing so will prevent damage to the test
port and lessen the likelihood of introducing contamination into subsequent fluid samples.
The status of power train oil filter bypass switch may be viewed using Cat ET, or through the
09/08
2
3
87
Also located in the forward compartment on the right fender and inboard from the power train
oil filter canister are the following service points:
remote power train breather (1)
remote pressure test port for torque converter inlet pressure (M) (2)
remote pressure test port for torque converter outlet pressure (N) (3)
09/08
1 2
88
89
Brake pressure for the left brake may be tested at the left final drive housing by removing the
plug (1) and installing a pressure test tap. Brake lube pressure (LB1) for the left brake may be
tested at the rear port (2). The test ports for right brake pressure and right brake lube pressure
(LB2) are reversed on the right final drive
The service brake pedal (3) is connected to a rotary position sensor (4). The rotary position
sensor sends a PWM signal to the Machine ECM which controls the proportional solenoid for
the service brakes. The secondary brake switch is mounted inside the housing at the base of the
dash pedestal.
The status of service brake pedal position sensor and the secondary brake switch (5) may be
viewed using Cat ET, or through the LCD display on the Main Display Module in the dash,
using the 4C-8195 service tool.
09/08
D6T STEERING AND IMPLEMENT HYDRAULICS

COMPONENT LOCATION
Blade Lift Cylinders

Hydraulic
Oil Cooler
Quick-drop Valve
Implement Pump AccuGrade EH

Pilot Manifold
Machine ECM
Blade Angle EH
Steering Pilot Valve Pilot Manifold
Pressure Reducing
Steering Motor
Manifold
Implement Control Case Drain Filter

Valve Stack Implement Return Filter
Hydraulic Oil Hydraulic Tank
S O S Port
90
IMPLEMENT HYDRAULIC SYSTEM
The implement hydraulic systems for the D6T contain the following major components:
a load sensing, pressure compensated, variable displacement piston type hydraulic pump
pilot operated implement control valves and differential steering control
a fixed displacement steering motor
electro-hydraulic implement control for all blade functions on AccuGrade ready machines
(ripper/winch controls remain pilot operated in all cases)
a new A4 Machine ECM used for implement hydraulic functions and system monitoring
hydraulic oil filters for both case drain oil and for implement return oil
an oil-to-air hydraulic oil cooler mounted behind the radiator cores
an electronic implement lockout control
09/08
The standard implement hydraulic system for the D6T machine has changed from the D6R
Series III machine. Pilot operated controls are used for all blade functions, for ripper (or
winch) operation. An EH blade angle control (thumb rocker switch) and an EH manifold with
two proportional solenoids for blade angle control are added if the machine is equipped with a
VPAT blade.
The differential steering system is similar to the D6R Series III machine except it doesnt use a
counterbalance valve.
An Electro-Hydraulic (EH) dozer control lever (joystick) and an EH pilot manifold with four
proportional solenoids for blade lift and blade tilt functions, as well as an ON/OFF (AccuGrade
Boost) solenoid are added on machines that are equipped with AccuGrade. The EH dozer
control lever also contains a thumb rocker blade angle control and the associated (second) EH
pilot manifold with the blade angle solenoids if the AccuGrade machine is equipped with a
VPAT blade.
There are four versions of the implement hydraulic system. These four distinct versions of the
hydraulic system are:
implement hydraulic system with an "S" or "SU" blade (pilot operated controls and pilot
operated implement control valves)
implement hydraulic system with a VPAT blade (pilot operated controls and pilot
operated implement control valves with EH blade angle control)
AccuGrade ready implement hydraulic system with "S" or "SU" blade (pilot operated
controls and pilot operated implement control valves for the ripper/winch and EH blade
control for all blade functions)
AccuGrade ready implement hydraulic system with a VPAT blade (pilot operated
controls and pilot operated implement control valves for the ripper/winch and EH blade
control for all blade functions)
09/08
3
2 4
1 5
91
The hydraulic oil tank (1) is located on top of the right fender. The hydraulic oil tank serves as
the reservoir that provides oil for the operation of the implements and the steering.
Components of the hydraulic oil tank and associated service points are identified in the
illustration above:
implement case drain oil filter (2)
vacuum breaker (3)
hydraulic oil fill tube (4)
fluid level sight glass (5)
An ecology drain valve is located on the bottom of the tank (not visible, above) and may be
easily accessed through an opening on the underside of the right fender.
NOTE: The vacuum breaker on the hydraulic oil tank should always be used to
equalize the pressure inside the hydraulic oil tank with the atmospheric pressure before
removing the cap from the filler tube. Doing so will prevent scalding injuries due to hot
hydraulic oil being expelled through the filler tube when the cap is removed.
09/08
92
The implement hydraulic pump on the D6T is a load sensing, pressure compensated, variable
displacement piston type pump. The pump (1) is mounted to the rear of the flywheel housing,
at the upper left corner.
The implement hydraulic pump draws oil from the hydraulic oil tank and provides high
pressure oil flow to the implement valve stack. The pump also provides oil flow to the pressure
reducing manifold, which in turn, provides pilot pressure oil to the pilot operated implement
controls.
High pressure supply oil to the implement valve stack is directed through a hose that connects
to the pump discharge port. High pressure supply oil to the pressure reducing manifold is
directed through a hose that connects to an "L" fitting that is installed in the side of the pump
discharge port.
Other components identified are the :

pump pressure and flow compensator valve (2)
fitting for the load sensing signal line (from the signal resolver network) (3)
fitting for the case drain line (4)
09/08
A "tee" fitting replaces the "L" fitting at the pump discharge port on AccuGrade Ready
machines. A pump discharge pressure sensor is installed on one side of the "tee" fitting. The
fitting on the opposite side of the "tee" connects to the supply line to the pressure reducing
manifold.
The pump discharge pressure sensor is only present on machines that are equipped with
AccuGrade. This pressure sensor is a necessary component to perform the calibrations of the
four proportional solenoid controlled pilot valves on the EH pilot manifold. The solenoid
controlled pilot valves are used for blade lift and blade tilt control functions and they will be
discussed later in this presentation.
The status of the pump discharge pressure sensor may be viewed using Cat ET, or through the
09/08
PUMP AND COMPENSATOR OPERATION

ENGINE OFF
Pump
Output
Cutoff
Large
Spring
Actuator
Margin
Spring Case Swashplate
Drain
Passage
Load
Sensing
Signal
Drive
Shaft
Flow
Compensator
Spool
Small Act uat or

Pressure
and Bias Spring
Compensator Signal Passage
Spool Piston and
to Actuator Piston
Barrel Assembly
93
Implement Pump Operation
When the engine is OFF, the bias spring holds the swashplate at maximum angle.
When the engine is started, the pump drive shaft begins to rotate. Since the bias spring holds
the swashplate at maximum angle, oil is drawn into the barrel by the outward movement of the
pistons as the piston and barrel assembly rotates. As the piston and barrel assembly rotate the
oil is forced out into the system when the piston is forced into the barrel by the angle of the
swashplate.
Oil flow is blocked by the closed-center implement control valves and pressure begins to build
as the oil flows out into the system. If no implements are moved, the compensator valve will
cause the swashplate to move toward minimum angle, maintaining a system pressure called
LOW PRESSURE STANDBY.
09/08

LOW PRESSURE STANDBY
Pump
Output
Cutoff
Large
Spring
Actuator
Margin
Drain
Passage
Load
Sensing
Signal
Drive
Shaft
Flow
Compensator
Spool
Small Actuator
Pressure and Bias Spring
Spool Piston and
to Large Actuator
Barrel Assembly
94
When no flow is required by the implements, no signal pressure is generated. System pressure
(red and white stripes) generated by the pump is called LOW PRESSURE STANDBY. The
pump produces enough flow to compensate for system leakage and maintain sufficient pressure
to provide instantaneous implement response when an implement is actuated.
At machine start-up, the bias spring holds the swashplate at maximum angle. As the pump
produces flow, system pressure begins to increase because the flow is blocked at the implement
control valves. This pressure is felt under both the flow compensator spool and the pressure
compensator spool. The flow compensator spool moves up against the low spring force and
permits pump discharge oil, at system pressure, to go to the large actuator piston in the pump.
As the pressure acting on the large actuator piston increases, the large actuator piston
overcomes the force of the bias spring and the pressure in the small actuator piston. The
increasing pressure in the large actuator moves the swashplate to a reduced angle. The large
actuator piston moves to the right until a balance is reached between the pressure in the large
actuator and the pressure in the small actuator plus the force of the bias spring. At this
minimum angle, the pump will produce just enough flow to make up for system leakage. The
system pressure at this time is called LOW PRESSURE STANDBY and it is set to
approximately 3240 kPa (470 psi).
09/08
Low pressure standby is higher than margin pressure. This characteristic is due to a higher
back pressure created by the oil which is blocked at the closed-center valves when all the
valves are in HOLD. Pump supply oil pushes the margin spool up and further compresses the
margin spring. A small amount of pump supply oil then goes to the large actuator piston.
09/08
\PUMP AND COMPENSATOR OPERATION

UPSTROKING
Pump
Output
Cutoff
Large Reduced
Spring
Actuator Pressure
Margin
Drain
Passage
Load
Sensing
Signal
Drive
Shaft
Flow
Compensator
Spool
Small Actuator
Spool Piston and
to Large Actuator
Barrel Assembly
95
When an implement is moved, a load sensing signal is sent to the pump compensator valve.
This signal causes the force (margin spring plus signal pressure) at the top of the flow
compensator spool to become higher than the supply pressure at the bottom of the spool. The
spool then moves down which blocks oil to the large actuator piston and opens a passage from
the large actuator to the case drain. Pressure at the large actuator piston is reduced or
eliminated, which allows the bias spring to move the swashplate to an increased angle. The
pump will now produce more flow. This condition is called UPSTROKING.
The following conditions can result in upstroking the pump:

1. An implement control valve is activated when the system is at low pressure standby.
2. The implement control valve spool is moved further for additional flow.
3. An additional circuit is activated.
4. Engine rpm decreases. In this case, pump speed decreases which causes a decrease in
flow and pump supply pressure. The pump must then upstroke to maintain the same
system flow requirements.
09/08
INSTRUCTOR NOTE: Signal pressure does not necessarily need to increase for the
pump to upstroke. For example, if one implement is activated and is operating at 13790
kPa (2000 psi), the system supply pressure is 16065 kPa (2330 psi) due to the maximum
signal pressure of 13790 kPa (2000 psi) plus the margin spring force of 2275 kPa (330
psi).
If the operator activates another implement at an initial operating pressure of 6900 kPa
(1000 psi), the maximum signal pressure is still 13790 kPa (2000 psi), but the supply
pressure decreases momentarily to provide the increased flow now needed at the
implements. The force at the top of the flow compensator spool (now higher than the
force at the bottom of the flow compensator spool) pushes the spool down and allows
oil in the pump control to drain to tank. The swashplate angle increases and the pump
provides more flow.
09/08

CONSTANT FLOW
Pump
Output
Cutoff
Large Reduced
Spring
Actuator Pressure
Margin
Drain
Passage
Load
Sensing
Signal
Drive
Shaft
Flow
Compensator
Spool
Small Actuator
Spool Piston and
to Large Actuator
Barrel Assembly
96
As pump flow increases, pump supply pressure also increases. When the pump supply pressure
(red) equals the sum of the work port (signal) pressure plus the force of the margin spring, the
flow compensator spool moves to a metering position and the system becomes stabilized. This
condition is called CONSTANT FLOW.
The difference between the signal pressure and the pump supply pressure is the value of the
force of the margin spring, which is approximately 2275 kPa (330 psi).
If no other implements are activated during the movement of an implement (such as DOZER
RAISE), and if no external forces influence the movement of the implement, then the pump
will maintain the CONSTANT FLOW condition until the movement of that implement has
stopped.
09/08

DESTROKING
Pump
Output
Cutoff
Large Increased
Spring
Actuator Pressure
Margin
Drain
Passage
Load
Sensing
Signal
Drive
Shaft
Flow
Compensator
Spool
Small Actuator
Spool Piston and
to Large Actuator
Barrel Assembly
97
When less flow is needed, the pump is destroked. The pump destrokes when the pressure at the
bottom of the flow compensator spool becomes higher than combined signal pressure and
spring force at the top. The flow compensator spool then moves up and allows more flow to
the large actuator piston. Pressure in the large actuator piston then overcomes the combined
force of the small actuator piston and force of the bias spring and moves the swashplate to a
reduced angle. The pump will now produce less flow. This condition is called DESTROKING
The following conditions can result in destroking the pump:

1. All implement control valves are moved to the HOLD position. The pump returns to low
pressure standby.
2. The implement control valve directional stem is moved to reduce flow.
3. An additional circuit is deactivated.
4. Engine rpm increases. In this case, pump speed increases causing an increase in flow.
The pump destrokes to maintain the same system flow requirements.
09/08
As pump flow decreases, pump supply pressure also decreases. When the pump supply
pressure (red) decreases and becomes the sum of load pressure plus margin pressure, the flow
compensator spool moves to a metering position and the system stabilizes.
NOTE: Always refer to the service information in the service manual KENR5129 or SIS Web
for the latest testing and adjusting specifications and procedures.
INSTRUCTOR NOTE: Signal pressure does not necessarily have to decrease for the
pump to destroke. For example, if two implements are activated, with one operating at
13800 kPa (2000 psi) and the other operating at 6900 kPa (1000 psi), the system supply
pressure is 16075 kPa (2330 psi) due to the highest signal pressure of 13800 kPa (2000
psi) plus the margin spring force of 2275 kPa (330 psi). If the operator returns the
implement that is operating at 6900 kPa (1000 psi) to HOLD, the signal pressure is still
13800 kPa (2000 psi), but the supply pressure will increase momentarily, due to the
reduced flow requirement for the single implement operation. The higher pump flow
rate will produce a higher pump supply pressure, which will push the flow compensator
spool up and allow more oil to flow to the pump's large actuator. This action causes the
pump to DESTROKE to produce only the flow that is now required for the single
implement, but system pressure remains the same. When the pump DESTROKES to
produce the lesser flow requirements, the pump will then go to the CONSTANT FLOW
state that is required by the single implement operation.
09/08

HIGH PRESSURE STALL
Pump
Output
Cutoff
Large Increased
Spring
Actuator Pressure
Margin
Drain
Passage
Load
Sensing
Signal
Drive
Shaft
Flow
Compensator
Spool
Small Actuator
Spool Piston and
to Large Actuator
Barrel Assembly
98
The pressure compensator (or cutoff) spool is in parallel with the flow compensator (or margin)
spool. The pressure compensator limits the maximum system pressure at any given pump
displacement. The spool is held down during normal operation by the pressure compensator
spring.
During stall or when system pressure is at maximum, signal pressure is equal to pump supply
pressure. The combination of the signal pressure and the margin spring forces the flow
compensator spool down. This movement of the flow compensator spool normally opens a
passage in the pump compensator valve for the oil in the large actuator piston to drain and
causes the pump to upstroke. However, if the supply pressure is high enough, the pressure
compensator spool is forced up against its spring. This upward movement of the pressure
compensator spool blocks the oil in the large actuator piston from going to the drain passage.
Instead, the supply oil is now directed to the large actuator piston. The increase in pressure
allows the large actuator piston to overcome the combined force of the small actuator piston
and bias spring destroking the pump.
The pump is now in a minimum flow condition and pump supply (system) pressure is at
maximum. This condition is maintained for a single implement in a stall condition and is
called HIGH PRESSURE STALL (or sometimes called High Pressure Cutoff).
09/08
This hydraulic system also incorporates a main relief valve-located in the inlet manifold. The
main relief valve is set higher to limit pressure spikes in the system. The main relief valve
must be removed from the machine to be adjusted properly. The main relief valve should be
adjusted according to the specifications and procedures found in KENR5129 Specifications
Systems Operation, Testing and Adjusting or on SIS or SIS Web.
When operating two or more implements, and with one implement in stall, the pump will
produce flow to meet the needs of the other implements operating at a lower work port
pressure.
09/08
D6T PRESSURE REDUCING MANIFOLD

HA
Implement Pump Supply
Screen
Pressure To
Reducing Tank
Valve
Accumulator
SOS
Check Valve
CPG
Accumulator
Pilot
Relief Valve
Implement
Lockout Valve
CP
Pilot Supply
99
Pressure Reducing Manifold
The pressure reducing manifold supplies pilot pressure oil to the steering pilot valve and to the
pilot operated implement controls (or to the solenoid controlled pilot valves, on ARO machines
equipped with EH control of the blade functions).
Supply oil from the implement hydraulic pump flows through a screen as it enters the manifold.
The oil then flows to the pressure reducing valve. The pressure reducing valve is infinitely
variable, and meters the oil to provide pilot pressure oil of approximately 3275 kPa (475 psi).
This oil is now pilot oil.
The pilot oil then flows through the accumulator check valve, which is installed upstream of
the hydraulic accumulator. The check valve prevents backflow in the pilot system, in case of
low pilot pressure conditions. The check valve also prevents the hydraulic accumulator from
discharging when the machine is shut down.
The oil then flows to the hydraulic accumulator and the pilot relief valve. The pilot relief valve
limits the pressure in the pilot oil system past the pressure reducing valve to protect the
accumulator. The pilot relief valve opens to dissipate excess pressure in the event of pressure
spikes in the pilot oil system.
09/08
The hydraulic accumulator stores energy (pilot pressure) for approximately 1-2 minutes after
the engine is stopped, allowing the implements to be lowered using the implement controls in a
dead engine situation.
The pilot oil then flows to the solenoid operated implement lockout valve. The implement
lockout valve is controlled by the implement lockout switch, which is located on the right
console in the operator compartment.
The implement lockout valve is operated using an ON/OFF solenoid. When the implement
lockout switch is set to the UNLOCKED position, the implement lockout solenoid is
ENERGIZED and the implements may be operated using the implement control levers.
When the implement lockout switch is set to the LOCKED position, the implement lockout
solenoid is DE-ENERGIZED and the pilot supply oil is blocked. The implements can not be
operated using the implement controls when the implement lockout switch is in the LOCKED
position.
When the implement lockout valve is in the UNLOCKED condition, the pilot supply oil exits
the pilot manifold at the outlet. The pilot supply oil is then directed to the pilot operated
implement controls (or to the solenoid controlled pilot valves, on ARO machines equipped with
EH control of the blade functions).
The status of the implement lockout switch and the implement lockout solenoid may be viewed
using Cat ET, or through the LCD display on the Main Display Module in the dash, using the
4C-8195 service tool.
09/08
3 1
2
1
6
100
Pressure Reducing Manifold

The pressure reducing manifold (1) is located inside the forward compartment on the right
fender and is situated outboard from the power train oil filter. Service points are:
pilot relief valve (2)
pressure reducing valve (3)
implement pump discharge pressure test port (HA) (4)
accumulator (5)
pilot supply pressure test port (CP) (6)
Note: not visible in this picture are the :

hydraulic oil sampling port (SOS)
accumulator pressure test port (CPG)
accumulator check valve (near, or left side of the implement lockout solenoid)
implement lockout solenoid (ENERGIZED in the UNLOCKED condition)
09/08
D6T IMPLEMENT HYDRAULIC SYSTEM

Ripper Lift Cylinder S-BLADE, RIPPER, NON ARO (PILOT CONTROL)
HOLD
Steering Charge
Pump Supply
Steering Motor Case Drain Blade Lift
Cylinder
Implement Pump
HA
Main Relief HB
Pressure Valve
Reducing
Manifold
Blade Lift
Quick-drop Cylinder
Valve
SOS
Tilt
Accumulator
Pressure Vacuum
(CPG) Breaker
Blade Tilt
Cylinder
Angle Left
Pilot Supply Dual Tilt Option

(CP)
Right
Single Tilt Option

Winch
Ripper Control Dozer Control
Pilot Valve Pilot Valve
Lower Raise
Float Pilot Boost
101
Implement Hydraulic System Operation (Pilot Control)
This color schematic shows the components and conditions in the implement hydraulic system
with the engine running, all of the implements in HOLD, and the implement pump at LOW
PRESSURE STANDBY. Oil is drawn from the hydraulic oil tank by the load sensing, variable
displacement, piston-type implement pump. High pressure supply oil is sent to the closed-
center implement control valves by the pump. Return oil from the implement control valves
and the case drain oil from the pumps and motors is returned to the hydraulic oil tank.
High pressure supply oil from the implement pump is also sent to the pressure reducing
manifold which produces and supplies pilot pressure oil to the pilot valves.
When the operator moves a pilot operated implement control oil is sent to the implement
control valve to move the valve spool, allowing oil to flow to the implement cylinder(s). The
implement movement is proportional to the amount of implement control movement. (The
farther the implement control is moved, the faster the implement will move.)
09/08
As the implement control valve spool moves due to pilot oil pressure, the pilot oil at the
opposite end of the control valve spool is returned back to the tank. Pilot return oil from the
implement control valves enters the pilot valve body through the control ports also. The pilot
return oil flows past the pilot valve spool and is directed through internal passages in the pilot
valve body to a common pilot return oil passage the pilot oil returns to the tank.
The control lever assembly and the control plate determines the amount of movement of the
pilot valve spools. When the control lever is moved, the lever assembly rotates and the control
plate pushes down on the upper plunger. The upper plunger and the centering spring move the
pilot valve spools down to close off the tank passages and open the pilot supply passages to the
control ports.
When the control lever is in the HOLD position, the centering springs, the pressure control
return springs, and bias springs keep the pilot spools and the lever assembly in the HOLD
position. When in the HOLD position, pilot supply oil is blocked by each of the four pilot
valve spools and each implement control valve end is open to the tank (through the pilot lines
and the control ports).
Each pilot valve spool has a cross-drilled hole in the spool that intersects with an axial passage
through the center of the spool that is open at the bottom. An orifice is installed in the axial
passage at the the bottom of the pilot valve spool. Tank pressure oil is allowed to move
through the cross-drilled hole, the axial passage, and the orifice so that a hydraulic lock cannot
prevent the free movement of the pilot valve spool. The orifice at the bottom of the pilot valve
spool also helps stabilize and dampen the movement of the spool.
The dozer control lever is equipped with a magnetic coil assembly that is positioned around the
upper portion of the BLADE LOWER pilot valve. A cupped washer is attached to the bottom
of the control plate, and it is positioned above the coil. When the dozer control lever is moved
forward to approximately 90 percent of lever travel, the washer contacts the magnetic coil.
This is the FLOAT position for the dozer blade. The magnetic coil is always ENERGIZED and
the coil will hold the washer to maintain the FLOAT position until the dozer control lever is
moved back toward the RAISE position.
The dozer control lever also has a float detent attached to the underside of the control plate
above the BLADE RAISE pilot valve spool. A detent plate is attached to the top of the valve
body. The detent is spring biased outward so that the point of the detent moves freely within
the cutout in the detent plate. When the dozer control lever is moved to approximately 85
percent of forward lever movement (BLADE LOWER), the chisel point of the detent contacts
the lip at the top of the detent plate. The lip provides the operator with a bit of "feel" to
indicate that the QUICK-DROP position is close. When the dozer control lever is moved
further so that the detent point moves past the lip, the QUICK-DROP function is activated. The
detent also indicates the relative location of the FLOAT position, which is only a few degrees
of lever movement past the lip.
09/08
102
1
3
7
103
6
5
The dozer control pilot valve (1) is located at the front of the right console and is mounted to
the top of the console. The dozer control lever (2) operates the pilot valve.
The ripper control pilot valve (3) is located at the rear of the right console and is mounted to a
bracket beneath the console. The following lines are visible in the illustration above:
ripper raise pilot line (to RAISE end of ripper control valve) (4)
pilot valve drain line (to tank) (5)
ripper lower pilot line (to LOWER end of ripper control valve) (6)
pilot supply line (from pressure reducing manifold) (7)
09/08
D6R DOZER CONTROL PILOT VALVE

BLADE HOLD
Float Detent Plate Lever Assembly
Float Detent and Spring

Control Plate
Upper Plunger
Centering Spring Washer
Ball
Magnetic Float Coil
Retainer
Pressure Control
Return Spring
Blade Lower Spool
Hole
Blade Raise Spool Control Port

To / From Lower End
of Blade Lift
Control Port Control Valve
To / From Raise End
of Blade Lift
Control Valve
Pilot Supply
from Pressure
Orifice
Reducing Manifold
Bias Spring
Pilot Drain to Tank
104
Implement Pilot Valve Operation
The standard implement hydraulic system for the D6T Track-type Tractor uses pilot operated
implement control valves. The illustration above shows a cross-sectional view of the pilot
valve that is used for dozer blade functions. Only the blade raise and the blade lower pilot
valve spools are shown, for clarity. The dozer control pilot valve also contains pilot valve
spools for the blade tilt left and the blade tilt right functions. Pilot valves are also used for
operation of the ripper or the winch, if the machine is equipped with either of these
attachments. The pilot valves for the ripper and the winch operate similarly to the dozer
control pilot valve. Pilot valves for blade control are used only on non-ARO machines.
Pilot supply oil from the pressure reducing manifold enters the pilot valve at the pilot supply
inlet. Pilot supply oil is made available to all four pilot valve spools through internal passages
in the pilot valve body. The four pilot valve spools direct pilot oil to their respective control
ports when they are actuated. Four pilot lines connect the four control ports to the respective
ends of the implement control valves. The flow of pilot (pressure) oil to any implement control
valve spool is proportionate to the amount of movement of the implement control lever. The
pilot pressure sent to the end of any implement control valve spool determines the amount of its
movement. The amount of movement of the implement control valve spool determines the
flow rate of high pressure pump supply oil that is sent to the implement cylinders.
09/08
1
2
105
Implement Control Valve Operation
The implement control valve stack is located below the right console in the operator
compartment. The valve stack is mounted to a bracket on the inside the right fender. The
control valve stack may be accessed by removing the operator seat and pedestal and then
removing the sound panel and metal access cover beneath the right armrest.
The implement control valve stack consists of the inlet manifold (1), the blade lift control valve
(2), the blade tilt control valve (3), the blade angle control valve (4) and the end cover (5).
The implement control valves are all parallel to each other.
The blade angle control valve is only present on machines equipped with the VPAT blade. The
ripper/winch control valve will only be present if the machine is equipped with those
attachments.
The EH pilot manifold for blade lift and tilt functions is mounted to the outboard side of the
valve stack bracket, if the machine is equipped with AccuGrade.
09/08
The implement hydraulic system main relief valve (not shown) is installed in the inlet manifold
(1) of the valve stack.
The main relief valve is set off machine using the 1U9358 Test Block manifold.
The main relief valve setting is approximately 3000 kPa (435 psi) higher than the high pressure
cutoff setting of the pressure compensator valve on the implement pump.
NOTE: Machines equipped with Accugrade Ready Option (ARO) will have a separate pilot
electro-hydraulic maniifold and implement control joystick.
09/08
D6T BLADE LIFT CONTROL VALVE

BLADE HOLD
Tank Makeup
Passage Valve Tank
Rod End Head End Passage
Signal Pilot
Pilot Main Chamber Supply
Supply Valve Spool Tilt
Control
Valve
Tank Resolver
Passage
Load Check Pump

Valve Compensator
Pump Supply
106
The blade lift control valve is a closed-center, pilot operated valve that is controlled with pilot
oil from the dozer control pilot valve. The blade lift control valve has four positions: RAISE,
HOLD, LOWER, and FLOAT. Centering springs keep the spool in the HOLD position when
the control valve is not in use. The illustration above shows the blade lift control valve in the
HOLD condition.
When the operator starts the machine, the implement pump sends high pressure supply oil
through the inlet manifold to the load check valve to the main valve spool. With the main valve
spool in the HOLD position, oil cannot flow to the cylinders and oil pressure will begin to
increase in the hydraulic system.
Components of the implement control valves are:
Load Check Valve: The Load Check Valve prevents reverse implement flow when the
operator moves a valve from HOLD and system pressure is lower than the cylinder, or work
port pressure. Without the load check valve, the implement would drift down slightly (droop)
before moving as commanded. The load check valve will open to allow supply oil to flow
through the control valve when the system pressure is higher than the work port pressure.
09/08
Resolver: Also called a double check valve, the resolver compares the signal between the
control valves and sends the highest resolved work port pressure to the implement pump
compensator. Although this illustration shows the resolver and signal lines as external
components, the resolver is internal to the control valve and the signal lines are internally
drilled passages.
Main Valve Spool: The Main Valve Spool controls oil flow to the implement cylinders and
return oil from the implement cylinders back to the tank. The spool contains three cross-drilled
holes that connect to an axial drilled passage through the center of the spool. The two cross-
drilled holes on the left hand side of the spool sense work port pressure in the head and rod
ends of the cylinders. The work port pressures are transmitted to the pilot chamber through the
cross-drilled hole.on the right hand side of the spool.
Makeup Valve: The Makeup Valve opens to allow tank pressure oil to fill voids in the head
ends of the cylinders during times when cylinder supply pressure decreases below the tank
pressure.
Orifice: The Orifice provides smoother implement operation by delaying the rate at which the
signal pressure in the flow control spool spring cavity decreases when the operator changes
implement directions.
NOTE: A dozer valve without a flow compensator valve is only fitted on the following
machine arrangements; S-Blade & Ripper, S-Blade & ARO, & Ripper, VPAT Blade, &
Ripper, VPAT Blade & ARO, & Ripper.
A dozer control valve with a flow compensator will be fitted to the following machine
arrangements; S-Blade & winch, S-Blade & ARO, & winch, VPAT Blade & winch,
VPAT Blade & ARO & winch.
09/08
D6T IMPLEMENT HYDRAULIC SYSTEM

WITH VPAT BLADE, ARO, RIPPER (EH OVER PILOT)
HOLD
Steering
Charge Pump
Steering Motor Case Drain Blade Lift
Cylinder
Ripper Lift
Cylinder
Implement Pump
Main Relief
Valve
HB
Blade Lift
Lift
Quick-drop Cylinder
Valve
HA
Pressure
Reducing C2
C1
Manifold
Blade Tilt
Tilt Cylinder
SOS
Accumulator
Pressure Vacuum
(CPG) Breaker
C3 C4
Left
Blade Angle Cylinders
Right
Angle
Pilot Supply
(CP)
Implement
C1
C2
C3
C4
EH Manifold
Ripper
Ripper Control
Pilot Valve
Machine
ECM EH Implement
Raise Joystick
Blade Angle
Lower EH Manifold
J1 J2
Lower Raise Angle

Float Pilot Boost Left
Angle
Right
107
Implement Hydraulic System Operation (Electro-Hydraulic Control, ARO)
Machines that are equipped with AccuGrade use an electrohydraulic control group to operate
the bulldozer. This color schematic shows the components and conditions in the implement
hydraulic system solenoid valves for a standard blade or seven solenoid valves for a VPAT
blade. The electrohydraulic control group consists of the following components:
With the engine running, all of the implements in HOLD, and the implement pump at LOW
PRESSURE STANDBY oil is drawn from the hydraulic oil tank by the load sensing, variable
displacement, piston-type implement pump. High pressure supply oil is sent to the closed-
center implement control valves by the pump. Return oil from the implement control valves
and the case drain oil from the pumps and motors is returned to the hydraulic oil tank.
High pressure supply oil from the implement pump is also sent to the pressure reducing
manifold.
The electrohydraulic control allows the Machine ECM to move the blade when AccuGrade is
active.
09/08
When the implement controls are in HOLD position, the solenoids are de-energized and pilot
oil is blocked. Oil in the passages to the main control valve are connected to the tank through
the pilot manifold.
When an implement control is activated, the solenoid for that circuit is energized forcing a
spool in the pilot manifold to shift. This shift allows pilot oil to travel from the pilot manifold
to the end of the main control spool. The main spool shifts and the implement moves in the
direction selected by the operator. The solenoids are proportional. The movement of the valve
spool will be in proportion to the amount of movement of the implement control lever.
09/08

WITH VPAT BLADE, ARO AND WINCH
BLADE HOLD
Tank Makeup
Passage Valve Tank
Pilot Supply
Pilot Supply Signal from EH
from EH Main Chamber Manifold
Manifold Valve Spool
Tilt
Control
Valve
Tank Resolver
Passage
Load Check Pump

Valve Compensator
Pump Supply Flow Control Load Sense

Valve Relief Valve
108
The above illustration shows the components of the dozer lift valve when the machine is
configured with VPAT Blade, ARO, and winch. A flow control spool and load sense relief
valve are installed in this situation.
09/08

BLADE RAISE
Tank Makeup
Passage Valve
Rod End Head End Tank
Passage
Signal Pilot
Pilot Main
Chamber Supply
Supply Valve Spool
Tilt
Control
Valve
Tank Resolver
Passage
Load Check Pump

Valve Compensator
Pump Supply
109
When the dozer pilot control lever is moved to the RAISE position, pilot oil is directed to the
right end of the blade lift control valve spool. The main spool shifts to the left and the
implement hydraulic pump oil flows past the load check valve, main control spool and out to
the rod end of the blade lift cylinders causing the blade to raise. Oil from the passes through
the quick drop valve before it reaches the blade lift cylinders. Oil from the head end of the
blade lift cylinders passes through the quick drop valve and then enters the main control valve.
The oil flows past the main control spool and returns to the hydraulic oil tank.
Work port pressure in the cylinder rod end also flows into the cross-drilled passage in the
middle of the main spool. This signal oil is directed to the signal resolver passage. If this is the
highest pressure in the signal resolver network the signal resolver ball shifts to the right and the
signal pressure is sent to the pump compensator valve. The pump then UPSTROKES to meet
the flow demand in proportion to the signal pressure.
09/08
BULLDOZER TILT CONTROL VALVE

WITHOUT VPAT BLADE
HOLD
Tank
Passage Tank
Signal
Main Chamber
Pilot Supply Valve Spool Pilot Supply
Tilt
Control
Valve
Tank Resolver
Passage
Load Check Pump

Valve Compensator
Pump Supply Flow Control

Spool
110
The illustration above shows the blade tilt control valve in the HOLD position. In this position
the flow from the hydraulic pump enters the control valve at the supply port. Initially, the flow
control valve is held to the left by the spring. When the system flow comes into the valve it
passes the flow control valve and is stopped by the main spool. the pressure builds and moves
the flow control valve to the right metering the flow to the main spool. The load check valve is
also in the closed position while the control is in HOLD.
NOTE: All tilt control valves are fitted with flow compensator valves.
Line relief and make-up valves will be fitted to both workports when the machine is
configured with VPAT blade.
09/08
BULLDOZER TILT CONTROL VALVE

WITHOUT VPAT BLADE
TILT LEFT
Tank
Passage Tank
Head End Rod End Passage
Main Signal
Pilot Supply Chamber Pilot Supply
Valve Spool Lift
Control
Valve
Tank Resolver
Passage
Load Check Angle

Valve or
Ripper
Pump Supply Flow Control Valve
Spool
111
When the operator moves the dozer control lever from HOLD to TILT LEFT, the dozer control
pilot valve directs pilot oil to right end of the blade tilt control valve, which shifts the main
valve spool to the left into the TILT LEFT position.
Oil from the implement hydraulic pump flows past the load check valve and then past the main
control spool to the rod end of the tilt cylinder which causes the blade to tilt left. As the blade
tilts left, oil from the head end of the tilt cylinder returns through the head end passage and
flows past the main spool and the returns to the hydraulic oil tank.
09/08
BULLDOZER ANGLE CONTROL VALVE

HOLD
Tank Makeup
Passage Valve Tank
Signal
EH Main Chamber EH
Pilot Manifold Valve Spool Pilot Manifold
Tilt
Control
Valve
Tank Resolver
Passage
Load Check Pump

Valve Compensator

Spool Relief Valve
112
The illustration above shows the BLADE ANGLE control valve in the HOLD position. In this
position the flow from the implement hydraulic pump enters the control valve at the supply
port. Initially, the flow control valve is held to the left by the spring. When the system flow
enters the valve it passes the flow control valve and is stopped by the main spool. The pressure
in the passage increases and moves the flow control valve to the right metering the flow to the
main spool. The load check valve is also in the closed position while the control is in HOLD.
Oil from both rod end and head end of the cylinders is blocked by the main control valve spool.
Both the rod and head ends of the blade angle cylinder are protected by a combination makeup
valve and line relief.
NOTE: All angle control valves are fitted with flow compensator valves and are
supplied pilot oil from a pilot EH manifold.
09/08
BULLDOZER ANGLE CONTROL VALVE

ANGLE RIGHT
Tank Makeup
Passage Valve Tank
Signal
EH Main Chamber EH
Pilot Manifold Valve Spool Pilot Manifold
Tilt
Control
Valve
Tank Resolver
Passage
Load Check Pump

Valve Compensator

Spool Relief Valve
113
When the operator moves the BLADE ANGLE pilot control valve for ANGLE RIGHT pilot oil
is directed to the right end of the main control valve spool. The oil from the implement pump
flows from the supply port past the load check valve, the main spool, and then to the head end
of the left angle cylinder and to the rod end of the right angle cylinder. Oil from the opposite
ends of the cylinders returns to the control valve past the main control spool and then returns to
the hydraulic oil tank.
09/08
RIPPER LIFT CONTROL VALVE

HOLD
Tank Makeup
Passage Valve Tank
Pilot Signal Pilot

Main
Supply Chamber Supply
Valve Spool
Tilt
Control
Valve
Tank Resolver
Passage
Load Check Pump

Valve Compensator
Pump Supply
114
When the machine is equipped with a ripper, the control valve will be the fourth valve in the
valve stack. The control valve is spring centered and has three positions, HOLD, RAISE, and
LOWER.
When the control is in the HOLD position, implement pump supply oil flows into the inlet of
the valve, past the load check valve and is stopped by the closed center control valve spool.
This supply passage is a common passage to all the control valves in the stack. In HOLD, the
pump will maintain a pressure of 3000 kPa (435 psi) in the common passage.
NOTE: A dozer valve without a flow compensator valve is only fitted on the following
machine arrangements; S-Blade & Ripper, S-Blade & ARO, & Ripper, VPAT Blade, &
Ripper, VPAT Blade & ARO, & Ripper.
A dozer control valve with a flow compensator will be fitted to the following machine
arrangements; S-Blade & winch, S-Blade & ARO, & winch, VPAT Blade & winch, VPAT
Blade & ARO & winch.
09/08
RIPPER LIFT CONTROL VALVE

RAISE
Tank Makeup
Passage Valve Tank
Pilot Main Signal Pilot

Supply Valve Spool Chamber Supply
Tilt
Control
Valve
Tank Resolver
Passage
Load Check Pump

Valve Compensator
Pump Supply
117
When the operator moves the pilot control valve to RIPPER RAISE, position pilot oil is
directed to the left end of the main control valve for the ripper. The main spool moves to the
right and the implement pump oil flows from the supply port past the main control spool out
the port to the head end of the ripper cylinder. Oil from the rod end of the cylinder returns
through the rod end port of the control valve, past the main control spool and then returns to the
hydraulic oil tank.
Work port pressure in the cylinder head end also flows into the cross-drilled passage in the
09/08
D6T SIGNAL RESOLVER NETWORK

RIPPER LIFT CONTROL VALVE ACTIVATED
From From From From

Ripper Bulldozer Bulldozer Bulldozer
Lift Control Angle Control Tilt Control Lift Control
Valve Valve Valve Valve
Float To
Boost Pump
Signal Compensator
116
The resolver network consists of a resolver (ball check valve) in each implement control valve.
Each resolver compares the signal pressure from the previous control valve to the pressure from
the current control valve. The resolver valve shifts to allow the highest work port pressure to
flow to the implement hydraulic pump pump compensator valve.
In the illustration above the ripper control valve has been activated. The resolver for the ripper
compares its signal pressure to that coming from the float boost. The ripper signal is higher
because the ripper control has been activated. The signal from the ripper then travels to the
reolvers for the bulldozer angle, bulldozer tilt, and bulldozer lift circuits. In this case the ripper
circuit has the highest signal pressure because none of the other implements have been
activated. This signal goes to the pump compensator to control implement pump output.
When all the implements are in HOLD, the pressure in the resolver network is equal to tank
pressure. The pump compensator will keep the pump in the LOW PRESSURE STANDBY
position until an implement is activated.
09/08
117
Quick Drop Valve
The single quick-drop valve (1) is mounted on top of the radiator guard, in the center of the
guard and is covered with a metal enclosure. This valve provides the quick drop function for
both lift cylinders.
09/08
QUICK-DROP VALVE
To Rod End
To
Blade Lift Blade Lift
Control Cylinders
Valve
To Head End
Quick-drop Valve
118
Shown in the illustration above is a schematic for the single quick-drop valve. The valve is
mounted on top of the engine hood at the front of the machine.
In the schematic, components in the quick-drop valve are shown with the blade on the ground.
The variable orifice sleeve is the essential component in the valve and functions to create the
pressure necessary to move the valve spool and direct rod end oil to the head end in the
QUICK-DROP mode.
The piston bypass valves that are contained in the blade lift cylinder pistons allow high
pressure oil to pass from either the rod end or the head end of the cylinders. The bypass valves
serve to soften the end-of-stroke for the cylinders. The bypass valves also allow high pressure
oil to pass from either rod end or head end when one cylinder reaches end-of-stroke before the
other cylinder reaches end-of-stroke. This situation could be caused by the blade being tilted
during a BLADE RAISE or a BLADE LOWER function.
09/08
QUICK-DROP VALVE
DOZER LOWER
To Left Cylinder To Right Cylinder

Head End Head End
From Left Cylinder From Right Cylinder

Rod End Rod End
Passage to
Plunger End
Plunger
Valve Spool
Cover
Cover
Orifice Sleeve
Passage to
To / From Lift Control Valve Spool End
119
Shown in this illustration are the components of the single quick-drop valve: the orifice sleeve,
the plunger, the valve spool, the right and left covers, and the spring.
As shown in the previous illustration, the valve components are shown with the dozer blade on
the ground. Both the orifice sleeve and the plunger can float in the valve and their positions in
HOLD depend on the previous action of the lift control valve: RAISE, LOWER, or FLOAT.
09/08
QUICK-DROP VALVE
DOZER RAISE

Head End Head End

Rod End Rod End
Passage to
Plunger End
Plunger
Valve Spool
Cover
Cover
Orifice Sleeve
Passage to
120
When the main control valve spool in the blade lift control valve is moved to the RAISE
position, high pressure supply oil enters the quick-drop valve through the passage at the lower
left and moves the orifice sleeve to the right. The oil then flows out to the rod ends of the lift
cylinders. Return oil from the head ends of the lift cylinders enters the quick-drop valve
through the upper passages and flows past the valve spool to the blade lift control valve.
At the same time, return oil pressure also enters the passage to the plunger end inside the valve
spool and this pressure is felt on the right end of the plunger. However, the blade RAISE
pressure felt on the left end of the plunger is higher than the return oil pressure and keeps the
plunger shifted to the right. Blade RAISE pressure also enters the passage to the right end of
the spool. Since the same pressure is felt on the left end of the spool, the spring keeps the
spool shifted to the right.
NOTE: The orifice sleeve floats on the valve spool and is kept on the spool by a
retaining ring.
09/08
QUICK-DROP VALVE
DOZER LOWER

Head End Head End

Rod End Rod End
Passage to
Plunger End
Plunger
Valve Spool
Cover
Cover
Orifice Sleeve
Passage to
121
As the operator moves the dozer control lever forward to LOWER the blade (but not to within
3 - 4 of the FLOAT detent), return oil from the rod ends of the lift cylinders enters the
quick-drop valve through the middle passages. The return oil flows past the orifice sleeve to
the control valve and moves the orifice sleeve to the left against the retaining ring. This oil
flow creates a pressure differential across the orifice sleeve.
High pressure supply oil (red) from the blade lift control valve enters the quick-drop valve
through the lower middle passage and flows past the valve spool to the head ends of the lift
cylinders. Supply oil pressure also enters the passage to the right plunger end and is felt on the
right end of the plunger. The return oil pressure (red/white hatch) on the right end of the
plunger is higher and keeps the plunger shifted to the left.
Rod end return oil pressure (red and white stripe) enters the passage to the right end of the
spool. This pressure is also felt on the major diameter at the left end of the spool just to the
right of the orifice sleeve. In addition, return oil pressure, after the pressure drop across the
orifice sleeve, is felt on the minor diameter at the left end of the spool. The net result is that the
spool is kept to the right because of the spring and return oil pressure. The major diameters of
the spool (the effective area at the right end and the effective area just to the right of the orifice
sleeve) cancel each other. The pressure on the right end of the spool is not high enough to
overcome the spring and return oil pressure on the minor diameter at the left end of the spool.
09/08
QUICK-DROP VALVE
QUICK-DROP

Head End Head End

Rod End Rod End
Passage to
Plunger End
Plunger
Valve Spool
Cover
Cover
Orifice Sleeve
Passage to
122
When the dozer blade is rapidly lowered to the ground (the blade control lever has been moved
to a forward position that is within 3 - 4 of the FLOAT detent), the quick-drop valve operates
in the QUICK-DROP mode.
The increased lever travel results in higher cylinder rod end flow and a higher pressure drop
across the orifice sleeve. The only difference from the dozer LOWER position is that the
pressure drop across the orifice sleeve that is felt on the minor diameter of the right end of the
spool overcomes the resistance of the spring, and the spool starts to move. The minimum flow
that causes the necessary pressure drop across the orifice sleeve to begin spool movement is
referred to as the "trigger point" and occurs at a point just before the float detent of maximum
lever travel. When the spool starts to move, the effective area of the orifice sleeve decreases
and the pressure drop increases to shift the spool even further.
The result is that the spool shifts completely to the left. This movement connects the rod
end of the lift cylinders to the head end of the lift cylinders across the slots in the spool. This
connection provides even less resistance and the downward blade velocity and flow from the
rod ends increases. This connection also provides a "filling" function of the head ends of the
cylinders to minimize the pause time. Some of the oil from the rod ends still flows across the
orifice sleeve causing a pressure drop to keep the spool shifted.
09/08
QUICK-DROP VALVE
DOZER LOWER WITH DOWN PRESSURE

Head End Head End

Rod End Rod End
Passage to
Plunger End
Plunger
Valve Spool
Cover
Cover
Orifice Sleeve
Passage to
To/From Lift Control Valve Spool End
123
When the blade contacts the ground and stops, flow from the rod ends of the lift cylinders also
stops. With no pressure drop across the orifice, the spring shifts the spool back to the right.
After the pump fills the head ends of the cylinders (pause time) and the head end cylinder
pressure starts to increase, the blade begins to move down. Supply oil pressure (red) enters the
passage to the right end of the plunger. Return oil pressure (red and white stripes) from the rod
end of the lift cylinders is felt on the left end of the plunger. This pressure is lower than the oil
pressure (red and white stripes) on the right end of the plunger, and the plunger moves to the
left. The pressure drop across the orifice sleeve that is felt on the minor diameter of the right
end of the spool works to move the spool to the left. However, this movement is resisted by the
spring and the supply oil pressure (red and white stripes) acting on the plunger. Therefore, the
spool stays shifted to the right.
09/08
D6T DIFFERENTIAL STEER

TRACK-TYPE TRACTOR
STEERING SYSTEM
Hydraulic Oil Cooler
Cooler Bypass Valve
Cold Oil Relief Valve
Steering Pilot Valve Steering Pump
Steering Charge Circuit Hydraulic Oil Tank

Filter and Pressure Tap
Case Drain Filter

Steering Motor
124
Differential Steering System
The components of the steering system include the hydraulic oil cooler, cooler bypass valve,
cold oil relief valve, steering pump, hydraulic tank, case drain filter, steering motor, steering
circuit filter and pressure tap, and the steering pilot valve.
The steering and implements systems share the common tank and suction line. The case drain
lines from both systems also join together and share the same case drain filter and inlet port to
the tank.
The steering system is made up of two hydraulic circuits. There is a high pressure closed loop
system that provides oil for the steering of the machine. There is also a low pressure charge
circuit that provides control and makeup oil for the high pressure loop.
09/08
125
The steering pump on the D6T is an axial piston pump with overcenter capability. The pump
output is controlled by the steering pilot valve. The pilot valve is attached to the bottom of the
steering tiller. The pump displacement varies proportionally to the range of the pilot pressure.
The pilot pressure range is 600 to 1800 kPa (87 to 261 psi).
The flow from the steering pump controls the speed and direction of the steering motor. The
steering pump is mounted on the upper right of the torque convertor housing. It also contains
the charge pump relief valve, the pressure compensator valve, and the crossover relief and
makeup valves. The charge relief valve (1) maintains the oil pressure in the charge circuit after
the oil has been filtered and cooled. The pressure compensator valve limits the maximum
pressure in both sides of the steering loop. The crossover relief and makeup valves (3) protect
the system from pressure spikes and also provide makeup oil to the low pressure side of the
steering loop when needed. The pump control valve (2) controls the direction and volume of
oil flow through the high pressure loop by moving the swashplate in the steering pump.
09/08
D6T STEERING HYDRAULIC SYSTEM (VPAT)

Supply from Tank Steering Charge Filter
Charge Steering
HD MA X2 X1 Pump
Pump
SOS
H
Steering
Motor
Charge Steering Pilot Valve

Relief
HC
MB Cross Right Left
P.O.R Over
Valve Relief Y2 Y1
Tank
Cold Oil Hydraulic

Relief Valve Oil Cooler
Return To Tank
Cooler Bypass
And Relief Valve
126
The illustration above shows the steering system with the engine running and the steering in
HOLD position. The steering charge pump oil flows through the hydraulic oil cooler and the
steering charge filter. It then flows to the crossover relief and makeup valves and provides
charge pressure for the steering loop.
When the operator selects the direction of a turn the steering pilot valve directs the oil to the
steering motor in proportion to the movement of the control lever. This oil flow will drive the
steering motor turning the tractor.
09/08
127
The steering motor (1) is a fixed displacement bent axis motor with a self-contained flushing
valve.
Oil flow through the motor can be in either direction. A change in the direction of the oil flow
changes the rotation of the barrel, pistons and shaft. This change in rotation does not change the
output torque from the shaft of the motor.
The case drain port (2) is also identified above.

09/08
Lever
STEERING PILOT VALVE

NO TURN
Left Steer Plunger Right Steer Plunger
Centering Spring
Metering Spring
Stem Stem
From Steering Charge Pump
Pump Control Valve
128
The steering pilot control valve on the D6T is located in the left operators console. The pilot
valve is controlled manually by the operator and controls the displacement and direction of the
steering pump.
The pilot valve has two pressure reducing valves which control the displacement of the steering
pump. One valve is the STEER RIGHT condition and the other is for STEER LEFT.
When the lever is in the NO TURN (centered) position, return spring force keeps the pilot valve
assemblies in the centered position and pilot oil is blocked by both pilot stems. The pilot oil
ports at the bottom of the valve assemblies are open to drain and no pilot oil is sent to the
steering pump.
09/08
Lever
STEERING PILOT VALVE

LEFT TURN
Left Steer Plunger Right Steer Plunger
Centering Spring
Metering Spring
Stem
Steering Charge Pump
Pump Control Valve
129
The illustration above shows the steering pilot control valve in the LEFT TURN position.
When the operator moves the lever to the right (as shown), the cam follower linkage depresses
the left port plunger and regulating spring. The increased force on the regulating spring pushes
the left pilot stem down and opens a passage through the pilot stem from the pilot pressure
supply passage to the left pilot (signal) port.
The pilot stem meters the pilot oil from the supply passage to the pilot port. This metering
controls the signal pressure to the steering pump. The pressure of this signal is determined by
the force of the regulating spring, which depends on the distance the plunger is depressed.
09/08
DIFFERENTIAL STEER COMPONENTS
Hydraulic Motor
Transmission
Input
Input
To Left To Right
Final Drive Final Drive
Drive Equalizing
Steer
Planetary Planetary
Planetary
130
Differential steer tractors are not equipped with steering clutches but have a steering
differential, a hydraulic pump, a hydraulic steering motor, and steering controls. (The hydraulic
components will be discussed in the Implement Hydraulic section of this presentation.)
The steering differential has two power inputs: a speed and direction (FORWARD and
REVERSE) input from the transmission and a steering input (LEFT and RIGHT) from the
hydraulic motor. The steering differential uses the hydraulic motor power input to increase the
speed of one track and equally decrease the speed of the other track. The resulting difference in
track speed causes the tractor to turn.
The steering differential consists of the steer planetary, the drive planetary, and the equalizing
planetary.
Color codes in this illustration designate the various components.
The drive pinion, the bevel gear shaft, and the drive planetary carrier are shown in red. The
bevel gear shaft is splined to the drive planetary carrier. During turns, the hydraulic motor
pinion drives the steer planetary ring gear.
09/08
The hydraulic motor pinion and steer planetary ring gear are shown in orange. The center shaft
connects the sun gears for all three planetaries.
The sun gears and the center shaft are shown in blue.
The planet gears for all three planetaries are shown in yellow.
The left and right outer axle shafts are splined to the steer planetary and the equalizing
planetary respectively. Also, the steer planetary carrier is directly connected to the drive
planetary ring gear. These components are shown in green.
The equalizing planetary ring gear is bolted to the right brake housing and is always stationary.
The equalizing planetary is shown in gray.
09/08

STRAIGHT LINE OPERATION
Hydraulic Motor
Transmission
Input
Input
To Left To Right
Drive Equalizing
Steer Planetary Planetary
Planetary
131
This illustration shows the power flow through the differential steer system during straight line
operation (FORWARD or REVERSE). In this condition, the hydraulic steering motor does not
turn. Since the hydraulic steering motor does not turn, the steering pinion and steer planetary
ring gear are stationary (shown in gray) and the transmission provides all of the power flow
through the system.
The transmission sends power through the transfer gears, pinion, bevel gear, and bevel gear
shaft to the drive planetary carrier. At this point, the power divides causing a torque split.
Most of the torque goes through the drive planetary ring gear to the steer planetary carrier.
From the steer planetary carrier, the resulting power reaches the left final drive through the left
outer axle.
The remaining torque from the drive planetary carrier is transmitted to the equalizing planetary
sun gear through the drive planetary sun gear and the center axle.
The equalizing planetary planet gears multiply the torque in the sun gear and send the resulting
power through the right outer axle to the right final drive.
The effect of this operation is that the left and right outer axles rotate in the same direction with
the same power magnitude and the machine, therefore, tracks in a straight line.
09/08

LEFT TURN / FORWARD
Hydraulic Motor
Transmission
Input
Input
To Left To Right
Drive Equalizing
Steer Planetary Planetary
Planetary
132
During a turn, both the transmission and the hydraulic motor provide inputs to the differential
steer system with the transmission supplying most of the power to the system.
The transmission input power is transmitted to the outer axles in the same manner as during
straight line operation.
The hydraulic motor input determines the turn direction and turn radius. The rpm of the
hydraulic motor controls the turn radius (the higher the rpm, the greater the turn radius) and the
direction of rotation establishes the turn direction.
During a LEFT TURN in the FORWARD direction, the hydraulic motor sends power through
the steering planetary ring gear and planet gears to the sun gear.
The input from the hydraulic motor has two effects on the system:
1. The first effect is that the speed of all three sun gears and the speed of the center axle
increases, causing the speed of the right outer axle to increase.
2. The second effect is that the relative motion of the sun gear and planet gears in the steer
and the drive planetaries cause the drive planetary ring gear, the steer planetary carrier,
and the left outer axle to slow down. (This relative motion is due to the fact that the
drive planetary carrier is turning at a constant rpm.) The speed decrease of the left outer
axle is equal to the speed increase of the right outer axle.
09/08
To make a RIGHT TURN, the direction of the hydraulic motor is opposite of the direction for a
LEFT TURN. The motor now applies power to the steering planetary carrier causing an
increase in the speed of the steering planetary carrier, the drive planetary ring gear, and the left
outer axle. Simultaneously, all three sun gears, the center axle, and the right outer axle slow
down. The speed decrease of the right outer axle is equal to the speed increase of the left outer
axle.
NOTE: During normal operation, this system does not provide a "pivot turn"
capability. When the transmission is in NEUTRAL and is suppling no power to the
steering differential, the tractor will pivot about its center point when the steering lever
is moved. This is caused by the steering motor being the only rotational input into the
steering differential and then to the axles.
09/08
133
CONCLUSION
This presentation has discussed locations of components and the systems operation of the
engine, the cooling system, the power train, the steering and implement hydraulic system, the
electrical system, and the Caterpillar Monitoring System for the D6T Track-type Tractor.
When used in conjunction with the Service Manual and the reference information listed at the
beginning of this presentation, the information in this package will help the serviceman analyze
problems in any of the major systems of the D6T Track-type Tractor.
Pictured above is a special configuration D6T for the logging industry.

09/08
HYDRAULIC SCHEMATIC COLOR CODE
This illustration identifies the meanings of the colors used in the hydraulic schematics, the
power train schematics, and the cross-sectional views shown throughout this presentation.
SERV1865 - 167 - Visual List
09/08
VISUAL LIST
1. D6T right side view 44. Turbocharger inlet pressure sensor
2. Serial number prefixes 45. Engine coolant temperature sensor
3. Undercarriage arrangements 46. SOS sampling port (cooling system)
4. SystemOneTM 47. C9 wastegate turbocharger
5. D6T front view 48. Engine right side front
6. D6T rear view 49. Fuel pressure regulator
7. Operators compartment 50. Engine prelube system
8. Seat 51. Quick-Evac-Oil Change system
9. Steering control lever 52. C9 Fuel delivery system
10. Right console controls 53. C9 Air intake and exhaust system
11. Implement control lever 54. D6T Cooling system
12. Ripper control lever 55. Front view of radiator
13. Rt. console function switches 56. AMOCS/ATAAC cores
14. Wiper control switches 57. Radiator cap
15. MVP High Idle Speeds for NACD Market 58. Coolant shunt tank
Machines 59. D6T Demand fan control
16. MVP High Idle Speeds for E.U. Market 60. Demand fan control valve manifold
Machines 61. Demand fan clutch
17. Service brake pedal 62. D6T Power Train components
18. Dash panel 63. MVP control switch
19. Main display module 64. Power Train hydraulic system
20. Quad gage module 65. Bare frame front view
21. Alert indicator module 66. Power train oil pump
22. Monitoring system components 67. Torque divider
23. 175 amp fuse 68. Torque divider sectional view
24. Machine ECM 69. Torque convertor inlet relief view
25. Machine ECM service points 70. Torque convertor inlet relief sectional
26. Diagnostic box 71. Torque convertor outlet relief view
27. Machine control electrical system 72. Torque convertor outlet relief sectional
28. Battery box 73. Power Train oil cooler
29. Machine electrical disconnect 74. D6T PT lube distribution manifold
30. Fuse panel access 75. ECPC transmission sectional view
31. Engine left side view 76. ECPC test ports view
32. Engine left side service points 77. ECPC hydraulic control manifold
33. Engine right side 78. Transmission modulating valve
34. Engine compartment left side 79. Transmission main relief valve
35. HEUI fuel pump and transfer pump 80. Electronic brake control valve view
36. Engine electrical system 81. Electronic brake valve sectional view
37. IAP sensor 82. Brake control valve-service brakes released
38. Upper and lower speed/timing sensors 83. Brake control valve-service brakes applied
39. Intake manifold pressure sensor 84. Brake control valve-parking brake applied
40. Atmospheric pressure sensor 85. Power train fill and dipstick
41. Ether aid 86. Power train oil filter
42. Engine ECM 87. PT breather, convertor test ports
43. Engine oil pressure sensor
SERV1865 - 168 - Visual List
09/08
VISUAL LIST
88. Brake pressure test ports left side 124. Differential steer track-type tractor-steer
89. Service brake pedal and rotary sensor system
90. Implement Hydraulic system 125. Steering pump view
91. Hydraulic tank 126. Steering hyd. system VPAT
92. Implement hydraulic pump 127. Differential steer motor
93. Implement pump-engine off 128. Steering pilot control valve-no turn
94. Implement pump-low pressure standby 129. Steering pilot control valve-left turn
95. Implement pump-upstroking 130. Differential steer components
96. Implement pump-constant flow 131. Differential steer components-straight line
97. Implement pump-destroking operation
98. Implement pump-high pressure stall 132. Differential steer-left turn/forward
99. D6T pressure reducing manifold 133. Conclusion
100. Pressure reducing manifold view
101. Implement hyd. pilot control
102. Implement pilot control valve
103. Ripper control valve
104. Implement pilot valve sectional view
105. Implement control valve stack
106. Blade lift control valve-hold
107. Implement hyd. sys. with VPAT Blade,
ARO, Ripper-hold
108. Blade lift control valve with VPAT and
ARO-blade hold
109. Blade tilt control tilt left-blade raise
110. Bulldozer tilt control valve without VPAT-
hold
111. Bulldozer tilt control valve without VPAT-
tilt left
112. Bulldozer angle control valve-hold
113. Bulldozer angle control valve-angle right
114. Ripper lift control valve-hold
115. Ripper lift control valve-raise
116. D6T signal network
117. Quick drop valve
118. Quick drop valve schematics
119. Quick drop valve-hold
120. Quick drop valve-blade raise
121. Quick drop valve-blade lower
122. Quick drop valve-quick drop
123. Quick drop valve lower w/downpressure
SERV1865 - 169 - Handout No. 1
09/08
Engine System Components Identification

Directions: Use this sheet to take notes during the engine presentation. During the lab
exercise, use this sheet as a checklist for locating/identifying the system's major components.
Engine Components
____ Primary and Secondary fuel filters ____ Intake manifold air temperature sensor
____ Electric fuel priming pump and switch ____ Injection actuation pressure sensor
____ HEUI pump ____ Fuel pressure regulator
____ Fuel transfer pump ____ Fuel pressure sensor
____ Engine oil fill tube and dipstick ____ Turbo inlet pressure sensor
____ Engine oil filter ____ "Crank-without-Inject" connector/plug
____ Engine oil SOS test port ____ Upper/Lower speed/timing sensors
____ Engine oil pressure test port ____ Starter
____ Engine oil pressure sensor ____ Coolant temperature sensor
____ Engine prelube motor and pump ____ Timing calibration probe connector
____ Air filter ____ Timing calibration probe/adapter port
____ Turbocharger and wastegate ____ Auxiliary start receptacle
____ AMOCS radiator and shunt tank ____ Fumes disposal/crankcase breather
____ Engine coolant SOS test port
____ Main electrical disconnect switch
____ A4 Engine ECM
____ Alternator
____ Ether injection control solenoid
____ Intake manifold air pressure sensor
____ Atmospheric air pressure sensor

09/08
Cooling System and Fan System Components Identification

Directions: Use this sheet to take notes during the cooling/fan systems presentation. During
the lab exercise, use this sheet as a checklist for locating/identifying the system's major
components.
Cooling System Components Fan System Components (If equipped)
____ Engine oil cooler ____ Demand fan control manifold
____ Power train oil cooler ____ Demand fan control solenoid
____ Jacket water pump ____ Demand fan oil pressure test port
____ AMOCS radiator cores ____ Demand fan speed sensor
____ Coolant temperature regulator housing ____ Flexxaire fan
____ Coolant shunt tank ____ Flexxaire fan switch
____ Coolant fill tube and cap
____ Coolant level sight glass
____ Cooling system drain valve

09/08
Power Train Components Identification

Directions: Use this sheet to take notes during the power train presentation. During a lab
exercise, use this sheet as a checklist when locating/identifying the system's major components.
Power Train Components Power Train Pressure Test Ports
____ Machine ECM ____ Torque converter outlet relief pressure

test port (N)
____ Power train oil fill tube and dipstick
____ Torque converter inlet relief (supply)
____ Power train lube distribution manifold pressure test port (M)
____ Torque converter inlet relief valve ____ Transmission lube pressure (L1)
____ Torque converter outlet relief valve ____ Flywheel lube pressure (L2)
____ Torque converter outlet temp. sender ____ Transmission main relief pressure test
port (P)
____ Power train oil filter
____ Transmission clutch pressure test ports
____ Power train oil filter bypass switch (5)
____ Power train oil pump ____ Power train oil SOS port
____ Power train oil temp. sender (pump) ____ Right brake lube pressure test port (LB2)
____ Transmission circuit accumulator ____ Right brake pressure test ports (final
drive)
____ Torque converter output speed sensor
____ Left brake lube pressure test port (LB1)
____ Electronic brake control valve
____ Left brake pressure test ports (final drive)
____ Proportional brake valve solenoid
____ Brake pressure test port (B1, brake valve)
____ Secondary brake valve solenoid
____ Parking brake valve solenoid
____ Service brake pedal position sensor
____ Parking brake switch
____ Transmission lube temperature sender
____ Power train breather

09/08
Steering and Implement Hydraulic System Components Identification

Directions: Use this sheet to take notes during the hydraulic system presentation. During a lab
exercise, use this sheet as a checklist when locating/identifying the system's major components.
Steering/Implement Hydraulic Components Steering/Implement Hydraulic Test Ports

____ Hydraulic oil tank ____ Steering Pump
____ Hydraulic oil fill tube and sight glass ____ Pump discharge pressure test port (HA)
____ Hydraulic oil filters (2) ____ Pilot supply pressure test port (CP)
____ Implement pump ____ Accumulator pressure test port (CPG)
____ Pump pressure sensor (if equipped) ____ Hydraulic oil SOS (fluid sampling) port
____ Pressure reducing manifold ____ Left steer loop pressure test port (MA)
____ EH pilot manifold(s) (if equipped) ____ Right steer loop pressure test port (MB)
____ Implement lockout solenoid valve
____ Blade lift control valve
____ Ripper lift control valve (if equipped)
____ Blade angle control valve (if equipped)
____ Steering pilot control valve
____ Hydraulic system main relief valve
____ Dozer pilot valve (or EH joystick)
____ Ripper pilot valve (or winch-if equipped)
____ Quick-drop valve
____ Machine ECM
____ Hydraulic oil cooler and bypass valve
____ Hydraulic oil temperature sensor
____ Steering motor

SERV1865 - 173 - Handout No. 5A
09/08 Posttest
MACHINE SYSTEMS POSTTEST

Using any of the provided classroom materials, demonstrate your knowledge of the various
machine systems by circling the BEST ANSWER for each of following questions.
The C9 ACERT Engine
1. The atmospheric pressure sensor is used:
A. to calculate boost pressure and air filter restriction
B. to determine ambient air pressure and as a reference for all other engine pressure sensors
C. to calculate gage pressures for engine oil and fuel
D. all of the above answers (A, B, and C)
E. answers A and C
2. The intake manifold air pressure sensor is used to:
A. calculate boost pressure
B. calculate air filter restriction
C. determine ATAAC restriction
D. answers A and B
3. The turbo inlet air pressure sensor is used to:
C. determine turbocharger failure
D. answers A and B
4. The fuel transfer pump:
A. draws fuel from the secondary fuel filter
B. draws fuel from the primary fuel filter
C. maintains fuel system pressure
D. provides fuel flow through the entire fuel system
E. answers A, C, and D
F. answers B and D
5. The fuel pressure regulator:
A. maintains fuel system pressure
B. is positioned between the fuel injectors and the fuel tank
C. is positioned between the fuel injectors and the fuel transfer pump
D. answers A and B
E. answers A and C
6. The upper and lower speed/timing sensors:
A. provide engine speed information to the Engine ECM
B. provide engine speed information to the Machine ECM
C. are used to calculate shifting points for the Auto KickDown shifting strategy
D. answers A, B, and C
E. answers A and B
SERV1865 - 174 - Handout No. 5B
09/08 Posttest
MACHINE SYSTEMS POSTTEST (continued)

The Power Train System
11. The Torque Converter Inlet Relief Valve:

A. limits the maximum oil pressure to the torque converter
B. limits the maximum oil pressure in the torque converter
C. protects the components in the torque converter when the oil is cold
D. answers A and C
E. answers B and C
12. The Torque Converter Outlet Relief Valve:
A. ensures a constant oil pressure to the torque converter
B. maintains a constant maximum oil pressure in the torque converter
C. maintains a constant minimum oil pressure in the torque converter
D. limits the maximum temperature inside the torque converter
E. answers C and D
13. The Transmission Main Relief Valve maintains a minimum oil pressure:
A. for operation of the transmission
B. for operation of the torque converter
C. for operation of the brakes
D. all of the above answers
E. answers A and C
14. The brakes are:
A. spring applied and hydraulically released
B. hydraulically applied and spring released
C. hydraulically applied and hydraulically released
D. none of the above answers
15. When the service brakes are FULLY ENGAGED:
A. the proportional brake solenoid valve is DE-ENERGIZED and the secondary brake
solenoid valve is ENERGIZED
B. the proportional brake solenoid valve is ENERGIZED and the secondary brake
solenoid valve is DE-ENERGIZED
C. the proportional brake solenoid valve is DE-ENERGIZED and the secondary brake
D. the proportional brake solenoid valve is ENERGIZED and the secondary brake
E. none of the above answers
SERV1865 - 175 - Handout No. 5C
09/08 Posttest

Matching - Using any of the provided classroom materials, demonstrate your knowledge of the
steering and implement hydraulic system by matching the letter of the BEST ANSWER at the
right to each of the implement system components listed at the left.
Implement Hydraulic System
A. Directs the flow of high pressure pump supply oil

____ Hydraulic oil tank to the implement cylinders.
B. Directs pilot pressure oil to move the main
____ Pilot manifold
implement control valve spool, in proportion to the
movement of the implement control lever.
____ Implement pilot valve
C. ENERGIZED by the Machine ECM at all times
____ Pump compensator valve when an automated blade control device is turned
ON.
____ Implement lockout solenoid valve
D. ENERGIZED by the Machine ECM to direct pilot
pressure oil to move the main implement control
____ Float pilot boost line
valve spool, in proportion to the movement of the
implement control lever.
____ Implement control valve
E. Receives signals from implement control lever
____ Main relief valve sensors and sends corresponding currents to the
appropriate solenoid controlled pilot valves.
____ Solenoid controlled pilot valve
F. Blocks the flow of pilot pressure oil to the
implement pilot valves when DE-ENERGIZED.
____ Quick-drop valve
G. Directs rod-end oil from the blade lift cylinders
____ Machine ECM into the head-ends when the blade falls rapidly to
the ground.
____ Accugrade Boost solenoid valve
H. Serves as a reservoir for the hydraulic oil.
I. Contains the pressure reducing valve and the
accumulator and provides pilot pressure oil to the
pilot valves.
J. Controls margin pressure and limits maximum
pump pressure.
K. Is set higher than the pump cutoff setting and
protects the hydraulic system from excess
pressures.
L. Directs pilot pressure oil into the signal resolver
network, causing the implement pump to upstroke.
SERV1865 - 176 - Handout No. 5A
09/08 Posttest Answers
MACHINE SYSTEMS POSTTEST ANSWERS

The C9 ACERT Engine
1. The atmospheric pressure sensor is used:
A. to calculate boost pressure and air filter restriction
B. to determine ambient air pressure and as a reference for all other engine pressure sensors
C. to calculate gage pressures for engine oil and fuel
E. answers A and C
2. The intake manifold air pressure sensor is used to:
C. determine ATAAC restriction
D. answers A and B
3. The turbo inlet air pressure sensor is used to:
C. determine turbocharger failure
D. answers A and B
4. The fuel transfer pump:
A. draws fuel from the secondary fuel filter
B. draws fuel from the primary fuel filter
C. maintains fuel system pressure
D. provides fuel flow through the entire fuel system
E. answers A, C, and D
F. answers B and D
5. The fuel pressure regulator:
A. maintains fuel system pressure
B. is positioned between the fuel injectors and the fuel tank
C. is positioned between the fuel injectors and the fuel transfer pump
D. answers A and B
E. answers A and C
6. The upper and lower speed/timing sensors:
A. provide engine speed information to the Engine ECM
B. provide engine speed information to the Machine ECM
C. are used to calculate shifting points for the Auto KickDown shifting strategy
E. answers A and B
SERV1865 - 177 - Handout No. 5B

Using any of the provided classroom materials, demonstrate your knowledge of the various machine
systems by circling the BEST ANSWER for each of following questions.
The Power Train System
11. The Torque Converter Inlet Relief Valve:

A. limits the maximum oil pressure to the torque converter
B. limits the maximum oil pressure in the torque converter
C. protects the components in the torque converter when the oil is cold
D. answers A and C
E. answers B and C
12. The Torque Converter Outlet Relief Valve:
A. ensures a constant oil pressure to the torque converter
B. maintains a constant maximum oil pressure in the torque converter
C. maintains a constant minimum oil pressure in the torque converter
D. limits the maximum temperature inside the torque converter
E. answers C and D
13. The Transmission Main Relief Valve maintains a minimum oil pressure:
A. for operation of the transmission
B. for operation of the torque converter
C. for operation of the brakes
D. all of the above answers
E. answers A and C
14. The brakes are:
A. spring applied and hydraulically released
B. hydraulically applied and spring released
C. hydraulically applied and hydraulically released
D. none of the above answers
15. When the service brakes are FULLY ENGAGED:
A. the proportional brake solenoid valve is DE-ENERGIZED and the secondary brake
B. the proportional brake solenoid valve is ENERGIZED and the secondary brake
C. the proportional brake solenoid valve is DE-ENERGIZED and the secondary brake
D. the proportional brake solenoid valve is ENERGIZED and the secondary brake
E. none of the above answers
SERV1865 - 178 - Handout No. 5C

Matching - Using any of the provided classroom materials, demonstrate your knowledge of the
steering and implement hydraulic system by matching the letter of the BEST ANSWER at the
right to each of the implement system components listed at the left.
Implement Hydraulic System
A. Directs the flow of high pressure pump supply oil

_H__ Hydraulic oil tank to the implement cylinders.
B. Directs pilot pressure oil to move the main
_I__ Pilot manifold
implement control valve spool, in proportion to the
movement of the implement control lever.
_B__ Implement pilot valve
C. ENERGIZED by the Machine ECM at all times
_J__ Pump compensator valve when an automated blade control device is turned
ON.
_F__ Implement lockout solenoid valve
D. ENERGIZED by the Machine ECM to direct pilot
pressure oil to move the main implement control
_L__ Float pilot boost line
valve spool, in proportion to the movement of the
implement control lever.
_A__ Implement control valve
E. Receives signals from implement control lever
_K__ Main relief valve sensors and sends corresponding currents to the
appropriate solenoid controlled pilot valves.
_D__ Solenoid controlled pilot valve
F. Blocks the flow of pilot pressure oil to the
implement pilot valves when DE-ENERGIZED.
_G__ Quick-drop valve
G. Directs rod-end oil from the blade lift cylinders
_E__ Machine ECM into the head-ends when the blade falls rapidly to
the ground.
_C__ Accugrade Boost solenoid valve
H. Serves as a reservoir for the hydraulic oil.
I. Contains the pressure reducing valve and the
accumulator and provides pilot pressure oil to the
pilot valves.
J. Controls margin pressure and limits maximum
pump pressure.
K. Is set higher than the pump cutoff setting and
protects the hydraulic system from excess
pressures.
L. Directs pilot pressure oil into the signal resolver
network, causing the implement pump to upstroke.

Manual Caterpillar d6t Track Type Tractor Operation Cab Monitoring System Engine Power Train Implement Hydraulics

Diunggah oleh

Informasi Dokumen

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

Manual Caterpillar d6t Track Type Tractor Operation Cab Monitoring System Engine Power Train Implement Hydraulics

Diunggah oleh

Hak Cipta:

Format Tersedia

SERV1865

GLOBAL SERVICE LEARNING

Service Training Meeting Guide

Engine Systems Operation, Testing & Adjusting (C9 Engine) . . . . . . . . . . . . . . . . . .SENR9830

Interactive Video Course "Fundamentals of Mobile Hydraulics" . . . . . . . . . . . . . . .TEMV9001

SUPPLEMENTARY TRAINING MATERIALS

"Electronically Controlled Transmission System - Track-type Tractors (T.I.M.) . . . .SERV2639

Estimated Time: 8 Hours

OPERATOR'S COMPARTMENT ..............................................................................................11

CATERPILLAR MONITORING SYSTEM ..............................................................................23

POWER TRAIN .........................................................................................................................74

IMPLEMENT HYDRAULIC SYSTEM..................................................................................109

VISUAL LIST ..........................................................................................................................168

D6T TRACK-TYPE TRACT OR

The D6T is powered by the C9 ACERT (Advanced Combustion Emissions Reduction

D6T SERIAL NUMBER PREFIXES

TRACTOR WHERE BUILT

The SystemOne undercarriage system uses the following redesigned components:

A ripper or winch are also available for the D6T.

improved operator visibility, both forward and backward

an electronic Implement Lockout switch

dozer control lever (1)

front windshield wiper/washer control (4)

left cab door wiper/washer control (5)

right cab door wiper/washer control (6)

rear cab window wiper/washer control (7)

Intermediate engine speeds are attained in the following manner:

Set the high/low idle switch to the HIGH IDLE position

Caterpillar Monitoring System

Engine Coolant Temperature (1)

NOTE: The quad gage module is considered an output component.

CATERPILLAR MONITORING SYSTEM COMPONENTS

CAN Data Link

CAT Data Link

Quad Gauge Module

Forward Action Lamp

Fuel Level Sensor Action Alarm

the 70-pin J1/P1 connector Machine ECM (2)

D6T MACHINE CONTROL ELECTRICAL SYSTEM

Key Start Switch

CAN Data Link

CAT Data Link

CAT Data Link

Trans. Lube Implement Trans. Rev. Clutch

Blade Angle Trigger Switch

engine oil fill tube (1)

demand fan control valve (if equipped) (2)

engine oil dipstick (3)

A4 Engine ECM (4)

engine oil ecology drain valve (6)

timing probe and adapter port (7)

fumes disposal and crankcase breather manifold (8)

HEUI pump (9)

turbocharger (with mechanical wastegate) (1)

coolant sampling port (SOS) (2)

coolant temperature regulator (thermostat) housing (3)

engine oil filter (5)

demand fan oil supply (to control valve) (6)

power train oil cooler (7)

The HEUI pump's internal components are not serviceable.

C9 Engine Specifications Manual (SENR9829)

D6T ENGINE ELECTRICAL SYSTEM

CAN Data Link

Intake Manifold Air Demand Fan Injector No. 1