Manual Caterpillar 994f Wheel Loader Engine Oil Components Operation Systems PDF

SERVXXXX
March 2005
SERVICE TRAINING
TECHNICAL PRESENTATION
994F WHEEL LOADER

INTRODUCTION
Service Training Meeting Guide

(STMG)
994F WHEEL LOADER - INTRODUCTION
MEETING GUIDE XXXX SLIDES AND
SCRIPT
AUDIENCE
Service personnel who understand the principles of machine systems operation, diagnostic
equipment, and testing and adjusting procedures.
CONTENT
This presentation describes the location of the basic components on the engine, and the
operation of the power train, implement, steering, and brake systems for the 994D Wheel
Loader.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. locate and identify the major components in the engine, power train, implement, steering,
and brake systems;
2. explain the operation of each component in the power train, implement, steering, and
brake systems; and
3. trace the flow of oil through the power train, implement, steering, and brake systems.
REFERENCES
994F Wheel Loader Specalog
XXXXX
994F Wheel Loader Service Manual
RENR2500
994F Wheel Loader Parts Book
SEBP2793
Video "994F Wheel Loader - Introduction"
SEVN4643
TIM "994 Wheel Loader - Power Train"
SEGV2596
TIM "994 Wheel Loader - Implement Hydraulic, Air, and Lube Systems"
SEGV2601
TIM "994 Wheel Loader - Steering and Brake Systems"
SEGV2602
TIM "992G Wheel Loader - Steering and Brake Systems "
SERV2632-01
Estimated Time: 1 Hour
Illustrations: 32
Handouts: 4
Form: SERV7104-05
Date: 04/04
2004 Caterpillar Inc.

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TABLE OF CONTENTS
INTRODUCTION ..................................................................................................................5
Similarities and Differences .............................................................................................6
Component Location.........................................................................................................9
ENGINE................................................................................................................................13
Electrical Block Diagram ...............................................................................................16
COOLING SYSTEM............................................................................................................22
POWER TRAIN ...................................................................................................................27

Power Flow .....................................................................................................................27
Transmission Hydraulic System .....................................................................................32
Power Train Electrical System .......................................................................................51
Component Locations and Functions .............................................................................54
IMPLEMENT HYDRAULIC SYSTEM..............................................................................71

Pilot System ....................................................................................................................73
Main Hydraulic System ..................................................................................................79
Implement Hydraulic System Schematics......................................................................87
Implement Oil Cooling System ......................................................................................90
Autolube System.............................................................................................................91
STEERING HYDRAULIC SYSTEM..................................................................................93

Steering System Components ........................................................................................93
Steering Hydraulic System Schematics .......................................................................100
STEERING AND BRAKE OIL COOLING SYSTEM .....................................................107
BRAKE HYDRAULIC SYSTEM .....................................................................................108

Brake System Schematic ..............................................................................................108
Brake Component Locations .......................................................................................110
CONCLUSION...................................................................................................................114
SLIDE LIST........................................................................................................................115
HANDOUTS.......................................................................................................................117
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NOTES
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994F WHEEL LOADER

INTRODUCTION
2005 Caterpillar Inc.
01
INTRODUCTION
This presentation discusses the component locations and systems operation of the 994F Wheel
Loader. Basic engine and machine component locations will be discussed. Also, the power
train, the implement hydraulics, the steering, and the braking systems component location and
operation will be covered.
The 994F is the largest wheel loader in the Caterpillar product line. The loading capacity is
matched with the 785 Off-Highway Truck (Standard Machine), the 789 Off-highway Trucks
(High Lift) and 793 Off-highway Truck (Super High Lift). The new 994F Super High Lift can
be equipped with a 35.9 cubic meter (47 cubic yard) coal application bucket.
The 994F operating weight is approximately 160,200 Kg (429, 300 lbs) for a Standard
Machine, 160,800 Kg (430,900 lbs) for the High Lift, and 174,300 Kg (467,000 lbs) for the
Super High Lift.
The serial number prefix for the 994F Wheel Loader is 442.
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994F WHEEL LOADER

COMPONENT LOCATION
Steering Pump Input Drive Shaft Input Transmission

Auxiliary Drive Shaft Transfer Pilot Pump
Rear Pump Drive Gear
Brake Pump Front Pump Drive
Implement Pumps
Hydraulic Tank
Tilt Cylinder
Radiator
Group &
Coolers
Spring Final Parking Implement Drive Final
3516B
Coupling Drive Secondary Steering Brake Valve Shaft Drive
HD Engine
Pump
Torque Converter Transmission Pump Output Transfer Gear
Engine Moving Parts Power Train Hydraulics
02
Component Location
This illustration shows the basic component locations on the 994F. The component locations on
the 994F are basically the same as the 994D but are restated in this presentation as a reminder.
Power for the 994F is supplied by the 3516B High Displacement (HD) engine. The engine is
connected to the rear pump drive with a spring coupling. Power flows from the rear pump
drive to the torque converter, to the input drive shaft, and through the input transfer gear to the
transmission. Power from the transmission flows through the output transfer gears to the drive
shafts, to the bevel gears in the differentials, and then to the double reduction final drives.
The 994F also has an auxiliary drive shaft that turns the front pump drive. The front pump
drive is located in the Non Engine End Frame (NEEF).
The secondary steering pump is splined to the output transfer gears. The secondary steering
pump is ground driven.
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SIMILARITIES AND DIFFERENCES
FEATURES DIFFERENT SIMILAR SAME

Machine Appearance X
Operator's Station X
Engine X
Transmission X
Implement Hydraulic System X
Steering System X
Brake System X
Monitoring System X
Maintenance Items X
03
Similarities and Differences
This illustration compares the basic features of the 994F to the previous 994D. The chart
illustrates if the features are different, similar, or the same. The major systems on the 994F are
similiar to the 994D.
The machine appearance and the implement hydraulic system are basically the same as the
994D with the addition of a variable displacement piston pump in tandem with the center fixed
displacement piston pump on the front pump drive. The main relief pressure have been
increased from 30360 kPa (4700 psi) on the 994D to 32775 kPa (4750 psi) on the 994F. Access
to the implement pump case drain filters and the transmission and torque converter filters has
improved from the previous version of the 994D. The 994F is installed with a lift linkage
position sensor supporting in the cab control of the variable lift kickouts. Also, the 994F is
equipped with remote pressure taps for the various hydraulic systems.
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The 994F is equipped with a 3516B HD EUI as compared to the 3516B EUI in the 994D. The
new engine delivers 1,436 horse power, an increase of 14%. The 994F features new
turbocharges, high-capacity air filters, and dual 80-amp alternators. The dual alternators
promote faster engine response and increase fuel efficiency. The 994F has both starter and
transmission lockout switches and engine shutoff switch at ground level for easy access. Also,
the 994F has the option of installing the Caterpillar Oil Renewal System (ORS) which offers a
means to reduce oil changes and increased machine availability.
The power train difference between the 994D and 994F is the removal of the free wheel stator
and the torque converter outlet relief valve. The 994F power train is now equipped with two
added air-to-oil coolers in order to increase cooling of the power train system. The 994F has a
fully modulated impeller clutch torque converter with flexibility of reducing rimpull using the
left brake pedal. The pedal fully modulates the rimpull through the range of 100% to 25%.
Also, the 994F power train has remote pressure taps installed.
The braking system on the 994F has increased increased circuit pressure and now features split
control system.
The operator station on the 994F now has a new and larger cab with an approximate 75dBa
sound level. A new Caterpillar seat with state of the art suspension is installed. Also, the cab
has a trainer sear with a padded seat and back. The new cab has 50% more glass area
increasing visibilty. The 994F retains the steering and transmission integrated control (STIC)
power train which enables the operator to use small movements of a single hand to steer the
machine and make direction/gear changes.
The 994F is equipped with the latest Vital Information Management System (VIMS) that is
similiar to the 994D.
The maintenance items on the 994F are similar to the 994D. The major changes in the
maintenance are access to the filters on the 994F.
NOTE: For more information on the VIMS refer to the VIMS Service Manual
RENR6318
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04
ENGINE
This view shows the right side of the engine which can be accessed from the left side of the
machine.
Components which can be seen are:
- Turbocharger (1)
- Coolant regulator housing (2)
- Engine oil cooler (3)
- Fuel Filter (4)
- Alternator (5)
- Transmission cooler (coolant-to-oil) (6)
- Engine speed timing sensor (7)
- Crankcase pressure sensor (8)

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994F BASIC ENGINE BLOCK DIAGRAM
J2
16 Electronic Engine
Unit Injectors
J1 ECM
Ground Bolt
Jacket Water
Temperature Sensor
Speed / Timing
Sensor Aftercooler Coolant
Temperature Sensor
Oil Level Add Permanent Timing

Switch Calibration Sensor
Coolant Flow Crankcase

Switch Pressure Sensor
Turbocharger Outlet
Left Exhaust Pressure Sensor
Temperature Sensor
Filtered Oil
Right Exhaust Pressure Sensor
Temperature Sensor
Unfiltered Oil
Pressure Sensor
Cooling Fan
Speed Sensor Left Turbocharger
Inlet Pressure Sensor
Atmospheric
Pressure Sensor Right Turbocharger
Inlet Pressure Sensor
Main Power
Relay Coil Engine Shut Down Switch
Engine Shutdown
Relay To EUI Cooling Fan
Speed Sensor
Machine Interface
Connector
Cooling Fan
Proportional Valve
Machine Interface
Connector
05
Electrical Block Diagram
This block diagram of the engine electrical system shows the components that are mounted on
the engine which provide input signals to and receive output signals from the Engine Electronic
Control Module (ECM).
Based on the input signals, the Engine ECM energizes the injector solenoid valves to control
fuel delivery to the engine, and the cooling fan proportional solenoid valve to adjust pressure to
the cooling fan clutch.
The two machine interface connectors provide electrical connections from the engine to the
machine including the Cat Data Link.
Some of the components connected to the Engine ECM through the machine interface
connectors are: the throttle pedal position sensor, the throttle lock switches, the throttle lock
enabled indicator, the right brake pedal switch, the ether start control solenoid, and the ground
level shutdown switch.
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Input Components:
Speed timing sensor - The speed timing sensor sends a fixed voltage level, signal to the
Engine ECM in order to determine the engine speed, direction, and timing.
Oil level switch - The oil level switch (lower) is a float type switch mounted in the side of the
engine oil sump. The Engine ECM monitors the engine oil level switch to alert the operator
when the oil level is low.
Coolant flow switch - The coolant flow switch mounts in the coolant passage near the engine
coolant pump. When the coolant is flowing past the switch the paddle moves and closes the
switch contacts. The Engine ECM alerts the operator when there is no coolant flow while the
engine is running.
Exhaust temperature sensors - The exhaust temperature sensors have an analog to digital
converter that provides a Pulse Width Modulated (PWM) signal.
Cooling fan speed sensor, permanent timing calibration sensor - These speed sensors are
passive speed sensors that provide a signal similar to a sine wave that varies in amplitude and
frequency as speed increases. The permanent timing calibration sensor monitors the speed and
position of the flywheel.
Jacket water temperature sensor, aftercooler coolant temperature sensor - These
temperature sensors are analog temperature sensors that provide a voltage signal to the Engine
ECM.
Crankcase, atmospheric, turbocharger outlet, filtered and unfiltered oil, left and right
turbocharger inlet pressure sensors - These sensors are analog sensors that provide a voltage
signal to the Engine ECM. The voltage varies to a level that corresponds with a calibrated
pressure. The Engine ECM calibrates the pressure sensors to the atmospheric pressure when
the key switch is moved to ON position for 3 seconds without the engine running.
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8
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11
06
This illustration shows the machine controls that are located at the rear of the machine.
The following is a list of the ground level components:
- Ground level shutdown (1)
- Hood lamp (2)
- Ground level stair lamp (3)
- VIMS key switch (4)
- VIMS serial download port (5)
- Hour meter (6)
- Start lockout indicator (7)
- Transmission lockout LED (8)
- Transmission lockout switch (9)
- Start lockout switch (10)
- Locks (11)
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Turbocharger Inlet Pressure Sensor
This illustration shows the left turbocharger inlet pressure sensor (2) and right turbocharger
inlet pressure sensor (3). The illustration shows the sensors on the turbochargers (1) that are
installed on the front of the engine (located toward the rear of the machine). These analog
sensors read the pressrue in the turbo inlets and send a corresponding voltage signal to the
engine ECM. The left turbocharger inlet pressure sensor (2) and the right turbocharger inlet
pressure sensor (3) communicates with the Engine ECM.
Also shown are the inlet tubes (4).

0305
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08
This illustration shows the two engine oil level switches. Both switches are normally open
when installed for this application. Level switch (3) communicates with the Engine ECM. This
switch opens the circuit when the oil level is below the neccessary level. Level switch (2)
communicates with the VIMS module. The level switch signals that oil should be added to the
engine. If the machine is equipped with the optional Oil Renewal System, the level switch (2)
will disable the Oil Renewal System when the oil level is below the switch.
Also shown is the engine oil filler tube (1).

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09
This illustration show the right side turbo inlet exhaust temperature sensor (1). The engine is
also equipped with a turbo inlet exhaust temperature sensor on the left side (not shown). The
sensors communicate with the Engine ECM.
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10
The illustration that is above shows the location of the Engine ECM (2) and the atmospheric
pressure sensor (1).
The engine ECM is an ADEMIII is equipped two 70 pin connectors.
The Engine ECM (2) is mounted on the engine on the right side of the machine. The engine
ECM is accessed from under the machine.
The Engine ECM makes decisions based on control program information in memory, switch
inputs, analog input signals and sensor input signals.
The Engine ECM responds to machine control decisions by sending a signal voltage to the
appropriate circuit which creates an action. For example, as the operator depresses the throttle
pedal. The Engine ECM interprets the input signal from the throttle pedal position sensor,
evaluates the engine status and sends a signal to the injectors to increase fuel.
The Engine ECM receives three different types of input signals:
1. Switch input: Provides the signal line to battery, ground, or open.
2. PWM input: Provides the signal line with a square wave of a specific frequency and a
varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern
signal or a sine wave of varying level and frequency.
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The Engine ECM has three types of output drivers:

1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage
(ON) or less than one Volt (OFF).
2. PWM solenoid driver: Provides the output device with a square wave of fixed
frequency and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with 1.25 amps
for approximately one half second and then decrease the level to 0.8 amps for the
duration of the on time. The initial higher amperage gives the actuator rapid response
and the decreased level is sufficient to hold the solenoid in the correct position. An
added benefit is an increase in the life of the solenoid.
The Engine ECM receives signals from the speed timing sensors, oil level switch, coolant flow
switch, exhaust temperature sensors, coolant temperatures sensors, engine pressure sensors, and
the current engine operating status. The Engine ECM interprets signals and determines the
appropriate output signals to the engine. Different conditions of the inputs affect the output
conditions.
The Engine ECM communicates through the CAT Data Link. The CAT Data Link allows high
speed proprietary serial communications over a twisted pair of wires. The CAT Data Link
allows different systems on the machine to communicate with each other and also with service
tools such as Caterpillar Electronic Technician (ET).
The Engine ECM has built-in diagnostic capabilities. As the Engine ECM detects fault
conditions that are developed by the engine, it logs the faults in memory and displays them on
the VIMS. The fault codes can also be accessed using the ET service tool. VIMS software can
be used to view faults logged by the VIMS.
INSTRUCTOR NOTE: Engine ECM faults displayed on the VIMS relating to the Engine
ECM will have a Module Identifier (MID) of "36." For more information, refer to the
Service Manual module "Engine, Systems Operation Testing and Adjusting" (Form
RENR2211).
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This is a partial view of the front right side of the engine. The illustration is showing the
location of the following components on the right front side of the engine:
Components which can be seen are:
- Primary fuel filter (1)
- Alternator (2)
- Air conditioning compressor (3)
- Engine oil cooler (4)
- Fuel transfer pump (5)
- Coolant flow switch (6)
- Coolant pump for water jacket (7)

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This illustration shows the left side of the engine near the front. This side of the engine can be
accessed by the right side of the machine.
The illustration show the following components:
- Secondary fuel filters (1)
- Electric fuel priming pump and switch (2)
- Fuel differential pressure switch (3)
- Oil pressure sensor filtered (4)
- SOS fluid sampling oil port (engine oil) (5)
- Engine oil dipstick (6)
- Oil pressure sensor unfiltered (behind the secondary fuel filters) (7)
- Engine oil filters (8)

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FUEL SYSTEM
Fuel
Engine
Pressure
Block
Regulator
Engine Oil
Renewal
Solenoid
(Optional)
Fuel Primary
Cylinder
Heater Fuel
Head
(Optional) Filter
Fuel
Transfer Electric
Pump Fuel
Priming
Pump
Secondary Cylinder
Fuel Filters Head
Fuel
Tank
13
Fuel System
Fuel is pulled from the tank through a fuel heater, if equipped, and through the primary fuel
filter by the fuel transfer pump. Fuel flows from the transfer pump through the Engine ECM to
the secondary fuel filters.
Fuel flows from the fuel filter base through the fuel injectors in the cylinder heads. Return fuel
from the injectors flows through the fuel pressure regulator before returning through the fuel
heater to the fuel tank.
Engine oil flows from the engine block through an oil filter to the engine oil renewal system
manifold. A small amount of oil flows from the engine oil renewal system manifold into the
return side of the fuel pressure regulator. The engine oil returns to the fuel tank with the return
fuel.
The engine oil mixes with the fuel in the tank and flows with the fuel to the injectors to be
burned.
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ENGINE OIL SYSTEM
Engine Oil Renewal

System Solenoid
(Optional) Scavenge
Pump
To Fuel
Tank
Bypass
Valve
Engine
Engine
Oil Filters
Oil Cooler
Engine
Oil Pump
14
Engine Oil System
The engine oil pump draws oil from the oil pan through a screen. The engine also has a
scavenge pump at the rear of the engine to transfer oil from the rear of the oil pan to the main
sump.
Oil flows from the pump through an engine oil cooler bypass valve to the engine oil cooler.
The bypass valve for the engine oil cooler permits oil flow to the system during cold starts
when the oil is thick or if the cooler is plugged. Oil flows from the engine oil cooler to the oil
filters. The oil flows through the filters and enters the engine cylinder block to clean, cool and
lubricate the internal components and the turbochargers.
Some trucks are equipped with an optional engine oil renewal system. Engine oil flows from
the engine block through an oil filter to an engine oil renewal system manifold. A small
amount of oil flows from the engine oil renewal system manifold into the return side of the fuel
pressure regulator. The engine oil returns to the fuel tank with the return fuel
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This illustration shows the left side of the 3516B HD engine which can be accessed from the
right side of the machine
Components that can be seen include:
- Left side alternator (1)
- SOS port for the Coolant (2)
- Secondary fuel filters (3)
- Engine oil filters (4)
- Air compressor (5)
- Separate Circuit After Cooler (SCAC) water pump (6)
- Engine oil fill tube (7)

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THROTTLE LOCK CIRCUIT
RIGHT BRAKE PEDAL SWITCH ENGINE ECM

J1
998-BR F722-OR 21 Throttle Lock RH Brake (NO)
F721-GY 22 Throttle Lock RH Brake (NC)
998-BR 998-BR 5 Digital Return
F717-YL 64 Throttle Lock Set/Declerate
F718-BU 61 Throttle Lock Resume/Accelerate
THROTTLE LOCK F719-BR 62 Throttle Lock ON/OFF
998-BR SET/DECLERATION SW
THROTTLE LOCK
998-BR RESUME/ACCELERATION SW
998-BR THROTTLE LOCK SW
200-BK OR GROUND
F706-PU
113-OR BATT+
THROTTLE LOCK LAMP
16
Throttle Lock Circuit
The Throttle Lock feature is very similar to a cruise control system used on automotive and
truck applications. The main difference is that this system uses engine speed as its reference
instead of vehicle speed. Therefore, engine speed is maintained, unlike other applications
which control ground speed.
The Throttle Lock control is within the ECM. The other components are:
- Throttle Lock Enable Switch
- Set/Deceleration Switch
- Resume/Acceleration Switch
- Right Brake Pedal Switch
- Throttle Lock lamp does not communicate with the engine ECM. The Throttle Lock
Lamp ON/OFF is controlled by the Throttle Lock Enable Switch.
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The throttle lock enable switch (1) is located in the dash. The throttle lock switches that are
mounted in the cab to the right of the operator's seat are the set/decelerate (2) and the
resume/accelerate switch (3).
Also shown are button (4) for the horn and control levers (5)
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The Throttle Lock lamp (1) is lit when the Throttle Lock Switch is in the enable position.
Depressing the right brake pedal (2) will cause the desired engine speed to return to low idle.
An invalid brake switch signal will also cause the desired engine speed to return to low idle.
The throttle pedal (3) is used select the desired engine speed
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3516B HD ENGINE DERATES

Exhaust Temperature
Altitude Compensation
Air Inlet Restriction
20
The 994F derates for the 3516B HD Engine are as follows:

- Exhaust Temperature Derate
- Altitude Compensation Derate
- Air Inlet Restriction Derate
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EXHAUST TEMPERATURE DERATE

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16
14
Engine Derate (%)
12
10
0
0 15 30 45 60 75 90 105 120 135 150 165 180 195
Time (sec)
21
Exhaust Temperature Derate: The engine power will be derated when the turbine inlet
temperatures reach a critical level that may cause engine damage. The Engine ECM measures
the turbo inlet temperatures using the signals from the left and right exhaust temperature
sensors.
In the illustration above, 0% engine derate equates to a temperature of 750 C (1382 F) or
below with 15 seconds as the trigger for the derate.
When the highest of the right or left turbine inlet temperatures goes above 750 C (1382 F) for
15 seconds, the torque map is reduced by 2%. If the measured temperature does not return to
below 750 C (1382 F) within 15 second interval, the torque map will be reduced by 2%. This
will continue in 2% steps with each step lasting 15 seconds until the temperature drops below
750 C or the maximum derate of 20% is reached. The last derate level reached will remain
active until the engine is powered down.
If the condition reoccurs and the Engine ECM has not been powered down, the fuel will be
limited in the same manner starting from the previous derate level.
If a failure is detected in either the left or right exhaust temperature sensor circuits, the Engine
ECM will default to the maximum derate value of 20%. An exhaust temperature derate
occurrence will log an Engine Event in the Engine ECM that requires a Level 3 password to
clear.
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ALTITUDE COMPENSATION DERATE

39
36
33
30
Engine Derate (%)
27
24
21
18
15
12
9
6
3
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
1 Division = 1000 FEET OF ALTITUDE
22
Altitude Compensation Derate: The Engine ECM derates engine power according to
operating altitude in order to reduce exhaust temperatures. The engine ECM calculates the
operating altitude of the machine based on the signal received from the atmospheric pressure
sensor.
The Engine ECM derates the engine power approximately 3% per 305 m (1000 ft) when the
machine is operated above 3050 m (10,000 ft). The maximum altitude derate for the engine is
24% at 5180m (17,000 ft).
Altitude compensation derate does not log an event in the Engine ECM.
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AIR FILTER RESTRICTION DERATE

25
24
23
22
21
20
19
18
17
Engine Derate (%)
16
15
14
13
12
11
10
9
8
7
6
5
4
3
2
1
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Inlet Restriction (kPa)
23
Air Inlet Restriction Derate: The Engine ECM derates engine power when the air inlet or
filter becomes plugged and restricts air available for combustion resulting in elevated exhaust
temperatures. The above illustration shows the engine derates in relation to the air inlet
restriction.
The Engine ECM determines inlet air restriction by subtracting the turbocharger inlet air
pressure that is measured by the turbocharger inlet air pressure sensors from the atmospheric air
pressure.
The Engine ECM derates the power by 1% when the inlet air restriction reaches 6.5kPa (25
inches of water). The engine will default to a maximum derate of 20% if the Engine ECM
detects a fault in the circuits for the left or right turbocharger inlet pressure sensors or the
atmospheric pressure sensor.
An air inlet restriction event will be logged in the Engine ECM when the engine starts derating.
A password is not required to clear an air inlet restriction event.
NOTE: Multiple engine derate percentages can add up and result in a total engine power derate
greater than 20%.
03/05
994F ENGINE COOLING SYSTEM

NEXT GENERATION MODULAR RADIATOR (NGMR)
Separate Circuit Engine Coolant

Aftercooler (SCAC) Radiator
Radiator
Regulator
Housing
Radiator
Aux. Coolant Bypass
Direction of Pump Direction of
Air Flow Main Air Flow
Coolant
Pump Brake
Oil Cooler
Aftercoolers
Hottest
Engine
Oil
Increasing Cooler
Coolant
Temperature Power Train
Oil Cooler
Coldest
Hot SCAC Coolant
24
COOLING SYSTEM
This illustration shows the flow of the engine coolant through the radiator, the engine, the oil
coolers, and the Separate Circuit After Cooler (SCAC) coolant through the after coolers.
The 994F has been updated with Next Generation Modular Radiator (NGMR) cores for the
engine coolant and the SCAC.
Hot engine coolant from the engine enters the half of the bottom tank that is closest to the rear
of the machine. The coolant flows up through the dual pass radiator cores, then down through
the same cores and enters the half of the bottom tank nearest the engine after it has been cooled.
The main coolant pump draws the cooled engine coolant from the radiator, or the regulator
housing when the regulators are in bypass, and sends it through the engine oil cooler, the brake
oil cooler, the power train oil cooler, and then into the engine block. The engine coolant flows
through the engine coolant passages and exits the engine block through the regulator housing.
03/05
The engine coolant regulators open and allow the engine coolant to bypass the engine radiators
and flow to the main coolant pump inlet when the engine is cold. The regulators close and
direct engine coolant to the radiator when the engine reaches operating temperature. The
engine coolant regulators and radiator bypass circuit allow coolant flow through the engine and
coolers when the engine is below operating temperature.
The auxiliary coolant pump pulls the coldest coolant from the SCAC radiator cores and sends it
to the aftercoolers. The coolant flows through the aftercoolers in series and then returns to the
SCAC radiator cores.
The SCAC radiator cores are NGMR radiator cores. The hot coolant enters the split bottom
tank and flows up through the tube in the dual pass radiator cores nearest the back of the
machine. The coolant then flows down through the same cores to the half of the bottom tank
nearest the engine after it has been cooled.
The brake oil cooler has not changed and is mounted below the engine on the inside of the left
rear frame rail. The brake oil cooler is an oil to water cooler and cools the oil from the brake
cooling circuit not the brake application hydraulic oil.
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25
Radiator Group
The illustration shows the radiator cores that are used to cool the engine. The Next Generation
Modular Radiator cores are divided into two groups. Each core has nine fins per inch with two
pass coolant travel. The five cores (1) on the left make up the Separate Circuit Aftercooler
(SCAC) Radiator. The SCAC cools the front and rear aftercoolers.
The thirteen cores (2) on the right side are used to cool the engine.
Also, included in the radiator group are the engine oil cooler, the brake oil cooler, and the
power train oil coolers that are not shown in the illustration. These coolers are located between
the cooling cores and the fan blade.
03/05
4
5
6
7
8
9
10
26
Air Start System
This illustration shows the location of the engine air start components on or near the the rear
frame.
Components that can be seen include:
- Air dryer (1)
- Air horns (2)
- Air start tank (3)
- Air horn solenoids (4)
- Air compressor (5)
- Air start motor (6)
- Air start solenoid (7)
- Air relay (8)
- Gauge (service fill) (9)
- Socket (service fill) (10)
03/05
1
2
27
This illustration shows the air engine starter (1) and the air starter solenid valve (2). This photo
shows the air engine starter from under the machine on the right side. The air engine starter
solenoid valve receives starting current from the Power Train ECM (not shown).
03/05
9 9 4 F WHEEL LOADER ENGINE AIR START SYSTEM

SOLENOIDS NOT ENERGIZED
Socket
( Service Fill )
Air Dryer
Check Valve Air

St art Tank Pressure
Swit ch
Air
Compressor
Pressure
Prot ect ion
Drain Valve Valve
Air Horn
Relay
Relay
Valve
Air Horn
Relay
Air
St art Mot or
Gauge
( Service Fill)
Air St art
Solenoid
28
Air Start System
This illustration shows the air start tank charged with air pressure and the solenoids de-
energized. The engine air start system supplies the required amount of air to turn the air start
motor and will in turn start the engine.
At initial start up, the air start tank is bled down, or through leakage the air tank will need to be
charged. The socket that is located in the service fill area is used to provide the required air to
pressurize the tank. The air from the socket flows around the air dryer and into the air tank. At
this time, the air in the tank will charge the line going to the relay valve. Also, air flows to the
air horn solenoids, the gauge, the air start solenoid, and to the unloading valve on the air
compessor. When the air compressor has fully charged the tank and the lines, the unloading
valve will signal the air compressor to stop.
The pressures switch communicates with contact J1-13 on the VIMS module.
If the pressure on the unloading line (between the air tank and the air compressor) decreases,
the unloading valve will signal the compressor to resume supplying air for the air tank.
At this time, no air pressure is directed to the air start motor or to the air horns.
03/05
9 9 4 F WHEEL LOADER ENGINE AIR START SYSTEM

AIR START SOLENOID ENERGIZED
Socket
( Service Fill )
Air Dryer
Check Valve Air

St art Tank Pressure
Swit ch
Air
Compressor
Pressure
Prot ect ion
Drain Valve Valve
Air Horn
Relay
Relay
Valve
Air Horn
Relay
Air
St art Mot or
Gauge
( Service Fill)
Air St art
Solenoid
29
Air Start System
This illustration shows the air start tank charged with air pressure and the air start solenoid
energized. When the engine start switch is turned to the ON position, a signal is sent to the
Power Train ECM. Then, the Power Train ECM sends a voltage signal to the coil on the air
start solenoid to open and allow air to pass through the solenoid valve. The air will flow
through the air solenoid valve and flow to the air start motor. The pinnion (not shown) will
move into the fly wheel. Then, the air flows to the relay valve to signal the relay valve to open
and allow air to flow directly from the tank to the air start motor. When the engine is started,
release the key and the Power Train ECM will de-energize the air start solenoid valve. Also,
the Power Train ECM will de-energize the air start solenoid valve when the ECM gets a signal
that the engine is rotating at least 400 rpm for 10 seconds.
03/05
30
The air start system is equipped with a socket (2) in the service fill bay to charge the air start
tank for an initial startup or in the case of a air leak. The service bay is equipped with a gauge
(1) for checking the air pressure in the air start tank.
03/05
There are several parameters that are monitored to determine if it is appropriate to inject oil. If
any of these are not true then operation of the ORS strategy is halted until all conditions are
met or the ECM power is recycled.
The parameters that are monitored are as follows:
- Engine Speed must be greater than 1100 rpm. If engine speed exceeds 1100 rpm, oil
will be injected at the end of the 5 minute sampling period.
- Engine must be running for 5 minutes
- Coolant Temperature must be between 63C and 107C before ORS start up
- Coolant Temperature sensor fault check (open or short to ground)
- Oil pressure sensor fault check (open or short to ground)
- Oil pressure Event check (active or inactive)
- Fuel Level must be equal or greater than 10%
- Fuel Level sender fault from VIMS
- Engine Oil Level Status
The following callouts are locations of the components for the Oil Renewal System.
- Renewal tank (1)
- Metering valve (2)
- Service fill (3)

03/05
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31
Oil Renewal System (ORS)
The Oil Renewal System (ORS) is intended to increase the time between oil changes without
shortening the life of the engine. Also, the system will decrease the amount of oil to be
disposed of. The ORS removes used engine oil from the engine sump and meter that oil into
the fuel return line. The used oil wil be consumed by the engine during the normal process of
combustion.
Normal Oil Analysis will determine whether the engine oil should be changed.
The Oil Renewal System is an integrated system that requires the installation of additional iron.
The Engine ECM monitors fuel rate for 5 minutes to determine an approximate fuel usage.
For the next 5 minutes, oil is injected from the crankcase into the engines fuel return line based
on the amount of fuel that is burnt. The target concentration for this operation is approximately
0.5% oil to fuel. When the fuel tank is filled, the oil concentration will be below target. When
the fuel tank is low, the oil concentration will be above target. It should be noted that the
monitoring of fuel usage and the injection of oil would be taking place simultaneously with the
corresponding oil injection lagging by 5 minutes.
03/05
32
The Oil Renewal System is filled at the service fill that is located on the right side of the engine
end frame (EEF) near the articulation hitch. The tank filler (1) is used in order to fill the
renewal tank (not shown). LED (2) will light when the upper level switch in the renewal tank
(not shown) is activated. Access the tank filler by openning the cover over the service fill (The
illustration show the cover removed).
03/05
33
The renewal tank holds oil that will eventually be metered into the engine sump. The tank is
equipped with two level switches. The upper level switch (2) is used to illuminate the blue
LED that is in the service fill. The lower level switch (3) communicates with the VIMS
module giving a signal that the renewal tank is empty. VIMS does display a warning saying
ORS OIL LVL LO but does not instruct the operator to take any action.
NOTE: The Oil Renewal System will not be shut down until the upper level switch for the
engine oil sump shows a low level event.
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34
34A
The metering valve draws oil from the engine oil sump and sends that oil to to the fuel return
line and eventually to the fuel tank. At the same time, the engine oil sump is back filled with
new oil from the renewal tank.
03/05
35
Variable Clutch Fan Control
The variable clutch fan control is use to meet the changing cooling requirements, thus reducing
the horsepower that is used to drive the fan in cooler ambients or light duty cycle work
conditions. The Rockford fan controls and limits fan speed by proportally modulating engine
oil pressure to the clutch.
The speed of the fan will increase or decrease to compensate for a temperature change through
feedback from the temperature sensors. The Engine ECM receives feedback from three
sensors: the hydraulic oil temperature sensor, coolant temperarture sensor, and the aftercooler
temperature sensor. Each sensor has a target temperature programmed into the ECM. When
one or more of the sensors read a temperture above the key target temperature, the ECM will
send a signal voltage to the solenoid valve to increase the flow of engine oil through the valve
resulting in an increase in pressure to the variable clutch. At the same time, the speed sensor
within the clutch assembly will monitor the speed of the fan and send feedback to the Engine
ECM that the fan is rotating at the necessary speed.
03/05
The following is a list of components in the variable clutch fan control.
- Fan clutch (1)
- Control valve (2)
- Engine oil pressure supply port (3)
- Return to the engine sump port (4)

03/05
VARIABLE CLUTCH FAN SYSTEM

SPEED REDUCTION
Proportional Solenoid Valve
Coil
Assembly
Engine Oil
Pressure Port
Fan Clutch
Engine Sump
Engine Oil Pump
36
03/05
994F WHEEL LOADER

Rear POWER TRAIN POWER FLOW
Torque Input
Pump
Transmission Converter Drive Input
Drive Transmission
Oil Coolers Shaft Transfer
Transmission Gear
Filters
3516B
HD Engine
Spring Final Transmission Secondary Parking Drive Final

Coupling Drive Pump Steer Pump Brake Shaft Drive
Output
Transfer
Gears
37
POWER TRAIN
Power Flow
Power from the diesel engine is sent from the flywheel through the spring coupling to the rear
pump drive. The rear pump drive is splined to the torque converter. Other components (not
shown on this illustration) that are driven by the rear pump drive are: the two steering pumps,
the brake actuation pump, the brake cooling pump, and the steering cooling pump.
Two universal joints and the input drive shaft connect the torque converter to the transmission
input transfer gear.
The input transfer gear is splined to the transmission input shaft. The transmission output shaft
is splined to the output transfer gear. Power from the output transfer gear is sent through the
front drive shaft and its respective pinion, bevel gear, differential carrier, and axles to the front
final drives and similarly to the rear final drives.
03/05
POWER TRAIN Cat Data Link Control and Monitor

Power
ELECTRICAL SYSTEM Train
Systems
ECM
INPUT COMPONENTS OUTPUT COMPONENTS
STIC Air Start

Upshift, Downshift, Solenoid
Forward, Neutral,
Reverse Reduced Rimpull
Indicator Lamp
Key Start Switch
Clutch 1
Reduced Rimpull
Reverse Solenoid
Selection Switch
Engine Speed Sensor Clutch 2

Forward Solenoid
Parking Brake
Pressure Switch Clutch 3
3rd Gear Solenoid
Parking Brake
Position Switch Clutch 4
Steering / Transmission 2nd Gear Solenoid
Lock Switch
Clutch 5
Lockup Clutch 1st Gear Solenoid
Enable Switch
Impeller Clutch
Torque Converter Solenoid
Pedal Position Sensor
Lockup Clutch
Auto Lube
Solenoid
Pressure Sensor
Bumper Transmission
Torque Converter Lockout LED
Output Speed Sensor
Transmission Output Back-up Alarm

Speed Sensor 1 & 2 Relay
Impeller Clutch
Pressure Sensor Auto Lube
Solenoid
Bumper Transmission
Lockout Switch
38
Power Train Electrical System
This illustration of the Power Train Electrical System shows the components which provide
input signals to the Power Train ECM.
Based on the input signals, the Power Train ECM energizes the appropriate transmission control
valve solenoids for speed and directional clutch engagement. The Power Train ECM also
energizes the starter relay when starting the machine and the back-up alarm when the operator
selects a reverse gear.
When required, the Power Train ECM energizes the impeller clutch control valve solenoid, the
lockup clutch control valve solenoid, and the reduced rimpull indicator lamp.
The CAT Data Link connects the Power Train ECM to the Engine ECM. The data link also
connects the ECMs to the Vital Information Management System (VIMS) and electronic service
03/05
Power Train ECM Inputs:

STIC: Combines control of the vehicle steering system and the transmission shifting system in
a single input device.
Key Start switch: Provides a signal to the Power Train ECM when the operator wants to start
the engine. The STIC directional switch must be in the NEUTRAL position before the Power
Train ECM will permit engine starting.
Reduced rimpull selection switch: When enabled by the reduced rimpull enable switch, this
rotary switch determines the maximum rimpull torque.
Park brake pressure switch: Monitors the park brake hydraulic pressure and the Power Train
ECM can determine when pressure is applied to release the park brake.
Parking Brake Position Switch: Provides an input the Power Train ECM to signal whether
the parking brake is engaged or disengaged.
Lockup clutch enable switch: When in the ON position, enables the lockup clutch to
ENGAGE when the machine operating conditions are correct. The lockup clutch enable lamp
is turned on by electrical contacts in the switch whenever the lockup clutch is enabled..
Steering and transmission lock switch: When in the LOCK position, causes the Power Train
ECM to shift the transmission to NEUTRAL.
Torque converter pedal position sensor: Signals the position of the torque converter pedal to
the Power Train ECM. The Power Train ECM uses the position information to vary torque to
the drive train through the impeller clutch. The actual value of torque reduction is determined
by a combination of different input signals.
Torque converter speed sensor: Provides a signal the Power Train ECM uses to determine
the output speed and direction of the torque converter.
Transmission speed sensors: Provides a signal the Power Train ECM uses to determine the
output speed of the transmission.
Impeller clutch pressure sensor: Provides a pulse width modulated signal the Power Train
ECM uses to determine the impeller clutch hydraulic pressure.
Bumper Transmission Lockout Switch: Provides a ground level input the Power Train ECM
that will neutralize the transmission until the switch is moved to the UNLOCK position.
Engine Speed Sensor: A magnetic switch input that provides the engine speed to the Power
Train ECM.
Auto Lube Pressure Sensor: Provides a signal the Power Train ECM to determine the status
of the pressure disengage the
03/05
Power Train ECM Outputs:

Air Start Solenoid: The Power Train ECM energizes the air start solenoid valve when the
appropriate conditions to start the machine have been met.
Reduced rimpull indicator lamp: The Power Train ECM illuminates the reduced rimpull
indicator lamp when the appropriate machine operating conditions are met and the Power Train
ECM is providing reduced rimpull.
Clutch solenoids: The solenoids control oil flow to the speed and directional control spools.
Impeller clutch solenoid: The Power Train ECM energizes the impeller clutch modulating
valve in order to control hydraulic pressure to the impeller clutch.
Lockup clutch solenoid: The Power Train ECM energizes the lockup clutch modulating valve
in order to control pressure to the lockup clutch when the correct machine conditions have been
met.
Back-up alarm relay: The Power Train ECM energizes the back-up alarm when the operator
selects the REVERSE direction with the STIC. The backup alarm relay energizes the two
backup alarms.
Auto Lube Solenoid: The energizes the auto lube solenoid for the next lube cycle.
Bumper Transmission Lockout LED: The Power Train ECM illuminates the bumper
transmission lockout LED when the bumper transmission lockout switch is in the LOCKED
position.
03/05
39
Power Train Electronic Control Module (ECM)
The Power Train ECM (1) is located on the left side of the machine under the door on the
platform (cover must be removed).
The Power Train ECM makes decisions based on control program information in memory and
switch and sensor input signals.
The Power Train ECM responds to machine control decisions by sending a signal to the
appropriate circuit which initiates an action. For example, the operator selects an upshift using
the STIC. The Power Train ECM interprets the input signals from the STIC, evaluates the
current machine operating status and energizes the appropriate solenoid valve.
The Power Train ECM receives three different types of input signals:
1. Switch input: Provides the signal line to battery, ground, or open.
2. PWM input: Provides the signal line with a square wave of a specific frequency and a
varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern
signal or a sine wave of varying level and frequency.
03/05
The Power Train ECM has three types of output drivers:

1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage
(ON) or less than one Volt (OFF).
2. PWM solenoid driver: Provides the output device with a square wave of fixed
frequency and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with 1.25 amps
for approximately one half second and then decrease the level to 0.8 amps for the
duration of the on time. The initial higher amperage gives the actuator rapid response
and the decreased level is sufficient to hold the solenoid in the correct position. An
added benefit is an increase in the life of the solenoid.
The Power Train ECM controls the transmission speed and directional clutches and the
operation of the impeller clutch and lockup clutch. The Power Train ECM interprets signals
from the STIC, the torque converter pedal position sensor, the lockup clutch enable switch, and
the current machine operating status to determine the appropriate output signals to the systems.
Different conditions of the inputs affect the output conditions. These conditions will be
discussed later.
The Power Train ECM communicates through the CAT Data Link. The CAT Data Link allows
high speed proprietary serial communications over a twisted pair of wires. The CAT Data Link
allows different systems on the machine to communicate with each other and also with service
The Power Train ECM has built-in diagnostic capabilities. As the Power Train ECM detects
fault conditions in the power train system, it logs the faults in memory and displays them on
the VIMS. The fault codes can also be accessed using the ET service tool. VIMS software can
be used to view faults logged by the VIMS.
INSTRUCTOR NOTE: Power Train ECM faults displayed on the VIMS relating to the
Power Train ECM will have a Module Identifier (MID) of "81." For additional
information, refer to the Service Manual module "994F Wheel Loader Power Train,
Troubleshooting, Testing and Adjusting" (Form RENR6306).
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4
1 5
40
The STIC (1) is bolted to the seat at the front of the left armrest. The transmission directional
control switch (2) is a three position rocker switch that the operator uses to select NEUTRAL,
FORWARD, or REVERSE. The transmission speed upshift switch (3) and the transmission
speed downshift switch (4) are momentary contact switches that the operator uses to select the
desired speed.
When the operator selects REVERSE by depressing the top of the directional control switch,
the Power Train ECM energizes the reverse directional solenoid. The Power Train ECM also
activates the back-up alarm. When the operator selects FORWARD by depressing the bottom
of the directional control switch, the Power Train ECM energizes the forward directional
solenoid.
When the operator selects NEUTRAL by placing the directional control switch in the center
position, the Power Train ECM de-energizes both the forward and the reverse directional
solenoids. After two seconds, the Power Train ECM energizes speed solenoid No. 3 and the
transmission is in NEUTRAL until the operator selects a different gear.
When the operator presses the upshift switch, the Power Train ECM energizes the appropriate
speed clutch solenoid to select the next higher gear, and the transmission upshifts. When the
operator presses the downshift switch, the Power Train ECM energizes the appropriate speed
clutch solenoid to select the next lower gear, and the transmission downshifts.
The switches must be released and pressed again to continue shifting. If the operator presses
and holds the upshift or the downshift switch, the transmission will shift once and remain in
that speed until the switch is released and pressed again.
03/05
When the steering and transmission lock lever (5) is moved to the LOCK position (not shown),
the STIC is held in the center position and steering is disabled. In the LOCK position, the
steering lock lever depresses the steering and transmission lock switch (not visible). The
steering and transmission lock switch signals the Power Train ECM to shift the transmission to
NEUTRAL.
When the steering and transmission lock lever is moved to the UNLOCK position, the steering
and transmission functions are enabled.
The power train portion of the STIC sends input signals to the Power Train ECM. Certain
machine operating conditions will override the operator desired function of the STIC. If the
directional switch is in the FORWARD or REVERSE position when the steering and
transmission lock lever is moved to the UNLOCK position, the Power Train ECM will not shift
from NEUTRAL. The directional switch must first be moved to the NEUTRAL position, then
to the direction desired before the Power Train ECM will engage a directional clutch.
Also shown, is the push/pull parking brake control (6).
03/05
41
2
3
42
Reduced Rimpull Selection Switch

The Power Train ECM reduces rimpull by increasing the current to the impeller clutch
solenoid, which reduces the hydraulic pressure to the impeller clutch and allows slippage
between the impeller and the torque converter housing. By additionally decreasing the impeller
clutch pressure, the impeller will slip more resulting in lower torque to the power train. The
resulting additional engine horsepower can be used for the implements.
The reduced rimpull selection switch (1) has four positions. Each position corresponds to a
maximum allowable percentage of maximum rimpull. The default values for each position are
indicated as follows:
Maximum Rimpull (2) 85% Rimpull (3) 70% Rimpull (4) 55% Rimpull (5)
03/05
43
The operator turns the key start switch (1) clockwise to signal the Power Train ECM to start the
engine. The key start switch supplies a signal of +Battery to the Power Train ECM. The Power
Train ECM energizes the air start solenoid and the air start solenoid supplies air to the starting
motor and begin engine cranking. In order to start the engine, the following conditions must be
met before the Power Train ECM will energize the air start solenoid:
1. The key switch is turned to the start position.
2. The transmission directional control switch is in neutral.
3. The system voltage is below +32 Volts.
4. Engine prelube is complete (if equipped).
If the machine is equipped with the optional engine prelubrication the Power Train ECM will
request prelubrication status from the Engine ECM via the datalink. If the Engine ECM
determines the need for prelubrication, the Engine ECM will perform the prelubrication
function and signal the Power Train ECM when prelubrication has been completed.
03/05
44
The Power Train ECM monitors the position of the torque converter pedal (1) with the torque
converter pedal position sensor (2) located behind the panel at the pivot for the pedal. As the
operator depresses the pedal, the Power Train ECM increases the current to the impeller clutch
solenoid and reduces the hydraulic pressure to the impeller clutch. The rimpull will decrease
with pedal travel from the reduced maximum setting to the minimum setting. When the
operator releases the left pedal, the rimpull will return to the maximum percentage as set by the
reduced rimpull selector switch (not shown).
When the maximum allowable percentage is in the lower values, the total change of rimpull
from maximum to minimum is decreased. This condition results in a more gradual change of
rimpull over the travel of the torque converter pedal.
If the machine is not in FIRST GEAR, the impeller clutch pressure will remain at the maximum
level until the transmission is shifted into FIRST GEAR.
The torque converter pedal functions similarly when the maximum rimpull selector switch is in
the maximum position, except the maximum allowable percentage is now 100%.
NOTE: An increase in current to the impeller clutch solenoid from the Power Train ECM
results in a decrease in pressure to the impeller clutch.
INSTRUCTOR NOTE: To change the setting for each position of the reduced rimpull
selection switch, refer to the Service Manual module "994F Wheel Loader Power Train,
Troubleshooting, Testing and Adjusting" (Form RENR6306).
03/05
1 2
45
4 5
46
The impeller clutch modulating valve (1) is located on the left side of the torque converter
housing (3).
The Power Train ECM (not shown) monitors the status of the impeller clutch solenoid and can
determine certain faults that may affect operation of the impeller clutch. These faults include:
a short to +Battery, a short to ground, an open circuit, or the impeller clutch not responding
properly.
The Power Train ECM receives a signal from the impeller clutch pressure sensor (5) to monitor
the impeller clutch pressure. The Power Train ECM can compare the control of the impeller
clutch solenoid with the response of the impeller clutch pressure to determine if the impeller
clutch is responding properly.
03/05
When a fault is detected, controlled throttle shifting is used. When a directional shift is made
above 1100 rpm, the Power Train ECM will request a desired engine speed of 1100 rpm from
the Engine ECM for 1.9 seconds if shifting into forward and a desired engine speed of 1100
rpm for 2.5 seconds if shifting into reverse. This feature helps decrease the energies absorbed
in the transmission.
When the Power Train ECM detects a fault in the impeller clutch solenoid circuit, a fault will
be displayed on the VIMS message center (not shown).
The torque converter pedal position sensor (not shown) and the impeller clutch solenoid must
be calibrated through the VIMS to ensure proper operation.
Also shown are the lockup clutch solenoid (2) and the lockup clutch
valve. The lockup clutch solenoid and lockup clutch valve look similar to the impeller clutch
solenoid and impeller clutch valve but are different and should not be interchanged.
The lockup clutch solenoid is mounted on the lockup clutch valve. The lockup clutch
modulating valve is located on the left side of the torque converter housing between the
impeller clutch solenoid valve and the torque converter housing.
The Power Train ECM energizes the solenoid for the lockup clutch in order to allow oil to flow
to the lockup clutch. The pressure increases in the lockup clutch, causing it to engage and the
machine operates in DIRECT DRIVE.
The solenoid for the lockup clutch is a proportional solenoid and is energized by a modulated
signal from the Power Train ECM. The Power Train ECM varies the amount of current to
control the amount of oil flow through the lockup clutch valve to the lockup clutch.
The Power Train ECM receives a signal from the torque converter output speed sensor (4). The
speed sensor is mounted on the front of the torque converter housing above the output shaft.
The signal is a fixed voltage level, patterned waveform which the Power Train ECM uses to
determine the speed and direction of the torque converter output.
If the machine is allowed to roll backwards on an incline when a forward gear is selected the
toque converter output can turn in reverse . This condition is called reverse turbine and can
result in high temperatures inside the torque converter. If the Power Train ECM determines the
output of the torque converter is turning in the reverse direction greater than 500 rpm, the
Power Train ECM will ignore the left pedal position input and increase the impeller clutch
pressure to prevent this condition. The Power Train ECM will also override the reduced
rimpull setting if necessary to try to eliminate the reverse turbine.
The Power Train ECM monitors the temperature (6) of oil exiting the torque converter with the
torque converter outlet oil temperature sensor (1) which is mounted on the front right of the
torque converter housing, just above the torque converter outlet relief valve.
INSTRUCTOR NOTE: An increase in current to the lockup clutch solenoid from the
Power Train ECM results in an increase in pressure to the lockup clutch.
03/05
47
The lockup clutch enable switch (1) is located on the right side panel in the cab. When the
switch is in the ON (closed) position and the proper conditions have been met, the Power Train
ECM will engage the lockup clutch in order to improve the efficiency of the power train.
The Power Train ECM first sends a signal to the lockup clutch modulating valve to enengage
the lockup clutch to a Hold Level for .75 seconds to allow time for the clutch to fill. Then, the
current is ramped up to full ON in .65 seconds.
During normal operation, the Power Train ECM will ENERGIZE the torque converter lockup
clutch solenoid based on the following conditions:
1. Lockup clutch enable switch state: ON (closed).
2. Torque converter output speed: When the torque converter output speed is greater than
1125 50 rpm.
3. Time in gear: The transmission must be in the present speed and direction for at least
two seconds.
4. Time since lockup clutch solenoid was de-energized: At least four seconds must have
passed since the Power Train ECM de-energized the lockup clutch solenoid.
5. Left pedal and right brake pedal status: Both pedals must be fully released.
03/05
1 2 3
4 5
48
Torque Converter Components

The torque converter is installed on the rear pump drive.
- Impeller clutch modulating valve (2)
- Lockup clutch modulating valve (3)
Impeller clutch pressure is monitored by the Power Train ECM via the impeller clutch pressure
sensor (5). The lockup clutch pressure and the impeller clutch pressure is measured at the
pressure tap panel along with the respective clutches.
The torque converter output speed and direction is monitored by the Power Train ECM via the
torque converter output speed sensor (4) mounted near the torque converter output shaft (6).
The torque converter output speed sensor sends a signal to the Power Train ECM.
The temperature of the torque converter output oil is monitored by the torque converter output
sensor (1). The torque converter output temperature sensor sends a pulse width modulated
signal to the VIMS control module.
03/05
49
This illustration show the transmission pump that is mounted on the torque converter housing
below the output shaft on the rear pump drive. The transmission pump has two sections. The
front section (1) supplies oil to the torque converter. The rear section nearest to the torque
converter housing (2) supplies oil to the priority valve, then the lockup clutch modulating valve,
the impeller clutch modulating valve, and the transmission control valve.
03/05
1
2 3
50
4 4
51
Transmission Oil Filters
The upper illustrations shows the location of the power train filters (1) in the rear frame of the
machine. The transmision filters can be accessed by raising the door on the platform that is
behind the cab. Also shown are the torque converter housing (2) and the transmission (3).
The lower illustration shows both filters. The filter on the left filters oil that is flowing to the
priority valve (not shown). The filter on the right filters oil that is flowing to the torque
converter.
Both filters are equipped with fluid sampling ports (S O S) (4).

SERXXXX - 63 - STMG
0305
TORQUE CONVERTER
Turbine
Clutch Discs
Clutch Discs Lockup Clutch

Port
Output
Shaft
Housing
Torque Converter
Oil Port
Lockup Clutch Impeller Clutch
Port
Impeller Clutch
Stator
Impeller
Clutch Oil Pressure Converter Oil
52
Torque Converter
The Illustration shows a sectional view of the torque converter. The major components include
the rotating housing, the impeller, the turbine, the non free wheel stator, the impeller clutch, and
the lockup clutch.
The rotating housing is splined to the engine flywheel and turns with the flywheel.
When the impeller clutch port is pressurized, the impeller is connected to the rotating housing
through the impeller clutchengagement. The clutch discs are splined to the impeller. The
clutch plates are splined to the rotating housing. Pressure oil at the clutch piston will engage
the discs and plates. The impeller rotates with the housing.
The turbine is splined to the output shaft. In torque converter drive, the turbine is turned by oil
from the impeller.
In direct drive, the lockup clutch port is pressurized. The lockup clutch connects the turbine to
the rotating housing. The lockup clutch discs are splined to the turbine. The lockup clutch
plates are splined to the rotating housing. Pressure oil moves the clutch piston to engage the
discs and plates. When the clutch is engaged, the turbine, the housing, the impeller, and the
output shaft rotate as a unit at engine rpm.
03/05
2
3
1 5
4 6
53
The input transfer gear (not shown) and the basic transmission remains unchanged.
The planetary power shift transmission (1) has three FORWARD and three REVERSE speeds.
Electronic solenoids located in the hydraulic control valve (2) shift the transmission. The
solenoids are actuated by the Power Train Electronic Control Module (ECM) located in the
electronics bay at the rear of the cab.
The transmission output speed sensor (3) monitors the transmission output shaft. The signal is
sent to the Power Train ECM. The transmission output speed signal indicates when the
clutches have engaged.
The two transmission oil screens located in the front of the output transfer gear housing can be
accessed by removing the covers (4).
Also shown here are the secondary steering pump and diverter valve (5) and the output shaft (6)
for the rear drive shaft.
The oil sump for the transmission pump (not shown) is located in the bottom of the output
transfer gear case (7).
03/05
Test Port
IMPELLER CLUTCH Valve

Spring Ball Orifice
MODULATING VALVE Spool Spring
IMPELLER CLUTCH
SOLENOID DE-ENERGIZED
Solenoid Armature
From
Assembly
Pump
To Impeller
Clutch
Test Port
Valve
Spring Ball Orifice Spool Spring
IMPELLER CLUTCH
SOLENOID ENERGIZED
Solenoid Armature
From
Assembly
Pump
To Impeller
Clutch
54
This illustration is a sectional view of the impeller clutch solenoid valve.
When the impeller clutch solenoid is DE-ENERGIZED, the spring moves the pin assembly
against the ball. The ball blocks the pump flow through the orifice to drain. The oil pressure
increases at the left end of the valve spool and moves the valve spool to the right against the
spring. The valve spool blocks the passage between the impeller clutch and drain and opens the
passage between the impeller clutch and the pump. Pump oil flows past the valve spool to the
impeller clutch.
When the impeller clutch solenoid is ENERGIZED, the solenoid moves the pin assembly
against the spring and away from the ball. Pump oil flows through the center of the valve
spool, through the orifice and past the ball to drain. The valve spring moves the valve spool to
the left. The valve spool blocks the passage between the impeller clutch and the pump and
opens the passage between the impeller clutch and drain. Pump flow to the impeller clutch is
blocked. The oil in the impeller clutch flows past the valve spool to drain.
03/05
Test Port
LOCKUP CLUTCH Ball Orifice

Valve
spool Spring
SOLENOID VALVE
SOLENOID DE-ENERGIZED
Solenoid Pin From

Pump
To Clutch
Test Port
Valve
Ball Orifice Spool Spring
SOLENOID ENERGIZED
Solenoid Pin From

Pump
To Clutch
55
This illustration is a sectional view of the lockup clutch solenoid valve.
When the lockup clutch solenoid is DE-ENERGIZED, the force that held the pin assembly
against the ball is removed. The pump oil flows through the orifice and past the ball to drain.
The spring moves the valve spool to the left. The valve spool opens the passage between the
lockup clutch and drain and blocks the passage between the lockup clutch and the pump. Pump
flow to the lockup clutch is blocked. The oil in the lockup clutch flows past the valve spool to
drain.
When the lockup clutch solenoid is ENERGIZED, the solenoid moves the pin assembly against
the ball. The ball blocks pump oil flow through the orifice to drain. The oil pressure increases
at the left end of the valve spool and moves the valve spool to the right against the spring. The
valve spool blocks the passage between the lockup clutch and drain and opens the passage
between the lockup clutch and the pump. Pump oil flows past the valve spool to the lockup
clutch.
03/05
TRANSMISSION
HYDRAULIC CONTROL VALVE P3
Port to
Torque Converter Inlet
Converter Inlet P1 Modulating

Ratio Valve Relief Valve
Slug Chamber
Slug Chamber
Passage Passage
P2
Clutch No. 2 Clutch No. 3
Passage
Passage
Clutch No. 5
Clutch No. 1
1st and 3rd Speed
Directional Selector Spool
Selector Spool
Pressure Load Piston

Differential Valve
2nd Speed
Selector Spool
Passage
Clutch No. 4
56
Tansmisison Hydraulic Control Valve
Modulating relief valve: Limits the maximum clutch pressure.
First and third speed selection spool: Directs oil flow to the No. 5 and No. 3 clutches.
Load piston: Works with the modulation relief valve to control the rate of pressure increase in
the clutches.
Second speed selector spool: Directs oil flow to the No. 4 clutch.
Pressure differential valve: Controls speed and directional clutch sequencing.
Directional selection spool: Directs oil to the FORWARD and REVERSE directional clutches.
Converter inlet ratio valve: Limits the pressure to the torque converter.
Passage to Clutch No. 1: Passage to the port to energize clutch No. 1 (Reverse).
Passage to Clutch No. 2: Passage to the port to energize clutch No. 2 (Forward).
Passage to Clutch No. 3: Passage to the port to energize clutch No. 3. (Third Speed)
Passage to Clutch No. 4: Passage to the port to energize clutch No. 4. (Second Speed)
Passage to Clutch No. 5: Passage to the port to energize clutch No. 5 (First Speed).
03/05
TRANSMISSION
HYDRAULIC CONTROL VALVE P3
Port to
Converter Inlet
Converter Inlet Modulating

P1
Ratio Valve Relief Valve
Slug Chamber
Slug Chamber
Passage Passage
P2
Clutch No. 2 Clutch No. 3
Passage
Passage
Clutch No. 5
Clutch No. 1
Directional 1st And 3rd Speed
Selector Spool Selector Spool
Pressure Load Piston
Differential Valve
2nd Speed
Selector Spool
Passage
Clutch No. 4
57
Transmission Hydraulic Control Valve

The transmission hydraulic control valve is shown with the transmission shifted to the
NEUTRAL position. Supply oil from the transmission filter is directed to either the solenoid
valve manifolds (not shown) or at the top of the modulating relief valve. The pressure of the
supply oil overrides the check valve (at the inlet). Oil flows through the passage (red) around
the modulating valve through the ball check valve and fills the slug chamber (red). The
pressure in the slug chamber will override the spring and the modulating valve will move
downward. As the modulating valve moves downward, oil will flow around the modulating
valve to the cavity (orange). The oil will flow through the passag (orange) to the port for the
torque converter inlet (not shown).
The supply oil flows through the flow control orifice to the chamber for the 1st and 3rd speed
selector spool and the chamber for the 2nd speed spool (in neutral, the speed selector spool will
be shifted in order to direct oil flow to the passage clutch No. 3). Also, the oil flows through
the passage (red) to the slug chamber of the converter ratio valve and the center of the pressure
differential valve.
Oil that is flowing from the center of the differential valve through the orifice is directed below
the load piston.
03/05
Movement of the load piston in the upwards direction, begins the modulating cycle. The oil in
the upper cavity of the differential valve shifts the valve downward against the spring. When
the supply oil pressure is at approximately 380 kPa (55 psi) the force that is developed by the
oil flow to the center of the differential valve moves the differential valve downward and
overrides the spring. Oil can flow around the differential valve and flow through passage
(red/white) to cavity (P2). When the pressure at P2 reaches the 380 kPa (55 psi) differential,
the differential valve shift upwards in order to block around the differential valve. The oil
pressure at P2 will always be approximately 380 kPa (55 psi) less than the pressure at P1. The
differential pressure between P1 and P2 will make sure that the speed clutch will always
engage before the direction clutch.
With a directional shift out of neutral, the directional selector spool will be shifted in either
direction and oil in cavity (P2) will be directed to one of the two directional clutches (not
shown).
03/05
Ring POWER SHIFT TRANSMISSION

Gears
Ring
Input Sun Gear
Gears
Input
Shaft
Planetary
Carrier
Output
Shaft
5
Output Sun
1 2 3 4 Gears
58
This illustration is a sectional view that is showing the transmission planetary group. The
planatary group is equipped with two directional and three speed clutches.
In this sectional view of the transmision, the input shaft and the input sun gear ar shown in red
with the output shaft and the output sun gears shown in blue. The ring gears are shown in
green. The planetary carriers are shown in brown while the planetary gears and shafts are
shown in orange. The clutch discs, clutch plates, pistons, springs, and bearings are shown in
yellow. Stationary components are shown in gray.
Speed Engaged Clutches

First/Forward No. 2 and No. 5
Second/Forward No. 2 and No. 4
Third/Forward No. 2 and No. 3
Neutral No. 3
First/Reverse No. 1 and No. 5
Second/Reverse No. 1 and No. 4
03/05
TRANSMISSION HYDRAULIC SYSTEM

NEUTRAL
Lube - Output Lube - Rear

Lube - Output Transmission Lube
Transfer Bearings Pump Drive
Transfer Gear 276 L/min (73 Gpm)
267 L/min (7 Gpm) 23 L/min (6 Gpm)
53 L/min (14 Gpm) Dump Orifice
91 L/min (24 Gpm)
Pump
102 L/min Pressure
2 3 (27 Gpm)
Priority
Valve
Impeller Clutch
1 5 4
Lube - Input Modulating Valve
Transfer
11 L/min (3 Gpm) IC
Pressure
LUC
Pressure
Lockup Clutch
Modulating Valve
P3 Lube - Rear
Pump Drive
23 L/min(6 Gpm)
P1
Torque
Converter
Transmission Filter Torque
Filter Converter
3
2
121 L/min
P2 5 23 L/min Oil To Water Cooler
(32 Gpm)
1 (6 Gpm)
362 L/min
4 Transmission (97 Gpm) 552 kpa Oil To Water Cooler
Pump (80 Psi)
Transmission Air To Oil Cooler

Control Valve
Magnetic Screens
Sump
Air To Oil Cooler
59
Power Train Hydraulic System
This illustration shows the components and the oil flow for the power train hydraulic system in
Neutral.
In this schematic, the engine is running and the transmission in neutral. With the transmission
direction switch in the NEUTRAL position, the Power Train ECM energizes the No. 3 clutch
solenoid. The Power Train ECM also de-energizes the lockup clutch solenoid.
The transmission pump (a two section gear pump) draws oil from the sump (located in the
bottom of the transmission transfer case) through three magnetic screens that are located in the
sump by the transmission pump.
Oil from the left section of the transmission pump flows through the transmission filter (red) to
the priority valve. From the right side of the priority valve, oil flows to the lockup clutch
modulating valve and to the impeller clutch modulating valve.
During a shift, the priority valve maintains 2205 kPa (320 psi) oil pressure to the lockup clutch
modulating valve and impeller clutch modulating valve. When the transmission is in neutral,
the lockup clutch is disengaged. Also, the solenoid for the impeller clutch is de-energized and
the impeller clutch is engaged.
0305
When the transmission pump supply pressure increases above the priority valve setting, the
priority valve opens and sends oil flow to the manifold for clutch solenoid valves No. 2 and 3,
the manifold for clutch solenoid valves No. 1, 5 and 4, and the inlet passage for the selector and
pressure control valves.
The oil at the clutch solenoid valve manifolds becomes the pilot oil for the transmission speed
and directional selector spools.
When the No. 3 clutch solenoid is ENERGIZED, the No. 3 solenoid valve sends pilot oil to the
upper end of the first and third speed selector spool. The pilot oil pressure overcomes the force
of the selector valve spring and moves the spool from its center position. Oil from the inlet
passage flows through the orifice, past the speed selector spool, and into the No. 3 speed clutch.
When directional solenoids No. 1 and 2 are DE-ENERGIZED, pilot oil is blocked at the
directional solenoid valves. The directional clutch selector spool spring centers the spool. Oil
flow between the direction selector spool and the the directional clutches is blocked.
When the oil requirements of the selector and pressure control valve have been satisfied, the
remaining power train pump oil flows to the torque converter.
Oil from right side of the transmission pump is directed to the torque converter filter. Oil
flows from the filter and joins with the oil from the selector and pressure control valve. The
combined oil flows to the inlet of the torque converter. Flow continues through the torque
converter to either the sump or the power train coolers. Then the oil flows to various lube
points in the transmission lubrication circuit.
When the transmission is in NEUTRAL, the Power Train ECM disengages the optional lockup
clutch. The turbine is disconnected from the rotating housing. No power is transmitted from
the housing through the turbine.
INSTRUCTOR NOTE: Operation of the modulating relief valve, the torque converter
inlet ratio valve, and the pressure differential valve is the same as explained in STMG 421
"966D Wheel Loader Part 2--Power Train" (Form SERV1421).
03/05

FIRST SPEED FORWARD
CONVERTER DRIVE
Lube - Output Lube - Rear

Lube - Output Transmission Lube
Transfer Bearings Pump Drive
Transfer Gear 276 L/min (73 Gpm)
27 L/min (7 Gpm) 22 L/min (6 Gpm)
53 L/min (14 Gpm) Dump Orifice
91 L/min (24 Gpm)
Pump
102 L/min Pressure
2 3 (27 Gpm)
Priority
Valve
Impeller Clutch
1 5 4 Lube - Input Modulating Valve
Transfer
11 L/min (3 Gpm)
IC
LUC Pressure
Pressure
Lockup Clutch
Modulating Valve
Lube - Rear
P3
Pump Drive
23 L/min(6 Gpm)
P1
Torque
Converter
Transmission Filter Torque
3 Filter Converter
2
121 L/min
(32 Gpm)
1 (6 Gpm)
362 L/min
4 Transmission (97 Gpm) 552 kpa Oil To Water Cooler
Pump (80 Psi)
Transmission Air To Water Cooler

Control Valve
Magnetic Screens
Sump
Air To Water Cooler
60
In this illustration, the engine is running and the transmission is in 1st speed forward in torque
converter drive.
Flow from the transmission pump is directed through the transmission filter to the priority
valve, the impeller clutch solenoid valve, and the lockup clutch solenoid valve. The priority
valve maintains a minimum oil pressure to the impeller clutch solenoid valve and the lockup
clutch solenoid valve during transmission shifts. When the transmission pump supply pressure
increases above the spring setting of the priority valve, the priority valve opens and oil is
directed to the speed manifold and the direction manifold. Also, pump supply oil is directed
past the orifice to the inlet port for the 1st and 3rd speed selector spool and the inlet port for the
2nd speed selector spool.
When the operator moves the directional switch and upshift or downshift switch to the 1st
speed forward position, the Power Train ECM energizes the impeller clutch solenoid (the
impeller clutch solenoid will be energized and then de-energized). The solenoid for the lockup
clutch is also de-energized. Then, the No. 5 solenoid is energized first and No. 2 solenoid will
be energized next.
03/05
When the No. 5 solenoid is ENERGIZED, oil pressure is directed to the lower end of the 1st
and 3rd speed selector spool. The force of the oil pressure overcomes the force of the speed
selector spool spring, the spool shifts upwards and No. 5 clutch is engaged. The No. 2 solenoid
is ENERGIZED, pilot oil is directed to the upper end of the directional selection spool. The oil
pressure overcomes the force of the selector spool spring and the spool shifts downward.The
No. 2 clutch will be engaged.
When the oil requirements of the selector and pressure control valve have been satisfied, the
remaining oil combines with the oil from the transmission pump (orange). The combined oil
flows to the torque converter. Flow continues through the torque converter through the power
train coolers to the transmission lubrication circuit.
When the transmission is in NEUTRAL, the Power Train ECM pressurizes the impeller clutch
in response to the engine speed. When the engine speed is less than 1100 rpm, the impeller
clutch pressure is maintained at a holding pressure of 550 207 kPa (80 30 psi). When the
engine rpm increases from 1100 to 1300 rpm, the Power Train ECM increases the impeller
clutch pressure from 550 207 kPa (80 30 psi) to 2580 207 kPa (375 30 psi) for one
second. The Power Train ECM then reduces the impeller clutch pressure to
2274 207 kPa (330 30 psi). The impeller clutch pressure remains at 2274 207 kPa (330
30 psi) for all engine speeds above 1300 rpm. The torque converter housing and impeller rotate
at engine speed.
When the engine rpm decreases from 1300 to 1100 rpm, the Power Train ECM decreases the
impeller clutch pressure from
2274 207 kPa (330 30 psi) to 550 207 kPa (80 30 psi). The impeller clutch pressure
remains at a holding pressure of
550 207 kPa (80 30 psi) for all engine speeds below 1100 rpm. The low pressure allows
the impeller clutch to remain filled without engaging. The torque converter housing rotates
with the engine while the torque converter impeller is only partially engaged without
transmitting torque.
NOTE: The impeller clutch pressure is reduced because the pressure to the impeller
clutch is reduced after the first second (1/60 of a minute) of engagement to extend the life
of the seals and pistons in the impeller clutch. This can be demonstrated by connecting a
pressure gauge to the impeller clutch pressure tap and viewing the gauge during a
directional shift. Caterpillar Electronic Technician (ET) can also be used to view the
impeller clutch pressure and the impeller clutch solenoid valve current during a
directional shift.
03/05

SECOND SPEED FORWARD
CONVERTER DRIVE
Lube - Output Lube - Output Transmission Lube Lube - Rear

Transfer Gear Transfer Bearings 276 L/min (73 Gpm) Pump Drive
53 L/min (14 Gpm) 27 L/min (7 Gpm) Dump Orifice 23 L/min (6 Gpm)
91 L/min (24 Gpm)
102 L/min (27 Gpm)
Priority
Valve
Impeller Clutch
Lube - Input
Modulating Valve
Transfer
11 L/min (3 Gpm)
Lockup Clutch
Modulating Valve
Lube - Rear
P3 Pump Drive
SOS SOS
23 L/min (6 Gpm)
P1
Transmission Torque Torque

Filter Converter Converter
3
2 Filter
P2 121 L/mi
5 Oil To Water Cooler
(32 Gpm)
1
Transmission 552kpa
362 L/min Oil To Water Cooler
Pump (80psi)
(97 Gpm)
TRANSMISSION Air To Water Cooler

CONTROL VALVE
Magnetic Screens
Sump
Air To Water Cooler
61
When the transmissionis shifted from FIRST SPEED FORWARD to SECOND SPEED
FORWARD (speed shift), the Power Train ECM de-energizes the No. 5 clutch solenoid, and
energizes the No. 4 clutch solenoid. The Power Train ECM also continues to de-energize the
impeller clutch solenoid and the lockup clutch solenoid.
When de-energized, the No. 5 clutch solenoid valve interrupts the flow of pilot oil to the speed
selector spool and directs the pilot oil to the sump.
When energized, the No. 4 clutch solenoid valve sends oil to the end of the 2nd speed selector
spool. The force of the oil pressure overcomes the force of the selector valve spring and moves
the spool from its center position. Oil from the inlet passage flows through the orifice, into the
No. 4 speed clutch.
The empty No. 4 clutch causes the pressure at P1 and P2 to be less than 375 kPa (55 psi). The
decrease in P1 oil pressure allows the pressure differential valve spring to move the differential
valve up. When the differential valve moves up, the differential valve opens a passage for oil in
the differential valve spring chamber and the load piston cavity to flow to drain. The
transmission control valve then repeats the fill and modulation cycle.
During a speed shift, the Power Train ECM maintains maximum pressure in the impeller clutch.
The transmission directional clutch picks up the load after a dirction shift.
03/05

SECOND SPEED REVERSE
CONVERTER DRIVE

91 L/min (24 Gpm)
102 L/min (27 Gpm)

2 3
Priority
Valve
Impeller Clutch
1 5 4 Lube - Input
Modulating Valve
Transfer
11 L/min (3 Gpm)
Lockup Clutch
Modulating Valve
Lube - Rear
P3 Pump Drive
SOS SOS
23 L/min (6 Gpm)
P1

2 3 Filter
121 L/mi
(32 Gpm)
1 6 Gpm)
Transmission 552kpa
4 362 L/min Oil To Water Cooler
Pump (80psi)
(97 Gpm)

Control Valve Magnetic Screens
Sump
Air To Water Cooler
62
When the transmission is shifted from First Speed Forward to Second Speed Reverse
(directional shift), the Power Train ECM de-energizes clutch solenoids No. 2 and 5 and
energizes clutch solenoids No. 1 and 4. The ECM also energizes the impeller clutch solenoid
and de-energizes the lockup clutch solenoid.
When the Power Train ECM de-energizes the No. 2 clutch solenoid, the No. 2 clutch solenoid
valve blocks the pilot oil flow and sends the pilot oil at the end of the selector spool to drain.
The force of the selector valve spring moves the spool to its center position. When the selector
spool moves to the center position, oil in the No. 2 clutch flows to the sump.
When the Power Train ECM energizes the No.1 clutch solenoid, the No. 1 clutch solenoid valve
sends pilot oil to the lower end of the directional selector spool. The force of the oil pressure
overcomes the force of the selector valve spring and shifts the spool from its center position.
Directional clutch oil flows from the pressure differential valve, past the directional selector
spool, and into the REVERSE clutch (No. 1).
03/05
When the Power Train ECM de-energizes the No. 5 clutch solenoid, the No. 5 clutch solenoid
valve blocks the flow of pilot oil and sends the pilot oil at the end of the 1st and 3rd selector
spool to the sump. The selector spool moves to the center position, oil in the No. 5 clutch
flows to the sump.
When the ECM energizes the No. 4 clutch solenoid, the No. 4 clutch solenoid valve sends pilot
oil to the right side of the 2nd speed selector spool. The force of the oil pressure overcomes the
force of the selector spool spring and moves the spool from its center position. Oil from the
inlet passage flows through the orifice, past the 1st and 3rd speed selector spool, past the 2nd
speed selector spool, and into the No. 4 speed clutch.
As the empty No. 1 and 4 clutches fill, they cause the P1 and P2 pressures to decrease to less
than 375 kPa (55 psi) momentarily. The momentary decrease in P1 oil pressure allows the
differential valve spring to move the differential valve up. When the differential valve moves
up, the differential valve opens a passage for oil in the differential valve spring chamber and
the load piston cavity to flow to drain. The transmission control valve then repeats the fill and
modulation cycle.
During a directional shift, the Power Train ECM reduces the pressure in the impeller clutch
allowing the impeller clutch to slip. The ECM monitors the torque converter output speed
sensor and the transmission output speed sensor to determine when the transmission clutches
are engaged. When the transmission clutches are engaged, the ECM engages the impeller
clutch in the torque converter. The torque converter absorbs the energy of a directional shift.
03/05

SECOND SPEED FORWARD
DIRECT DRIVE

91 L/min (24 Gpm)
102 L/min (27 Gpm)

2 3
Priority
Valve
Impeller Clutch
1 5 4 Lube - Input
Modulating Valve
Transfer
11 L/min (3 Gpm)
Lockup Clutch
Modulating Valve
Lube - Rear
P3 Pump Drive
SOS SOS
23 L/min (6 Gpm)
P1

2 3 Filter
121 L/mi
(32 Gpm)
1 6 Gpm)
Transmission 552kpa
4 362 L/min Oil To Water Cooler
Pump (80psi)
(97 Gpm)

Control Valve Magnetic Screens
Sump
Air To Water Cooler
63
When the machine is operating in torque converter drive, six conditions must be present before
the Power Train ECM will energize the solenoid for the lockup clutch and shift the torque
converter to direct drive.
1. The transmission is in second or third gear.
2. The lockup clutch enable switch is in the ON position.
3. The torque converter output speed is above 1375 50 rpm.
4. The machine has been in the present speed and direction for more than two seconds.
5. Neither brake pedal is depressed.
6. The lockup clutch has been released by the Power Train ECM for at least four seconds.
03/05
When the solenoid for the lockup is energized, the lockup clutch modulating valve opens. The
transmission pump oil flows past the lockup clutch modulating valve and fills the lockup
clutch. The lockup clutch engages and connects the turbine to the rotating housing.
In DIRECT DRIVE, both the impeller clutch and the lockup clutch are engaged. The torque
converter rotating housing, the impeller, and the turbine turn as a unit. When the solenoid for
the lockup is energized, the lockup clutch modulating valve opens. The transmission pump oil
flows past the lockup clutch modulating valve and fills the lockup clutch. The lockup clutch
engages and connects the turbine to the rotating housing.
03/05
64
65
2 3
The 994F Wheel Loader is equipped with two oil-to-coolant coolers (1) and two oil-to-air
coolers (2 and 3). The oil-to-coolant coolers are located on the left side of the engine. These
two coolers use engine coolant to cool the transmission oil as the oil passes through the coolers.
In line with the transmission oil flow through the two oil-to-coolant, an orifice is installed to
divide the flow of oil between the oil-to-coolant and two oil-to-air coolers. Approximately two
thirds of the torque converter outlet oil flow through the oil-to-coolant coolers.
The two oil-to-air coolers are located in the cooler package at the rear of the machine. Cooler
(3) has an orifice (not shown) that divides the other one-third of the transmission oil in half.
One half of the oil flows through cooler (2) and one half of the torque converter oil flows
through cooler (3). The oil from the coolers flow back to the transmission and lubricate the
transmission bearings before returning to the transmission sump.
03/05
4 3
5
66
The Power Train ECM shifts the transmission by energizing the solenoid valves that are located
in the transmission control valve group on top of the transmission.
Two solenoid valves are used to control Reverse (1) or Forward (2) directional shifts and three
solenoid valves are used to control speed shifts: First (5), Second (4), and Third (3).
The solenoid valves are two-position, three-way solenoid valves. The solenoid valves are
normally open to drain. When energized, the solenoid valve spool moves to direct pressure oil
to one end of the transmission control valve spool. The transmission control valve spool then
directs oil to the appropriate clutch.
The solenoids are operated by 12VDC max. The Power Train ECM first energizes the
solenoids with 12VDC for one second and then decreases the voltage to approximately
8.25VDC for the remainder of the time that the solenoid is energized. The decreased voltage
level is enough to keep pressure oil to the control valve spool to maintain position while
extending the service life of the solenoid.
03/05
67
68
1 2 4
Auto Lube System
The auto lube system (arrow) is located on the left side in the platform. Access the auto lube
system by lifting the door panel as shown in the upper illustration.
The auto lube sensor (2) is located on the top plate of the tank. The sensor is a 5 kHz sensor
that communicates with the Power Train ECM.
The auto lube solenoid (1) is an output of the Power Train ECM. The ECM sends a current to
the solenoid to cycle the auto lube pump (3).
Also shown, is the auto lube tank (4).

03/05
69
This illustration shows the lubrication points on the rear frame (EEF) of the machine. The auto
lube pump and tank assembly (1) is located on the left side of the machine in the platform. The
previous illustration shows the components of the auto lube pump. Also shown is the engine
fan system and pulley (2).
The following is a list of the lube points on the EEF.

- Fan drive shaft bearing
- Pulley (support group alternator)
- Rear trunnion (rear axle) (Qty 2)
- Front trunnion (rear axle) (Qty 2)
- Head end of the steering cylinders (Qty 2)
- Lower bearing articulation hitch
Hose (3) supplies auto lubrication to the components on the loader frame (NEEF).
Note: The upper drive shaft bearing is not an auto lube point. This point is greased manually
by the operator.
03/05
70
This illustration shows the locaton of the auto lube points on the pulley shaft and the fan drive
shaft.
03/05
1
2
71
This illustration shows the lubrication points on the loader frame (NEEF) of the machine. The
loader arms and the draw bar lube points are not shown in this illustration and will be shown in
the following illustration.
The following is a list of the lube points on the EEF.

- Tilt cylinder head end pins (Qty 2)
- Steering cylinder rod end pins (Qty 2)
- Lift cylinder head end pins (Qty 2)
- Upper bearing articulation hitch
Divider block (1) supplies auto lubrication to the left side of the lift linkage and divider block
(2) supplies auto lubrication to the right side of the lift linkage.
Note: The lower drive shaft bearing is not an auto lube point. This point is greased manually
by the operator.
03/05
72
The illustration shows the auto lubrication points for the lift and tilt linkage.
The following is a list of the lube points on the lift linkage and tilt linkage.
- A-Pins for upper end of the lift arms (Qty 2)
- B-Pins for the lower end of the lift arms (Qty 2)
- C-Pins link assembly to the bucket (Qty 2)
- D-Pins lever assembly to the link assembly (Qty 2)
- E-Pins lever assemlby to the rod end of the tilt cylinder (Qty 2)
- K-Pins for the rod end of the lift cylinder (qty 2)
- Center pins for the lever assembly to the lift linkage (qty 2)
03/05
1 11 12 13
2
3 14
4
6 17
5
7 10 16
15
8
9
18
73
The power train hydraulic system is equipped with remote pressure taps. The remote pressure
taps are located in the service bay, behind the cab. The remote pressure taps are:
Rear brake pressure (1)

Front brake pressure (2)
Brake cooling pump pressure (3)
Front brake accumulator pressure (4)
Rear brake accumulator pressure (5)
Implement pilot pressure (6)
Implement cooling pump pressure (7)
Left steering pump pressure (8)
Right steering pump pressure (9)
Steering cooling pump pressure (10)
Speed clutch pressure (11)
Directional clutch pressure (12)
Torque converter inlet pressure (13)
Torque converter outlet pressure (14)
Transmission lube pressure (15)
Impeller clutch control pressure (16)
Lock-up clutch control pressure (17)
Transmission fluid sampling port (SOS) (18)
03/05
994F WHEEL LOADER

IMPLEMENT HYDRAULIC SYSTEM
Implement Oil Cooling Pump Pilot Control Valve
Pilot Relief Valve Pilot Pump
Pilot Filter Front Pump Drive
Implement Pump Case Drain Filters
Implement Pumps
Main Relief Valves
Main Control Valves
Tilt Cylinders
Implement Implement Cooling High Pressure Lift Implement

Oil Cooler Oil Filter Oil Screens Cylinders Hydraulic Tank
Pilot System Main System Cooling System
74
Implement Hydraulic System
The 994F Wheel Loader implement hydraulic system consists of two basic systems with an
additional common cooling system.
The systems are divided in the following color codes:
Orange Pilot hydraulic system
Red Main hydraulic system
Green Common cooling system for the Implement hydraulic oil

03/05
IMPLEMENT ELECTRONIC Implement Electronic

CONTROL SYSTEM Control Module (ECM)
Cat Data Link
Input Components Output Components
Lift Linkage
Position Sensor Variable Pump Solenoid Valve
Implement Pump Lower Kickout Cushion Solenoid

Pressure Sensor
Raise Stop Solenoid
Kickout Set Switch
Lower Detent Coil

Tilt Kickout Switch
Raise Detent Coil
Tilt Detent Coil
75
Implement Electronic Control System
This diagram of the Implement Electronic Control System shows the components which
provide input signals to the Implement ECM and output signals from the Implement ECM.
The Implement Electronic Control Module (ECM) receives input signals from the various
sensors and switches on the machine. The Implement ECM processes the input signals, makes
decisions, and provides a corresponding signal voltages to the proportional solenoid valves and
detent coils. The Implement ECM stores information from the calibrations, machine settings
and operational functions. The Implement ECM monitors diagnostic conditions and reports
events to the Cat Monitoring System or to Cat Electronic Technician. Also, the Implement
ECM provides a means of calibrating the mechanical components for optimal operation.
The Implement ECM shares operational data with the other ECMs and the Cat Monitoring
System through the Cat data link.
SERVxxx - 90 - STMG
03/05
The input components to the Implement ECM are:

Lift linkage Position Sensor: Sends a PWM signal to the Implement ECM communicating
the position of the lift linkage in relation to the loader frame.
Kickout set switch: Sends the raise and lower kickout position to the Implement ECM
Tilt kickout switch: Sends a signal to the Implement ECM to de-energize the tilt detent coil at
the exact set position.
Implement pump pressure sensor: Sends the implement pump pressure to the Implement
ECM as a pulse width modulated signal.
The output components which receive signals from the Power Train ECM are:
Variable Pump Solenoid Valve: This solenoid valve is an output from the Implement ECM
that controls the signal flow from the implement pump. The solenoid valve controls the
upstroke and destroke of the variable piston pump
Lower kickout cushion solenoid: This proportional solenoid valve is an output from the
Implement ECM. The lower solenoid directs pilot oil through an orfice to the lower end of the
lift stems.
Raise stop solenoid: This proportional solenoid valve is an output from the Implement ECM.
Blocks pilot oil flow to the raise end of the lift stems.
Raise kickout detent coil: The coil is an electromagnetic component that retains the lift
control lever in the full raise position.
Lower kickout detent coil: The coil is an electromagnetic component that retains the lift
control lever in the full lower position.
Tilt kickout detent coil: The coil is an electromagnetic component that retains the tilt control
lever in the full tilt back position.
03/05
76
77
The upper illustration shows the lift linkage position sensor (1). Lift linkage position sensor is
located on the right side of the loader frame. The sensor sends a PWM signal to the
Implement ECM reflecting the position of the lift linkage.
NOTE: To calibrate the lift linkage position sensor, refer to the Service Manual module
"994F Wheel Loader Hydraulic System, Troubleshooting, Testing and Adjusting Position
Sensor (Lift Linkage - (Calibrate)" (Form RENR6323).
The lower illustration shows the tilt kickout switch (2). The tilt kickout switch is located on the
right side tilt cylinder. The switch sends a signal to the Implement ECM to de-energize the tilt
detent coil (not shown) as the magnet (3) passes under the switch. Normally, the magnet is
adjusted to position the bucket at the proper dig angle.
03/05
78
79
The upper illustration shows the implement pump pressure sensor (1). The pressure sensor is
located on the right side inside the loader frame. Access the pressure sensor from under the
front frame. The sensor sends the pressure through a PWM signal to the Implement ECM.
The lower illustration shows the raise/lower kickout set switch (2) on the panel inside the cab.
The switch sends the Implement ECM the position to set the kickout for the raise position and
the lower cushion
03/05
80
2
4
3
81
The above illustration shows the location of the variable pump solenoid valve (1) in the NEEF
(2).
The lower illustration shows the variable pump solenoid valve (1). The valve controls the
signal pressure for the variable displacement piston pump (center section). When the solenoid
is de-energized , the valve is closed and the pressure in the signal line instructs the pump to go
to maximum flow. When the conditions are met to activate Dig Trigger, the Implement ECM
sends current to the solenoid valve. The solenoid is energized and the solenoid valve shifts to
the OPEN position. The signal oil goes tank pressure and the variable pump will be instructed
to go to standby.
Also shown are the check valve (3) and the selector and pressure control valve (4)
03/05
2
1
82
3 4
83
The upper illustration shows the location of the raise stop solenoid valve and the lower kickout
cushion solenoid valve (1) in releation to the transmission control valve (2).
The lower kickout cushion solenoid valve (3) controls the flow of pilot oil from the pilot
control valve to the main control valves. When the solenoid is de-energized, the pilot oil free
flows through the valve. When the solenoid is energized by a signal from the Implement ECM,
the flow of pilot oil through the valve is blocked. The pilot oil flows around the solenoid valve
through orifice (5). The orifice will cause a drop in pilot pressure to the lower end of the lift
stem. The lift stems in the main control valves (not shown) will decrease the flow of supply oil
to the rod end of the lift cylinder.
03/05
When the lift cylinders approach the raise stop at approximately 20 mm ( 0.8 inch) away from
full extension, the Implement ECM sends a voltage signal to the raise stop solenoid valve to
block pilot oil to the raise end of the lift stem. The lift stem will shift to the CENTER position
block supply oil to the head end of the lift cylinders.
03/05
Front
of
Machine 1 1 1
994F
Front Pump Drive
3 5
4
1 Fixed Displacement Piston Pumps (Implement)

2 Variable Displacement Piston Pump (Implement)
3 Implement Oil Cooling Pump
4 Implement Pilot Oil Pump
5 Front Pump Drive Lubrication Pump
84
The above illustration shows the location of the pumps on the 994F front pump drive.
The implement system has three fixed displacement piston pumps (1) and one variable
displacement piston pump (2).
The implement oil cooling pump (3), the implement pilot pump (4), and the front pump drive
lubrication pump (5) are fixed displacement gear pumps.
03/05
85
Front Pump Drive Lubrication System
The front pump drive system is located in the loader frame (NEEF). The front pump drive
lubrication system lubricates the bearings and gears and filters the oil in the front pump drive.
Access the front pump drive (1) from the articulation hitch area.
03/05
1 2
3
86
3 87
5
Front Pump Drive System
The oil is drawn from the front pump drive (1) by the front drive lubrication pump (4) and is
sent through the filter (3). The oil from the filter is sent to the divider block (2) and the oil is
directed to the individual bearing and gear lubrication points in the front pump drive.
The oil filter group consists of the filter base and filter, the SOS fluid sampling port (7), filter
bypass switch (5), and the temperature sensor (6). The front pump drive oil filter bypass switch
and the front pump drive oil temperature sensor communicate with the VIMS module.
03/05
994F IMPLEMENT
Tilt Lift
PILOT HYDRAULIC SYSTEM
Pilot HOLD
Valve
Lower
Kickout
Cushion
Solenoid
Valve
Lift
Check Stop
Valve 1 Solenoid
Selector Valve Sequence
And
Valve
Pressure
Control
Valve From Makeup And Vent Valve
Selector Valves
From
Lift Cylinders
Check
Valve 2
Pilot To Lift
Filter Control
Pilot Relief
Valve Valves
Pilot
Pump To Tilt
Implement Control
Hydraulic Tank Valves
To
Implement
Cooler
88
Pilot System
This illustration shows a block diagram of the pilot hydraulic system. In this illustration, the
engine is running and the control levers are in the HOLD position.
The pilot system is a closed center design. Oil is drawn from the implement hydraulic tank by
the pilot pump. Pump oil is directed through the pilot filter group and is divided into two
directions. One pathe flows to the the pilot relief valve and the other path flows to the selector
valves . The pilot hydraulic system will constantly operate at the relief valve setting. When the
pilot pump pressure reaches the relief valve setting, the relief valve opens. Oil over the relief
valve flows to the implement oil cooler (not shown) before returning to the hydraulic tank.
The pilot oil flows over an opened check valve 2 to the pilot control valves. Check valve 2
blocks oil from returning back to the pump. The pilot oil will be blocked at the pilot control
valves until either the tilt or lift control lever is moved. Check valve 1 is installed between the
pilot line and the selector and pressure control valve in order to block the pilot oil from flowing
to the selector and pressure control valve.
Pilot oil from the filter is also directed to the selector valves for the lift and tilt pilot lines.
When the control levers are in the HOLD position, the pressure at each end of the selector
valves is equal.
03/05
The selector valves will be in the CENTER position. Pilot oil flows through the selector valves
and through the orifices. The selector valve is used in order to circulate a small amount of
warm pilot oil from the pilot pump into the pilot lines when the pilot control valve controls
aren't being used to help out with cold weather conditions. As soon as the operator moves
either control lever, in either direction, the valve shifts and blocks the flow to the pilot lines. It's
called a thermal purge because it "purges" warm pilot oil into the pilot system. In the HOLD
position, the pilot oil flows back through the tank port on the pilot control valve to the
hydraulic tank.
The selector and pressure control valve is used in the pilot system to control the pilot pressure
that is provided when the lift cylinders are extended and there is pressure in the head end of the
lift cylinders. The selector valve blocks the flow of oil through the selector valve when the
pilot oil pressure provided by the pilot pump is greater than the pressure at the output end of
the selector valve. In the event that the engine is not running and the lift cylinders are
extended, the oil at the output of the selector valve will be greater than the pilot oil and check
valve 1 will unseat. The oil from the head end of the lift cylinders flows through the selector
valve, over the check valve 1, and flow to the pilot control valve. The pilot system will have
sufficient pilot oil to lower the lift linkage.
03/05
Tilt Lift
994F IMPLEMENT
Pilot
Valve ENGINE NOT RUNNING
Lower
Kickout
Cushion
Solenoid
Valve
Lift
Check Stop
Valve 1 Solenoid
And
Valve
Pressure
Control
Selector Valves
From
Lift Cylinders
Check
Valve 2
Pilot To Lift
Filter Control
Pilot Relief
Valve Valves
Pilot
Pump To Tilt
Implement Control
To
Implement
Cooler
89
In the event the engine is not running and the bucket is raised and must be lowered, the pilot
system will use oil pressure in the head end of the lift cylinders for the necessary pilot pressure.
Oil in the head end of the lift cylinders (blue) flows to the selector and pressure control valve.
The pilot oil will open check valve 1 and flow the the pilot control valves. Pilot oil will flow to
check valve 2 and be blocked.
When the oil pressure in the head end of the lift cylinders goes above the adjusted pressure of
the selector valve, the valve will shift and the excess oil pressure will be directed to tank. The
selector and pressure control valve reduces the pressure and makes the low pressure oil
available for emergency use in the pilot system.
When the lift control lever is moved in the lower direction, the reduced pilot oil will flow from
the lift control valve through the lower kickout cushion solenoid valve to the lower ends of the
lift stems (not shown) in the main control valve.
03/05
1
2
4 5
7 8
90
The implement hydraulic system is made up of the following components. The illustration
shows the location of the components in the NEEF
Pilot Filter Group (1)

Non-Engine-End-Frame (2)
Pilot pump (gear) (3)
Selector and pressure reducing valve (4)
Float sequence valve (5)
Pilot relief valve (6)
Selector valve (thermal bypass) (7)
Selector valve (thermal bypass) (8)
03/05
91
3
4
6 5
7
8
92
10
11 12
The upper illustration shows the pilot filter group that is located in the NEEF (1). The pilot
filter group is equipped with a filter (3) that is rated at 33 micron and a pressure switch (2).
The pressure switch communicates with the VIMS module relaying that the pilot oil is below
the required pressure.
The lower illustration shows the location of the pilot components the Selector and pressure
control valve (6), check valve (7), check valve (8), float sequence valve (9), pilot relief valve
(10), and selector valves (thermal purge) (11 and 12).
Also shown are the implement hydraulic tank (4) and the variable pump solenoid valve (5)
03/05
2
3
93
Pilot Control Valve
The pilot control is located in the cab to the right of the operator's seat. The control consists of
the tilt control lever (2), the lift control lever (3) and the implement lever lock (1). When the
implement lever lock is in the forward position, the control levers are unlocked. When the
lever lock is pulled back, the control levers are locked.
The pilot control valve is also equipped with detent coils (not shown). The detent coils will
hold the lift control lever in full RAISE and full LOWER and the tilt control lever in the full
TILT BACK positions until the linkage has reached the set kickout position.
03/05
TILT PILOT CONTROL VALVE

HOLD
Pivot Plate
Upper Plunger (Dump) Upper Plunger (Tilt Back)
Detent Coil
Retainer
Retainer
Upper Centering Spring
Upper Centering Spring Lower Plunger
Lower Plunger Retainer
Metering Spring
Retainer
Metering Stem Spring
Lower Centering Spring
To Hydraulic Tank
Metering Stem Spring From Pilot Pump
Dump Metering Stem Tilt Back Metering Stem
To Main Control Valve
94
Tilt Pilot Control Valve
This illustration shows a sectional view of the tilt pilot control valve in the HOLD position.
When the engine is running and the control lever is in the HOLD position, pilot oil from the
pilot pump enters the pilot control valve and is blocked by the dump and tilt back metering
stems. At the same time, a path for any pilot oil in the system to flow back to the hydraulic
tank through pilot control valve. The lift pilot control valve operates the same way as the tilt
pilot control valve.
The tilt pilot control valve is equipped with a detent coil for the tilt back function only. When
the tilt control lever is pulled to the full travel, the retainer will engage the detent coil. The
detent coil will hold the retainer until the current to the detent coil is interupted. The lift pilot
control valve is equipped with a detent coil for both raise and lower functions as shown in the
next illustration.
03/05
LIFT PILOT CONTROL VALVE

RAISE
Pivot Plate
Detent Coil (Float)

Detent Coil (Raise)
Upper Plunger
Upper Retainer
Upper Centering Spring
Lower Plunger
To Hydraulic Tank
Center Retainer
From Pilot Pump Metering Spring
Lower Retainer
Metering Stem Spring
Lower/float
Metering Stem Raise Metering Stem
From Main To Main
Control Valve Control Valve
95
Lift Pilot Control Valve
This illustration shows a sectional view of the lift pilot control valve in the RAISE position. In
the RAISE position, the pilot oil (orange) from the pilot pump enters the control valve. When
the When the operator moves the lift control lever into the raise direction, the pivot plate is
rotated and the upper plunger, the upper retainer, lower plunger, metering spring, the lower
retainer and the metering stem moves downward. As the metering stem moves downward, the
port holes in the stem pass over the oil passage from the pilot pump. Pilot oil flows from the
passage through the center of the metering stem to the end of the lift stem in the main control
valve (not shown). At the same time, the metering stem spring is adding an upward force
against the upper edge of the metering stem. Return oil from the main control valve throug the
lowermetering stem, the center of the metering stem and to the tank port.
The objective of the metering stem is to allow movement of the stem in the main control valve
proportionally with the movement of the pilot control lever. The metering stem and the
metering spring function as a pressure reducing valve and control the pilot oil pressure at the
end of the main control valve stem.
As the metering stem moves downward, pilot oil flows through the orifice, the center of the
metering stem and out to the main control valve.
03/05
The flow of pilot oil is blocked at the main control valve stem causing the pilot pressure to
increase. The pressure increase overcomes the centering spring for the main control valve stem
and shifts the stem. Then, supply oil is directed to the actuator.
The pressure increase is also sensed against the lower end of the metering stem. When the
pressure increase overcomes the applied force, the metering stem moves up and compresses the
metering spring. The upward movement restricts the flow of pilot through the orifice in the
metering stem. Restricting the pilot oil flow controls the signal pressure at the stem of the
main control valve . The metering spring therefore adjusts the pressure at the main control
valve stem in proprtion to the movement of the pilot control lever.
When the lift control lever is moved to full travel and the detent coil is energized, the upper
retainer (raise) will be held in position by electromagnetic force of the detent coil. The detent
coil will be energized until the position sensor (not shown) recognizes the kickout position.
The lever can be removed from a detent position manually.
When the operator moves the lift control lever to the full LOWER position, the lower side of
the pilot control valve will operated similiar to the raise side and the float detent coil will hold
the control valve in the FLOAT position.
03/05
Tilt Lift 994F IMPLEMENT

Pilot
Valve HOLD
Lower
Kickout
Cushion
Solenoid
Valve
Lift
Check Stop
Valve 1 Solenoid
And
Valve
Pressure
Control
Selector Valves
From
Lift Cylinders
Check
Valve 2
Pilot To Lift
Filter Control
Pilot Relief
Valve Valves
Pilot
Pump To Tilt
Implement Control
To
Implement
Cooler
96
The implement hydraulic system is equipped with three fixed displacement piston pumps and
one variable displacement piston pump. The three fixed displacement pumps draw oil from the
implement hydraulic tank. The supply oil is directed through the high pressure screens and the
individual relief valves. The individual relief valves limits the supply oil pressure that is
flowing to the left and right control valves. This illustration shows the main control valve with
no signal pressure from the pilot control valve (not shown). The oil that is between the main
control valve and both ends of the lift and tilt cylinders is blocked.
Each individual piston pump is equipped with its own case drain filter.
Oil flow from the three fixed displacement pumps operate the lift and tilt cylinders. Oil flow is
metered to the cylinders by the main control valve stems. The oil flow around the stems is
controlled by the movement of the stems in the valve through the pressure that is applied to the
ends of the stems. The operator controls the pilot oil flow and pressure that shifts the stems.
Also, movement of the valve stems opens a passage for the oil in the opposite end of the
cylinders to return to tank.
03/05
994F
High
IMPLEMENT
Pressure Screen HYDRAULIC SYSTEM
VARIABLE DISPLACEMENT
Left
Implement Relief PISTON PUMP UPSTROKED
Pump Valve
Relief
Valve
High Pressure Relief

Screens Valve
Tandum
Implement
Relief
Pump
Valve
Right
Implement High
Pump Pressure
Screens
Left Right
Control Valve Control Valve
Implement
Hydraulic Tank
97
In the illustration, the graphic shows the machine in dig trigger mode. The machine is in first
speed forward, the ground speed is less than 6.8 kmh (4.25 mph), and the B-Pin is above the
horizontal line of the A-Pin.
The three fixed displacement piston pumps and one variable displacement piston pump are
supplying the oil flow to the implement hydraulic system. The four pumps draw oil from the
implement hydraulic tank. The supply oil is directed through the high pressure screens and the
individual relief valves. The individual relief valves limits the supply oil pressure that is
flowing to the left and right control valves. This illustration shows the main control valve with
a raise signal from the pilot control valve (not shown).
Also, each individual piston pump is equipped with its own case drain filter.
An increased oil flow will be directed to the head end of the lift cylinders until the lift stop
solenoid valve is energized and pilot oil to the end of the lift stem in the main control valve is
blocked or the operator releases the lift control lever.
03/05
7 5 6
10 9 8
98
The implement hydraulic system is built into the Non-Engine-end-Frame (1). The following
components are shown in the NEEF: case drain filters and bypass switches (2), the implement
pumps and pump drive (3), the high pressure screen groups and relief valves (5, 6, 7, 9), and
the hydraulic tank (4). High pressure screen (7) filters supply oil for the left side fixed
displacement pump. High pressure screen (9) filters supply oil for the right side fixed piston
pump. High pressure screen (5) filters supply oil for the variable displacement pump (section
of the tandem pump). High pressure screen (6) filters supply oil for the center fixed
displacement pump (section of the tandem pump).
The main control valve is made up of two valve sections. The right control valve (8) and the
left control valve (10).
03/05
7
2
4
6
99
The implement hydraulic system is equipped with four case drain filters with bypass switches.
These filter groups filter the case drain oil from the four implement pumps. The following
filter and bypass switch are in line with the following pump.
Filter (2) and bypass switch (1) are in line with the left side fixed displacment pump.
Filter (4) and bypass switch (3) are in line with the center fixed displacment pump.
Filter (6) and bypass switch (5) are in line with the variable displacment pump.
Filter (8) and bypass switch (7) are in line with the right side fixed displacment pump.
03/05
100
High pressure screen (2) is a 200 micron filter that is between the implement pump and the
relief valve group (3). Each individual implement pump is equipped with it own high pressure
screen and relief valve. The relief valve pressure is adjusted by rotating the adjustment screw
(1). The factory pressure setting for the relief valves is approximately 32800 kPa (4760 psi).
The relief valve is also equipped with a check valve (not shown) with free flow out of the
valve.
03/05
1 2 3
101
102
5 4
This illustration shows the front pump drive (2) and implement pumps removed from the Non-
Engine-Engine Frame. The right fixed pump (1) and left fixed pump (3) are installed on each
side of the tandem pump (4). The tandem pump is a combination of a fixed piston pump
(nearest to the pump drive) and a variable displacement piston pump. The variable
displacement piston pump is equipped with a pump control valve (5) that controls the
upstroking and de-stroking of the pump when the machine requirements are met.
03/05
IMPLEMENT PUMP Small Piston

STANDBY
Bias Spring
Fixed Displacement
Pump Inlet Pump Control Valve Pump Inlet
Piston Pump
Lock Stop
Variable Displacement
Piston Pump
Pump Outlet Pump Outlet

Impeller Large
Swashplate Actuator Swashplate
Pump Lock Stop
Piston
Lock Stop
103
The 994F Wheel Loader is now equipped with a new center pump on the front pump drive.
The new pump is a two section piston type pump. The tandem pump is equipped with an
impeller pump (charge) that draws oil from the implement hydraulic tank (not shown) and
directs oil to the inlet cavities of each pump section.
The pump section that is located next to the pump drive is a fixed displacement piston pump.
This section will continuously supply oil to the main control valve when the engine is running.
The displacement for the fixed pump is predetermined by the locking bolts that retain the
swashplate at the fixed angle.
The other pump section is a variable displacement piston pump. This section will supply either
minimum flow or maximum flow to the main control valve depending on the signal pressure at
the pump control valve. The pump control valve will control the output of the variable pump
using pump pressure to shift either the flow control spool (not shown) and the pressure
compensator spool (not shown). In this illustration showing minimum flow, oil pressure is
directed to the large piston and the force against the piston moves the piston rod and the
swashplate against the stop. At the same time, the spring and the pressure that is behind the
small piston will be overridden. Small piston will allow the swashplate to rotate against the
stop. The pump will supply sufficient oil pressure to lubricate the pump and supply
instantaneous response to a request for maximum flow.
03/05
VARIABLE PUMP AND

To
PUMP CONTROL VALVE Solenoid
Valve
STANDBY Pump Control Valve
To
Flow Main
Compensator Control
Spool Valve
Orifice
Pressure
Compensator
Spool
Bias Spring
Orifice
Impeller Pump
Small Actuator
Piston
To Fixed
Displacement Pump
Orifice
Variable
Displacement
Pump
Large
Actuator
Piston
104
The signal for the control of the upstroke and destroke of the variable displacement piston
pump is through a voltage signal from the Implement ECM to the solenoid valve (not shown)
for variable displacement piston pump. The solenoid valve relieves or retains the oil pressure
in the signal line to the pump control valve. In this illustration, the signal oil pressure is
releived to tank pressure.
When the oil at the signal line goes to tank pressure, oil pressure at the right end of the flow
compensator spool decreases. The spring force on the right side of the flow compensator spool
is overridden by the force that is developed by the system pressure on the left side of the spool.
The spool shifts to the right. System pressure is allowed to flow over the flow compensator
spool to the large actuator piston. The increased pressure in the large actuator piston overcomes
the combined force of the small actuator and bias spring and moves the swashplate to a reduced
angle.
As pump flow decreases, supply pressure also decreases. When the supply pressure decreases
and equals the sum of the oil pressure at the right end of the flow compensator spool and spring
force, the flow compensator spool moves to a metering position and the system stabilizes.
03/05
IMPLEMENT PUMP Small Piston

MAXIMUM FLOW
Bias Spring
Fixed Displacement Pump Inlet Pump Control Valve Pump Inlet
Piston Pump
Lock Stop
Variable Displacement
Piston Pump
Pump Outlet
Pump Outlet Large
Impeller
Swashplate Actuator Lock Stop Swashplate
Lock Stop Pump
Piston
105
The fixed displacement pump supplies oil to the main control valve continuously when the
engine is running. The displacement for the fixed pump is predetermined by the stops that
retain the swashplate at the fixed angle.
The pump section on the right is a variable displacement piston pump. This section will supply
either minimum flow or maximum flow to the main control valve depending on the signal
pressure at the pump control valve. In this illustration, the pump is showing maximum oil
flow. The oil pressure that is behind the large piston is relieved to tank. At the same time, the
spring and the pressure that is behind the small piston will override the large piston and the
small piston will rotate the swashplate against the lock stop. The variable pump will upstroke
to maximum flow. The pump will continue to provide maximum flow until the pressure at the
signal pressure at the pump control valve changes.
03/05
VARIABLE PUMP AND To
PUMP CONTROL VALVE Solenoid

Valve
MAXIMUM FLOW Pump Control Valve
To
Main
Flow Control
Compensator Valve
Spool
Orifice
Pressure
Compensator
Spool
Orifice
Impeller Pump
Small Actuator
Piston
To Fixed
Displacement Pump
Orifice
Variable
Displacement
Pump
Large
Actuator
Piston
106
The signal for the control of the upstroke and destroke of the variable displacement piston
pump is through a voltage signal from the Implement ECM to the solenoid valve (not shown)
for variable displacement piston pump. The solenoid valve relieves or retains the oil pressure
in the signal line to the pump control valve. In this illustration, the signal oil pressure is
retained at system pressure.
When the oil at the signal line increases to system pressure, oil pressure at the right end of the
flow compensator spool is increased. The combination of the spring force and the system
pressure on the right side of the flow compensator spool overrides by the force that is
developed by the system pressure on the left side of the spool. The flow compensator spool
shifts to the left. Oil at the large actuator piston is allowed to flow over the flow compensator
spool and the pressure compensator spool. The large actuator piston is at tank pressure. The
force of the bias spring and the system pressure on the small piston enables the small piston to
override the large piston and the swashplate will move to maximum angle.
The pump will upstroke and add an oil source to the main control valve to increase the cycle
time of the raise function and the dump cycle time if the following conditions are met. The
machine is in first speed forward, the ground speed is below 4.25 mph, and the B-Pin is above
the horizontal line of the A-Pin.
03/05
2 3
5 6
4
7
8
10
11
12
107
This illustration shows the components in the right side implement control valve. The control
valve is accessed from the articulation hitch. The following is a list of the components.
- Inlet port for the right fixed displacement implement pump (1)
- Tilt rod end port (2)
- Tilt load check valve(3)
- Check valve (4)
- Tilt head end port (5)
- Check valve (6)
- Lift rod end port (7)
- Lift head end port (8)
- Check valve (9)
- Makeup and vent valve (10)
- Lift load check valve (11)
- Hydraulic tank port (12)
03/05
108
This illustration shows the back side of the right implement control valve. Port (1) is the inlet
connection for the center variable displacement piston pump.
03/05
RIGHT CONTROL VALVE From Right Fixed

Displacement Pump
RIGHT SIDE IN FLOAT
To Float
Sequence Valve
From Variable
FLOAT Displacement
Pump
From
Rod End
Cylinder
To Tank
To Float
Sequence Valve
MAKEUP
To
Rod End
Cylinder
From Tank
From Head End To Rod End

cylinder Cylinder
To Hydraulic
Tank
109
The 994F Wheel Loader main control valve is made up of two control sections, the right
control section and the left control section. The above illustration shows the right side control
valve in the float position including the makeup and vent valve. The makeup and vent valve is
shown in both the makeup and float operation.
In the makeup operation, the pressure in the hydraulic tank exceeds the pressure in the rod end
of the lift cylinder. Lowering the bucket faster than the pump can fill the rod end of the lift
cylinder the piston displacement causes a vacuum in the rod end of the lift cylnders. The
makeup valve allows oil from the tank line to flow into the rod end of the lift cylinders and fill
the void.
In the float operation, the makeup and vent valve allows the oil that is holding the vent valve
against the seat to flow through the float sequence valve (not shown) to the hydraulic tank. The
small orifices in the base of the vent valve (in the left control vent valve) restrict oil flow to th
chamber that is behind the valve. With the oil flowing from behind the vent valve faster thatn
the oil flowing in, the pressure difference between the oil around the vent valve and the oil
behind the vent valve increases enough to lift the vent valve off its seat. When the vent valve
moves off the seat, the oil from the implemnt pumps flow past the vent valve to the hydraulic
tank. Both ends of the lift cylinders are open to the hydraulic tank allowing the bucket to float
along the contour of the ground.
03/05
pressure of the supply oil that is flowing to the rod end of the lift cylinders acts against the vent
valve and the force overrides the spring and the valve opens. When the vent valve shifts to the
OPEN position and the supply oil flows to the hydraulic tank. At that time, both ends of the lift
cylinders will be open to the tank. This will allow the bucket to follow the contour of the
ground.
03/05
1
2 3
4
5 6
7
8
9 10
11
12
13
14
110
This illustration shows the components in the left side implement control valve. The control
valve is accessed from the articulation hitch. The following is a list of the components.
- Inlet port for the left fixed displacement implement pump (1)
- Check valve (2)
- Lift head end drain port (3)
- Tilt load check valve (4)
- Relief and makeup valve (5)
- Tilt head end port (6)
- Tilt rod end port (7)
- Lift rod end port Check valve (9)
- Lift head end port (10)
- Makeup and vent valve (11)
- Lift load check valve (13)
- Hydraulic tank port (14)
03/05
111
This illustration shows the back side of the left implement control valve. Port (1) is the inlet
connection for the center fixed displacement piston pump.
03/05
From Left Fixed

LEFT CONTROL VALVEFrom Head End Displacement pump
LEFT SIDE IN FLOAT Lift Cylinders
Auxiliary St em
To Float
Sequence Valve
FLOAT From Cent er Fixed

Displacement Pump
From
Rod End
Cylinder
To Tank
To Float
Sequence Valve
MAKEUP
To
Rod End
Cylinder
Lift St em
From Tank
Makeup And Vent Valve

To Rod End From Head End
Cylinder cylinder
112
The 994F Wheel Loader main control valve is made up of two control sections, the right
control section and the left control section. The above illustration shows the left side control
valve in the float position including the makeup and vent valve. The makeup and vent valve is
shown in both the makeup and float operation.
In the makeup operation, the pressure in the hydraulic tank side of the vent valve exceeds the
pressure in the rod end of the lift cylinder. Lowering the bucket faster than the pump can fill
the rod end of the lift cylinder the piston displacement causes a vacuum in the rod end of the
lift cylnders. The vent valve on the left control valve is equipped with an orifice. The makeup
valve allows oil from the tank line to flow into the rod end of the lift cylinders and fill the void.
small orifices in the base of the vent valve restrict oil flow to the chamber that is behind the
valve. With the oil flowing from behind the vent valve faster than the oil flowing in, the
pressure difference between the oil around the vent valve and the oil behind the vent valve
increases enough to lift the vent valve off its seat. When the vent valve moves off the seat, the
oil from the implemnt pumps flow past the vent valve to the hydraulic tank. Both ends of the
lift cylinders are open to the hydraulic tank allowing the bucket to float along the contour of the
ground.
03/05
From Left Fixed

LEFT CONTROL VALVEFrom Head End Displacement pump
LOWER Lift Cylinders
Auxiliary St em
From Cent er Fixed

Displacement Pump
To Rod End From Head End

Cylinder cylinder
113
The left control valve on the 994F Wheel Loader is now equipped with an auxiliary stem that
uses pilot oil pressure from the lower pilot valve to control when the stem will be shifted.
When the lower pilot oil reaches reaches the required pressure, the force that is developed by
the pilot oil pressure will override the springs on the right side of the auxiliary stem. The
auxiliary stem will start to shift to the right. Return oil from the head end of the lift cylinders
will be allowed to flow around the auxiliary stem through the passage in the valve to the
hydraulic tank. This will increase the lower cycle time by approximately 10%.
03/05
9 9 4 F WHEEL LOADER IMPLEMENT HYDRAULIC SYSTEM

HOLD
Pilot Control Valve VARIABLE PISTON PUMP DESTROKED
Tilt Lift
Lower
Kickout
Cushion
Solenoid
Valve
Orifice
Check
Raise Tilt
Valve
Stop Selector
Solenoid Valve Lift
Valve Selector
Float Valve
Selector
And Sequence
Pressure Valve
Control
Valve Lower
Sequence
Check Variable
Valve Pump
Solenoid
Valve
Pilot Relief
Valve
Case
Drain Line Relief Valve
Filter
High Pressure
Screen Relief Tilt Back Dump Dump Tilt Back
Pilot Oil Valve
Fixed
Filter
Displacement
Pump Tilt Stem Tilt Stem
Case
Drain
Filter High Pressure
Screen Line
Relief Valve
Pilot
Pump Relief
Fixed And Raise
Valve Raise Lower Lower
To Variable Pressure
Implement Displacement Sensor
Oil Pump
Cooler Lift Stem Lift Stem
Line
Case Relief Relief Valve
Drain High Pressure
Valve
Filter Screen
Makeup
And Makeup
Vent Valve And
Vent Valve
Lift Head
Fixed High Pressure Relief End Sensor
Displacement Screen Valve
Case Pump
Drain
Filter
Implement Liquid
Oil Level
Level Gage
Sensor Breaker Relief Valve
Implement Hydraulic Tank Breaker Relief Valve
Expansion Tank Expansion Tank Expansion Tank
114
Implement Hydraulic System Schematic HOLD
This schematic shows the hydraulic flow with the control levers in the HOLD position.
When the engine is running, pilot oil that flows from the pilot pump through the pilot relief
valve and is blocked at the pilot control valve. At the same time, oil from the pilot pump flows
through the tilt selector valve and lift selector valve. With no signal pressure at either end of
the selector valves, the selector valves are in the CENTER position. The pilot oil that is
flowing out of the selector valves pass through orifices. Then, the oil flows back through the
pilot control valves to the hydraulic tank.
The two fixed displacement piston pumps draw oil from the hydraulic tank. The pumps direct
oil through high pressure screens, over the individual relief valves and supply hydraulic oil to
the main control valve. The open center valve directs the supply oil through the main control
valve to the hydraulic tank. Also, the tandem pump draws oil from the hydraulic tank. The
fixed displacement pump draws oil from the hydraulic tank and directs supply oil to the main
control valve. With the B-Pin below the horizontal level of the A-Pin, the variable
displacement pump will be at zero flow.
03/05

RAISE
Pilot Control Valve
Tilt Lift VARIABLE PISTON PUMP DESTROKED
Lower
Kickout
Cushion
Solenoid
Valve
Orifice
Check
Raise Tilt
Valve
Stop Selector
Solenoid Valve Lift
Valve Selector
Float Valve
Selector
Sequence
And
Valve
Pressure
Control
Valve Lower
Sequence
Check Variable
Valve Pump
Solenoid
Valve
Pilot Relief
Valve
Case
Filter
High Pressure
Pilot Oil Valve
Fixed
Filter
Displacement
Case
Drain
Screen Line
Relief Valve
Pilot
Pump Relief Raise
Fixed And Valve Lower
Raise Lower
Oil Pump
Line
Drain High Pressure
Valve
Filter Screen
Makeup
Makeup
And
And
Vent Valve
Vent Valve
Lift Head
Case Pump
Drain
Filter
Implement Liquid
Oil Level
Level Gage
115
This illustration shows the hydraulic oil flow with the variable displacement piston pump
destroked.
When the lift control lever is in the RAISE position, pilot oil is directed through lift stop
solenoid valve to the raise ends of the individual lift stems in the main control valve. Also, the
pilot oil pressure to the right side of the lift selector valve increases, the lift selector valve shifts
to the left. The flow of pilot oil through the lift selector valve is blocked. All the pilot oil is
directed to the ends of the raise end of the lift stems. The force of the oil pressure on the lift
stems cause the spools to move against the centering springs. The lift stems shift to the RAISE
position. At this time, the lift stems direct supply oil flow to the head end of the lift cylinders.
When the lift linkage position sensor communicate that the lift cylinders are at approximately
70 mm (2.75 inch) from the end of stroke, the Implement ECM energizes the raise stop
solenoid valve and the flow of pilot oil to the end of the lift stems is blocked. The lift stems
will shift back to the CENTER position. The supply oil to the lift cylinders will be blocked.
03/05

RAISE
Pilot Control Valve
Tilt Lift VARIABLE PISTON PUMP UPSTROKED
Lower
Kickout
Cushion
Solenoid
Valve
Check
Raise Tilt
Valve
Stop Selector
Solenoid Valve Lift
Valve Selector
Float Valve
Selector Sequence
And Valve
Pressure
Control
Valve Lower
Sequence
Check Variable
Valve Pump
Solenoid
Valve
Pilot Relief
Valve
Case
Filter
High Pressure
Pilot Oil Valve
Fixed
Filter
Displacement
Case
Drain
Screen Line
Relief Valve
Pilot
Pump Relief Raise
Fixed And Valve Raise Lower Lower
Oil Pump
Line
Drain High Pressure
Valve
Filter Screen
Lift Head
Case Pump
Drain
Filter
Implement Liquid
Oil Level
Level Gage
116
Implement Hydraulic System RAISE
This illustration shows the hydraulic oil flow when the control lever is moved to the RAISE
position and the variable displacement piston pump upstroked.
When the pilot control lever is in the RAISE position, pilot oil is directed through lift stop
solenoid valve to the raise ends of the lift stems. Also, the pilot oil that is flowing to the lift
selector increases in pressure, the lift selector valve shifts to the left. The flow of pilot oil
through the lift selector valve is blocked. All the pilot oil is directed to the raise end of the lift
stems. The force of the oil pressure on the lift stems push the lift stems to move against the
centering springs to the RAISE position. The lift stems send supply oil flow to the head end of
the lift cylinders.
When the lift arms raise to the B-Pin over the horizontal line of the A-Pin, 1st speed forward
for at least 2.0 seconds, and ground speed is less than 6.8 kilometers/hr (4.25 mph), the
implement ECM sends a signal to energize the variable pump solenoid valve. Pump control oil
is relieved to tank. The variable displacement piston pump will upstroke.
When the lift cylinders are at approximately 70 mm (2.75 inch) from the end of stroke, the
Implement ECM energizes the raise stop solenoid valve and the flow of pilot oil to the end of
the lift stems is blocked. The lift stems will shift to the CENTER position. The supply oil to
the head end of the lift cylinders will be blocked.
03/05

LOWER
Pilot Control Valve VARIABLE PISTON PUMP DESTROKED
Tilt Lift
Lower
Kickout
Cushion
Solenoid
Valve
Check
Raise Tilt
Valve
Stop Selector
Solenoid Valve Lift
Valve Selector
Float Valve
Selector Sequence
And Valve
Pressure
Control
Valve Lower
Sequence
Check Variable
Valve Pump
Solenoid
Valve
Pilot Relief
Valve
Case
Filter
High Pressure
Pilot Oil Valve
Fixed
Filter
Displacement
Case
Drain
Screen Line
Relief Valve
Pilot
Pump Relief Raise
Fixed And Valve Raise Lower Lower
Oil Pump
Line
Drain High Pressure
Valve
Filter Screen
Lift Head
Case Pump
Drain
Filter
Implement Liquid
Oil Level
Level Gage
117
The supply oil to the head end of the lift cylinders will be blocked.This illustration shows the
hydraulic flow when the lift control lever is moved to the LOWER position and the pilot
pressure is greater than 900 kPa (130 psi). When the lift control lever is in the LOWER
position, pilot oil is directed to the lower end of the lift stems. Also, the pilot oil that is flowing
to the lift selector increases in pressure, the lift selector valve shifts to the right. The flow of
pilot oil through the lift selector valve is blocked. All the pilot oil is directed to the lower end
of the lift stems. The lift stems shift and the lift stems open passages for oil flow from the
implement pumps, through the load check valves, the lift control spools and the rod end of the
lift cylinders to lower the bucket.
The position of the lift stem also opens a passage for the oil in the head end of the lift cylinders
to flow to the implement hydraulic tank.
When the pilot pressure is greater than 900 kPa (130 psi) pilot oil pressure, the lower sequence
stem starts to shift to the right. Oil in the head end of the lift cylinder is allowed to flow
through the sequence stem, through the main control valve and return to the implement
hydraulic tank. This will increase the cycle time for lowering the lift linkage.
The lower circuit is equipped with a lower kickout cushion solenoid valve. When the lift
linkage is lowered to a predetermined position that is set by the lower kickout, the solenoid
valve is energized by the Implement ECM. The solenoid valve shifts and blocks the flow of
pilot oil through the valve.
03/05
All the pilot oil flows through the orifice causing a pressure drop at the lower end of the lift
stems. The drop in the lower pilot pressure will allow the lower stems to shift toward the
HOLD position for one second, and reducing the flow of system oil to the rod end of the lift
cylinders. This cushions the the lift cylinders as the bucket nears the set kickout position.
03/05

FLOAT
Pilot Valve VARIABLE PISTON PUMP DESTROKED
Tilt Lift
Lower
Kickout
Cushion
Solenoid
Valve
Check
Raise Tilt
Valve Float
Stop Selector
Solenoid Sequence Valve Lift
Valve Valve Selector
Valve
Selector
And
Pressure
Control
Valve
Lower
Check Variable
Valve Pump
Solenoid
Valve
Pilot Relief
Valve
Case
Filter
High Pressure
Pilot Oil Valve
Fixed
Filter
Displacement
Pump
Case
Drain
Screen Line
Relief Valve
Pilot
Pump Relief
Fixed And Valve
Oil Pump
Cooler Raise Lower Lower Raise
Line
Drain High Pressure
Valve
Filter Screen Makeup
And Makeup
Vent Valve And
Vent Valve
Lift Head
Case Pump
Drain
Filter
Implement Liquid
Oil Level
Level Gage
118
This illustration shows the hydraulic oil flow when the lift control lever is moved to the FLOAT
position.
When the lift control lever is in the FLOAT position, pilot oil is directed to the lower end of the
lift stems. The force that is developed by the pilot oil pressure causes the lift stems to move
against the centering springs to the FLOAT position. The lift stems open passages for supply
oil flow from the implement pumps, to flow to the rod end of the lift cylinders.
With the lift control lever is in the FLOAT position, the oil pressure in the pilot line develops a
force on the spool in the sequence valve. The sequence valve shifts, and allows the oil in the
spring cavity for the makeup and vent valve to flow through the sequence valve and back to the
hydraulic tank. The makeup and vent valve shifts to allow oil that is directed to the rod end of
the lift cylinder to flow to the hydraulic tank. When the makeup and vent valves move off their
seats, oil intended of the rod end of the lift cylinders flows past the makeup valves to the tank.
At this time, both ends of the lift cylinders are open to the tank allowing the bucket to float
along the ground. Also, the position of the lift stem also opens a passage for the oil in the head
end of the lift cylinders to flow to the implement hydraulic tank.
The detent coil will hold the lift control lever in the FLOAT position until the lever is moved
from the FLOAT position or the current to the detent coil is interuppted.
03/05

DUMP
Pilot Valve VARIABLE PISTON PUMP UPSTROKED
Tilt Lift
Lower
Kickout
Cushion
Solenoid
Valve
Check
Raise Tilt
Valve
Stop Selector
Solenoid Valve Lift
Valve Float Selector
Sequence Valve
Selector Valve
And
Pressure
Control
Valve
Lower
Check Variable
Valve Pump
Solenoid
Valve
Pilot Relief
Valve
Case
Filter
High Pressure
Pilot Oil Valve
Fixed
Filter
Displacement
Pump
Case
Drain
Screen Line
Relief Valve
Pilot
Pump Relief
Fixed And Valve
Oil Pump
Cooler Raise Lower Lower Raise
Line
Drain High Pressure
Valve
Filter Screen
Lift Head
Case Pump
Drain
Filter
Implement Liquid
Oil Level
Level Gage
119
This illustration shows the hydraulic flow when the tilt control lever is moved to the DUMP
position and the variable displacement piston pump upstroked.
When the tilt control lever is in the DUMP position, pilot oil is directed to the dump end of the
tilt stems. Also, Pilot oil is flowing to the tilt selector valve.. As the pilot pressure at the tilt
selector valve increases, the tilt selector valve shifts to the right. The flow of pilot oil through
the tilt selector valve is blocked. All the pilot oil is directed to the dump end of the tilt stems.
The force of the oil pressure on the tilt stems cause the stems to move against the centering
springs to the DUMP position. The tilt stems send supply oil flow to the rod end of the tilt
cylinders.
The dump circuit is equipped with makeup valve. As the speed of the bucket rotating around
the B-Pin increases, the effect of gravity on the bucket changes the force from the rod end of
the tilt cylinder to the head end. The implement pumps are not able to supply the required oil.
There will be void in the rod end of the tilt cylinder. The pressure in the dump circuit will
decrease. The increased pressure on the lower side of the make up valve will be greater than
the pressure on the upper side. The poppet will come off the seat and return oil from the head
end of the tilt cylinder flows into the rod end to fill the void.
03/05
1 2
120
4
8 7
9
10
121
Implement Hydraulic Oil Cooling System
The upper illustration shows the components of the implement hydraulic oil cooing system in
the loader frame (NEEF).
In the system, the implement oil cooling gear pump (1) on the front pump drive (2) draws
hydraulic oil from the hydraulic tank (4) and directs the oil to check valve (3). Also, the tank
oil from the pilot relief valve (5) is directed to the check valve (3). The combined oil flows out
of the check valve to the implement oil filter (7), and through the implement oil cooler (1) in
the lower illustration (EEF) and then back to the hydraulic tank (4) in the NEEF. Also shown is
the hydraulic tank (9) for the brake oil cooler system and the main control valve (6). The filter
group is equipped with a bypass switch (8) that communicates with the VIMS module.
03/05
122
3
6
123
Implement Hydraulic Oil Cooling System
The upper illustration shows the filter group. In the filter group is the filter (1) and the filter
bypass switch (3). Also shown are the steering and brake hydraulic tank (2) and the brake
cooler tank (4).
The filter bypass switch communicates with the VIMS module.
The lower illustration shows the location of the implement hydraulic oil cooler (5) within the
radiator package (6).
03/05
124
1
3
2
4 5
7
6
125
8 9
The upper illustration shows the location of the diagnostic ports for the loader frame (NEEF).
The lower illustration shows the location for the following pressure taps.
- Parking brake pressure (1) - Center fixed displacement pump(2)
- Left fixed displacement pump (3) - Center variable displacement pump (4)
- Right fixed displacement pump (5) - Lift head end pressure (6)
- Tilt head end pressure (7) - Lift rod end pressure (8)
- Tilt rod end pressure (9)
03/05
994F WHEEL LOADER

STEERING SYSTEM
Steering Steering Steering Compensator High Pressure

Cooling Cooling Hydraulic Valve Group Screens Steering Control Valve
Pump Filter Tank
Pilot Valve
Pressure Reducing Valves
Neutralizer Valves
Steering Steering Case Diverter Secondary Steering

Coolers Pumps Drain Valve Steering Cylinder
Filters Pump
126
STEERING HYDRAULIC SYSTEM
Steering System Components
This illustration shows the components in the steering hydraulic system on the 994F Wheel
Loader. The color codes for the components in the steering hydraulic system are:
Orange- Steering pilot system
Red - Main steering system
Green - Steering cooling system

03/05
To
The
Articulation
1
Hitch
2 2
994F
Rear Pump Drive
3 4
1 Service Brake Cooling Pump

2 Steering Hydraulic Oil Pumps
3 Steering and Brake Oil Cooling Pump
4 Brake Application Oil Pump
127
This illustration shows the location of the pumps on the 994F rear pump drive as viewed from
above. The pump locations are the same as the 994D.
The service brake cooling pump (1) and the steering and brake oil cooling pump (3) are fixed
displacement gear pumps. The steering hydraulic oil pumps (2) and the brake application oil
pump (4) are variable displacement piston pumps.
03/05
2 5 6
3 4
128
The Steering System
The steering system is made up of the following components that are located on the
rear frame (1).
- Neutralizers and quad check valves (2)
- High pressure screens (3)
- Steering Valves (control and reducing) (4)
- Case drain filters (5)
- Steering and brake hydraulic tank (6)
- Right steering cylinder (7)
- Left steering cylinder (8)
- Steering pumps (9)

03/05
1
2 3
4
5
6
129
The steering neutralizers and quad check valve is located at the articulation hitch between the
cab and frame (EEF) (1). The bracket for the strikers (2) and (5) are attached to the loader
frame (NEEF).
The neutralizer valve is normally open between the pilot control valve (not shown) and the
quad check valve. Pilot oil is allowed to flow through the neutralizer valve when the operator
moves the pilot valve to articulate the machine. When the adjusted striker makes contact with
the neutralizer, the valve will block pilot oil through the neutralizer valve. The machine will
stop articulating.
In a right turn, neutralizer (3) will contact striker (2). In a left turn, neutralizer (6) will contact
striker (5).
Quad check valve (4) is between the neutralizer valves and the ends of the stem in the steering
control valve (not shown). The quad check valve has two check valves for each pilot line. One
check valve is free flow through and the second is will block pilot oil flow to the steering
control valve. When pilot oil is directed to the steering control valve, the pilot oil flows
through the free flow check valve. When the pilot control valve is returned to the HOLD
position, the free flow check valve will seat and block pilot oil between the check valve and the
steering control valve. The stem in the steering control valve will be held in the articulated
position until the pilot control valve is moved in either direction. The second check valve will
allow the trapped pilot oil to flow back to the pilot control valve when the valve is moved to the
opposite direction (the opposite direction).
03/05
Less Than Maximum Turn

To From
Steering Steer
Control
Valve
Lever NEUTRALIZER VALVE
Orifice Spring
To Tank
Maximum Turn
Valve Spool Center Passage TO
FROM
STEERING
STEER
CONTROL
Orifice LEVER Spring
VALVE
To Tank
Valve Spool Center Passage
130
This illustration shows a sectional view of the neutralizer valve.
During a less than maximum turn, oil from the steering control lever flows through the
neutralizer valve to the steering control valve.
When the striker comes in contact with the neutralizer valve spool, the valve stem shifts and oil
flow to the steering control valve is blocked. Pilot oil at the steering control valve flows back
through the orifice and center passage in the spool valve to drain. The centering spring centers
the steering control valve and stops the machine from turning.
03/05
1 2 3 4
131
132
5
6
The upper illustration shows the case drain filters that are located in the pump bay. The lower
illustration show the high pressure screens. Access to the filters and screens is gained through
the doors in the platform behind the cab.
The steering hydraulic system is equipped with two case drain filters (1) and (3). They filter
the oil that is in the steering pump case that will flow back to the steering hydraulic tank. Each
filter is equipped with a bypass switch (2) and (4). The switch will send a signal to the VIMS
module if one of the filters becomes plugged.
High pressure screens (5, 6) strain the system oil that is flowing from the steering pumps to the
inlet port on the steering control valve.
03/05
1
2 3
133
This illustration shows the location of the following components of the steering hydaulic
system that are located on the inside of the right frame. Access these components through the
door that is behind the cab in the platform.
Steering control valve (4) sends system oil supplied by the two steering pumps to the steering
cylinders (not shown) when a pilot oil signals the valve to shift. The steering control valve also
sends a signal to the margin spool in each pump control valve on the steering pumps.
Selector and pressure reducing valve 1 (6) reduces oil that is supplied by the steering pump to
the unloading valve in the steering control valve. Orifice (3) meters the reduced oil that flows
to the pressure switch (5). The pressure switch sends a signal to the VIMS module if the
primary steering pressure is lost. Adapter (2) is equipped with an orifice and that restricts the
flow of steering pump oil to tank in order build up pressure behind the orifice to shift the
diverter spool in the secondary steering valve. Also, the orifice opens a free path to discharge
the oil between the reducing valve and the diverter valve to drain in case of a loss of steering
pump oil.
Selector and pressure reducing valve 2 (1) reduces the pressure of the steering oil pressure to
the pilot pressure level. Then, that oil is directed to the pilot control valve.
03/05
From Steering
Control Valve STEERING PUMP AND
PUMP CONTROL VALVE
Flow ENGINE OFF
Compensator
Spool
Pressure Pump
Compensator control
Spool Valve
Swashplate
Pump
Output
Minimum Angle
Large Maximum Angle Stop
Steering Stop
Actuator
Pump
Piston
Bias Spring
Large
Actuator
Small
Piston
Actuator
Piston
Small
PUMP
Actuator
OUTPUT
Piston From Steering
Control Valve
Flow Pressure
Compensator Compensator
Spool Spool
134
Shown is a schematic and sectional view of the steering pump and pump control valve.
The pump has two actuator pistons which work together to continually adjust the angle of the
swashplate. The small actuator piston that that is assisted by the bias spring is used to upstroke
the pump. The large actuator piston is used to destroke the pump.
The pump control valve consists of a flow compensator (margin) spool and a pressure
compensator (cutoff) spool. The valve keeps the pump flow and pressure at a level needed to
fulfill the demands of the steering system.
The margin compensator spring maintains the pump supply pressure at

2100 105 kPa (305 15 psi) above the signal pressure. The pressure compensator spring
limits the system pressure to
29000 350 kPa (4200 50 psi).
When the engine is OFF, the bias spring in the small actuator piston moves the swashplate to
maximum angle.
03/05
From Steering
Control Valve STEERING PUMP AND
COMPENSATOR VALVE
LOW PRESSURE STANDBY
Flow
Compensator
Spool
Pressure Pump
Compensator Control
Spool Valve
Swashplate
Pump Output Minimum Angle
Stop
Maximum Angle
Stop
Large
Steering
Actuator
Pump Bias Spring
Piston
Large
Actuator Small
Small Piston Actuator
Actuator Piston Piston
Pump
Output
From Steering Charge Pump

Control Valve
Flow Pressure
Compensator Compensator
Spool Spool
135
At machine start-up, the small actuator spring holds the swashplate at maximum angle. When
the steering control valve is in the HOLD position, pump flow is blocked at the steering control
valve and no signal pressure is generated. As the pump produces flow, the system pressure
begins to increase. This pressure is felt at the lower end of both the flow compensator spool
and the pressure compensator spool. The flow compensator spool moves up against spring
force and permits system oil to go to the large actuator piston. The oil pressure at the large
actuator piston overcomes the combined force of the bias spring and system oil pressure at the
small actuator piston.
The large actuator piston moves the swashplate to the LOW PRESSURE STANDBY position.
In LOW PRESSURE STANDBY, the pump produces enough flow to compensate for system
leakage at sufficient pressure to provide instantaneous response when the steering control valve
is moved.
03/05
STEERING PUMP AND From Steering

PUMP CONTROL VALVE Control Valve
DESTROKE
Flow
Compensator
Spool
Pressure Pump
Compensator Control
Spool Valve
Pump Output
Large
Steering
Actuator
Pump
Piston
Small
Actuator
Piston Bias Spring
136
When the load on the steering system decreases, signal oil pressure at the right end of the flow
compensator valve decreases. This decreased pressure causes the force (flow compensator
valve spring plus signal oil pressure) at the right end of the flow compensator spool to decrease
below the pump supply pressure at the left end of the spool. The decreased pressure at the right
end of the flow compensator spool causes the spool to shift and allows more flow to the large
actuator causing the pressure in the large actuator piston to increase. The increased pressure in
the large actuator piston overcomes the combined force of the small actuator and bias spring
and moves the swashplate to a reduced angle.
As pump flow decreases, supply pressure also decreases. When the supply pressure decreases
and equals the sum of the oil pressure at the right end of the flow compensator spool and spring
force, the flow compensator spool moves to a metering position and the system stabilizes.
03/05

UPSTROKE
Flow
Compensator
Spool
Pressure Pump
Compensator Control
Spool Valve
Pump Output
Large
Steering
Actuator
Pump
Piston
Small
Actuator
Piston Bias Spring
137
During a turn, signal pressure at the steering control valve increases. This increased pressure
causes the force (flow compensator valve spring plus signal oil pressure) at the right end of the
flow compensator spool to become greater than the pump supply pressure at the left end of the
spool.
The increased pressure at the right end of the flow compensator spool causes the spool to shift
left. The spool reduces or blocks pump output oil flow to the large actuator piston, and opens a
passage to drain. Reducing or blocking oil flow to the large actuator piston reduces or
eliminates the pressure acting against the large actuator piston. When the pressure in the large
actuator piston decreases, the bias spring and small actuator piston move the swashplate to an
increased angle causing the pump to UPSTROKE.
03/05

HIGH PRESSURE CUTOFF
Flow
Compensator
Spool
Pressure Pump
Compensator Control
Spool Valve
Pump Output
Large
Steering
Actuator
Pump
Piston
Small
Actuator
Piston Bias Spring
138
The pressure compensator spool limits the maximum system pressure for any given pump
displacement. The pressure compensator spool is held in the left position during normal
operation by spring force.
When steering hydraulic system pressure is at maximum, pump supply pressure increases and
the pressure compensator spool moves right against spring force. The pressure cutoff spool
blocks oil in the large actuator piston from returning to the tank and allows supply oil to go 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 spring to destroke the pump. The pump is now at minimum flow and
pump supply pressure is at maximum.
This feature eliminates the need for a main relief valve in the steering hydraulic system.
Maximum system pressure is adjusted by turning the pressure compensator adjustment screw.
03/05
2
3
139
Steering Pilot Valve
The steering pilot valve (2) for the steering system is mounted below the STIC (1) on the left
side of the operator's seat. When the steering pilot valve is moved side to side, the valve directs
pilot oil through the neutralizer valves (not shown) to one of the ends of the directional control
valve stem in the steering valve body (not shown).
The STIC lock lever (3) is shown in the LOCKED position. At this time, the STIC will not not
move. Push the STIC lock lever forward to the UNLOCK position in order to shift the steering
pilot valve.
03/05
Handle
Cam Follower Linkage STEERING PILOT VALVE

NO TURN
Left Port Plunger
Centering Spring
Right Port Plunger
Regulating Spring
Drain Passage
Return Spring
Pilot Oil Passage

Pilot Stem
Pilot Stem
Orifice Orifice
Right Port
Left Port
140
This illustration shows the major components in the steering pilot valve. The steering pilot
valve directs pilot oil to both ends of the stem in the steering control valve.
With the engine running and the control lever in the HOLD position, pilot oil enters the pilot oil
passage and is blocked by the pilot stems. Any return pilot oil in the lines that is between the
steering control valve and the steering pilot valve will be vented to the drain passage through
the center of the metering stems.
03/05
Handle
STEERING PILOT VALVE

Cam Follower Linkage
LEFT TURN
Left Port Plunger
Right Port Plunger

Centering Spring
Regulating Spring
Drain Passage
Return Spring
Pilot Oil Passage
Pilot Stem
Orifice
Orifice
Left Port Right Port
141
When the handle for the steering pilot valve is moved to the left, the cam follower linkage
pushes the left port plunger downward against the regulating spring. The force of the
regulating spring is greater than the return spring so the pilot stem moves downward. At the
same time, the return spring adds an upward force against the pilot stem to stabilize the
movement.
When the hole through the pilot stem moves over the port from the pilot oil passage, the pilot
oil flows through the center of the pilot stem. Then, the pilot oil flows through the orifice to
the quad check valve and then to the end of the stem in the steering control valve.
As the handle is moved further to the left more pilot oil is allowed to flow through the pilot
stem. The pilot oil that is directed to the end of the stem will build up pressure and override the
force of the centering spring in the steering control valve (not shown) in order to move the
stem. The pressure will build up a force in the center of the pilot stem. The combination of the
return spring and that force will push upward against the regulating spring. The oil flow
between the hole in the pilot stem and the pilot oil passage will be blocked. The pilot stem will
act like a reducing valve. As more articulation speed is required, the regulating spring force
pushing down must be increased by more handle movement.
As the stem in the steering control valve is shifted, return pilot oil will be directed through the
orfice in the right port, through the center of the pilot stem.
03/05
The force that is developed by the pressure of the return oil will override the regulating spring.
The pilot stem will move upward far enough to allow the return oil to flow out of the drain
passage.
NOTE: The shims that were previously used to change the adjudtment of the capsules at the
base of the valve have been removed. Also, the adjustment procedure has been changed. To
adjust the capsules, loosen the bolts that hold the steering control valve and raise the bracket.
Then, rotate the capsules to the desired amount, lower the bracket over the capsules and
tighten the bolts. The recommended amount of movement of the steering lever in both
directions before the machine starts to turn is 15 3 mm (0.59 0.120 inch).
03/05
Relief
Spring
STEERING Valve
Cavity
CONTROL VALVE
HOLD Poppet
Right Turn
Pilot Cavity
Control Stem
Cross Over
Relief Valve Left Turn
Pilot Cavity
Centering
Spring
Ball Resolver
To Steering Pump
Control Valves
142
This sectional view of the steering control valve identifies the various components. The control
valve is in the HOLD position. When system oil from the steering pumps enters the steering
control valve, the oil is blocked by the control stem. The oil flows through the hole in the relief
valve and into the spring cavity. The pressue in the spring cavity will be equal to the pressure
at the inlet of the control valve. The relief valve will block any oil flow between the inlet of the
control valve and the tank port.
The function of the control stem is to direct oil to the respective ends of the steering cylinders
when making a turn. When in the steering control valve is in the HOLD position, the oil
between the steering cylinders and the control valve will be blocked. System oil flow entering
the steering valve is blocked by the control stem.
03/05
Relief
Spring
STEERING Valve
Cavity
CONTROL VALVE
LEFT TURN Poppet
Right Turn
Pilot Cavity
Control Stem
Cross Over
Relief Valve Left Turn
Pilot Cavity
Centering
Spring
Ball Resolver
To Steering Pump
Control Valves
143
This sectional view shows the steering control valve with the control stem shifted for a left turn.
When the steering control lever is moved to the left, pilot oil is directed to the left turn pilot
cavity. Then, the control stem is shifted to the left. System oil from the inlet of the valve flows
around the control stem to the head end of the right cylinder and the rod end of the left cylinder.
Also, the system oil flows to the ball resolver. The ball shifts to the and system oil flow around
the ball resolver to the steering control valve in each steering pump.
Continual movement of the steering control lever sends pilot oil to keep the steering control
spool in the open position. Steering pump oil flow is blocked at the cylinders. The pressure in
the spring chamber will increase over the relief valve setting. The force that is developed by
pressure in the spring chamber exceeding the spring force on the poppet. The poppet will
unseat. The force of the oil pressue in the spring cavity and the spring force will drop below
the pressure at the valve inlet. The relief valve will shift to the right and all allow the extra
pressure to flow out of the tank port. When the pressures are equalized, the poppet will seat
and the the relief valve shifts to the left and stops all flow to the tank.
When an external force acts on the wheels when the control stem is in the HOLD position, a
hydraulic spike is induced in the steering system. At this time the pressure at the crossover
relief valve will open and allow the higher pressure to flow to the steering cylinder that is not
being controlled.
03/05
Diverter Valve
Secondary
Steering Steering
Cylinders Pump
Unloader
Relief
STEERING
Ball
Crossover
Relief
Resolver
Spool
Valve SYSTEM
Valve Direction Control Spool HOLD
Valve
High Pressure
St eering Back-up Screen
Relief
Cont rol Valve
Valve
Control
Spool
Check Left Pump
Valve Control Valve
Quad
High Pressure
Check valve
Screen
Right Pump
Control Check
Valve Valve Left Piston
Left Right Pump
Neutralizer Neutralizer
Valve Valve
Steering
Pilot
Valve
Steering
Warning Right Piston
Switch Pump
Selector Selector
And Pressure And Pressure
Reducing Reducing Steering and
Valve 2 Valve 1 Brake Tank
144
Steering Hydraulic System
When the engine is running and the steering system is in HOLD, pilot oil from the right pump
is blocked at the steering control valve spool. Oil from the left and right steering pumps flows
through the respective check valves to the steering control valve. The control valve spool
blocks oil flow to the steering cylinders and no signal pressure is generated.
System pressure is sensed at the margin spool, the pressure compensator spool, and the small
actuator piston (rod end symbol) of each pump . As system pressure increases, the margin
spool moves against the spring force and opens a passage for pump oil to flow to the large
actuator piston (head end symbol). The pressure in the large actuator piston overcomes the
combined force of the actuator spring and the pressure in the small piston and moves the
swashplate to the LOW PRESSURE STANDBY position.
In LOW PRESSURE STANDBY, the pump produces adequate flow to compensate for system
leakage and sufficient pressure to provide for instantaneous response when the steering control
valve is moved.
The pilot steering system receives system oil from the output of the steering pumps. System oil
flows from the steering pumps to the selector and pressure reducing valve 2. The valve reduces
the system pressure to pilot pressure and pilot oil flows to the steering pilot valve.
03/05
Right Turn Diverter Valve

Secondary
Steering Steering
Cylinders Pump
Unloading
Relief
STEERING
Ball Spool
Crossover
Relief
Resolver Valve SYSTEM
Valve Direction Control Spool
Valve GRADUAL RIGHT TURN
High
Back-up Pressure
St eering Relief Screen
Cont rol Valve Valve
Control
Spool
Check Left Pump
Valve Control Valve
Quad High
Check valve Pressure
Screen
Right Pump
Control Check
Valve Valve
Left Right
Neutralizer Left Pump
Neutralizer
Valve Valve
Steering
Pilot
Valve Right Pump
Steering
Warning
Switch
Selector Selector
Reducing Steering and
Reducing
Valve 2 Brake Tank
Valve 1
145
When the operator moves the STIC to the right, pilot oil flows through the pilot control valve
and the right neutralizer valve to the right side of the steering control spool. Pilot oil pressure
moves the steering control spool to the right.
System oil from the steering pumps flows through the check valves and the high pressure
screens. Then, the system oil flows around the control spool to the steering cylinders. As
pressure increases in the steering cylinders, the pressure (signal pressure) is sensed in the
margin valve spring chamber at each pump.
The signal pressure combines with the force of the margin spool spring and moves the margin
spool down. The margin spool restricts the flow of oil to the large actuator piston (head end).
The spring and pressure in the small actuator piston overcome the pressure in the large piston to
move the swashplate toward maximum angle.
The increase in swashplate angle increases pump oil flow. The increase in oil flow through the
control spool orifice increases the system pressure. The system pressure is sensed at the margin
spool.
The increased pressure moves the margin spool against the combined forces of the spring and
signal pressure and sends oil to the large actuator piston. The actuator piston moves the
swashplate to a reduced angle that produces flow relative to the position of the control spool.
03/05
Right Turn Diverter Valve

Secondary
Steering Steering
Cylinders Pump
Unloading
Relief
STEERING
Ball Spool
Crossover
Relief
Resolver Valve SYSTEM
Valve Direction Control Spool FULL RIGHT TURN
Valve
High
Back-up Pressure
Control
Spool
Check Left Pump
Valve Control Valve
Quad High
Screen
Right Pump
Control Check
Valve Valve
Left Right
Neutralizer
Valve Valve
Steering
Pilot
Valve
Right Pump
Steering
Warning
Switch
Selector Selector
146
When making a FULL RIGHT TURN, the right striker (not shown) contacts the right
neutralizer valve. Oil flow from the pilot control valve to the steering control valve is blocked
by the movement of the neutralizer valve.
The steering control spool returns to the center position. Flow to the steering cylinders is
blocked and the machine stops turning. The steering pumps return to the LOW PRESSURE
STANDBY position.
The neutralizer valves prevent the machine front frame from contacting the machine rear frame
when turning FULL RIGHT or FULL LEFT. Refer to the Service Manual for the correct
procedue for any adjustments to the steering system.
03/05
Diverter Valve
Secondary
Steering
Steering
Cylinders
Pump
Unloader
Relief
STEERING
Ball
Crossover
Relief
Resolver
Spool
Valve SYSTEM
Valve Direction Control Spool SECONDARY STEERING
Valve
High
Back-up Pressure
Control
Spool
Check Left Pump
Valve Compensator Valve
Quad High
Screen
Right Pump
Compensator Check
Valve Valve
Left Right
Neutralizer
Valve Valve
Steering
Pilot
Valve Right Pump
Steering
Warning
Switch
Selector Selector
147
The illustration shows the 994F steering system when the Secondary Steering System is active.
The bi-directional secondary steering pump is splined to the output transfer gears and turns
whenever the machine is rolling.
The diverter valve directs oil from the tank to the input side of the pump and the oil from the
output side of the pump to the main steering system depending on if the machine is rolling
FORWARD or REVERSE.
The secondary steering relief valve limits the maximum pressure in the secondary steering
system. The unloader spool senses the pressure in the primary steering system from the
pressure and selector valve 1. If there is steering system pressue, the unloader spool directs
secondary steering oil to the hydraulic tank.
When the machine is rolling with the engine not running, the main steering pumps are not
providing flow to the steering system. The main steering pump output is blocked and the
pressure is zero. The pressure that is acting on the top of the unloader valve is relieved. Spring
force moves the unloader spool up and blocks the flow of secondary steering oil to tank. The
pressure unseats the check valve and directs secondary steering oil into the main steering
system. The check valves on the output of the main steering pumps seat and block the oil from
entering the pumps.
03/05
The secondary steering oil flows to the steering control valve and the selector and pressure
reducing valve. The selector and pressure reducing valve reduces the secondary steering
pressure to a pilot level. The steering pilot control valve can use that oil in order to shift the
spool in the steering control valve.
The steering warning switch senses the main steering system pressure after the selector and
pressure control valve. The steering warning switch is monitored by VIMS. When the main
system pressure drops, the switch opens. The VIMS alerts the operator with a Level 3 warning
that the main steering system pressure is low.
03/05
To
The
Articulation
1
Hitch
2 2
994F
Rear Pump Drive
3 4
1 Service Brake Cooling Pump

2 Steering Hydraulic Oil Pumps
3 Steering and Brake Oil Cooling Pump
4 Brake Pump
148
The above illustration shows the location of the pumps on the 994F rear pump drive. The
pump locations are the same as the 994D.
The service brake cooling pump (1) and the steering and brake oil cooling pump (3) are fixed
displacement gear pumps. The steering hydraulic oil pumps (2) and the brake application oil
pump (4) are variable displacement piston pumps.
03/05
Oil Cooler
Cooler Bypass
Valve
Filters Filter
Bypass
Switch
Filter Bypass 994F
Valve STEERING AND BRAKE
OIL COOLING SYSTEM
Fluid Sampling
Valve
Breather
Steering and Brake
Oil cooler Pump
Steering and
Filter Brake Tank
149
STEERING AND BRAKE OIL COOLING SYSTEM
Shown is a block diagram of the steering and brake hydraulic oil cooling system.
The gear pump draws oil from the steering and brake hydraulic tank. Pump oil flows past the
fluid sampling valve, through the filter, through the three oil cooler cores, and back to the
steering and brake hydraulic tank.
The cooler bypass valve allows pump oil to bypass the coolers at machine start-up or when the
oil is cold. The cooler bypass valve is set to open at approximately 345 kPa (50 psi).
03/05
1
2
3
4
5 6
150
Steering And Brake Hydraulic Oil Cooling System
This illustration shows the location in the Engine-End-Frame of the components that are used to
cool the steering and brake hydraulic oil. In the cooling system, oil is drawn from the
steering/brake hydraulic tank (1) by the gear pump (4). The oil is directed through the filter
group (2) and then through the steering/brake oil cooler (radiator group) (3) and back to the
hydraulic tank.
Also shown are the left steering cylinder (5) and the torque converter housing (6).
03/05
1
151
2 3
152
The upper illustration shows the components that are in the area of the rear pump drive. The
gear pump (1) and the fluid sampling port (2) are located on the rear pump drive towards the
rear of the machine. The filter group is located on the right side of the machine next to the
steering and brake oil tank. Installed on the filter is the bypass switch (4). Steering oil cooler
filter bypass switch cmmunicates with the VIMS module.
Also shown is the implement hydraulic oil cooler filter.
In the lower illustration, the steering and brake oil cooler (5) is located in the radiator group at
the rear of the machine.
03/05
994F WHEEL LOADER

BRAKE COMPONENTS
Parking Brake Knob

Brake Accumulators
Parking Brake Valve
Service Brake Valve
Steering And
Braking Tank
Brake Pump
Service Parking Service
Rear Pump Drive Brakes Brake Brakes
Brake System
153
This illustrations shows the brake component locations on the 994F Wheel Loader. The axle
components are retained from the 994D Wheel Loader. The service brakes now feature an
increased circuit pressure and a split control system.
03/05
994F
BRAKE SYSTEM Left Front
Left Rear
ENGINE NOT RUNNING Service Brake Service Brake
PARKING BRAKE ENGAGED
SERVICE BRAKES NOT ENGAGED
Brake Low Pressure

Warning Switches
Brake
Pedals
Parking
Brake Brake
Accumulators
Service
Brake
Right Rear Right Front
Valve
Service Brake Service Brake
Parking Brake
Valve
Pressure
Control Valve Parking
Check Brake Oil
Valve Brake
Pressure Cooler Core
Parking Switch Group
Variable Brake Brake
Displacement Interlock Cooling
Piston Pump Breather
Switch Pump
Pump
Actuator
Breather Brake Cooling

Oil Tank
Steering and
Brake Hydraulic Oil Tank
154
Brake System Components
This illustration shows a schematic of the brake system with the engine not running and the
pumps not rotating. The brake system component functions are:
Brake pump: The brake pump is a variable displacement piston pump with a pressure
compensated pump control valve. The pump draws oil from the steering and brake hydraulic
oil tank and sends supply oil to through the check valves to the accumulators.
Check valves: Allows oil flow in one direction between the brake pump and the accumulators.
Brake accumulators: When the engine is running, the front and rear brake accumulators
supply oil within a controlled pressure range to the brake valve and to the parking brake valve.
If the engine stops running, the accumulators provide an emergency oil supply to provide
braking.
Service brake valve: Controls the flow of brake oil to the front and rear service brakes.
Parking brake valve: Controls the engagement and disengagement of the parking brake.
03/05
Parking brake: Prevents the machine from moving when parked.

Parking brake pressure switch: The pressure switch sends a signal to the Power Train ECM
if a low pressure event occurs at in the parking brake circuit.
Brake low pressure warning switches: The pressure switch sends a signal to the VIMS
module if a low pressure event occurs at either brake accumulator.
03/05
994F
Left Rear
ENGINE RUNNING Service Brake Service Brake
PARKING BRAKE DISENGAGED
SERVICE BRAKES NOT ENGAGED
Brake Low Pressure

Warning Switches
Brake
Pedals
Parking
Brake Brake
Accumulators
Service
Brake
Valve
Parking Brake
Valve
Pressure
Check Brake Oil
Valve Brake
Switch Pump
Pump
Actuator

Oil Tank
Steering and
155
BRAKE SYSTEM
Brake System Schematic
Shown is a schematic of the service brake system, the parking brake system, and the brake
cooling system.
In the illustration, the parking brake is disengaged and the service brakes are not engaged.
03/05
994F
Left Rear
ENGINE RUNNING Service Brake Service Brake
PARKING BRAKE DISENGAGED
SERVICE BRAKES ENGAGED
Brake Low Pressure

Warning Switches
Brake
Pedals
Parking
Brake Brake
Accumulators
Service
Brake
Valve
Parking Brake
Valve
Pressure
Check Brake Oil
Valve Brake
Switch Pump
Pump
Actuator

Oil Tank
Steering and
156
Brake System Schematic
Shown is a schematic is the service brake system, the parking brake system, and the brake
cooling system.
In the illustration, the service brakes are engaged and the parking brake is disengaged.
03/05
1
2
3
4
5
6
157
Hydraulic Brake System Control
The hydraulic brake system control consists of the following components:
Steering and brake hydaulic tank (1)
Service brake control valve (2)
Parking brake control valve (3)
Brake pump (4)
Brake accumulators (5)
Also shown for location of the brake components are the left side steering cylinder (6) and the
EEF (7).
03/05
1 3
2
6
8 7
158
This illustration shows the service brake valve (3) and the parking brake control valve (4). The
service brake control is attached below the cab frame at the articulation hitch.
The parking brake valve group is located one EEF at the articulation hitch. Installed on the
parking brake control valve group is the parking brake interlock switch (7) and the parking
brake pressure switch (5). These two switches communicate with the Power Train ECM.
Service brake low pressure switches (1) and (2) are installed in the brake lines between the
service brake control valve and the brake accumulators (not shown). Front brake pressure
switch (2) and the rear brake pressure switch (1) communicate a drop in pressure to the VIMS
module.
Also, hose (8) is connected to the rear service brakes in the EEF (not shown), hose (9) is
connected to the front service brakes in the NEEF (not shown), and hose (6) is connected to the
parking brake in the NEEF (not shown).
03/05
SERVICE BRAKE VALVE
BRAKE PEDAL
BRAKE PEDAL
APPLIED
OFF
PISTON
UPPER SPOOL
SPRINGS
LOWER SPOOL
TO REAR BRAKES TO REAR BRAKES
FROM
ACCUMULATOR
TO FRONT BRAKES TO FRONT BRAKES
FROM
ACCUMULATOR
TO TANK TO TANK
SPRING
159
This illustration shows the service brake valve operation with the right service brake pedal
applied and also not applied.
When the operator depresses either brake pedal (right view), the upper spring moves the two
brake spools down. The brake spools close the passages to the tank and open the passages from
the two accumulators. The oil from the rear accumulator flows through the upper brake spool
to ENGAGE the rear service brakes and to fill the chamber between the upper brake spool and
the lower brake spool. The oil from the front brake accumulator flows through the lower brake
spool to ENGAGE the front service brakes and to fill the chamber at the bottom of the lower
spool.
The pressure at the bottom of the lower brake spool and the force of the spring move the lower
brake spool up against the pressure in the chamber between the upper brake spool and the lower
brake spool. The pressure in the chamber between the upper brake spool and the lower brake
spool moves the upper brake spool up against the force on the brake pedal.
The force at the bottom of each brake spool balances that brake spool against the force at the
top of the brake spool. Each brake spool acts as a pressure reducing valve to limit the pressure
in the brakes proportionally to the force at the top of the respective brake spool.
03/05
When the brake pedal is RELEASED (left view), the oil passages from the accumulators to the
brakes are closed, and the passages from the brakes to the tank are opened. Oil in the rear and
front service brakes flows through the respective brake spools to the tank. Spring force at the
bottom of the lower brake spool moves the brake spools up.
03/05
1
2
4 5 6
160
This illustration shows the service brake accumulators and the check valves. Accumulator (2)
and check valve (4) is in the circuit for the front service brakes. Accumulator (1) and check
valve (6) is in the circuit for the rear service brakes.
The accumulators are piston type that is charged with dry nitrogen. The charge pressure for the
accumulators at 160 C (70 F) is 5520 280 kPa (800 40 psi).
Also, hose (5) is the supply line that is feeding the two accumulators. The hose is installed
between the brake pump (not shown) and the divider block (5).
03/05
1 2
4
5
6 7
8
9
161
This illustration shows the location of the brake pump (4) and the check valve (9) on the rear
pump drive (6). The brake pump is a pressure compensated piston pump that is adjusted to
supply 16000 345 kPa (2300 50 psi) pressure. The check valve has a cracking pressure of
448 55 kPa (65 8 psi).
Also shown is the steering and brake hydraulic tank (1) and brake cooling tank (5). Installed on
the steering and brake hydraulic tank are the temperature sensor (3) and the liquid level switch
(2) (the liquid level switch is located on the opposite side of the tank). Temperature sensor for
the steering and brake hydraulic oil (3) reports to J2-54 on the VIMS module. Liquid level
switch (2) for the oil in the steering and brake hydraulic tank reports to the VIMS module.
Also shown are the steering and brake oil cooling pump (8) and the hose (7) that is connected
to the dividing block for the brake accumulators (not shown).
03/05
BRAKE PUMP
LOW PRESSURE
Control Piston Spring
Pump Control Valve
Barrel
Control Piston
Passage
Outlet Passage
Drive Shaft
Inlet Passage
Piston Assembly Swashplate
162
Brake Pump
Shown in this illustration are the main components of the brake pump.
The components are:
- Pump control valve
- Control piston
- Spring
- Swashplate
- Piston assembly
- Barrel
- Drive shaft
When pressure in the brake system is less than 16000 345 kPa (2300 50 psi), the spring
keeps the swashplate at maximum angle. The pump piston stroke is longest and pump
displacement is maximum. A small amount of pressure oil from the outlet passage flows to the
pressure compensator. A spool in the pressure compensator blocks the flow of oil to the control
03/05
PUMP CONTROL VALVE

LOW BRAKE SYSTEM PRESSURE HIGH BRAKE SYSTEM PRESSURE
To Control From Pump To Control From Pump

Piston Outlet Piston Outlet
Adjustment Adjustment
Bolt Bolt
Locking Nut Pressure Compensator Spool Locking Nut Pressure Compensator Spool
163
This illustration shows the main components and the operation of the pump control valve. The
components are:
- Adjustment bolt
- Locknut
- Spring
- Pressure compensator pool
The left illustration shows the operation of the pressure compensator valve when the brake
system pressure is less than 16000 345 kPa (2300 50 psi). Pump output oil flows around
the right land of the pressure compensator spool and into the chamber at the right end of the
spool.
When the brake system pressure increases to 16000 345 kPa

(2300 50 psi), the pressure of the oil in the chamber is high enough to move the spool against
the spring. Movement of the spool permits oil to flow past the spool to the control piston in the
pump.
03/05
BRAKE PUMP
HIGH PRESSURE
Control Piston Spring
Pump Control Valve
Barrel
Control Piston
Passage
Outlet Passage
Drive Shaft
Inlet Passage
Swashplate
Piston Assembly
164
When the brake system pressure reaches 16000 345 kPa (2300 50 psi), oil from the pump
control valve fills the chamber in the control piston. As the brake system pressure increases
above 16000 345 kPa (2300 50 psi), the oil pressure from the pump control valve moves
the control piston against the control spring. This movement decreases the angle of the
swashplate, the stroke of the pistons, and the displacement of the pump. The amount of oil per
pump revolution is decreased to the amount needed to maintain the system pressure at 16000
345 kPa (2300 50 psi).
03/05
165
This illustration shows the brake pads and spacers being assembled into the final drive.
03/05
4
1
2
3
166
Parking Brake
This illustration shows the location of the parking valve group (1) with the parking brake
pressure switch (2) and the parking brake position switch (3). The parking brake valve group is
located under the cab on the top of the Engine-End-Frame at the articulation hitch.
The parking brake is spring applied with hydraulic pressure release. The parking brake
pressure switch sends a signal to the Power Train ECM that the oil pressure is high enough to
disengage the parking brake.
The parking brake position switch sends a input to the Power Train ECM giving the On/Off
position of the parking brake control
03/05
1
2
167
The parking brake assembly (2) is located at the articulation hitch on the loader frame (1). The
parking brake is spring activated and hydraulic oil pressure released through cylinders (3). The
cylinders are equipped with air purge screws (4).
03/05
168
169
3
The front axle (1) and the rear axle (3) are equipped with temperature sensors. The pressure
sensor (2) and the pressure sensor (4) report the temperature of the respective axles to the
VIMS module through a PWM signal. The VIMS module interputs the information and reports
a warning if necessary to the operator panel.
03/05
1
2
3 4
5
170
Brake Oil Cooler System
The hydraulic brake system control consists of the following components:
Brake oil cooler tank (1)
Brake cooler pump (2)
Brake oil cooler (3)
Engine-End-Frame (4)
Also shown is the transmission (5).

03/05
1 2
4 5
171
Brake Oil Cooler System
This illustration shows the line routing through the Non-Engine-End-Frame
The brake oil cooler system in the NEEF consists of two hoses that are connected to the front
axle (not shown). Hose (5) directs flow to the divider block (not shown) on the front axle.
Hose (4) is the return line to the brake oil cooler tank that is located in the Engine-End-Frame.
Also shown is the implement hydraulic oil tank (1) and the front pump drive (2) on the loader
frame (3).
03/05
1
1
2
2
172
The screens (2) for the front service brakes are mounted to the front axle housing. Each screen
has a check valve (1) not shown to prevent oil from flowing in the reverse direction.
The brake cooling screens are canister type screens with replaceable 500 micron elements.
03/05
173
This view shows the screen (arrow) for the right rear wheel brake cooling circuit. It is mounted
to the axle housing between the axle housing and the trunion.
The rear brake cooling screens are also equipped with check valves (not shown) to prevent the
oil from flowing in the wrong direction.
The rear brake cooling screens are also canister type screens with replaceable 500 micron
elements.
03/05
174
This illustration shows the screen (arrow) for the rear left wheel brake cooling circuit. It is
mounted to the axle housing between the axle housing and the trunion. The rear brake cooling
screens are also equipped with check valves (not shown) to prevent the oil from flowing in the
wrong direction.
03/05
175
176
The 994F Wheel Loader can be equipped with an optional rear vision camera. The camera that
is mounted on the rear of the machine gives the operator a look at what is behind the machine.
The upper illustration shows the location of the rear vision camera at the rear of the EEF. The
operator can view what is behind the machine through the display in the cab (shown in the
lower illustration).
03/05
HYDRAULIC SCHEMATIC COLOR CODE
Black - Mechanical connection or Seal Red - High pressure oil
Dark Gray - Cutaway section Red/White Stripes - 1st pressure reduction
Light Gray - Surface color Red Crosshatch - 2nd reduction in pressure
White - Atmosphere or Pink - 3rd reduction in pressure

Air (no pressure)
Purple - Pneumatic pressure Red/Pink Stripes - Secondary source oil pressure
Yellow - Moving or activated components Orange - Pilot, signal, or Torque Converter oil
Cat Yellow - (restricted usage) Orange/White Stripes -

Identification of components Reduced pilot, signal, or TC oil pressure
within a moving group
Orange Crosshatch - 2nd reduction in
Brown - Lubricating oil pilot, signal, or TC oil pressure.
Green - Tank, sump, or return oil Blue - Trapped oil
Green/White Stripes -
Scavenge Oil or Hydraulic Void
177
Hydraulic Schematic Color Code
The table above shows the color code for hydraulic schematics and cross-sectional views that
are shown in this presentation.

Manual Caterpillar 994f Wheel Loader Engine Oil Components Operation Systems PDF

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SERVXXXX

994F WHEEL LOADER

Service Training Meeting Guide

2004 Caterpillar Inc.

POWER TRAIN ...................................................................................................................27

IMPLEMENT HYDRAULIC SYSTEM..............................................................................71

STEERING HYDRAULIC SYSTEM..................................................................................93

STEERING AND BRAKE OIL COOLING SYSTEM .....................................................107

BRAKE HYDRAULIC SYSTEM .....................................................................................108

994F WHEEL LOADER

2005 Caterpillar Inc.

994F WHEEL LOADER

Steering Pump Input Drive Shaft Input Transmission

Engine Moving Parts Power Train Hydraulics

SIMILARITIES AND DIFFERENCES

FEATURES DIFFERENT SIMILAR SAME

Similarities and Differences

Components which can be seen are:

- Coolant regulator housing (2)

- Engine oil cooler (3)

- Fuel Filter (4)

- Transmission cooler (coolant-to-oil) (6)

- Engine speed timing sensor (7)

- Crankcase pressure sensor (8)

994F BASIC ENGINE BLOCK DIAGRAM

Oil Level Add Permanent Timing

Coolant Flow Crankcase

Electrical Block Diagram

The following is a list of the ground level components:

- Ground level shutdown (1)

- Hood lamp (2)

- Ground level stair lamp (3)

- VIMS key switch (4)

- VIMS serial download port (5)

- Hour meter (6)

- Start lockout indicator (7)

- Transmission lockout LED (8)

- Transmission lockout switch (9)

- Start lockout switch (10)

Turbocharger Inlet Pressure Sensor

Also shown are the inlet tubes (4).

Also shown is the engine oil filler tube (1).

The engine ECM is an ADEMIII is equipped two 70 pin connectors.

The Engine ECM has three types of output drivers:

Components which can be seen are:

- Primary fuel filter (1)

- Air conditioning compressor (3)

- Engine oil cooler (4)

- Fuel transfer pump (5)

- Coolant flow switch (6)

- Coolant pump for water jacket (7)

The illustration show the following components:

- Secondary fuel filters (1)

- Electric fuel priming pump and switch (2)

- Fuel differential pressure switch (3)

- Oil pressure sensor filtered (4)

- SOS fluid sampling oil port (engine oil) (5)

- Engine oil dipstick (6)

- Engine oil filters (8)

ENGINE OIL SYSTEM

Engine Oil Renewal

Engine Oil System

Components that can be seen include: