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Producto: VIBRATORY COMPACTOR


Modelo: CS-563 VIBRATORY COMPACTOR 8XF
Configuración: CS-563 & CP-563 VIBRATORY COMPACTORS 8XF00001-
00778 (MACHINE) POWERED BY 3116 ENGINE

Pruebas y Ajustes
CP-563 & CS-563 VIBRATORY COMPACTORS PROPULSION SYSTEM
Número de medio -KENR1583-01 Fecha de publicación -01/11/1993 Fecha de actualización -10/10/2001

Testing And Adjusting

Introduction
Reference: For Specifications with illustrations, refer to the Specifications for the CP-563 & CS-563
Propulsion System, Form No. KENR1582-01. If the Specifications in Form No.KENR1582-01 are not
the same as listed in the Systems Operation and the Testing And Adjusting, look at the print date on the
front cover of each book. Use the Specifications listed in the book with the latest date.

Troubleshooting
During a diagnosis of the hydraulic system, remember that correct oil flow and pressure are necessary
for correct operation. The output of the pump (oil flow) increases with an increase in engine speed
(rpm) and decreases when engine speed (rpm) is decreased. Oil pressure is caused by resistance to the
flow of oil.

The 4C4892 ORFS Fittings Group can be used to make the pressure tests of the propulsion system.
Before any tests are made, visually inspect the complete hydraulic system for leakage of oil and for
parts that have damage. For some of the tests a magnet, thermometer and a measuring rule (either for
inches or millimeters) are usable tools.

When any test is made of the propulsion system, the hydraulic oil must be at the normal temperature for
operation.

Sudden movement of the machine or release of oil under pressure can


cause injury to persons on or near the machine. To prevent possible
injury, do the procedure that follows before testing and adjusting the
propulsion system:

1. Move the machine to a smooth horizontal location. Move away from working machines and
personnel.

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2. Permit only one operator on the machine. Keep all other personnel either away from the machine or
in view of the operator.

3. Activate the parking brake.

4. Stop the engine.

5. Move the hydraulic control handle to all positions to release any pressure in the hydraulic system.

6. Carefully loosen the filler cap on the hydraulic tank to release any pressure in the tank.

7. Make sure all hydraulic pressure is released before any fitting, hose or component is loosened,
tightened, removed, or adjusted.

8. Tighten the filler cap on the hydraulic tank.

9. The pressure in the system has now been released and lines or components can be removed.

Visual Checks
A visual inspection of the propulsion system and its components is the first step when a diagnosis of a
problem is made. Then check the operation of the machine. Finally, check the propulsion system with
instruments. Stop the engine. To remove the tank filler cap, slowly turn the filler cap until it is loose.
Let the tank pressure lower before the filler cap is removed. Make the following inspections.

1. Measure the oil level of the hydraulic tank.

2. Look for air in the oil that is in the hydraulic tank. Do this immediately after the machine is stopped.
Use a clear bottle or container to get a sample of the oil. Look for air bubbles in the oil that is in the
bottle.

Do not check for leaks with your hands. Pin hole (very small) leaks can
result in a high velocity oil stream that will be invisible close to the hose.
This oil can penetrate the skin and cause personal injury. Use
cardboard or paper to locate pin hole leaks.

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

4. Remove the hydraulic filter elements and look for particles removed from the oil by the filter
elements. A magnet will separate ferrous particles from nonferrous particles (port plates, O-ring seals,
etc.)
a. Bronze-colored particles give an indication of pump or motor port plate failure.
b. Shiny steel particles give an indication of pump or motor piston failure or motor cam
deterioration.

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c. Rubber particles give an indication of a seal or hose failure.
d. Aluminum particles give an indication of steering pump group failure.

Whenever foreign particles such as rubber or metal are found, all the components of the propulsion,
vibration, brake and steering circuits must be flushed through. Each loop line circuit must be
independently filtered. Do not use parts that have been damaged.

Checks During Operation


The checks during operation can be used to find leakage in the system. They can also be used to find a
bad valve, pump or motor. Travel speed can be used to check the condition of the propulsion motors
and the pump.

Drive the machine backwards and forwards several times. Operate the propulsion controls in all speed
ranges.

1. Watch the drive drum and wheels. Starting and stopping operations should be progressive. Drum and
wheel rotation should be smooth and regular at all times.

2. Check for noise from the pump and drive motors.

3. Check for the sound of the relief valves opening. The opening pressures of the relief valves are given
in the relief valve pressure tests located in the Testing And Adjusting section of this module.

4. After selecting the travel speed of the compactor, the forward and reverse motion should be identical.

Problem: Propulsion system engages very slowly when making a shift.

Probable Cause To Low Charge Pressure:

1. Low charge pressure.


2. Low oil level in the hydraulic tank.
3. Plugged filter element.
4. Inadequate flow from steering pump.
5. Plugged stroking orifices in the propulsion pumps.

Problem: Propulsion system engages very suddenly when making a shift.

Probable Cause:

1. Stroking orifices missing from propulsion pumps.


2. Broken or weak propulsion pump servo valve springs.
3. Shuttle valve spool inside propulsion system cooling valve is sticking.

Problem: Propulsion system operates in forward speeds only.

Probable Cause:

1. Failure of the propulsion pump servo piston.

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2. Failure of the propulsion pump servo valve.
3. Failure of the rocker arm section of the pump swashplate assembly.
4. Main relief valve damaged or incorrectly adjusted in the reverse line of loop circuit.
5. Failure shuttle valve spool O-rings inside propulsion system cooling valve.

Problem: Propulsion system operates in reverse speeds only.

Probable Cause:

1. Failure of the propulsion pump servo piston.


2. Failure of the propulsion pump servo valve.
3. Failure of the rocker arm section of the pump swashplate assembly.
4. Main relief valve damaged or incorrectly adjusted in the forward line of loop circuit.
5. Failure shuttle valve spool O-rings inside propulsion system cooling valve.

Problem: Propulsion system does not disengage (zero oil flow) when propulsion control lever is
returned to neutral.

Probable Cause:

1. Failure of the propulsion pump servo piston.


2. Failure of the propulsion pump servo valve.
3. Failure of the rocker arm section of the pump swashplate assembly.
4. Incorrect neutral adjustment of the swashplate.
5. Incorrect linkage rod adjustment between front and rear pump controls.

Problem: Parking brake does not release when parking brake button is pulled up.

Probable Cause:

1. Failure of the parking brake button.


2. Worn or damaged piston seal in the brake group.
3. Failure of the parking brake valve.
4. Fault in the electric circuit.
5. Failure of neutral start switch.
6. Failure of neutral start relay.
7. Failure of brake relay.
8. Steering pump relief valve damaged or incorrectly adjusted.
9. Failure of the steering pump.

Problem: Parking brake does not engage when the parking brake button is pushed down.

Probable Cause:

1. Failure of the parking brake button.


2. Failure of brake relay.
3. Worn brake discs.
4. Failure of the parking brake valve.
5. Fault in the electric circuit.

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Problem: Noisy front propulsion motor.

Probable Cause:

1. If the motor gives off a regular humming noise, the shaft bearings are bad.
2. If there is excessive vibration, the retaining bolts are loose.
3. If the motor gives off noise (banging sounds), the charge pressure from the steering pump is
too low.
4. If popping sounds are heard, there is leakage in the motor distributor.

Problem: External oil leaks from front or rear propulsion motors.

Probable Cause:

1. Motor case pressure is too high.


2. Restriction in the oil return line to hydraulic tank.
3. Seals damaged due to pressure peaks, use of unapproved hydraulic oil which is not compatible
with the seal material or incorrect tightening torque values.

Problem: Propulsion system oil overheats.

Probable Cause:

1. Incorrect type of oil used in the hydraulic circuit.


2. The oil cooler is internally restricted.
3. The radiator/oil cooler is externally restricted.
4. Excessive internal leakage in circuit which causes low charge line pressure.
5. Cooling relief valve in vibration cooling valve is set to high or inoperative.
6. Check valve in return manifold is held open.
7. Operating pressures exceeding relief pressures due to mechanical problems.

System Tests And Adjustments


Pump Efficiency Check
For any pump test at a given rpm, the pump flow at 2100 kPa (300 psi) will be larger than the pump
flow at 6900 kPa (1000 psi). The difference between the pump flow of the two operating pressures is
the flow loss.

Flow loss when expressed as a percent of pump flow is used as a measure of pump performance.

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If the percent of flow loss is more than 10%, pump performance is not good enough.

*
The numbers in the examples are for illustration and are not values for any specific pump or pump
condition. See Specifications for pump flow of a new pump at 2100 kPa (300 psi) and 6900 kPa (1000
psi).

Machine Test

Install a Flow Meter. For Formula I, measure pump flow at 2100 kPa (300 psi) and at 6900 kPa (1000
psi) with the engine at high idle rpm.

Bench Test

If the test bench can be run at 6900 kPa (1000 psi) and at full pump rpm, find the percent of flow loss
using Formula I.

If the test bench cannot be run at 6900 kPa (1000 psi) and at full pump rpm, run the pump shaft at 1000
rpm. Measure the pump flow at 2100 kPa (300 psi) and at 6900 kPa (1000 psi). Use these values in the
top part of Formula II. For the bottom part of the formula, run the pump shaft at 2000 rpm. Measure the
pump flow at 2100 kPa (300 psi).

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Travel Speed Test
NOTE: The machine must be in high speed range for this test.

The oil in the system must be SAE 10W hydraulic oil. The oil temperature must be at 38°C (100°F) to
get correct results. All speed tests are made with the engine rpm at maximum rpm.

Time the machine in forward and reverse through a 30.5 m (100 ft) timing trap. The vibration system
must be off.

NOTE: The machine must be at top speed through the entire timing trap.

Travel speeds that are the same as those that follow are an indication that the circuit operation is
normal. The relief valves for both charge pump and main line closed circuit must be tested to be sure
that the opening pressure of each is correct.

Maximum travel time ... 10 seconds

Minimum travel speed:

Forward motion ... 11 km/h (600 ft/min)

Reverse motion ... 11 km/h (600 ft/min)

Times for forward and reverse through the 30.5 m (100 ft) timing trap must match within one second.

If the travel speed is not correct, check the following:

1. Pump efficiency.

2. Setting of the charge system relief valve.

3. Setting of the main line closed circuit relief valves.

4. Make sure the machine is in high speed range.

5. Make sure the linkage rod between the front and rear pumps is adjusted correctly.

6. Check rear propulsion motor for correct minimum displacement adjustment.

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Pressure Test Tools

Use the above fittings group for all of the pressure tests that follow. In some procedures, more than one
of the same pressure gauge is required. It may be necessary to use two pressure gauge kits.

Vibratory/Propulsion Pump Charge Relief And


Cooling Valve Pressure Verification Test
NOTE: The hydraulic system cooling is dependent upon flow through the oil cooler and case flushing
of the system motors. To accomplish this, two different charge pressures are measured on the machine.

The first charge pressure which is measured after the charge filter is determined by the charge relief
settings in the vibration pump and the axle and drum propel pumps. A high case pressure reading may
be an indication of excessive internal leakage or an improperly set pump charge relief valve.

A low case pressure reading may be an indication of an improperly set charge relief valve (too high) or
an improperly set charge relief valve (too low) on another circuit.

The second pressure is measured at the vibration cooling valve. This pressure is measured when the
vibratory and propel systems are in use. The setting is referred to as the cooling relief valve setting and
is lower than the charge relief setting. This differential in pressure assures that low pressure oil from the
return side of the closed loop hydraulic circuits constantly flows back to the oil cooler from the
vibration and propulsion cooling valves. This allows cooled and filtered charge pressure to enter the
low pressure side of the closed loop through the makeup check valves in the propulsion pumps.

If the cooling relief valve is set improperly it may cause the hydraulic system to overheat. Case flushing
and cooling of the vibratory and two propel circuits are dependent upon the settings of the these charge
relief valves.

The following procedure should be used to verify the charge relief valves:

NOTE: The hydraulic oil used for the test is a SAE 15 weight with temperature at 38°C (100°F). A
different weight hydraulic oil and temperature will affect the pressure readings.

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Vibration Pump
(1) Case drain line. (2) Vibration pump.

1. Disconnect case drain line (1) at vibration pump (2). Install a tee, quick disconnect, and 0 to 2067
kPa (0 to 300 psi) pressure gauge from the fittings group. On the vibration pump adapter that the case
drain line was disconnected. Connect the case drain line to the tee. This pressure gauge will measure
the vibration system case pressure.

Axle and Drum Propulsion Pumps


(3) Axle propulsion pump. (4) Case drain line. (5) Case drain line. (6) Drum propulsion pump.

2. Repeat Step 1 for the axle and drum propel pumps. These will measure the axle and drum system
case pressures.

Parking Brake And Speed Shift Valve (Earlier machines)


(7) Charge pressure test port.

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Location At Rear Of Seat (Later machines)
(8) Charge pressure test port.

3. Install a 0 to 4000 kPa (0 to 580 psi) pressure gauge at the brake shift valve for earlier machines.
Install a 0 to 4000 kPa (0 to 580 psi) pressure gauge at the quick disconnect after the filter for later
machines.

Vibratory Cooling Manifold (Earlier machines)


(9) Vibratory cooling manifold. (10) Oil line.

Vibration Cooling Valve (Later machines)


(11) Test port.

4. Install a 0 to 4000 kPa (0 to 580 psi) pressure gauge at the vibratory cooling valve, oil line (10) for
earlier machines. Install a 0 to 4000 kPa (0 to 580 psi) pressure gauge at test port (11), located at the
vibratory cooling valve on later machines.

5. Start and run the engine at high idle 2350 ± 50 rpm until the hydraulic oil temperature reaches 38°C
(100°F). You may turn the steering wheel to go against the steering pivot stops to increase the
temperature.

NOTE: If difficulty is experienced in getting the system temperature up to 38°C (100°F), it may be

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necessary to operate the machine. Another method of increasing the system temperature is to
disconnect oil line (2) from the vibration cooling valve and install a plug in the hose and a cap in the
adapter.

6. Once the system reaches 38°C (100°F) remove the plug and cap from the vibratory cooling valve (if
installed previously).

7. Activate the vibratory system momentarily, this shifts the shuttle valve spool in the vibratory cooling
relief valve.

8. Record the three readings: system case, cooling relief valve, and charge pressure. Use the chart
below as a reference:

9. Case pressures recorded are a result of balancing the supply charge flow from the steering pump. A
low case pressure on one system will usually result in another system having a higher case pressure.
High case pressures may be a result of a case drain restriction, higher than normal internal leakage or
an improperly set charge relief valve.

Lower than nominal pressures on all three case pressure gauges would be a result of insufficient
steering pump output or a bypassing charge filter.

If higher than normal case pressure readings are seen on one system perform the pump adjustment
procedure for the three charge relief valves.

Adjusting Vibration/Propulsion Pump Charge


Relief Valves

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Vibratory Cooling Manifold (Earlier machines)
(1) Vibratory cooling manifold. (2) Oil line.

Vibration Cooling Valve (Later machines)


(1) Vibration cooling valve. (2) Oil line.

Vibration Pump
(3) Case drain line. (4) Vibration pump.

1. Disconnect oil line (2) from vibratory cooling manifold (1) (earlier) and vibration cooling valve (1)
(later). Install plugs in the oil line and cap the ports of the vibratory cooling manifold and vibration
cooling valve.

2. Disconnect case drain line (3) of vibration pump (4). Install a tee, quick disconnect and a 0 to 2070
kPa (0 to 300 psi) pressure gauge from the fittings group on the vibration pump adapter that the case
drain line was disconnected. Connect the case drain oil line to the tee. The pressure gauge will measure
the vibratory system case pressure.

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Axle and Drum Propulsion Pumps
(5) Axle propulsion pump. (6) Case drain line. (7) Case drain line. (8) Drum propulsion pump.

3. Repeat Step 2 for the axle and drum propel pumps. These will measure the axle and drum system
case pressures.

4. Install a 0 to 4000 kPa (0 to 580 psi) pressure gauge at the brake shift valve for earlier machines.
Install a 0 to 4000 kPa (0 to 580 psi) pressure gauge at the charge pressure tap, located after the charge
filter on later machines.

5. Install a tachometer on the engine to measure engine speed.

6. Engage the parking brake and put the propulsion lever in the STOP position. Start and run the engine
at high idle (2350 ± 50 rpm) until the hydraulic oil tank temperature reaches 38°C (100°F).

7. Stop the engine. Turn both adjustable charge relief valves for the axle and drum propel pumps
closed. This will allow the shimmable charge relief valve in the vibratory pump initially determine the
system charge pressure.

8. With the engine at low idle of 800 rpm and the hydraulic oil temperature at 38°C (100°F), record the
pressure at the charge filter and vibratory case pressure and determine the difference.

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NOTE: A shim stack height of 11.2 mm (.44 in) may be used as a reference point. It should not be
necessary to install more than 12.2 mm (.48 in) stack of shims.

Add shims (to increase pressure) or remove shims (to decrease pressure) to vibration pump charge
relief valve to bring the differential pressure to 2894 ± 138 kPa (420 ± 20 psi). Record the final
pressure at charge pressure port and use this pressure as a reference pressure to set the two propulsion
pump charge relief valves. Stop the engine.

9. Slowly open the charge relief on the axle propel pump approximately three turns. Start the engine
and increase the engine to 1575 rpm. With the hydraulic oil temperature at 38°C (100°F) turn the
adjustable relief valve until the charge filter pressure is the same as the reference pressure recorded in
Step 8. Tighten the locknut to a torque of 46 to 55 N·m (34 to 41 lb ft). Stop the engine.

10. Slowly open the charge relief valve on the drum propulsion propel pump approximately three turns.
Start the engine and increase the engine rpm to 2350 rpm (high idle). With the hydraulic oil
temperature at 38°C (100°F) adjust the adjustable charge relief valve to the charge pressure is 68 kPa
(10 psi) higher than the reference pressure recorded in Step 8. Tighten the locknut to a torque of 46 to
55 N·m (34 to 41 lb ft).

11. Stop the engine and reconnect the oil line from the vibration cooling valve to the hydraulic return
manifold.

12. Finish by performing the verification test. When finished remove all test equipment and reconnect
hoses.

Cooling Relief Valve Pressure Test

Make reference to WARNING on first page of Troubleshooting.

NOTE: This charge pressure should be checked while propelling and running the vibration system. For
this reason, it is recommended that the test be performed outside in an area clear of obstacles and
personnel. The soil should be uncompacted and the hydraulic oil temperature should be 38°C (100°F).

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1. Make sure the parking brake is engaged and the propulsion control lever is in the STOP position.

Vibratory Cooling Manifold (Earlier machines)


(1) Oil line.

Vibration Cooling Valve (Later machines)


(1) Test port.

2. For earlier machines that do not have a quick disconnect port located at the vibratory cooling
manifold install a tee and quick disconnect after removing oil line (1).

3. Connect a hose and a 0 to 4000 kPa (0 to 580 psi) pressure gauge to quick disconnect on the
vibratory cooling manifold (earlier) or test port (1) on the vibration cooling valve (later). The hose
should be long enough to allow operation of the machine while performing this test.

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Control Panel
(2) Vibratory control switch. (3) Propulsion control lever. (4) Vibratory selector switch. (5) Parking brake switch.

4. Start and run the engine at high idle. Engine rpm should be 2350 ± 50 rpm. The hydraulic oil
temperature should be 38°C (100°F).

5. Pull up on parking brake switch (5) to release the parking brake.

6. Move vibratory selector switch (4) to the HIGH AMPLITUDE position.

7. Move propulsion control lever (3) forward to operate the machine in a forward direction and depress
vibratory control switch (2) to the ON position to start the vibration system. Make a note of the reading
on the pressure gauge. The cooling relief valve setting should be 2400 ± 140 kPa (350 ± 20 psi).

NOTE: If there is not enough area to propel the machine or it is necessary to perform this test inside,
this test may be performed with just running the vibration system. It is recommended that the drum be
placed on tires to simulate an uncompacted soil condition. In this condition the cooling relief valve
pressure setting should be 2343 ± 140 kPa (340 ± 20 psi). The lower pressure is a result of reduced oil
flow through the cooling relief valve.

Vibratory Cooling Manifold (Earlier machines)


(6) Cooling relief valve.

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Vibration Cooling Valve (Later machines)
(6) Cooling relief valve.

8. If the cooling relief valve setting is not correct, stop the machine and the engine. Loosen the locknut
on the relief valve on vibration cooling manifold (1) (earlier) and on cooling relief valve (6) at the
vibration cooling valve (later). Turn the adjustment screw clockwise to increase the pressure or
counterclockwise to decrease the pressure. Tighten the locknut and check cooling relief valve pressure
setting again.

9. When the pressure setting for the cooling relief valve is correct, remove the gauge from the test
ports.

NOTE: On later machines this adjustment is factory set.

Main Relief Valve Pressure Test


Forward Drive
NOTE: Do not run the machine against the brake for more than five seconds.

Refer to the WARNING on the first page of Troubleshooting.

NOTE: Do the Propulsion Pump Charge Relief Valve Pressure Test before doing the main relief valve
test.

1. Make sure that the parking brake is applied. Make sure the propulsion control lever is in neutral.

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Parking Brake And Speed Shift Valve
(1) Wire connector with purple wire #777.

2. Disconnect wire connector (1). This will allow the parking brake to stay applied during the test.

Forward Drive Main Relief Valve Pressure Test


(2) Test port. (3) Test port.

3. Connect two 60 000 kPa (9000 psi) pressure gauges from the 4C4892 ORFS Fittings Group to test
ports (2) and (3).

4. Start the engine and run at high idle.

5. Move the speed selection switch to the HIGH speed position.

6. Release the parking brake.

7. Slowly move the propulsion control lever forward. Look at the pressure gauge on test port (3) and
record the relief valve pressure of the front propulsion pump in forward direction. Look at the pressure
gauge on test port (2) and record the relief valve pressure of the rear propulsion pump in forward
direction. The relief valve pressure both the front and rear propulsion pumps should be 41 350 to 46
850 kPa (6000 to 6800 psi).

Relief Valve Adjustment


(4) Adjustment screw. (5) Locknut.

8. If the relief valve pressures are not correct, they must be adjusted. Stop the engine. Use the same
procedure to adjust front and rear propulsion pumps as necessary. Remove the plastic dust plug. Loosen
locknut (5). Use an allen wrench to turn adjustment screw (4) clockwise to increase the pressure or
counterclockwise to decrease the pressure. Each complete rotation of the adjustment screw changes the
relief valve pressure setting by 9300 kPa (1350 psi). After the relief valve pressure is adjusted correctly,

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use an allen wrench to hold the adjustment screw and tighten the locknut to a torque of 16 N·m (12 lb
ft).

9. Check the relief valve pressure settings again. If they are correct, remove the pressure gauges from
test ports (2) and (3).

Reverse Drive
NOTE: Do not run the machine against the brake for more than five seconds.

Refer to the WARNING on the first page of Troubleshooting.

NOTE: Do the Propulsion Pump Charge Relief Valve Pressure Test before doing the main relief valve
test.

1. Make sure that the parking brake is applied. Make sure the propulsion control lever is in neutral.

Parking Brake Valve


(1) Wire connector with purple wire #777.

2. Disconnect wire connector (1). This will allow the parking brake to stay applied during the test.

Reverse Drive Main Relief Valve Pressure Test


(6) Test port. (7) Test port.

3. Connect two 60 000 kPa (9000 psi) pressure gauges from the 4C4892 ORFS Fittings Group to test
ports (6) and (7).

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4. Start the engine and run at high idle.

5. Move the speed selection switch to the HIGH speed position.

6. Release the parking brake.

7. Slowly move the propulsion control lever in the reverse direction. Look at the pressure gauges on
test port (6) and record the relief valve pressure of the front propulsion pump in reverse direction. Look
at the pressure gauges on test port (7) and record the relief valve pressure of the rear propulsion pump
in reverse direction. The relief valve pressure both the front and rear propulsion pumps should be 41
350 to 46 850 kPa (6000 to 6800 psi).

Relief Valve Adjustment


(8) Adjustment screw. (9) Locknut.

8. If the relief valve pressures are not correct, they must be adjusted. Stop the engine. Use the same
procedure to adjust front and rear propulsion pumps as necessary. Remove the plastic dust plug. Loosen
locknut (9). Use an allen wrench to turn adjustment screw (8) clockwise to increase the pressure or
counterclockwise to decrease the pressure. Each complete rotation of the adjustment screw changes the
relief valve pressure setting by 9300 kPa (1350 psi). After the relief valve pressure is adjusted correctly,
use an allen wrench to hold the adjustment screw and tighten the locknut to a torque of 16 N·m (12 lb
ft).

9. Check the relief valve pressure settings again. If they are correct, remove the pressure gauges from
test ports (6) and (7).

Servo Pressure Check

Refer to the WARNING on the first page of Troubleshooting.

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Front Propulsion Pump
(1) Front propulsion pump (2) Servo ports.

NOTE: This procedure should be performed with the machine off of the ground (raise drum and
wheels off of the ground). During this adjustment the pump linkage between the two pumps should be
disconnected.

1. After stopping the machine, apply the parking brake.

2. Remove the plugs and install two 4000 kPa (580 psi) gauges in servo ports (2).

NOTE: The front propulsion pump is shown. In order to check the servo pressure for the rear
propulsion pump, the control cable mount will need to be removed.

3. Start the machine and operate at 2200 rpm. Release the parking brake.

4. Observe the pressure on both gauges with the control lever in neutral. The differential pressure
between the two gauges should be zero.

NOTE: There are no adjustable components for the manual displacement control. If the pressure
differential is not zero, then a problem could exist with the manual displacement control.

5. Gradually move the control lever forward. The differential pressure between gauges installed in
servo port (2) should increase in proportional to output system pressure. As an example, you have an
output system pressure of 6890 kPa (1000 psi) will require a differential pressure of 482 kPa (70 psi).
The position of the control lever determines the swashplate angle.

NOTE: If the pressure does not increase, a problem may result due to:

1. Electrical power interrupted to neutralizer valve.


2. Defective neutralizer valve.
3. Defective neutralizer valve gasket.

6. Remove the pressure gauges from servo ports (2) and install the plugs.

Propulsion Pump Synchronization

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Propulsion Pumps
(1) Pressure tap for axle pump, forward direction. (2) Pressure tap for drum pump, forward direction. (3) Pressure tap for
axle pump, reverse direction. (4) Pressure tap for drum pump, reverse direction.

Refer to the WARNING on the first page of Troubleshooting.

NOTE: This test must be performed outside in an area clear of obstacles and personnel.

1. Connect four 0 to 60 000 kPa (0 to 8700 psi) gauges to pressure taps (1), (2), (3) and (4) on the
propel cooling valve. Mark the gauges to correspond with the pressure taps they are connected to. Use
lines with enough length so the gauges can be read from the driver seat.

2. Start and run the engine at high idle until the hydraulic oil temperature reaches 38°C (100°F). Engine
rpm should be 2350 ± 50 rpm.

3. Move the speed selection switch to the LOW speed position.

4. Move the propulsion control lever forward to approximately half way between neutral and full speed.
Record the reading of the gauges connected to pressure taps (1) and (2).

5. Move the propulsion control lever in reverse to approximately half way between neutral and full
speed. Record the reading of the gauges connected to pressure taps (3) and (4).

6. Move the speed selection switch to the HIGH speed position.

7. Move the propulsion control lever forward to approximately half way between neutral and full speed.
Record the reading of the gauges connected to pressure taps (1) and (2).

8. Move the propulsion control lever in reverse to approximately half way between neutral and full
speed. Record the reading of the gauges connected to pressure taps (3) and (4).

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NOTE: Pressures values shown are examples only.

9. The above chart shows typical examples of different pressures from the test ports. The different
pressures in each step must be less than 1375 kPa (200 psi) for each speed range selected.

Rear Propulsion Motor


(5) Minimum displacement adjustment screw.

10. If the pressure difference is acceptable in low range [within 1375 kPa (200 psi)] and is too large in
high speed, loosen the locknut and turn minimum displacement screw (5) on the rear propulsion motor
until the pressures are equal. Turn the displacement screw out to decrease displacement if the axle
circuit is lower than the drum circuit pressure. Turn the displacement screw in to increase displacement
if the axle circuit is higher than the drum circuit pressure.

Propulsion Pumps
(6) External linkage rod.

11. If the pressure difference is too large in both low and high speeds, the length of external linkage rod
(6) between the front and rear propulsion pumps can be adjusted until the pressures are equal. The

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external linkage rod should be adjusted with the front and rear propulsion pumps at zero displacement
or neutral. If adjustment of the external linkage rod does not bring the pressures within 1378 kPa (200
psi), then the pump and motor efficiencies should be checked, along with the servo control and
swashplate neutral position.

12. If one of the gauges shows 0 for that direction of travel, the propulsion pump is not going on stroke
or a mechanical problem exists with that propulsion pump.

13. When the pressure difference between the four test ports is less than 1378 kPa (200 psi), remove the
pressure gauges from the pressure taps.

Neutral Start Switch Adjustment


1. Make sure the propulsion control lever is in the neutral position.

Location Of Neutral Start Switch On Rear Propulsion Pump.


(1) Neutral start switch. (2) Neutral start switch locknut. (3) Screws.

2. Attach a continuity checker to two screws (3) on the end of neutral start switch (1). Turn the neutral
start switch counterclockwise until electrical continuity is obtained. Turn the neutral start switch
counterclockwise an additional 1/4 turn after continuity has been obtained.

3. Hold the neutral start switch in place, and tighten neutral start switch locknut (2) to a torque of 27
N·m (20 lb ft).

4. With the continuity checker attached to the neutral start switch, move the propulsion control lever in
each direction to assure continuity is broken when the propel control lever is not in the neutral position.

Neutral Start Switch Check And Eccentric Plug Adjustment


NOTE: Do not disturb any locknuts or adjustments on the neutral start switch other than those

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described in this procedure. Disturbing other components could result in the engine being able to start
in other than the neutral position. If other adjustments are disturbed during replacement, the neutral
start switch operation must be checked.

NOTE: Starting the engine when the neutral start switch is removed from the displacement control
valve will result in damage to the control valve.

Control in neutral position.


(1) Neutral start switch. (2) Neutral start switch locknut. (4) Eccentric plug locknut. (5) Pin. (6) Eccentric plug. (7) Cam slot.

Rear propulsion pump.


(8) Pressure ports. (9) Control handle.

1. Connect a continuity checker to the screws on the end of neutral start switch (1).

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2. Be sure the propulsion control lever is in the neutral position. Electrical continuity should now be
obtained. Verify by observing the continuity checker.

For the neutral start switch to operate properly and continuity to be established, pin (5) located in
eccentric plug (6) must engage in cam slot (7) in the internal control mechanism.

When control handle (9) is moved in either direction, pin (5) is forced out of cam slot (7) and actuates
the neutral start switch to interrupt the circuit. The continuity should be interrupted with an equal
amount of handle rotation in both directions.

3. If continuity can not be verified in neutral, determine the direction of the handle rotation (clockwise
or counterclockwise) necessary to establish continuity. Pin (5) which engages in cam slot (7) is
mounted in eccentric plug (6) which allows for adjustment.

Alternate Designs For A Eccentric Plug Adjustment Tool.


(A) 25.4 mm (1.00 in) (Minimum). (B) 12.7 mm (.50 in). (C) 1.6 mm (.06 in) (D) 1.6 mm (.06 in). (E) 25.4 mm (1.00 in)
(Minimum). (F) 12.7 mm (.50 in). (G) 3.18 mm (.125 in). (H) 1.6 mm (.06 in).

4. Fabricate one of the adjustment tools shown in the above picture for rotating eccentric plug (6).

5. While holding neutral start switch (1), loosen neutral start switch locknut (2) and remove the neutral
start switch. Note the slots in eccentric plug (6) for the adjustment tool. Loosen eccentric plug locknut
(4) while holding the eccentric plug in place with the adjustment tool.

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Eccentric Plug Adjustment.
(4) Eccentric plug locknut. (5) Pin. (6) Eccentric plug.

6. If it is necessary to rotate control handle (9) clockwise to obtain electrical continuity, use the
adjustment tool to rotate eccentric plug (6) to move pin (5) down (or toward the pump).

If a counterclockwise rotation of the control handle was necessary to obtain electrical continuity, rotate
the eccentric plug to move the pin up (or away from the pump). Only a small amount of adjustment in
either direction is needed to center the pin in the cam slot (7).

Turn eccentric plug (6) a maximum of 1/4 turn while frequently stopping to check maximum depth of
pin (5) into the eccentric plug. In most cases it can be determined that the pin has engaged in the slot,
either by feel or depth gauge, within the first 1/4 turn.

7. While holding eccentric plug (6) in place with the adjustment tool, tighten eccentric plug locknut (4)
to a torque of 27 N·m (20 lb ft).

8. Install the neutral start.

9. Make certain the control is in the neutral position. If the neutral start switch is being replaced with
the control removed from the pump, neutral can be verified by rotating control link (9) until pin (5) is
engaged in cam slot (7).

10. Recheck neutral start switch electrical continuity to determine if additional adjustment to the
eccentric plug is necessary.

If further adjustment is required, continue rotation up to additional 1/4 turn.

NOTE: Do not exceed 1/2 turn total or 180° from the initial pin position. Doing so will turn the
eccentric plug into or out of the housing beyond specifications.

If too much adjustment was made, turn the eccentric plug 1/8 turn in the opposite direction.

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Again, install the neutral start switch and check for electrical continuity.

Brake Efficiency Check

Refer to the WARNING on the first page of Troubleshooting.

NOTE: Do the Main Relief Valve Pressure Test before doing the brake efficiency check.

Parking Brake Valve


(1) Wire connector with purple wire #777.

1. Disconnect wire connector (1). This will allow the parking brake to stay applied during the test.

2. Position the high/low speed switch to low range.

Pressure Taps
(2) Test port. (3) Test port.

3. Connect a 60 000 kPa (8700 psi) pressure gauge from the 4C4892 ORFS Fittings Group to test ports
(2) and (3).

4. Start and run the engine at high idle until the hydraulic oil temperature reaches 38°C (100°F). Engine
rpm should be 2350 ± 50 rpm.

5. Release the parking brake. Slowly move the propulsion control lever forward until the pressure
reaches 24 800 kPa (3600 psi) or the drum begins to turn.

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NOTE: The rear wheels must not spin during this test. If wheel spin is a problem, move to a location
with better soil density.

6. If the pressure is less than 25 000 kPa (3600 psi), it is an indication that the brake discs are worn and
need to be replaced or repaired.

Propulsion Motor Case Leakage Test


Front Propulsion Motor

Refer to the WARNING on the first page of Troubleshooting.

NOTE: A calibrated bucket will be required to perform this test.

NOTE: Install 4C6500 temperature probe into the hydraulic tank. Operate the machine until the oil
temperature reaches 38°C (100°F). Run the test under pressure.

1. Stop the machine. Apply the parking brake.

Front Propulsion Motor


(1) Front propulsion motor. (2) Oil line. (3) Oil line.

2. Disconnect oil lines (2) and (3) from front propulsion motor (1). Use a union to connect the oil lines
together.

3. Install a cap to the adapter that oil line (2) was connected to. Connect a short length of hose to the
adapter that oil line (3) was connected to, connect the other end of the hose to a flow meter or a
disposable oil container.

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4. Install a 51 675 kPa (7500 psi) gauge on the forward gauge port for the drum propel. Quick
disconnect is located on the propel cooling valve.

5. Disconnect electrical lead for brake release solenoid. This will allow the machine propel system to
propel against the drum brake when the brake release button is released and the propel handle moved
forward.

6. Start and run the machine at low idle for several minutes then run at high idle until the hydraulic oil
temperature reaches 38°C (100°F). Engine rpm should be 2350 ± 50 rpm. Slowly move the propel
handle forward until 11 024 kPa (1600 psi) is noted on the pressure gauge.

7. Move the oil line from the flow meter or the disposable oil container to the calibrated bucket. Begin
timing the oil flow for 30 seconds, then return the oil line to the flow meter or the disposable oil
container.

8. Stop the engine. Multiply the quantity of oil in the calibrated bucket by two to get the amount of case
drain leakage per minute.

9. Repeat the above four times, rotating the drum 32°C (90°F) after each reading. This will determine
case drain leakage for the various pistons as they receive flow from the pump.

10. If there is more than 6 liter/min (1.5 U.S. gpm) of leakage, the front propulsion motor has too much
internal leakage and must be repaired or replaced.

11. Remove all test tooling and connect the oil lines back to the front propulsion motor.

Rear Propulsion Motor

Refer to the WARNING on the first page of Troubleshooting.

NOTE: A calibrated bucket will be required to perform this test.

NOTE: Install 4C6500 temperature probe into the hydraulic tank. Operate the machine until the oil
temperature reaches 38°C (100°F). Operate at 11024 kPa (1600 psi) during the test. Run the test under
pressure.

1. Stop the machine. Apply the parking brake.

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Rear Propulsion Motor
(1) Rear propulsion motor. (2) Oil line. (3) Oil line.

2. Disconnect oil lines (2) and (3) from rear propulsion motor (1). Use a union to connect the oil lines
together.

3. Install a cap to the adapter that oil line (2) was connected to. Connect a short length of hose to the
adapter that oil line (3) was connected to, connect the other end of the hose to a flow meter or a
disposable oil container.

4. Install a 51 675 kPa (7500 psi) gauge on the forward gauge port for the axle propel. Quick
disconnect is located on the propel cooling valve.

5. Disconnect electrical lead for brake release solenoid. This will allow the machine propel system to
propel against the drum when the brake release button is released and the propel handle moved
forward.

6. Start and run the machine at low idle for several minutes then run at high idle until the hydraulic oil
temperature reaches 38°C (100°F). Engine rpm should be 2350 ± 50 rpm. Slowly move the propel
handle forward until 11 024 kPa (1600 psi) is noted on the pressure gauge.

7. Move the oil line from the flow meter or the disposable oil container to the calibrated bucket. Begin
timing the oil flow for 30 seconds, then return the oil line to the flow meter or the disposable oil
container.

8. Stop the engine. Multiply the quantity of oil in the calibrated bucket by two to get the amount of case
drain leakage per minute.

9. Repeat the above four times, rotating the tires 32°C (90°F) after each reading. This will determine
case drain leakage for the various pistons as they receive flow from the pump.

10. If there is more than 4 liter/min (1 U.S. gpm) of leakage, the rear propulsion motor has too much
internal leakage and must be repaired or replaced.

11. Remove all test tooling and connect the oil lines back to the rear propulsion motor.

No-Spin Differential Operation Test


1. With the engine not running, raise the axle until all wheels are not contacting the ground surface.

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Place blocking stands under the axle to block the wheels off the surface.

NOTE: The CS-563 has a parking brake on the axle. This will need to be released through use of a
porta power or machine hydraulics. Refer to the procedure to release parking brake, making sure safety
procedures are followed.

2. With the help of an assistant on the opposite side, start the test by rotating both wheels in a forward
direction as far as possible. Both wheels should stop after rotating a short distance.

3. While the assistant holds the right wheel locked forward against the stop, rotate the left wheel in a
backward direction. Listen for an indexing or clicking sound. (The right wheel must be held firmly
against the stop or the left wheel will not disengage freely.) Grasp the left wheel to stop its rotation.
Then, move it slightly forward (toward the stop). The NO-SPIN differential should lock up.

4. Rotate both wheels in a backward direction as far as possible. Both wheels should stop after rotating
a short distance.

5. While the assistant holds the right wheel locked against the stop in the backward direction, rotate the
left wheel in a forward direction. Listen for an indexing or clicking sound. (The right wheel must be
held firmly against the stop or the left wheel will not disengage freely.) Grasp the left wheel to stop its
rotation. Then, move it slightly backward (toward the stop). The NO-SPIN differential should lock up.

6. Repeat Steps 2, 3, 4, and 5, with the left wheel blocked against the stop and rotating the right wheel
both in forward and reverse.

7. The steps are completed successfully if the rotated wheels disengage easily by hand, they rotate
freely and evenly, and a faint indexing or clicking sound is heard. The NO-SPIN differential is installed
correctly and is functioning correctly.

8. If either wheel does not rotate freely in either direction, recheck each assembly step. If the problem is
not corrected after this procedure, repair or replace the NO-SPIN differential.

9. Check to see that both wheels of the no-spin differential equipped axle are driving. Make this test
under load, so that engine torque is applied through the no-spin differential with the wheels on the
ground. One way to achieve this load is to drive up to a solid obstruction (on loose dirt or gravel, if
possible) and attempt to spin both wheels together. Perform this test in forward and reverse.

NOTICE
Do not operate the machine if both wheels of the no-spin differential
equipped axle are not driving.

10. On a flat surface, with good traction, drive the machine in a tight circle in forward and reverse to be
sure that the outside wheel is free to overrun (the outside tire does not scuff). A clicking or indexing
sound may be heard. The sound of gear re-engagement may also be heard upon completion of the turn.
This is normal.

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