Service Training SERV7104-09

New Product Introduction September 2004

Volume 9, Number 1

TECHNICAL PRESENTATION

D8T TRACK-TYPE TRACTOR

New Product Introduction

(NPI)
D8T TRACK-TYPE TRACTOR

CONTENT

This self-paced, self-directed presentation provides New Product Introduction (NPI) information
for the D8T Track-type Tractor.

OBJECTIVES

After learning the information in this presentation, the technician will be able to:
1. locate and identify the new components on the D8T Track-type Tractor;
2. locate and identify the function of the controls in the new operator compartment;
3. locate and identify the new components in the tractor’s systems; and
4. trace the flow of oil, coolant, and/or air through the new systems.

REFERENCES

"D8R Series II Track-type Tractor" (STMG) SERV1736

"D8R Track-type Tractor" (STMG) SESV1699
"Electronically Controlled Transmission System - Track-type Tractors (T.I.M.) SERV2639
"Caterpillar Monitoring System - Track-type Tractors" SEGV2619

Estimated Time: 2 Hours

Visuals: 82
Form: SERV7104-09
Date: 9/04

© 2004 Caterpillar Inc.

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Vol. 9, No. 1, 2004

TABLE OF CONTENTS

INTRODUCTION ........................................................................................................................5
Similarities and Differences ...................................................................................................6

OPERATOR'S COMPARTMENT................................................................................................8

CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR™ .................20

ENGINE......................................................................................................................................32
Fuel System...........................................................................................................................40
Cooling System.....................................................................................................................41
Hydraulic Demand Fan System ............................................................................................45

POWER TRAIN .........................................................................................................................50

Differential Steering System.................................................................................................58

IMPLEMENT HYDRAULIC SYSTEM....................................................................................63

SIGNIFICANT MAINTENANCE CHANGES .........................................................................77

Recommended Maintenance Intervals..................................................................................83

NEW TOOLING/SKILLS REQUIRED FOR SERVICE

No Significant Changes

CONCLUSION...........................................................................................................................85

HYDRAULIC SCHEMATIC COLOR CODE...........................................................................86

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NOTES
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D8T TRACK-TYPE TRACT OR

© 2004 Caterpillar Inc.

INTRODUCTION

Shown above is the D8T Track-type Tractor. The D8T has been redesigned to meet U.S.
Environmental Protection Agency (EPA) Tier III Emissions Regulations for North America and
Stage III European Emissions Regulations. The D8T meets the EU sound regulations
(EU Directive 2000/14/EC) for 2006.
The D8T is powered by the C15 ACERT™ technology electronic engine equipped with the
Mechanical Electronic Unit Injection (MEUI) fuel system. This engine also utilizes the new
A4 Engine Electronic Control Module (ECM) and is equipped with an Air To Air
AfterCooler (ATAAC) intake air cooling system.
Other upgrades to the D8T Track-type Tractor include:
- improvements to the power train hydraulic system
- improved engine, power train, and hydraulic cooling systems
- upgrade to electro-hydraulic steering and implement controls
- electro-hydraulic controlled demand fan
- wider cab and platform with re-designed operator controls
- Caterpillar Monitoring and Display System with Advisor™ and in-dash instrument cluster
- structural improvements to the machine, including undercarriage and radiator guard
- serial number prefix is KPZ (J8B for machines built in Brazil)
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Vol. 9, No. 1, 2004

SIMILARITIES AND DIFFERENCES

D8T TRACK-TYPE TRACTOR
FEATURES DIFFERENT SIMILAR SAME

Machine Appearance X

Operators Station X

Monitoring System X

Engine X

Transmission X

Steering System X

Power Train X

Braking System X

Implement Hydraulic System X

Cooling System X

Nomenclature X

Similarities and Differences

The chart above compares the D8T Track-type Tractor to the D8R Series II. Although not
comprehensive, it gives an "at a glance" look at what is different, similar, and the same.

- Machine appearance is similar to the D8R Series II. Restyling of the hood, the engine
enclosure doors, the fenders, and the fuel tank have somewhat changed the D8T's
appearance, compared to the D8R Series II.

- The operator station incorporates the new common cab. The cab is physically wider and
the operator controls, the instruments, and the dash have been redesigned. The cab for the
D8T is the same cab that will be used for the D9T, the D10T, and the D11T Track-type
Tractors.

- The monitoring system for the D8T is the new Caterpillar Monitoring and Display
System, with Advisor™.
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Vol. 9, No. 1, 2004

- The D8T is powered by the new C15 ACERT™ technology engine. It is an in-line
six-cylinder arrangement that develops 310 net horsepower (231.2 kW) at 2200 rpm.

- The transmission in the D8T is an Electronic Clutch Pressure Control (ECPC) power shift
transmission. This transmission is nearly identical to that used in the D8R Series II
Track-type Tractor. The new common top pressure strategy eliminates the need to
perform clutch engagement pressure calibrations.

- The steering system for the D8T has been upgraded to an electro-hydraulic controlled
differential steering system. The steering pump, the steering motor, and the steering
differential strategy is the same as the D8R Series II, but three rotary position sensors on
the steering control lever (tiller) shaft provide an electronic signal to the new electro-
hydraulic steering pump. This makes the test and adjust procedures simpler and less time
consuming and also reduces the number of mechanical and hydraulic components.

- The power train has also been upgraded for the D8T. Input to the transmission is from an
updated torque divider. The common top pressure strategy eliminates several calibrations
for the transmission and the brakes. The priority valve has been moved to the enclosure
on the right fender, and remote pressure taps have been added for all of the power train
pressures, which improves serviceability.

- The implement hydraulic system has been redesigned for the D8T. The system is now an
electro-hydraulic implement system. It is similar to the pilot operated implement
hydraulic system used in the D8R Series II Track-type Tractor, but electronic implement
controls energize solenoid valves located on either end of each implement control valve.
The valve stack, the pilot manifold, the pilot filter, and the hydraulic system pressure test
ports have been relocated to the notch in the redesigned fuel tank. This makes access to
these components much easier and less time consuming.

- The cooling system on the D8T has also changed. The AMOCS radiator and the Air To
Air AfterCooler (ATAAC) are positioned behind an electro-hydraulic demand fan. The
demand fan arrangement is similar to that used on the 924G and 928G Wheel Loaders.

- Nomenclature has changed from D8R Series II to D8T.

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OPERATOR'S COMPARTMENT

The operator's compartment for the D8T has been upgraded to the new "Common Cab," which
is used on the D8T through the D11T Track-type Tractors. Upgrades and improvements to the
operator's compartment include:

- eight inch wider cab, with wider doors that open 20° further, for easier entry and exit

- more glass area for better overall visibility

- new dash with a sealed instrument cluster

- new right-hand console with redesigned controls for lighting and other machine systems

- electro-hydraulic implement controls and steering control lever

- new Caterpillar Monitoring and Display System, with Advisor

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The Cat contour seat is standard equipment with air suspension available as an option.

The padded left armrest is manually adjustable for height using the two knobs (1) below the
armrest. A padded knee brace (2) provides operator comfort when operating the machine on
slopes.
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5
3

At the front of the left armrest is the steering control lever (1). The parking brake switch (2)
energizes the parking brake solenoid on the brake valve, which engages the brakes and shifts the
transmission to FIRST gear NEUTRAL. When engaged, the parking brake switch also
electronically disables the steering system and mechanically locks the steering control lever
housing.

FORWARD, NEUTRAL, and REVERSE are selected by rotating the hand grip (3).

The top yellow button (4) upshifts the transmission one gear range at a time, and the bottom
yellow button (5) downshifts the transmission one gear range at a time.

Left turns are accomplished by rotating the control lever (1) toward the front, and right turns are
accomplished by rotating the control lever (1) toward the rear.

NOTE: The differential steering strategy still incorporates the standard "S-Turn" logic used in
previous differential steer machines. Also note that when the parking brake is engaged, the
parking brake solenoid is energized and the secondary brake solenoid is also energized as a
backup measure.
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7
6
5

8 4

The right console contains the implement controls and most all the controls and switches for
machine systems and functions. These controls are:

1. dozer control lever

2. ripper control handle (winch control, if so equipped)

3. rear action lamp

4. 12-volt switched power adapter

5. forward horn button

6. key start switch

7. Cat Advisor graphical display module

8. Machine Security System (MSS) indicator

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3
2

5
6

The dozer control lever (1) allows the operator to control all of the blade functions with one
lever. Moving the dozer control lever forward or rearward LOWERS or RAISES the blade.
Moving the dozer control lever left or right allows the blade to TILT LEFT or TILT RIGHT.
If the machine is equipped with dual tilt, moving the thumb lever (2) to the right allows the
operator to dump the blade (PITCH FORWARD). Moving the thumb lever to the left will
RACK BACK the blade. The left yellow button (3) allows the operator to activate segments in
the Auto Blade Assist (ABA) cycle, if equipped with ABA. After the blade is loaded, the first
push of the left button will position the blade to a pre-set CARRY position, which may be
adjusted using Advisor. The second push of the button begins the SPREAD cycle. The blade
will dump automatically until the full strokes of the tilt cylinders are reached. The next push of
the button returns the blade to the READY TO CARRY position. The right yellow button (4)
cancels the ABA cycle. The blade may be controlled manually at any time. Located on the
front of the dozer control lever is the trigger switch (not shown). When depressed, the trigger
switch toggles between single tilt and dual tilt modes. Releasing the trigger switch toggles back
to the default tilt mode. The default tilt mode is set using Advisor.
The left rocker switch (5) on the panel ahead of the dozer control lever is the ABA Switch. It is
used to activate the ABA Mode. The right rocker switch (6) manually activates the fan
reversing cycle, if the machine is equipped with a reversing fan.
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2 1

To the rear of the dozer control lever is the ripper control handle (1). SHANK IN and SHANK
OUT are controlled with the finger switch (2). Ripper RAISE and LOWER are controlled by
the thumb switch (3) at the front of the control. Pushing the Auto-Stow button (4) raises the
ripper to the maximum height and can move the ripper tip to the full SHANK IN or full
SHANK OUT position, depending on the operator settings configured using Advisor. There are
three Auto-Stow positions that may be configured. They are RIPPER RAISE, RIPPER RAISE
and SHANK IN, or RIPPER RAISE and SHANK OUT.

If the machine is equipped with a winch, the winch controls would be located in this same
position. The winch control is similar to that used on the D8R Series II Track-type Tractor,
except that the drum clutch disconnect position has no detent.
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2 3 4 5 6 7

The panel on the outside of the right console contains a number of switches that control various
external lights and machine functions. These switches are:

1. high/low idle switch

2. implement lockout switch

3. AutoShift mode switch

4. Auto KickDown mode switch

5. AutoCarry mode switch (if equipped)

6. ripper pin puller switch (if equipped with a single shank ripper)

7. exterior light switches for the front fender lights, the front cylinder mounted lights, the
fuel tank mounted lights, and the ROPS mounted lights

NOTE: External HID lights are now available as an attachment.

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1
6

5
3

9 8

10

Located at the bottom, front of the left console, and just inside the left cab door is the main fuse
panel, circuit breakers, and diagnostic connector. Opening the hinged cover gains access to the:

1. air conditioning remote condenser circuit breaker (if equipped)

2. HVAC blower motor circuit breaker

3. diagnostic connector for Cat ®ET

4. 12 volt switched power supply (for powering a laptop computer or other devices)

5. 175 amp alternator fuse

6. main electrical fuse panel, using automotive type fuses

A fuse and breaker identification chart (7) is affixed to the inside of the hinged cover. The chart
shows fuse locations and their associated electrical circuits. Also contained in the hinged cover
are spaces for spare fuses (8) and a fuse puller (9).
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1 2 3 4 5 6 7

11

The HVAC controls and wiper/washer controls are located overhead, and above the right hand
console. These controls are:

1. HVAC blower fan speed

2. HVAC temperature control

3. air-conditioning selector

4. front windshield wiper/washer control

5. left cab door wiper/washer control

6. right cab door wiper/washer control

7. rear cab window wiper/washer control

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12

The dash in the new common cab is physically narrower, allowing for easier entry and exit from
the cab. The dash contains a sealed instrument cluster (1), which replaces the quad gauge
module and the main display module and alert indicators of the previous Cat Monitoring
System. The instrument cluster and new monitoring system will be discussed in more detail,
later in this presentation.

Below the instrument cluster is a large storage bin (2). If the machine were equipped with
Navigator, AccuGrade, or other blade position and control devices, those components would be
installed in this space, replacing the storage bin.

Below the storage bin is a non-slip foot rest, which spans the entire width of the dash.
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1 2

13

Below the dash are the service brake pedal (1) and the decelerator pedal (2). The service brake
pedal applies the service brakes (both left and right) proportionately with the amount of pressure
applied by the operator. When depressed, the pedal provides a signal to the Power Train ECM
from the rotary position sensor connected to the pedal. The Power Train ECM then signals the
electronically controlled brake valve. When completely depressed, the brakes are fully engaged.

The smaller pedal on the right is the decelerator pedal. During normal operation, the machine
operates at high idle. Depressing the decelerator pedal decreases the engine rpm by a signal to
the Engine ECM from the rotary position sensor connected to the pedal.

Intermediate engine speeds are attained in the following manner. First set the high/low idle
switch to the HIGH IDLE position, and then depress the decelerator pedal to the desired engine
speed. Press and hold the high idle (rabbit) side of the high/low idle switch for approximately
three seconds. Release the switch. This setting then becomes the maximum engine speed until
the high/low idle switch is pressed again, which cancels the intermediate engine speed setting.
The engine speed may then be reduced from this intermediate engine speed by depressing the
decelerator pedal. When the decelerator pedal is released, the engine speed will return to the
intermediate setting.
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2 1

7
5
4

14

The Power Train ECM (1) and the Implement ECM (2) are located at the rear of the cab.
Accessing the Power Train ECM can be accomplished by removing the operator seat and the
sound panel at the rear of the cab. The panel under the right console must also be removed to
access the Implement ECM. Other components and component parts located here are:

3. J1/P1 connector for the Implement ECM

4. J2/P2 connector for the Implement ECM

5. J1/P1 connector for the Power Train ECM

6. J2/P2 connector for the Power Train ECM

7. exterior lighting relays

NOTE: The Implement ECM and Power Train ECM code plugs are tied to the wiring harness,
which is routed through the channel below the ECM's.
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2 1

15

CATERPILLAR MONITORING AND DISPLAY SYSTEM, WITH ADVISOR

The monitoring system for the D8T has been upgraded to the Caterpillar Monitoring and
Display System, with Advisor.

The major components in the new monitoring system consist of the Advisor graphical display
module (1) and the in-dash instrument cluster (2). The graphical display module has a self-
contained ECM (Advisor ECM).
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Vol. 9, No. 1, 2004

CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS

TRACK-TYPE TRACTORS

+
Key Switch

( )
J2 J1 J2 J1 J2 J1
Implement Power Train Engine CAN A Data Link Navigator / CTCT
ECM ECM ECM Attachments

Product
CAN A Data Link
Link
CAT Data Link CAT Data Link

10 15
5 20

CAN C Data Link 0 25

X100
n/min
n/min km/ h mph kPa PSI km miles C F

2.3 1N 132.1

Dynamic
Inclination Instrument Cluster
Sensor CAN B Data Link Advisor

Comm
Adapter II

Fuel Level Sensor

Fuel Level Sender ( D9T, D10T, D11T)
( D8T Only)

Rear
Action Lamp
Action Alarm
ET
Alternator
(R-Terminal)

16

The Caterpillar Monitoring and Display System (CMDS) continuously monitors all machine
systems. CMDS consists of both software and hardware components. The hardware components
consist of the Advisor graphical display module, a sealed in-dash instrument cluster, the Engine
ECM, the Implement ECM, the Power Train ECM, the Action Alarm, the rear Action Lamp, and
various switches, sensors, and senders. If the machine is so equipped, the CMDS may also
include connections to a Product Link ECM, and/or Navigator and its components. (Navigator is
the display module for the Computer Aided Earthmoving System (CAES).)

The CMDS components communicate with each other and with electronic controls for the
machine’s components through the Cat Data Link and through CAN (Controller Area Network)
Data Links. A machine with standard equipment uses the Cat Data Link, the CAN A Data Link,
and the CAN C Data Link. With AutoCarry attachments, CMDS will also include a CAN B Data
Link (shown in dashed lines, above) and a CAN D Data Link (not shown).

Advisor constantly monitors all of the ECM’s, the alternator R-Terminal, the system input
voltage, and the fuel level sender. Advisor transmits the monitored data to the in-dash instrument
cluster and activates the mode and alert indicators, the displays, and the gauges. This information
may also be accessed and displayed on Advisor’s screens.
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2
4

1 5

17

The upper portion of the dash contains an automotive style instrument cluster. This is a sealed
unit that contains the following analog gauges:
1. hydraulic oil temperature gauge
2. engine coolant temperature gauge
3. tachometer
4. torque converter oil temperature gauge
5. fuel level gauge

The LCD display (6) below the tachometer shows the following information:
- the service hour meter at the bottom of the display
- calculated track speed at the upper left of the display
- transmission gear and direction at the upper right of the display
SERV7104-09 - 23 - NPI
Vol. 9, No. 1, 2004

IN-DASH INSTRUMENT CLUSTER

Parking Charging AutoCarry
AutoShift Brake On (7) System Fault (9) Armed (11)
Activated (6) Implement
Auto KickDown Lockout
Activated (5) Action ABA
Lamp (8) Enabled (10) Activated (12)
Winch Float
Freespool or Armed (13)
Release (4)

Winch 15 20
Single Tilt
Low Speed AUTO Enabled (14)
10 25
Lock (3) AUTO

X100
5 n/min 30 Dual Tilt
Winch
Enabled (15)
Disabled (2)
0 35
Engine Not
Pre-Lube Used
Activated (1)
2.3 1F
Not
132.1 Used

18

Also contained in the instrument cluster are up to fifteen LED indicators that show the operator
the status of a number of machine functions. When lit, they indicate:

1. Engine pre-lube activated

2. winch disabled (if the machine is equipped with a winch)
3. winch low speed lock (if the machine is equipped with a winch)
4. winch freespool or release (if the machine is equipped with a winch)
5. Auto KickDown activated
6. AutoShift activated
7. parking brake ON
8. Action Lamp
9. charging system fault (abnormal output at the "R" terminal)
10. Auto Blade Assist enabled (if the machine is equipped with ABA)
11. AutoCarry armed
12. implement lockout activated
13. FLOAT armed
14. single tilt enabled
15. dual tilt enabled (if the machine is equipped with dual tilt)
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19

The heart of the Caterpillar Monitoring and Display System is the Graphical Display Module,
located on the right console, just ahead of the dozer control lever. This unit is commonly
referred to as Advisor. It is the interface between the operator/serviceman and the Caterpillar
Monitoring and Display System.

Advisor consists of the display screen (1), the navigational buttons (2), and an internal,
self-contained ECM (not shown).

Advisor is used to access, monitor, and display operating characteristics, diagnostics and events,
and modes of operation. It is also used to view and change operator preferences and parameters,
much like the Vital Information Display System (VIDS) in the D10R Series II and the D11R
Track-type Tractors.

Advisor also allows the serviceman to troubleshoot and adjust machine systems by:
- viewing active and logged codes and events, and clearing logged codes;
- viewing systems and components status and parameters;
- and performing calibrations for the steering, the implement, and the power train systems.
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CAT ADVISOR GRAPHICAL DISPLAY MODULE

Gear/Direction Dozer Mode Auto-Shift Mode

Display Area Display Area Display Area

Left / Up Arrow Button

Right / Down Arrow Button

1F Float
      1F-2R
Home Menu
Performance
Back Button
Settings (Delete / Backspace Button)

Operator
Service OK Home Button

OK Button
(Enter / Select Button)
"More Options" Icon Data Display / Menu Selection
Display Area

20

The Advisor graphical display module is the interface between the operator or serviceman and
the CMDS. Information is displayed on a backlit LCD screen.

The top portion of the screen is referred to as the "Top Banner" and it displays vital machine
information at all times. The Top Banner may display different information from machine to
machine depending on the attachments. On the base machine, the banner displays:

- Transmission Gear and Direction, at the left;

- Dozer Mode, in the center;
- AutoShift Mode, at the right.

The Transmission Gear and Direction display area shows the transmission gear and direction
that is currently selected.

The AutoShift Mode display area shows the current AutoShift Mode that is selected, using the
Auto-Shift Mode selector switch on the right operator console. Depending on the machine's
configuration, it can display "1F-2R," "2F-2R," "2F-1R," or "Inactive," if no AutoShift Mode is
selected.
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The Dozer Mode display area can display a number of messages which show the current dozer
mode, the current segment during the Auto Blade Assist (ABA) or AutoCarry cycle, or the
status of the implement or the implement system.

The bottom portion of the screen is the Data Display/Menu Selection Display Area. It displays
numerous menus and sub-menus used for navigation from screen to screen. It may also display
system information, system status, and operator warnings, depending on what menu or
sub-menu selection has been made.

A "More Options" icon may also appear on the display screen in various positions. This icon is
an indicator that more information is available for highlighting or displaying from the current
highlighted position. This icon may point down, up, left, or right. Using the "arrow button" that
corresponds to the icon will allow the operator or serviceman to scroll to and view the additional
information.

At the right of the display screen is a column of five User Interface Buttons. These buttons are
used to navigate through the numerous Advisor screens, to make menu selections, or to enter
data. The five buttons, top to bottom, are:

- The "Left/Up" arrow button is used for screen navigation or data entry. It can be used to
scroll up a vertical list or scroll left across a horizontal list or to decrease a setting value,
such as decreasing brightness/contrast.
- The "Down/Right" arrow button is also used for screen navigation or data entry. It can be
used to scroll down a vertical list or scroll right across a horizontal list or to increase a
setting value, such as increasing brightness/contrast.
- The "Back" button is used to go back up one level in a stair-step (hierarchical) menu
structure, or to return to the previous screen (much the same as the "Back" button is used
in Windows Internet Explorer™) or as a backspace key, or as a cancel key when the
operator or serviceman wishes to delete entered characters.
- The "Home" button is used to return to the home menu screen, regardless of what screen is
currently displayed.
- The "OK" button is used to make selections from a screen or to confirm an entry, such as a
password, or for saving an operator profile entry.

Navigation through the menus and sub-menus is accomplished by using the "Arrow" buttons to
highlight the desired selection, and then pressing the "OK" button. The "Arrow" buttons are
also used to highlight a mode or setting parameter. Pressing the "OK" button selects that option.

NOTE: The column of five buttons at the left of the display screen currently have no function.
SERV7104-09 - 27 - NPI
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1F Float 1F-2R

!
Engine ECM
MID 36 ID 164-3
Display Setup
OK
Injection Actuation Pressure Sensor
Voltage Above Normal Shorted High

ACKNOWLEDGE
PRESS THE OK KEY TO ACKNOWLEDGE OK

21

The Caterpillar Monitoring and Display System with Advisor provides three Warning Category
Indicators (levels), utilizing "pop-up" warning messages on Advisor's screen (above), the front
Action Light (contained in the instrument cluster), the rear Action Lamp, and an Action Alarm.
The three warning category indicators are:

- Warning Category Indicator 1: A pop-up warning appears on the Advisor screen,

describing the event or diagnostic failure. The Action Light and Lamp and the Action
Alarm are inactive. The pop-up warning can be acknowledged (snoozed) by pressing the
OK button, and will not appear again for ten hours (if the event or fault does not re-occur).

- Warning Category Indicator 2: A pop-up warning appears on the Advisor screen,

describing the event or diagnostic failure. The Action Light and Lamp will flash, to alert
the operator to change the machine operation. The pop-up warning can be acknowledged
(snoozed) by pressing the OK button, and will not appear again for one hour (if the event
or fault does not re-occur) and the Action Light and Lamp will stop flashing.

- Warning Category Indicator 3: A pop-up warning appears on the Advisor screen,

describing the event or diagnostic failure. The Action Light and Lamp will flash, and the
Action Alarm will pulse to alert the operator to immediately and safely shut down the
machine. The pop-up warning can be acknowledged (snoozed) and will continue to
reappear every five minutes. The Action Light and Lamp will continue to flash and the
Action Alarm will continue to pulse after the operator acknowledges the pop-up warning.
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Illustration No. 21 shows a pop-up warning screen generated by the Engine ECM. There may
be more than one warning screen, if there are any other active faults or events reported to
Advisor by the Engine ECM, or any other ECM on the machine. Advisor will scroll through all
the warning screens generated by all of the active faults or events. Each of these warning
screens must be individually acknowledged by pressing the "OK" button.

Each of these warning screens contains the following information:

- the reporting ECM (in text)
- the reporting MID (module identifier, or ECM code)
- the ID (Component ID and Failure Mode Identifier)
- a text message stating the failed component
- a text message stating the failure mode of the component
- a prompt for the operator to acknowledge the warning

NOTE: If the Warning Category Indicator is related to a steering system failure, the
pop-up warning will ask if the operator desires to go to "Limp Home Mode." If the operator
chooses YES, Advisor will display the Limp Home Screen, which allows the operator to slowly,
and incrementally move the implements to a position so the machine may be moved to a safe
position for service work. Transmission operation will also be limited to first gear forward or
first gear reverse.
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1F Float 1F-2R
Recall Operator Settings
Default Settings
Display Setup in 10 Seconds
Activated OK
Or
Press
OK

To Recall
Previous Settings OK

22

Advisor will perform a self-test routine upon start-up (Key ON). After a few seconds, a
preliminary screen will appear (above). This preliminary screen asks if the operator wishes to
use the operator preferences that were active the last time the machine was operated. The
operator may acknowledge "YES" by pressing the OK button.

If the operator answers YES by pressing the OK button, Advisor will load into its memory the
set of operator preferences used the last time the machine was operated.

If the operator waits the 10 seconds, the default settings (or factory settings) will be loaded into
its memory. If the operator wishes to use a set of operator preferences other than the last used
set or the factory settings, another set of preferences must be selected from the "Operator" menu
selection, from the Home Menu.

After the preliminary screen has been acknowledged or has expired, "pop-up" warning screens
may be displayed if there are any active faults or events in any of the machine systems (see
illustration No. 21, earlier in this presentation).
SERV7104-09 - 30 - NPI
Vol. 9, No. 1, 2004

PERFORMANCE SCREEN 1 of 2

1F Float 1F-2R
Performance 1 of 2
Engine Engine
Coolant Temp Speed
n/min
23
87.8 C 1410 RPM
Hydraulic Oil TCO
Temperature Temperature
76.6 C 68.8 C
OK
Next

PERFORMANCE SCREEN 2 of 2

1F Float
     1 F-2 R
Performance                   2 of 2
E ngine Oil  Air Inle t
P ress ure Tempe rature 24
506.0 kPa 40 C 
Fuel Level System
Voltage
75 % 26.3 Volts
OK
Previous

The "Performance 1 of 2" screen will appear on the display (illustration No. 23) after the
pop-up warning screens have been acknowledged. This is the default screen. Pressing the right
ARROW button will display the "Performance 2 of 2" screen (illustration No. 24).

Using the left and right ARROW buttons allows the operator to switch back and forth between
the two Performance screens. Vital information about the machine's major systems may be
easily monitored using these two screens and the in-dash Instrument Cluster.
SERV7104-09 - 31 - NPI
Vol. 9, No. 1, 2004

The two Performance screens display real-time text information for the following:

- engine coolant temperature

- engine speed

- hydraulic oil temperature

- torque converter oil temperature

- engine oil pressure

- air inlet temperature

- fuel level

- system voltage

NOTE: For more detailed information about the new monitoring system and Advisor and how
to access and use all of the options, refer to STMG1790, "Cat Monitoring and Display System
With Advisor For Track-type Tractors - Introduction."
SERV7104-09 - 32 - NPI
Vol. 9, No. 1, 2004

25

ENGINE

The C15 ACERT™ technology engine is new for the D8T Track-type Tractor. The engine is
equipped with Mechanical Electronic Unit Injection (MEUI) fuel injectors, an Air To Air
AfterCooler (ATAAC), and a new electro-hydraulic demand fan system. The C15 engine also
utilizes the A4 Engine Electronic Control Module (ECM), which is air cooled. The C15 is rated
at 231 net kW (310 net hp) at 1850 rpm. The D8T power is managed as a "constant net"
strategy. This means that at rated speed, and under full load, the tractor always delivers
231 kW (310 hp) at the flywheel, except during derates. When the demand fan is at maximum
speed, the Engine ECM increases gross power to 259 kW (347 hp). At minimum fan speed, the
Engine ECM maintains gross power at 243 kW (326 hp) to maintain constant net power
regardless of fan requirements. This strategy provides fuel consumption benefits during low
ambient conditions.

The C15 engine is an in-line six-cylinder arrangement, with a displacement of 15.2 liters. Most
of the service points for the C15 are located on the left side of the engine.

The C15 engine meets U.S. Environmental Protection Agency (EPA) Tier III Emissions
Regulations for North America and Stage III European Emissions Regulations.
SERV7104-09 - 33 - NPI
Vol. 9, No. 1, 2004

Engine oil and filter change intervals have been increased to 500 hours, under most operating
conditions. However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may
negatively affect the extended oil change intervals. Regular engine oil samplings (S•O•S) must
be performed every 250 hours to confirm oil cleanliness.
The C15 is functionally similar to the 3406E engine used in the D8R Series II. However, the
Engine ECM and its software, the cam, the injectors, the crankshaft, the piston rods, the pistons,
and a few other components are different, reflecting the change to ACERT technology. An
electro-hydraulic demand fan is standard equipment for the D8T. The D8T may also be
equipped with an automatic/manual fan reversing feature for some applications.

The C15 ACERT technology engine specifications for the D8T Track-type Tractor are:
-Serial No. Prefix: LHX
-Performance Spec: 0K4648 (for North America), and 0K4147 (for E.U.)
-Max Altitude: 3810 m (12,500 ft.) without derate
-Gross Power: 259 kW (347 hp)
-Net Power: 231 kW (310 hp)
-Full Load rpm: 1850
-High Idle rpm (full throttle, neutral): 2200 ± 10 (for North America), 2070 ± 10 (for E.U.)
-Low Idle rpm: 700

NOTE: The C15 engine uses a "Ground Speed Governor" engine software strategy to reduce
the potential for engine overspeed and to maintain a constant speed in downhill and uphill
situations when there is little or no load on the blade. The Engine ECM constantly monitors
engine speed and torque converter output speed to make the following adjustments.
- If the engine is at high idle while the machine is traveling downhill, the Engine ECM will
automatically lower engine rpm to maintain the correct torque converter output speed. In
uphill situations, the Engine ECM will automatically increase engine rpm to maintain the
correct torque converter output speed, up to a maximum of 2200 rpm.
- If the engine is in an overspeed condition (2600+ engine rpms), the Power Train ECM will
automatically apply the brakes (up to 8% of brake capacity) in an effort to slow the machine.
If this auto-braking strategy does not lower engine rpms to an acceptable level, Advisor will
warn the operator to change the operating mode (downshift or manually apply the brakes).
- If the operator has set an intermediate engine speed using the decelerator and the high-low
idle switch, this strategy is ignored in uphill situations.

On machines built for the E.U., the torque converter output speed target is approximately 5%
lower than those built for North America, due to more stringent noise requirements.
Accordingly, the ground speed target is a bit slower, also. This will result in slightly slower
speeds when "roading" the machine and when backing up.
SERV7104-09 - 34 - NPI
Vol. 9, No. 1, 2004

3 4 5
2 6
7
1

8
13

12

9
11
10

26

Major service points accessible from the left side of the engine are:
1. coolant sampling port (S•O•S)
2. engine oil fill tube
3. engine oil filter and associated service points (discussed later in this presentation)
4. air filter access cover
5. engine oil dipstick
6. primary fuel filter and water separator and electric fuel priming pump
7. secondary fuel filter and associated sensors
8. A4 Engine ECM
9. starter
10. prelube motor and pump
11. timing probe and adapter port
12. fuel transfer pump
13. high-speed oil change connectors for engine oil and power train oil

NOTE: The engine oil prelube pump is now a separate component, with its own motor to drive
the pump.
SERV7104-09 - 35 - NPI
Vol. 9, No. 1, 2004

1
2

7
6

27

Major service points accessible from the right side of the engine are:

1. turbocharger

2. air conditioning compressor

3. coolant temperature regulator (thermostat)

4. alternator

5. coolant flow switch

6. external engine oil cooler

7. power train oil cooler

8. block heater element

SERV7104-09 - 36 - NPI
Vol. 9, No. 1, 2004

8 7 6 5 4

9 3

10

2
11 1

28

Located on the left side and at the rear of the engine are the following service points:
1. primary fuel filter and water separator
2. secondary fuel filter
3. fuel temperature sensor
4. fuel pressure sensor
5. filter differential pressure (filter bypass) switch
6. electric fuel priming pump switch
7. air purge valve for fuel priming
8. electric fuel priming pump (integrated into the primary fuel filter base)
9. block heater receptacle
10. auxiliary start receptacle
11. ether aid solenoid
NOTE: Not visible in the above illustration is the fuel pressure regulator, which is a check valve
that is installed in the top of the secondary fuel filter base, just behind the fuel pressure sensor.
SERV7104-09 - 37 - NPI
Vol. 9, No. 1, 2004

4 3

5
2

7
1

29

The starter (1) is located on the left side of the engine, and is mounted to the front side of the
flywheel housing.

Just above the starter is the air cooled A4 Engine ECM (2). The J1/P1 connector (3) for the
Engine ECM is a 70 pin connector and the J2/P2 connector (4) is a 120 pin connector. The
timing probe connector (5) is fastened to the J2/P2 wiring harness, just above the ECM.

Also accessible on the left side of the engine is the engine oil pressure sensor (6) and the
atmospheric pressure sensor (7).
SERV7104-09 - 38 - NPI
Vol. 9, No. 1, 2004

30

Also accessible from the left side of the engine, and located just above the starter, is the cover
for inserting the engine turning tool (1). Removing this cover allows the serviceman to insert
the 9S9082 engine turning tool to manually turn the engine.

To find Top Dead Center (TDC) of cylinder number one, remove the plug in the TDC port (2),
then insert the longer bolt from the cover (1) into the port (2). While applying light pressure to
the bolt, turn the engine in the direction of engine rotation until the bolt drops into the hole
machined in the front face of the flywheel. A spring-loaded timing pin (136-4632) may also be
used to find TDC, in place of the long bolt from the cover.
SERV7104-09 - 39 - NPI
Vol. 9, No. 1, 2004

5 6

4
8

31

Located at the front of the engine, and at the upper, left side are the following service points:
1. engine oil filter
2. intake manifold air pressure sensor
3. engine oil filler tube
4. cam timing sensor
5. engine oil sampling port (S•O•S port)
6. engine oil pressure port
7. engine oil dipstick
8. intake manifold air temperature sensor
Not visible, above, is the crank timing sensor. It is located on the front, left of the engine,
directly below the fuel transfer pump.
SERV7104-09 - 40 - NPI
Vol. 9, No. 1, 2004

C15 ACERT ENGINE FUEL DELIVERY SYSTEM

D8T TRACK-TYPE TRACTOR

Fuel Tank

Fuel Pressure
Regulator
Fuel Gallery

Electric Fuel
Priming Pump

Fuel
Transfer
Pump Primary Secondary
Fuel Filter Fuel Filter

32

Fuel System

Fuel is drawn from the fuel tank through the primary fuel filter (ten micron) and water separator
by a gear-type fuel transfer pump. The fuel transfer pump then pushes the fuel through the
secondary fuel filter (two micron).
The fuel is then directed to the cylinder head and into the fuel gallery, where it is made available
to each of the six MEUI fuel injectors. Any excess fuel not injected leaves the cylinder head,
where it is directed back to the tank through the fuel pressure regulator, which maintains a
pressure of approximately 558 ± 50 kPa (81 ± 7 psi). The fuel pressure regulator is a check
valve that is installed in the secondary fuel filter base.
From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel
used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and injector cooling purposes).
A differential pressure switch is installed in the secondary fuel filter base and will alert the
operator, via Advisor, of a clogged fuel filter. This indicates that the secondary fuel filter is
being bypassed and the fuel filter should be replaced immediately. The recommended fuel filter
change frequency interval is 500 hours, under optimum conditions.
SERV7104-09 - 41 - NPI
Vol. 9, No. 1, 2004

D8T COOLING SYSTEM

ATAAC
Shunt Tank (Far Side)
Vent Lines
Cab Thermostat
Heater Housing

> 92 C Hottest
Turbo Bypass
Tube

Hydraulic Oil Cooler

Increasing
87 C Coolant Power
Train Jacket
Temperature Oil Water
Cooler Pump

< 81 C Coldest Engine Oil Cooler

C15 Engine

AMOCS Hydraulic
Radiator Demand Fan

33

Cooling System

Shown above is a schematic of the cooling system for the D8T Track-type Tractor with the C15
ACERT technology engine. The C15 uses an Air To Air AfterCooler (ATAAC) to cool the
intake air. The ATAAC is mounted vertically in the radiator guard (not pictured, in the above
illustration). It is in line with, and to the left of the AMOCS radiator cores. The hydraulic oil
cooler is an oil-to-air type cooler and is mounted vertically, behind the AMOCS cores.
The AMOCS radiator contains six cores and are the standard "two-pass" type cores. The
hydraulic demand fan is mounted on the front of the radiator guard and it is controlled by the
Engine ECM. This arrangement draws air through the sides of the engine compartment, then
through the hydraulic oil cooler, the radiator and the ATAAC, then out the front of the tractor.
This design eliminates the possibility of the fan ejecting debris into the coolers.
Coolant flows from the water pump, through the engine oil cooler, through the power train oil
cooler, and then into the engine block. Coolant then flows through the engine block and into the
cylinder head. From the cylinder head, the coolant flows to the thermostats (temperature
regulators) and either goes directly to the water pump through the bypass tubes or to the
radiator, depending on the temperature of the coolant.
SERV7104-09 - 42 - NPI
Vol. 9, No. 1, 2004

Hot coolant enters the bottom of the radiator and flows upward through the front side of the
AMOCS cores, then down the back side of the cores. The coolant then exits the radiator and
returns to the water pump. A small amount of coolant flows from the head to the turbocharger
via the thermostat housing, for cooling purposes, and is then directed to the shunt tank. Coolant
from the shunt tank is directed to the water pump.
NOTE: The thermostat housing for the C15 engine contains dual thermostats. The opening
temperature for these thermostats is 81° - 84° C (178° - 183° F). The thermostats should be
fully open at 92° C (198° F).
SERV7104-09 - 43 - NPI
Vol. 9, No. 1, 2004

2 34

1
5

7
35

6
8

Mounted vertically on the back side of the D8T radiator guard is the hydraulic oil cooler (1). In
front of the hydraulic oil cooler are the six AMOCS radiator cores (2). At the top of the radiator
guard is the shunt tank (3). Mounted vertically on the left side, and at the rear of the radiator
guard is the air conditioning condenser (4). Just ahead of the condenser, and to the left of the
AMOCS cores is the ATAAC core (5).
Hot coolant enters the radiator at the inlet tube (6). It flows up through the front side of the
AMOCS cores, then down the back side, passing twice through the cores. The coolant then
exits the radiator through the outlet tube (7) and returns to the water pump. The radiator drain
line and drain valve (8) can also be seen here.
NOTE: A remote mounted air-conditioning condenser is available as an attachment. It may be
mounted to the right fender or above the cab, depending on machine application.
SERV7104-09 - 44 - NPI
Vol. 9, No. 1, 2004

1 5

36

Opening the grill on the front of the radiator guard gains access to the fan (1) and the hydraulic
fan motor (2).

If the machine is equipped with a reversing fan and/or dual tilt, the fan reversing valve (3) and
the dual tilt valve (4) are also located here.

Brush guards (5) for the fan enclosure are available as an attachment, but are included with the
reversing fan package.
SERV7104-09 - 45 - NPI
Vol. 9, No. 1, 2004

D8T STANDARD HYDRAULIC FAN DRIVE SYSTEM

MAXIMUM FAN SPEED

Engine Coolant
Temperature Sensor

Inlet Air Fan

Temperature Sensor Pump Control Motor Pilot Drain
Valve from
Dual Tilt
Valve

Hydraulic Oil
Hydraulic Engine
Temperature
System ECM ECM
Sensor
Fan Pump
Pump Pressure
Pressure Control
Sensor
Solenoid

HFPD
Cooler
Bypass
Drive from Valve
Steering Pump

Demand Fan Hydraulic

Pump Oil Cooler

To Case Drain Manifold

From Suction Manifold To Suction Manifold

37

Hydraulic Demand Fan System

The D8T Track-type Tractor is equipped with a hydraulic demand fan. Although the fan is part of
the hydraulic system, it is controlled by the Engine ECM. The Engine ECM considers four inputs
for controlling the fan. The hydraulic oil temperature sensor, the engine inlet air temperature
sensor, and the engine coolant temperature sensor all provide temperature information to the
Engine ECM.
The fan pump discharge pressure sensor is the fourth input to the Engine ECM. The Engine ECM
monitors the temperature inputs, and considering fan pump discharge pressure, provides a signal
to the (proportional) fan pump pressure control solenoid in order to maintain a target fan system
pressure. Fan pump pressure determines fan speed.
When the solenoid receives the minimum signal from the Engine ECM, maximum controlled flow
is sent to the fan motor, resulting in maximum controlled rpm, as shown above (1350 + 50 rpm).
Illustration No. 37 shows a schematic of the standard hydraulic demand fan system with the fan
system at maximum controlled pressure.
SERV7104-09 - 46 - NPI
Vol. 9, No. 1, 2004

If maximum fan speed is not required, the fan pump pressure control solenoid is fully energized,
causing the fan to turn at a slower speed. Minimum controlled fan speed (approximately
500 + 100 rpm) is attained when the fan pump pressure control solenoid is completely
energized.

If communication is lost between the Engine ECM and the fan pump pressure control solenoid,
the fan will default to the maximum mechanical pressure setting, resulting in approximately
1450 + 150 rpm.

A fan reversing valve and associated controlling software is available as an attachment.

NOTE: If the engine is in the overspeed condition, the Engine ECM will regulate the fan to
minimum speed, in an effort to protect the fan pump.
SERV7104-09 - 47 - NPI
Vol. 9, No. 1, 2004

D8T FAN PUMP AND CONTROL VALVE

MAXIMUM FAN SPEED

Pressure Adjustment
Control Screw
Piston and Fan Case Drain Solenoid
Barrel Assembly Pump Passage

Pump Spring
Output
to Fan Pin
Motor

Pressure Orifice
Control
Spool

Spring

Pump
Control
Bias Spring Spool

Swashplate

Actuator Piston Adjustment

Screw

38

When conditions require maximum fan speed, the Engine ECM de-energizes the fan pump
pressure control solenoid, sending the least amount of signal, as shown above. (With no current,
the mechanical high pressure cutoff will raise the fan speed to its absolute maximum rpm.)

With the solenoid receiving minimum signal, the pressure control spool spring forces the top
half of the pressure control spool up. This blocks pump output oil in the pump control spool
spring chamber from draining to tank through the case drain passage, which causes the pump
control spool spring chamber to become pressurized. The force of the spring at the top of the
pump control spool, plus the pressure of the oil, is then greater than the oil pressure at the
bottom of the pump control spool. The pump control spool is held down, blocking pump output
oil from entering the signal passage to the actuator piston in the pump. The actuator piston is
then open to drain.

With only tank pressure in the actuator piston, the bias spring moves the pump swashplate to an
increased angle, causing the pump to UPSTROKE, providing controlled maximum flow to the
fan motor. This condition creates maximum fan pump system pressure, which results in
maximum controlled fan speed.
SERV7104-09 - 48 - NPI
Vol. 9, No. 1, 2004

D8T FAN PUMP AND CONTROL VALVE

MINIMUM FAN SPEED

Pressure Adjustment
Control Screw
Piston and Fan Case Drain Solenoid
Barrel Assembly Pump Passage

Pump Spring
Output Pin
to Fan
Motor
Pressure
Control Orifice
Spool

Spring

Pump
Control
Bias Spring Spool

Swashplate

Actuator Piston Adjustment

Screw

39

When a slower fan speed is required, the Engine ECM energizes the fan pump pressure control
solenoid (proportional to temperature data) as shown above.
With the solenoid energized, the solenoid pin pushes down on the top half of the pressure
control spool, against the force of the pressure control spool spring. This allows oil in the pump
control spool spring chamber to drain to tank through the case drain passage, lowering the
pressure in the pump control spool spring chamber. The force of the spring at the top of the
pump control spool plus the pressure of the oil is now less than the oil pressure at the bottom of
the pump control spool, due to the orifice effect of the passage through the pump control spool.
The pump control spool then moves up, allowing pump output oil to enter the signal passage.
This causes pressure in the pump's actuator piston to increase.
The increased pressure in the actuator piston overcomes the force of the pump bias spring. This
causes the swashplate to move to a decreased angle, and the pump DESTROKES. The pump
then provides less flow to the fan motor, resulting in lower fan pump system pressure and a
slower fan speed.
The illustration above shows the fan pump at minimum angle, or minimum flow. This will
cause the fan motor to turn at its slowest speed.
SERV7104-09 - 49 - NPI
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6
4
5

40

The hydraulic demand fan pump (1), is mounted to the rear of the steering pump, at the upper
left of of the flywheel housing.

Shown is the pressure tap for Hydraulic Fan Pump Discharge pressure (HFPD) (2), the fan
pump pressure sensor (3), the fan pump pressure control solenoid (4), the pump control spool
adjustment screw (5), and the pump pressure control spool (6).
SERV7104-09 - 50 - NPI
Vol. 9, No. 1, 2004

D8T POWER TRAIN ELECTRONIC CONTROL SYSTEM

Lube Distribution Transmission
Left Brake Manifold and Parking Controls
TC Inlet Relief Valve Brake Switch Advisor Instrument Cluster
Steering Lever
Position Sensors CAN C
Steering
Data Link
Differential Service
Steering Brake
Motor CAT Data Link
Sensor
CAN A Data Link
Brake
Data Port
Valve

Transmission
Modulating Valves
Torque
3 Converter
5
4
2
1

Crank Timing
Power Train Sensor
Oil Cooler

Power Train
Switches,
Sensors, CAN A Engine ECM
and
Data Link
Senders

Priority CAT Data Link

Valve

Left and Right Power Train ECM

Steering
Solenoid Valves

Right Brake

41

POWER TRAIN

Numerous upgrades have been implemented in the power train for the D8T Track-type Tractor.
These upgrades include:
- new torque divider with freewheel stator
- simplified power train oil lines routings
- new easily installed transmission output speed sensors that need no adjustment
- elimination of the transmission intermediate speed sensors
- elimination of transmission clutch engagement pressure calibrations, due to the common
top pressure strategy for the power train
- remote pressure test ports for all power train pressures
- relocation of the priority valve, grouped with the two power train oil filters, for easier
access
- extended change intervals for power train oil filters
- new A4 Power Train ECM, which controls the transmission, the braking, and the steering
SERV7104-09 - 51 - NPI
Vol. 9, No. 1, 2004

Left Brake Lube

Pressure Port
Left Brake
Pressure Port
D8T POWER TRAIN SCHEMATIC
(LB1) FIRST GEAR FORWARD

Lube Distribution
Manifold
Flywheel Lube
Pressure
(L2)
TC Inlet
Brake Relief Valve
Pressure
(B)
St eering
Pump Pump
Transmission Drive
Main Relief Valve Brake Lube
Valve

Vent Line
Transmission TC Outlet Relief TC Inlet Relief
Lube Pressure (N) Pressure (M)
Clut ch 4
2 nd
Transmission Scavenge TC Outlet C1 5 Engine
Main Relief Valve Clut ch 5 Section "A" Temp. Torque Flywheel
Clut ch 3 3 1 0 NET HP
Pressure (P) Suction Sensor Convert er Housing
3 rd 1 st At 1 8 5 0 RPM
Screen
Bevel
Gear T. C. Charge
Clut ch 2 Clut ch 1
Lube Section "B"
FWD REV

TC Outlet
Transmission
Relief Valve
Charge Section "C"
Transmission
Lube Pressure Implement
(L1) Pump
Priority Valve
Pressure (PV)

PTO Sump Power Train

Temp. Sensor Oil Cooler

Torque
Right Brake Right Brake Lube Converter S¥O¥S
Pressure Port Pressure Port Charge
(LB2) Filter Bypass
Switch

Priority
Valve

Transmission
Charge Filter

Bypass
Switch

42

The three-section fixed displacement power train oil pump is mounted to the right front of the
main case and is driven by a drive shaft connected to the rear of the implement pump.
The transmission charging section (C) provides high pressure oil to the transmission main relief
valve, which maintains a common top pressure for operation of the transmission modulating
solenoid valves and the brakes.
With the common top pressure power train strategy, transmission clutch engagement pressure
calibrations and brake pressure adjustments are no longer required. (Clutch fill time calibrations
and brake touch-up calibrations are still required, however.) When the transmission main relief
valve is properly adjusted, all the pressures for transmission clutches and brakes are also
properly adjusted.
The torque converter charging section (B) supplies oil to the torque converter through the
priority valve. Oil from the transmission charging section that flows past the main relief valve
mixes with the lube oil from the power train oil cooler to lubricate and cool the transmission and
the bevel gears.
Oil exiting the power train oil cooler is directed to the lube distribution manifold, where it is
directed to various power train components.
SERV7104-09 - 52 - NPI
Vol. 9, No. 1, 2004

2
3

1
4

43

The torque converter inlet relief valve and the lube distribution manifold are located at the left,
front of the main case. They are consolidated into one housing (1).

The electronic brake control valve (2) is mounted to the top of the main case.

The transmission charging section and the torque converter charging section of the power train
oil pump draw their oil through the screened main sump suction manifold (3).

The three-section power train oil pump (4) is located at the right, front of the main case and is
driven by a shaft that connects its drive hub to a drive hub on the rear of the implement pump
(not pictured). This drive shaft is covered with a guard when the machine is completely
assembled.
SERV7104-09 - 53 - NPI
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5 4

1
2 3

44

The fixed displacement, three-section power train oil pump is mounted to the right, front of the
main case.
The power train oil scavenge section "A" (1) draws oil from the transmission and bevel gear
case (inside the main case). It also draws oil from the torque divider housing through the large
hose (5) on the left side of the pump. The oil from these two sources is pumped into the sump in
the main case.
The torque converter charging section "B" (2) and the transmission charging section "C" (3)
draw oil from the sump through the screened, main suction manifold (4). The screen in the
suction manifold may be easily accessed by removing the square cover, on top of the manifold.
The pump drive hub (6) connects to a shaft that is driven by a similar hub at the rear of the
implement hydraulic pump.
SERV7104-09 - 54 - NPI
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6 7

8
4

3 9
2 1

45

The two, 6-micron power train oil filters and the priority valve are now located inside the
forward compartment on the right fender.

Shown in the illustration above is the 25-micron torque converter charge filter (1) and the
6-micron transmission charge filter (2). The priority valve (3) is integrated into the filter
base/housing. The priority valve adjustment screw is located on the back side of the housing
(not visible), and opposite the priority valve solenoid (4).

Easily accessible through the top of this compartment are the following service points:
5. test port for transmission charge filter outlet pressure
6. test port for priority valve pressure/torque converter charge filter outlet pressure
7. test port for power train oil sampling (S•O•S)/torque converter charge filter inlet pressure
8. power train oil temperature sensor (main sump temperature)
9. bypass switch for the torque converter charge filter

The bypass switch for the transmission charge filter is located on the opposite side of this
housing/filter base.
SERV7104-09 - 55 - NPI
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1
2

46

47

6
4
5

Located at the rear of the forward compartment on the right fender, and just ahead of the
hydraulic oil tank is the power train oil fill tube (1) and dipstick (2). The power train
breather (3) is installed on the side of the fill tube.

Removing the triangular deck cover (two bolts) just outside the right door of the operator
compartment gains access to the following remote pressure test ports:
4. torque converter outlet relief pressure (N)
5. torque converter inlet relief pressure (M)
6. flywheel lube pressure (L2)
SERV7104-09 - 56 - NPI
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2
1

48

6
49

The oil-to-water type power train oil cooler (1) is located at the right rear of the engine
compartment. Oil enters the cooler at the cooler inlet (2). The hot oil is cooled as it flows around
tubes that are filled with coolant supplied by the engine water pump. The cooled oil then exits
the cooler through the cooler outlet (3) and is directed to the inlet of the lube distribution
manifold (4).
The lube distribution manifold inlet (4) is the upper port on the dual purpose manifold body,
located at the left, front of the main case. The lower port is the outlet from the torque converter
inlet relief valve (5). Torque converter oil enters the manifold from the back side (hard tube from
inside the main case) and is directed to the torque converter inlet port. The torque converter inlet
relief valve is installed in a port in the front of the case, behind the manifold body.
The uppermost hose (6) connects the main case to the power train oil Quick-Change coupling.
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3

2 1

51

The top of the transmission case contains the following pressure test ports:
1. transmission lube pressure (L1)
2. transmission main relief pressure (P)
Brake pressure (B) may be checked using the remote pressure test port (3) that is installed in the
bracket at the top of the transmission case, and just below the fuel tank.

The transmission in the D8T uses new "fixed gap" transmission output speed sensors (4). These
sensors have proven to be more reliable than previous sensors and the gap between the sensors
and the speed pick-up wheel requires no adjustment at installation. These new sensors can be
easily replaced by removing the bolts and retaining clips (5), installing the new sensors, and then
replacing the retaining clips and bolts.
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D8T DIFFERENTIAL STEERING SYSTEM

LEFT TURN

Steering
HD
Control
Valve

Steering Motor Power Train

Steering ECM
Pump

Pilot Supply
To Dual Tilt
HC X1 X2 Valve

Steering
Control
To Case Drain Cold Oil Relief Lever
Filter Valve
To
Steering Implement
Pump
Charge
Filter From Steering Lever
Hydraulic Position Sensors
Tank Suction Manifold
From
Hydraulic Oil
Fluid Cooler
Sampling To
Demand Fan
Pump

52

Differential Steering System

The differential steering system for the D8T Track-type Tractor has been upgraded to an
electronically controlled steering system. These upgrades include:
- new solenoid controlled over-center bi-directional piston pump
- steering control lever with three rotary position sensors (triple redundant)
- steering motor with speed and direction sensor
- steering system controlled by the Power Train ECM
Shown above is a schematic of the steering hydraulic system for the D8T in the LEFT TURN
condition. The gear-type charge pump and the over-center bi-directional steering pump operate
similar to the steering pump on the D8R Series II Track-type Tractor, except that the pump is
controlled with two solenoid valves instead of the pilot operated pump control valve used in the
D8R Series II steering pump. Also, the steering control lever now uses three rotary position
sensors to send a signal to the pump control solenoid valves through the Power Train ECM,
instead of the mechanically operated pilot valve used in the D8R Series II. The steering motor
is similar to that used on the D8R Series II, but it now utilizes a dual Hall Effect sensor in order
to provide speed and direction information to the Power Train ECM.
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10
5
11

2 1

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The steering pump (1) is mounted to the upper left, and at the rear of the flywheel housing. It is
driven by a gear inside the flywheel housing.
The high pressure steering loop hoses (7) direct steering pump discharge oil to the steering
motor (5). The steering motor is installed at the front, left of the main case.
The smaller hose (2) directs steering charge pressure to the suction manifold. When the oil is
cold, or when there are pressure spikes in the steering charge pressure circuit, the cold oil relief
valve (3) will open, allowing the charge oil to be vented into the suction manifold.
Left steering loop pressure (HC) may be checked at the lower pressure test port (4) on the
steering motor. Right steering loop pressure (HD) may be checked using the upper pressure test
port (6) on the steering motor.
Other service points shown above are:
8. pump control solenoid valve "A" (right steer)
9. pump control solenoid valve "B" (left steer)
10. left steer actuator pressure test port (X2)
11. right steer actuator pressure test port (X1)
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The steering charge circuit filter (1) is located in the forward compartment on the right fender.

The filter base for the steering charge circuit filter contains the following service points:

2. combination test port for charge pump discharge pressure (F) and the hydraulic system
fluid sampling (S•O•S) port

3. steering charge filter bypass switch (pressure differential switch)

4. charge pump discharge pressure sensor

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D8T STEERING LEVER

POSITION SENSORS

Sensor No. 3

Sensor No. 2

Sensor No. 1

12 Pin Connector

55

The illustration above shows the steering control lever with the three rotary position sensor
assembly attached to the bottom of the steering lever shaft. The three sensors are a single
component. If one sensor fails, the component (all three sensors) must be replaced.

When the operator moves the steering control lever, these sensors send a PWM signal to the
Power Train ECM. The Power Train ECM then sends a corresponding signal to the appropriate
steering pump control solenoid. The solenoid comes into contact with, and moves the pump
control valve.

The steering lever position sensors and steering pump control solenoids replace the steering pilot
valve and the pilot operated pump control valve used in the D8R Series II Track-type Tractor.
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2

DUAL HALL EFFECT SPEED

AND DIRECTION SENSOR

Hall Effect Element No. 1

57

Hall Effect Element No. 2

The steering motor (1) is located at the left, front of the main case. The steering motor provides
input to the steering differential. A dual Hall Effect speed and direction sensor (2) is installed in
the outboard port on the left side of the steering motor.

The dual Hall Effect sensor contains two sensing elements. As the steering motor rotates, the
rotation of the internal parts of the motor induce a current (signal) into both elements in the
sensor. The difference in the timing between the signals determines motor speed. Direction is
determined by sensing which element provides the signal first, then second.
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Blade Lift
D8T HYDRAULIC SYSTEM
Cylinder BLADE RAISE
HB
HA
Blade Tilt
Quick Drop Valve Cylinder
Blade Lift

Dual Tilt
HPDR Valve

HPDL
Blade Lift Blade Tilt
Float Cylinder Cylinder
Boost
Signal
Blade Tilt

Steering
HPTL Control
HD Valve
HFPD
HPTR
Steering Motor Demand Fan
Steering Pump
Pump
Ripper Lift

HPRL

HPRR
Ripper Lift
Cylinder
HC X1 X2
Ripper Tip
Cylinder Ripper Tip Fan
Motor

HPSO
Steering
Ripper Tip Charge
Cylinder HPSI Filter
Ripper Lift
Cylinder
Fluid
Sampling Cooler
Hydraulic
Bypass
Oil Cooler
Valve
Pilot Manifold

Implement
Pump
Cold Oil
Relief Valve

HPAP

Implement
Lockout Valve HPS

58

IMPLEMENT HYDRAULIC SYSTEM

The implement hydraulic system for the D8T includes these upgrades:
- new load sensing, pressure compensated variable displacement piston pump
- implement control valves, pilot manifold, and pilot filter relocated to the fuel tank notch
for easier access and serviceability
- electronic implement controls with new A4 Implement ECM
- electro-hydraulic implement control valves (pilot operated, solenoid controlled)
- addition of pilot oil filter
- electronic steering control lever with three rotary position sensor controls
- solenoid controlled over-center bi-directional piston pump for steering
- steering motor with speed/direction sensor
- oil-to-air hydraulic oil cooler mounted behind radiator cores
- Auto Blade Assist (ABA) and AutoCarry are now available as attachments
Shown above is a color schematic of the D8T Track-type Tractor equipped with a ripper. The
schematic shows the hydraulic system in the BLADE RAISE condition.
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D8T BLADE LIFT CONTROL VALVE

BLADE RAISE

Makeup
Rod End Head End Valve

Signal
Chamber
Hole To Tank
Pilot Supply

Float
Boost Signal
From Blade
Pilot Supply Tilt Valve
To Tank
Main Valve
Spool

Pump Supply Flow To Pump

Control Compensator
Valve Valve
Load Check Valve

59

Shown above is a color cutaway drawing of the blade lift control valve for the blade lift
function. This graphic shows the valve in the BLADE RAISE position.
When the operator moves the dozer control lever from HOLD to RAISE, an electronic signal is
sent to the Implement ECM, which in turn sends a signal to energize the proportional blade raise
solenoid valve (at the right end of the control valve). The solenoid valve then directs pilot oil to
shift the main valve spool to the left, to the RAISE position. High pressure oil from the
implement pump then flows past the internal flow control valve and the load check valve. The
oil then flows past the main valve spool and out to the rod end of the lift cylinders to raise the
blade. As the blade is raised, oil from the head end of the lift cylinders returns through the head
end passage of the blade lift control valve. The return oil flows past the main valve spool and
then into the passage to the hydraulic tank.
At the same time, high pressure oil from the cylinder rod end passage flows into the hole in the
left end of the main valve spool. This is signal oil. This signal pressure is felt through the center
of the main valve spool and then into the signal chamber, where it is directed to the the signal
resolver passage. If this pressure is the highest pressure in the signal resolver network, the oil
shifts the signal resolver ball to the right and the signal is sent to the pump compensator valve.
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The pump then UPSTROKES to meet the flow demand, in proportion to the signal pressure. If
the compensator valve is properly adjusted, the pump will maintain a margin pressure of
approximately 2100 ± 172 kPa (305 ± 25 psi) above the signal pressure.
At the same time that the signal pressure is transmitted into the resolver network, the signal
pressure is also sent to the spring chamber behind the flow control valve. This signal pressure,
plus the force of the spring, keeps the flow control valve in a position to meter the pump supply
oil and maintain the proper flow of oil to the lift cylinders regardless of changes in load on the
lift cylinders or the activation of another implement in the system.
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D8T PILOT MANIFOLD

From
Solenoid Valve
Drain Circuit
To
Implement Implement Pilot
Pump Supply Return Supply
Screen

Pressure
Implement Pump Reducing
Pressure Sensor Valve
Bypass
Valve
Pilot
Filter

Accumulator

HPAP

Relief Implement
Valve Lockout Valve HPS

60

The pilot manifold is mounted to the end cover on the valve stack. It supplies pilot oil to the
solenoid valves that are located on either end of each implement control valve. It is supplied
with oil from the implement pump, through the inlet manifold, the valve stack, and then the end
cover. The pilot manifold also contains the implement pump pressure sensor, the Hydraulic
Pilot Accumulator Pressure (HPAP) test port, and the Hydraulic Pilot Supply (HPS) pressure test
port.
As the oil enters the pilot manifold, it passes through a screen before it reaches the pressure
reducing valve. After passing through the pressure reducing valve, this oil becomes pilot oil.
The pressure reducing valve is infinitely variable, and meters the oil to provide pilot oil pressure
of approximately 3275 ± 172 kPa (475 ± 25 psi).
The pilot oil then passes through the pilot filter. From the pilot filter, the pilot oil then passes
through the accumulator check valve, where it is available to the accumulator and the pilot relief
valve.
The pilot relief valve limits the pressure past the pressure reducing valve to approximately
6500 kPa (940 psi). In the event of pressure spikes in the pilot oil system, this valve opens to
dissipate the excess pressure. The accumulator stores energy (pilot pressure) so that the
implements may be lowered in a dead engine situation.
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From the accumulator, the pilot oil then flows to the implement lockout valve. The implement
lockout valve is solenoid operated and is energized, when in the UNLOCKED condition. The
implement lockout valve is controlled by the implement lockout switch, located on the right
console, in the operator compartment. When this valve is in the LOCKED position, or de-
energized, the pilot oil is blocked and the implements cannot be moved with the implement
controls.
When the implement lockout valve is in the UNLOCKED condition, the pilot oil exits the pilot
manifold at the outlet and is directed through a passage in the end cover and then through the
pilot oil passages in the valve stack. Each implement valve then directs the pilot oil to the
solenoid valves located on either end of each implement control valve.
When the operator activates an implement, the appropriate solenoid valve directs the pilot oil
into the pilot chamber of the valve. The pilot pressure then shifts the implement valve spool.
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Implement Control Valve Solenoid Operation

Solenoid De-Energized Solenoid Energized

Return to Tank Return to Tank

Pilot Supply Pressure Pilot Supply Pressure

Reduced Pilot Pressure

From Pilot Chamber at End To Implement
of Implement Control Valve Spool
Control Valve Spool Pilot Chamber

61

The proportional solenoid valves on either end of each implement control valve are energized to
allow pilot supply oil to enter and pressurize the pilot chambers at the ends of the main control
valve spools. When de-energized, the pilot chambers are open to tank.
These valves are referred to as "pressure compensated proportional solenoid valves." The pilot
supply pressure from the pressure reducing valve is approximately 3275 ± 172 kPa
(475 ± 25 psi) as it enters the valve. When energized, the solenoid pushes a pin against the
valve spool, forcing it down against the spring. This allows pilot oil to flow past the spool and
enter the pilot chamber at the end of the implement control valve spool. The pressure in the
pilot chamber also acts on the lower end of the pilot valve spool, forcing the spool up, against
the solenoid pin. The result of these two forces is a reduced pilot pressure in the pilot chamber
at the end of the control valve spool.
The reduced pilot pressure may be tested at either end of each implement control valve using the
pressure test ports installed at the factory. When in the fully energized state (approximately
1.4 amps), pilot chamber pressure should be approximately 2655 ± 70 kPa (385 ± 10 psi).
The only exception to this rule is the LOWER/FLOAT end of the blade lift control valve. When
the solenoid for blade lower/float is fully energized (approximately 1.9 amps), pilot chamber
pressure should be approximately 2830 ± 70 kPa (410 ± 10 psi).
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3 5

2
7
9
1
8

10

62

The implement valve stack and pilot manifold have been relocated on the D8T Track-type
Tractor. This assembly is now mounted at the rear of the machine, in the notch of the fuel tank,
and under a protective steel panel. (The protective panel has been removed in the above
illustration).

At the left side of the assembly is the inlet manifold (1). The inlet manifold contains the pump
discharge (HA) pressure test port (2) and the pump signal (HB) pressure test port (3).

Either end of each implement control valve contains a pilot pressure test port (4) for testing pilot
pressure at that end of the valve, and a control solenoid (9).

The pilot manifold (7) is located at the right end of the assembly, bolted to the valve stack end
cover (6). The pilot manifold contains the accumulator (5) and the pilot oil filter (8).

Implement pump supply enters the inlet manifold at the left end of the inlet manifold (not
visible, above). Return oil from the implement control valves is directed back to the hydraulic
oil tank from the outlet, through the hard tube (10) at the bottom of the manifold.
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The illustration above shows the valve stack and pilot manifold assembly, as viewed from the
front of the fuel tank. The charging valve (1) and the main relief valve (2) are installed in the
inlet manifold.

The implement control valves in the illustration above are:

3. dozer lift valve
4. dozer tilt valve
5. ripper lift valve
6. ripper tip valve

The pilot relief valve (7) is installed in the front side of the pilot manifold.

Also visible above is the float pilot boost line (8) and the external resolver (9), which is the last
resolver in the signal resolver network.
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Also contained in the pilot manifold are the following components:

1. implement lockout solenoid

2. pressure reducing valve

3. implement pump pressure sensor

4. hydraulic pilot supply pressure test port (HPS)

5. hydraulic pilot accumulator pressure (HPAP)

Also located on the top of the pilot manifold, but not visible in the above illustration, are the
accumulator check valve (on the left, top of the manifold) and the check valve for the pilot filter
bypass passage (on the right, top of the manifold).
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10

11

5 4 3 2 1

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The implement pump (1) for the D8T is a load sensing, pressure compensated, variable
displacement piston pump. It is mounted to the upper, right rear corner of the flywheel housing.
Mounted to the top of the implement pump is the main suction manifold (2), which supplies
hydraulic oil to all of the hydraulic pumps in the hydraulic system. Shown above is:
3. pressure compensator adjustment screw
4. flow compensator adjustment screw
5. signal line from the resolver network of the implement control valve stack
6. cold oil relief valve
7. main suction line connection to hydraulic tank
8. hydraulic demand fan pump supply line (suction)
9. steering charge pump supply line (suction)
10. implement pump case drain line
11. return oil line from the hydraulic oil cooler/fan motor
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2
1

6
7

66

The hydraulic oil tank (1) is mounted on top of the right fender, just ahead of the right rollover
support post. The hydraulic oil tank provides oil for the operation of the implements, the
hydraulic demand fan, and the steering pump. Components and service points shown in the
above illustration are:
2. vacuum breaker
3. hydraulic case drain filter access (one, 6-micron filter)
4. hydraulic oil fill tube and locking cap
5. hydraulic oil temperature sensor
6. implement return oil line
7. case drain return line (from case drain manifold)
8. main hydraulic oil line to suction manifold (for all hydraulic pumps)

Not visible above is the pilot oil return line. It connects to the front side of the hydraulic tank,
next to the hydraulic oil temperature sensor.
Also not visible here is the fluid level sight glass, which can be viewed from the right side of the
machine.
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2
7

68

4
3

The hydraulic oil cooler (1) is an oil-to-air type cooler. It is mounted vertically behind the
AMOCS radiator, on the right side of the radiator guard.
Return oil from the demand fan enters the cooler inlet (2) and is directed through the horizontal
tube (3), toward the outlet (4). When the oil is cold, the thermal bypass valve (5) remains open
and the oil passes through the outlet and returns to the suction manifold. When the oil is warm,
the bypass valve closes against the seat, forcing the oil upward through tubes (6) in the cooler
before returning to the outlet through the large vertical tube on the right side of the cooler (7).
Opening temperature for the thermal bypass valve is 62° - 65° C (143° - 149° F). When closed,
the valve will open momentarily, in the event of pressure spikes in the system. Opening
pressure for the bypass valve is 620 kPa (90 psi), at 71° C (159° F).
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2
70

For machines equipped with AutoCarry, a dynamic inclination sensor (1) is installed on the front
of the main case, just above the drive shaft. The sensor determines the angle of incline on which
the machine is operating, then transmits that data to the Implement ECM. This data is used to
determine auto blade position during AutoCarry cycles.
Also present on machines with AutoCarry is the Ground Speed Radar camera (2). It is mounted
to a bracket that is attached to the saddle and senses actual ground speed through an opening in
the bottom guard. The ground speed signal is sent to the Implement ECM. Ground speed is
compared to the target speed (considering torque converter output speed and the slope on which
the machine is operating). This information is used by the Implement ECM to make
adjustments to blade height during the "Carry" segment of the AutoCarry cycle.
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Another component present on machines with AutoCarry is the lift cylinder position sensor (1).
This sensor is installed in the right blade lift cylinder and provides a feedback signal to the
Implement ECM. The Implement ECM uses this information to determine how much the lift
cylinder piston moves, when commanded by the Implement ECM during the "Carry" segment of
the AutoCarry cycle.
The wiring harness for the lift cylinder position sensor is attached at the connector (2).
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SIGNIFICANT MAINTENANCE CHANGES

Opening the left engine compartment door gains access to the High Speed Oil Change
connections for engine oil (1) and power train oil (2), if the machine is equipped with this
attachment.
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74

The air conditioning condenser (1) is mounted horizontally behind the AMOCS radiator and
ATAAC core, on the left side of the radiator guard. This is the standard location of the
condenser for machines equipped with air conditioning. For special arrangements, such as wood
chip and landfill applications, a remote mounted condenser unit with integrated fans is available.

The air conditioning accumulator is mounted under the floor plate in the operator compartment,
just below the dash.
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1
4

76

The new air conditioning compressor (1) is located on the right side of the engine, just above the
alternator, and is accessible from the right side engine compartment. Components on the air
conditioning compressor are:
2. delay timer controller
3. high/low pressure switch
4. low pressure switch

The air conditioning dryer bottle (5) is mounted to the inside of the left frame rail, under the
front of the operator compartment. It may be accessed by removing the floor plate in the
operator compartment.
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3

4 5

77

Opening the door to the forward compartment on the left fender allows access to the fresh air
filter (1) for the operator compartment. Removal of the filter is accomplished by releasing the
clip (2) at the left side of the filter.

Also located inside this compartment is the window washer bottle (3), the pivot shaft lube
bottle (4), and the batteries (5).
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The radiator fill cap (1) is located on the top, front of the hood, just behind and to the left of the
quick-drop valve (2). The hinged cover (3) protects the radiator fill cap and the quick-drop
valve from falling material.

The coolant sight glass (4) is located at the rear of the shunt tank, under the hood. It is
accessible by opening the left side engine compartment door.

If the coolant sight glass is completely full of coolant, it is above the ADD mark in the tank. If
there is no coolant showing in the sight glass, coolant should be added until coolant is visible in
the sight glass.
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80

The main electrical disconnect switch (1) is located behind the small door in the front of the
forward compartment on the left fender, and just outside the left door to the operator
compartment.

The openings in the front of this compartment allow the operator or serviceman to perform a
visual check of the level of washer fluid in the window washer bottle (2) and the level of lube oil
in the pivot shaft lube bottle (3).
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D8T MAINTENANCE INTERVALS

ITEM D8R Series II D8T
Engine Oil 500 hours 500 hours*
Engine Oil Filter 500 hours 500 hours*
Power Train Oil 1000 hours 1000 hours
Power Train Filters 500 hours 500 hours
Hydraulic Oil 2000 hours 2000 hours
Case Drain Filter 500 hours 500 hours
Steering Charge Filter 500 hours 500 hours
Pilot Filter N/A 4000 hours
Final Drive Oil 2000 hours 2000 hours
Primary Fuel Filter 500 hours 500 hours
Secondary Fuel Filter 250 hours 500 hours

* Assumes use of recommended oils. Half interval oil changes are recommended
when using lesser grade oils.

81

Recommended Maintenance Intervals

All fluid fill and check points are outside the cab, with common groupings and easy access in
mind. Ecology drains are standard for engine oil, engine coolant, and power train oil.

A "Fast Fill" connection is available for fuel. High Speed Oil Change couplings are available for
engine oil and power train oil.

Periodic maintenance item frequency interval recommendations are shown in the above chart.

NOTE: Engine oil and filter change intervals may be performed at 500 hours, under most
operating conditions. Engine load factor (fuel consumption greater than 20 gal./hr.), sulfur levels
in the fuel, oil quality, and altitude may negatively affect oil change intervals. In all situations,
regular engine oil samples (S•O•S) must be taken every 250 hours to confirm oil cleanliness.
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82

CONCLUSION

This presentation has provided preliminary New Product Introduction (NPI) information for the
Caterpillar D8T Track-type Tractor. All new and major components and their locations were
identified and discussed. When used in conjunction with the Service Manual (RENR7540) and
the STMG1790, "Caterpillar Monitoring and Display System with Advisor for Track-type
Tractors," the information in this package will help the serviceman locate and identify
components and analyze problems in any of the major systems of this tractor.
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HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical Connection. 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 Air (No Pressure) Pink - 3rd Reduction in 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, o r Return Oil Blue - Trapped Oil

Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void

* Also used as steering / charge oil in this presentation

** Also used as reduced steering / charge oil in this presentation

HYDRAULIC SCHEMATIC COLOR CODE

This illustration identifies the meanings of the colors used in the hydraulic schematics, the
power train schematics, and the cross-sectional views shown throughout this presentation.