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SERV7105-02

February 2005
Vol. 2, No. 1

SERVICE TRAINING
TECHNICAL PRESENTATION

D10T TRACK-TYPE TRACTOR

New Product Introduction


(NPI)

D10T TRACK-TYPE TRACTOR


CONTENT
This self-paced, self-directed presentation provides New Product Introduction (NPI) information
for the D10T 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 D10T Track-type Tractor;
2. locate and identify the function of the controls in the new operator's compartment;
3. locate and identify the new components in the D10T's systems; and
4. trace the flow of fuel, oil, and coolant through the new systems.
REFERENCES
"D10R Track-type Tractor" (STMG)
SERV1758
"Electronically Controlled Transmission System - Track-type Tractors" (T.I.M.) SERV2639
"Caterpillar Monitoring System - Track-type Tractors" (T.I.M.)
SERV2619
"Cat Monitoring and Display System with Advisor - Track-type Tractors" (STMG) SERV1790

Estimated Time: 3 Hours


Visuals: 105
Form: SERV7105-02
Date: 02/05
2005 Caterpillar Inc.

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TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
Similarities and Differences ...................................................................................................6
OPERATOR'S COMPARTMENT................................................................................................8
CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR .................20
ENGINE......................................................................................................................................33
Fuel Delivery System............................................................................................................49
Cooling System.....................................................................................................................50
Hydraulic Demand Fan System ............................................................................................54
Remote Air To Air AfterCooler System ...............................................................................60
POWER TRAIN .........................................................................................................................65
IMPLEMENT HYDRAULIC SYSTEM....................................................................................77
SIGNIFICANT MAINTENANCE CHANGES .........................................................................98
Recommended Maintenance Intervals................................................................................103
NEW TOOLING/SKILLS REQUIRED FOR SERVICE
No Significant Changes
CONCLUSION.........................................................................................................................104
HYDRAULIC SCHEMATIC COLOR CODE.........................................................................105

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NOTES

NPI

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D10T TRACK-TYPE TRACT OR

2005 Caterpillar, Inc.

INTRODUCTION
Shown above is the D10T Track-type Tractor. The D10T 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 D10T meets the EU sound regulations
(EU Directive 2000/14/EC) for 2006.
The D10T is powered by the C27 ACERT technology electronic engine equipped with a
Mechanical Electronic Unit Injection (MEUI) fuel system. This engine also utilizes the A4
Engine Electronic Control Module (ECM) and is equipped with a Remote Air To Air
AfterCooler (RATAAC) intake air cooling system.
Other upgrades to the D10T Track-type Tractor include:
- improvements to the power train hydraulic system;
- improved power train oil and hydraulic oil cooling systems;
- improvements to the electro-hydraulic implement controls;
- an electro-hydraulic controlled demand fan;
- a wider cab and platform with re-designed operator controls;
- the new Cat Monitoring and Display System with Advisor; and
- an in-dash instrument cluster.
The serial number prefix for the D10T Track-type Tractor is RJG.

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SIMILARITIES AND DIFFERENCES


D10T TRACK-TYPE TRACTOR
FEATURES

DIFFERENT

Machine Appearance

SIMILAR

SAME

Operators Station

Monitoring System

Engine

Transmission

Steering System

Power Train

Braking System

Implement Hydraulic System

Cooling System

Nomenclature

2
Similarities and Differences
The chart above compares the D10T Track-type Tractor to the D10R (AKT) Track-type Tractor.
This chart gives an "at a glance" look at what is different, similar, and the same.
- Machine appearance is similar to the D10R. Some restyling of the hood, the engine
enclosure doors, the fenders, and the fuel tank have somewhat changed the appearance of
the D10T, compared to the D10R (AKT).
- The operator station incorporates the new "Common Cab" platform. The cab is physically
wider and the operator controls, the instruments, and the dash have been redesigned. This
is the same cab used for the D8T and the D9T Track-type Tractors.
- The monitoring system for the D10T is the new Caterpillar Monitoring and Display
System, with Advisor.
- The D10T is powered by the new C27 ACERT technology engine. It is a 12 cylinder
"V" arrangement that develops 580 net horsepower (432 kW) at 1800 rpm.

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- The transmission in the D10T is an ECPC power shift transmission. This transmission is
nearly identical to that used in the D10R Track-type Tractor. The common top pressure
strategy eliminates the need to perform clutch pressure calibrations. The transmission
utilizes the new transmission output speed sensors, like those used in the D8T and D9T.
- The Finger Tip Control (FTC) steering and braking system for the D10T is nearly identical
the D10R Track-type Tractor. The brakes on the D10T are functionally the same as the
D10R AKT machine, but they have been mechanically redesigned to use only two Belville
springs instead of the four Belville springs that were used in the brakes on the AKT
machine.
- The power train has also been upgraded for the D10T. The torque converter impeller has
been redesigned to add slightly more engine lug. The power train oil pump has been
changed from a five-section pump to a four-section pump. The Priority Valve and the
Lube Management Valve have been eliminated, simplifying the system and making it
easier to troubleshoot. Power train oil filter change frequency intervals have been
increased. A second power train oil cooler has also been added.
- The implement hydraulic system has been improved for the D10T. The most noticeable
difference is the change to a three-section gear pump for implement operation. The
Electro-Hydraulic (EH) pilot manifold has also been improved and a separate pressure
reducing manifold has been added. Hydraulic oil filters have been improved and
accessibility is easier. The "oil-to-water" type hydraulic oil cooler has been moved to
beneath the radiator.
- The cooling system on the D10T has also been improved. The AMOCS radiator now has
12 cores that are easier to remove. The radiator is positioned behind the electro-hydraulic
demand fan. Two oil-to-water type power train oil coolers are arranged in parallel to the
engine oil cooler. The hydraulic oil cooler arrangement has been improved, also. The
Remote Air To Air AfterCooler (RATAAC) is similar to the D10R, but improvements
have been made to reliability and serviceability. The air conditioning condenser is
mounted under the hood, and is now positioned behind the radiator. A remote mounted
condenser and fan arrangement is available as an attachment for special applications.
- Nomenclature has changed from D10R to D10T.
- The serial number prefix has changed from AKT to RJG.

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3
OPERATOR'S COMPARTMENT
The operator's compartment for the D10T has been upgraded to the new "Common Cab," which
is also used on the D8T and the D9T Track-type Tractors. Upgrades and improvements to the
operator's compartment include:
- an eight inch wider cab with wider doors that open 20 further, for easier entry and exit;
- more glass area for better overall visibility;
- a new dash with a sealed instrument cluster;
- a new right-hand console with redesigned controls for lighting and other machine systems;
- minor changes to the electro-hydraulic implement controls; and
- the new Cat Monitoring and Display System with Advisor.

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4
The padded left armrest is adjustable fore and aft using the mechanical sliding lever (1). Power
height adjustment of the arm rest is controlled using the rocker switch (2).
The left and right Finger Tip Control (FTC) steering levers (4) are each connected to a rotary
position sensor (3), which send a PWM signal to the Power Train ECM when they are pulled
rearward. The PWM signals are proportional to the movement of the steering levers.

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2
3

4
6

5
The Finger Tip Control (FTC) console is located at the front of the left armrest. The two small
levers allow the operator to control left and right turns. A PWM signal is sent to the Power
Train ECM when the levers are pulled rearward. The Power Train ECM then sends a signal to
the electronic steering clutch and brake control valve, which controls the hydraulic circuits for
the left and right clutch and brake pistons. Pulling the left steering lever (1) toward the rear of
machine (approximately one-half the full travel distance) releases the left steering clutch, which
disengages power to the left track. This action will result in a gradual left turn. Pulling the left
steering lever (1) the full travel distance engages the left brake. This action will result in a sharp
left turn. The right steering lever (2) operates the same as the left steering lever.
The tractor direction is controlled by the rotating paddle (3). Pushing on the top of the paddle
selects the FORWARD direction. Pushing on the bottom of the paddle selects the REVERSE
direction. The center position of the paddle selects NEUTRAL.
Depressing the top yellow button (4) upshifts the transmission one gear range at a time.
Depressing the bottom yellow button (5) downshifts the transmission one gear range at a time.
The parking brake switch (5) shifts the transmission to FIRST gear NEUTRAL and energizes
the parking brake solenoid and the secondary brake solenoid (as a backup measure) on the
electronic steering clutch and brake valve, which fully engages the brakes.

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1
2

6
The right console contains the implement controls and most all of the controls and switches for
machine systems and functions. These controls are:
1. dozer control lever
2. ripper control handle (if so equipped)
3. rear action lamp
4. 12-volt switched power adapter
5. horn button
6. key start switch
7. Caterpillar Advisor graphical display module

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3
2
4

5
6

7
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.
A thumb lever (2) is present on machines that are equipped with dual tilt. Moving the thumb
lever 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 (4) allows the operator to
activate segments in the Auto Blade Assist (ABA) cycle, if equipped with ABA, or the AutoCarry
cycle, if equipped with AutoCarry. The right yellow button (3) cancels the ABA or AutoCarry
cycle. The blade may be controlled manually at any time during these automatic cycles.
Located on the front of the dozer control lever is the trigger switch (not shown). The trigger
switch toggles between single tilt mode and dual tilt mode when it is depressed and held.
Releasing the trigger switch toggles back to the default tilt mode. The default tilt mode may be
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. (The manual fan reversing switch is not
installed in the illustration, above.)

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8
The ripper control handle (1) is located to the rear of the dozer control lever. Ripper SHANK IN
and ripper SHANK OUT is controlled with the finger switch (2).
Ripper RAISE and ripper LOWER is controlled by pushing the top or the bottom of 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 also move
the ripper tip to the full SHANK IN or full SHANK OUT position, depending on how the
operator settings are configured.
There are three Auto-Stow positions for the ripper that may be configured using Advisor. They
are:
- RIPPER RAISE
- RIPPER RAISE and SHANK IN
- RIPPER RAISE and SHANK OUT.

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9
The panel on the outside of the right console contains a number of switches that control the
external lights and other 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 the tractor is 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.

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8
10

10
The main fuse panel, the circuit breakers, and the diagnostic connector are located inside the left
cab door, at the lower front of the left console. 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. main electrical fuse panel, using automotive type fuses
6. 175 amp alternator fuse
A fuse and breaker identification chart (8) 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
is a spare 175 amp alternator fuse (7), spare automotive type fuses (9), and a fuse puller (10).

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11
The HVAC controls and the wiper/washer controls are located overhead, above the right hand
console. These controls are the:
1. HVAC blower fan speed
2. HVAC temperature control
3. air-conditioning selector
4. front windshield wiper/washer control
5. left cab door window wiper/washer control
6. right cab door window wiper/washer control
7. rear cab window wiper/washer control

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12
The dash in the new 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, the
speedometer/tachometer module, and the Vital Information Display System (VIDS) message
center module used in the D10R Track-type Tractor.
The instrument cluster and the new monitoring system will be discussed later in this
presentation.
A large storage bin (2) is located below the instrument cluster . The D10T can be equipped with
the Computer Aided Earthmoving System (CAES). The CAES components would be installed
in this space, replacing the storage bin.
A non-slip foot rest (not visible) is located below the storage bin. The foot rest spans the entire
width of the dash.
NOTE: The 24V to 12V power converter is located behind a panel, below the storage
bin, on the left side. This power converter supplies all of the 12V DC power supply to
the components on the standard machine.

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13
The service brake pedal (1) and the decelerator pedal (2) are located below the dash. The
service brake pedal applies the service brakes (both left and right) in proportion to the amount of
pressure applied by the operator. A rotary position is connected to the pedal and provides a
PWM signal to the Power Train ECM when the pedal is depressed. The Power Train ECM then
signals the left and right proportional brake solenoids on the electronic steering clutch and brake
valve. The brakes are fully engaged when the pedal is completely depressed.
The smaller pedal on the right is the decelerator pedal. During normal operation, the machine
operates at high idle. When the decelerator pedal is depressed, a signal is sent to the Engine
ECM from the rotary position sensor connected to the pedal. This decreases the engine rpm in
proportion to the amount of movement of the pedal.
Intermediate engine speeds are attained in the following manner. Set the high/low idle switch to
the HIGH IDLE position. Depress the decelerator pedal until the desired desired engine speed is
reached. Press and hold the high idle (rabbit) side of the high/low idle switch for approximately
three seconds. Release the switch. This setting 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 be reduced from the intermediate engine speed setting by depressing the
decelerator pedal again. When the decelerator pedal is released, the engine speed will return to
the intermediate setting.

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14
The Power Train ECM (1) and the Implement ECM (2) are located at the rear of the cab. The
Power Train ECM can be accessed 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 service points 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. external lighting relays
8. 24V DC to 12V DC power converter (attachment)
NOTE: The Implement ECM and Power Train ECM code plugs are tied to the wiring
harness, which is routed through the channel below the ECMs. The 24V to 12V power
converter is used to power accessories other than the standard machine equipment. It is
an attachment that can be ordered from the factory. If the converter is not ordered from
the factory, the connectors will be present in this location and a converter can be added
later.

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15
CATERPILLAR MONITORING AND DISPLAY SYSTEM WITH ADVISOR
The monitoring system for the D10T 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 selfcontained ECM (Advisor ECM).

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CATERPILLAR MONITORING AND DISPLAY SYSTEM COMPONENTS

Implement
ECM

J2

J1

Power
Train
ECM

Key St art
Swit ch
J2

J1

Engine
ECM

J2

J1

CAN A
Dat a Link

CAES
At t achment s

Product
Link

CAN A Dat a Link


CAT Dat a Link
15

20

AUTO

25

10
X1 0 0

n/ min

35

2 .3

Dynamic
Inclination
Sensor

CAN B
Dat a Link

Advisor

CAN C
Dat a Link

30

1F

1 3 2 .1

Inst rument
Clust er

Comm
Adapt er II

Fuel Level Sensor

Rear
Act ion Lamp

Act ion Alarm

ET

Alt ernat or
( R-Terminal)

16
The Caterpillar Monitoring and Display System (CMDS) continuously monitors all of the
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, or to the Computer Aided
Earthmoving System (CAES) components.
The CMDS components communicate with each other and with electronic controls for the
machines components through the Cat Data Link and through Controller Area Network (CAN)
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 ECMs, the alternator R-Terminal, the system input
voltage, and the fuel level sensor. 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 Advisors screens.

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5
6

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

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INSTRUMENT CLUSTER
Auto KickDown
Activated (5)

AutoCarry
Charging
Parking
AutoShift Brake On (7) System Fault (9)
Active (11)
Activated (6)
Action
ABA
Lamp (8)
Enabled (10)

Implement
Lockout
Activated (12)
Float
Active (13)

Winch
Freespool or
Release (4)
Winch
Low Speed
Lock (3)
Winch
Disabled (2)

15

25

10

AUTO

n/min

X100

Engine
Prelube
Activated (1)

Single Tilt
Enabled (14)

20

AUTO

30

35

2.3

1F
132.1

Dual Tilt
Enabled (15)
Not
Used

Not
Used

18
The instrument cluster contains up to fifteen LED indicators that show the operator the status of
many of the machine functions. When lit, they indicate:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

Engine Pre-lube Activated


Winch Disabled (not used for the D10T)
Winch Low Speed Lock (not used for the D10T)
Winch Freespool or Release (not used for the D10T)
Auto KickDown Activated
AutoShift Activated
Parking Brake ON
Action Lamp
Charging System Fault (abnormal output at the "R" terminal)
Auto Blade Assist Enabled (if the machine is equipped with ABA)
AutoCarry Active (if the machine is equipped with AutoCarry)
Implement Lockout Activated
FLOAT Active
Single Tilt Enabled
Dual Tilt Enabled (if the machine is equipped with dual tilt)

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1
2

19
The heart of the Caterpillar Monitoring and Display System is the Graphical Display Module,
located on the right console, 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, to monitor, and to 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 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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ADVISOR GRAPHICAL DISPLAY MODULE


Gear/Direction
Display Area

Dozer Mode
Display Area

Auto-Shift Mode
Display Area
(1) Left / Up Arrow Button

1F

Float

(2) Right / Down Arrow Button

1F-2R

Home Menu
Performance

(3) Back Button


(Delete / Backspace Button)

Settings
Operator
Service

"More Options" Icon

OK

Data Display / Menu Selection


Display Area

(4) Home Button

(5) OK Button
(Enter / Select Button)

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 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.
A column of five user interface buttons is located at the right of the display screen. These
buttons are used to navigate through the numerous Advisor screens, to make menu selections, or
to enter data. The five user interface buttons, from top to bottom, are:
1. 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;
- to decrease a setting value, such as decreasing brightness/contrast.
2. 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;
- to increase a setting value, such as increasing brightness/contrast.
3. The BACK button is used:
- to go 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;
- as a backspace, or cancel key when the operator or serviceman wishes to delete entered
characters.
4. The HOME button is used to return to the home menu screen, regardless of what screen is
currently displayed.
5. The OK button is used:
- to make selections from a screen;
- to confirm an entry, such as a password, or for saving an operator profile entry.

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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 to set a parameter. Pressing the OK
button selects that option. (Example: Choosing either "Enabled" or "Disabled" for the FLOAT
option in the Implement Settings menu.)
NOTE: The column of five buttons at the left of the display screen currently have no
function.

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Float

1F
Engine ECM
MID 36

ID 164-3

Display Setup

NPI

1F-2R

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 provides three Warning Category Indicators
(levels). The CMDS uses "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 warning appears on the Advisor screen, describing
the event or diagnostic failure. The forward Action Lamp will illuminate to solid amber.
The warning can be acknowledged (snoozed) by pressing the OK button, and will not reappear for several hours, depending on the failure or event (or if the event or failure does
not re-occur).
- Warning Category Indicator 2: A warning appears on the Advisor screen, describing
the event or diagnostic failure. The Action Light and Lamp will flash red, alerting the
operator to change the machine operation mode. The warning can be acknowledged
(snoozed) by pressing the OK button, and will not re-appear for one hour, depending on
the event or failure (or if the event or failure does not re-occur) and the Action Light and
Lamp will stop flashing.
- Warning Category Indicator 3: A warning appears on the Advisor screen, describing
the event or diagnostic failure. The Action Light and Lamp will flash red, and the Action
Alarm will pulse to alert the operator to shut down the machine. The warning can be
acknowledged (snoozed) and will continue to appear every five minutes. The Action
Light and Lamp will continue to flash red and the Action Alarm will continue to pulse
after the operator acknowledges the 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 an implement control failure, the
pop-up warning will ask if the operator desires to go to "Limp Home Mode." Choosing
YES will display the Limp Home Screen. The Limp Home screen allows the operator to
slowly and incrementally move the implements to such a position that the machine may
be moved to a safe place for service work. Transmission operation will also be limited to
first gear forward or first gear reverse.

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1F

NPI

Float

1F-2R

Recall Operator Settings


Default Settings

Display
Setup in 10 Seconds
Activated
Or
Press

OK

OK

To Recall
Previous Settings

OK

22

Advisor will perform a self-test routine upon start-up (Key ON). A preliminary screen will
appear (above) after a few seconds. 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.
Choosing YES will cause Advisor to load the set of operator preferences into its memory that
were used the last time the machine was operated.
The default settings (or factory settings) will be loaded into its memory if the operator waits 10
seconds. If the operator wishes to use a set of operator preferences other than the set that was
last used, 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).

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PERFORMANCE SCREEN 1 OF 2

Float

1F

1F-2R

Performance
Engine
Coolant Temp

1 of 2
Engine
Speed

87.8 C
Hydraulic Oil
Temperature

n/min

23

1410 RPM
TCO
Temperature

76.6 C

68.8 C
Next

OK

PERFORMANCE SCREEN 2 OF 2

Float

1F

1F-2R

Performance
Engine Oil
Pressure

2 of 2
Air Inlet
Temperature

506.0 kPa
Fuel Level

75 %
Previous

24

40 C
System
Voltage

26.3 Volts
OK

The "Performance 1 of 2" screen will appear on the display (illustration No. 23) after all the
pop-up warning screens have been acknowledged (if any). 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.

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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 (intake air temperature)
- fuel level
- system voltage
NOTE: If the screen contrast, the screen backlight, or the display language is set such
that the operator or serviceman cannot see or read the display, a simple reset mode has
been added to the most recent software for Advisor. The following procedure will help
overcome this problem:
1. Set the key switch to OFF and then back to ON.
2. Wait approximately 15 seconds.
3. If the Action Lamp is illuminated or flashing, ress the OK button a number of times until
the Action Lamp is no longer illuminated. If the Action Lamp is not illuminated, proceed
to step 4.
4. Press and hold the OK button for five seconds.
Performing this procedure will cause the brightness and contrast to be reset to 50% and
the screen will display the language selection menu. The operator or serviceman may
then select the desired language.
The above information supercedes any previous Service Training publications and
applies to all of the T-Series Track-type Tractors.

NOTE: Refer to STMG 790 (Form SERV1790), "Caterpillar Monitoring and Display
System With Advisor For Track-type Tractors - Introduction," for more detailed
information about the new monitoring system and Advisor and how to access and use all
of the options

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25
ENGINE
The C27 ACERT technology engine is new for the D10T Track-type Tractor. The engine is
equipped with Mechanical Electronic Unit Injection (MEUI), an improved Remote Air To Air
AfterCooler (RATAAC), and a new electro-hydraulic demand fan system. The C27 engine also
utilizes the A4 Engine Electronic Control Module (ECM), which is air cooled. The C27 is rated
at 432 kW (580 horsepower) at 1800 rpm.
The C27 engine is a 12 cylinder "V" arrangement with a displacement of 27 liters. Most of the
service points for the C27 have been located on the left side of the engine.
The C27 engine meets U.S. Environmental Protection Agency (EPA) Tier III Emissions
Regulations for North America and Stage III European Emissions Regulations.
Engine oil and filter change intervals have been increased to 500 hours, under most operating
conditions. The engine load factor, sulfur levels in the fuel, the oil quality, and the operating
altitude may negatively affect the extended oil change intervals. Also, regular engine oil
samples (SOS) must be taken every 250 hours to confirm oil cleanliness.

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The C27 is mechanically similar to the 3412E engine used in the D10R, except that a camshaft
is now located in each cylinder head, instead of a single camshaft in the engine block. The gear
trains for the camshafts have been moved to the rear of the engine. The Engine ECM and its
software, the cams, the injectors, the crankshaft, the piston rods, the pistons, and a few other
components are also different, reflecting the ACERT technology.
An elctro-hydraulic demand fan is standard equipment for the D10T and may be equipped with
an automatic/manual fan reversing feature for those applications requiring it.
The engine performance specifications for the D10T Track-type Tractor are:
-.Serial No. Prefix: EHX
- Performance Spec: 0K4650 (for North America)
- Max Altitude: 3657 m (12,000 ft.)
- Gross Power: 483 kW (648 hp)
- Net Power: 433 kW (580 hp)
- Full Load rpm: 1800
- High Idle rpm (full throttle, neutral): 2010 10 (for North America), 1970 10 (for E.U.)
- Low Idle rpm: 700
NOTE: The C27 engine uses a "Ground Speed Governor" software strategy to prevent
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 2000 rpm.
- If the operator has set an intermediate engine speed using the decelerator and the highlow idle switch, this strategy is ignored in uphill situations.
NOTE: 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.

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3
2

26
Major components and service points accessible from the left side of the engine are:
1. air conditioning compressor
2. secondary fuel filter
3. two engine oil filters and associated service points (discussed later in this presentation)
4. engine oil fill tube
5. engine oil dipstick
6. left side air filter
7. starter
8. left side turbocharger

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7
1
2

27
Major components and service points accessible from the right side of the engine are:
1. Engine ECM
2. coolant sampling port (SOS)
3. alternator
4. external engine oil cooler
5. power train oil coolers #1 and #2
6. right side turbocharger
7. right side air filter

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4
5
3
6

1
7

28
The 10-micron primary fuel filter (1) and water separator (7) is mounted to the front left of the
fuel tank. It may be accessed through the door of the enclosure at the rear of the left fender.
The main fuel supply shutoff valve (2) to the primary fuel filter is also located here, behind the
lube reservoir.
The electric fuel priming pump (3) is integrated into the primary fuel filter base. The electric
fuel priming pump switch (4) is installed in a bracket located above the filter base. The fuel
supply line (6) connects to the fuel transfer pump on the engine.
The fuel return line (5) directs unused fuel from the fuel pressure regulator back to the fuel tank.
NOTE: The electric fuel priming pump will only operate when the key start switch is
turned to the OFF position and the main electrical disconnect switch is in the ON
position. If the key start switch is set to ON, the electric fuel priming pump is disabled.
If the main electrical disconnect switch is OFF, no electricity is available for pump
operation.

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3
29

7
6

8
30

The fuel transfer pump (1) is located on top of the engine, at the right rear. The fuel transfer
pump draws fuel from the primary fuel filter through the pump inlet (2). The fuel pump directs
the fuel through the fuel line (3) to the secondary fuel filter (4).
The 4-micron secondary fuel filter (4) is located in front of the engine oil filters, at the left front
of the engine. The fuel temperature sensor (8), the fuel pressure sensor (7), the fuel pressure test
port (6), and the fuel pressure differential switch (5) are installed in the secondary fuel filter
base. The fuel filter pressure differential switch (5) compares the filter inlet pressure to the filter
outlet pressure. This switch is normally closed. If the secondary fuel filter becomes clogged,
the difference between the filter inlet pressure and the filter outlet pressure causes the switch to
open and the Advisor panel will warn the operator, "Fuel Filter Is Plugged - Change Fuel Filter
Soon."

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31

32

The fuel pressure regulator (1) is located on top of the engine, at the left rear. Unused fuel from
the fuel galleries in the left and right cylinder heads enters the fuel pressure regulator. The fuel
pressure regulator maintains the fuel pressure in the fuel galleries. Fuel that flows past the fuel
pressure regulator is directed through the fuel return line (2) to the fuel tank.
The two engine oil filters (3) are located at the left front of the engine, behind the secondary fuel
filter. The engine oil sampling (SOS) port (7) is located on the front of the filter base. The
SOS port provides an oil sample before filtering. The engine oil pressure test port (4) is
located behind the filters and is positioned at the filter outlet. Also shown in illustration No. 32
is the engine oil dipstick (5) and the engine oil fill tube (6).

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2
4
1

33
A number of engine sensors are located on top of the engine, and near the front of the engine.
They are:
1. left intake air pressure (boost) sensor
2. engine coolant temperature sensor
3. atmospheric pressure sensor
4. right intake air pressure (boost) sensor
5. intake air temperature sensor
NOTE: The Engine ECM only considers the right intake air pressure sensor to
determine "boost" pressure. The left intake air pressure sensor is used for diagnostic
purposes only.

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34

35

The primary (crank) speed/timing sensor (1) is located at the lower left front of the engine, behind
the crankshaft damper. This sensor provides engine speed information to the Engine ECM. This
information is also shared with the Power Train ECM through the CAT data link, eliminating the
need for an engine output speed sensor.
The starter (3) is installed on the front side of the flywheel housing, at the left rear of the engine.
A second starter would be installed in the same place on the right side of the engine if the tractor
were equipped with a cold weather arrangement. The port for the engine turning tool and the TDC
probe (not visible) is also located on the front side of the flywheel housing, behind the starter.
An engine block heater element (2) is an attachment installed on tractors with a cold weather
arrangement. A second block heater element would be installed on the right side of the engine, in
the same location.

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36
2

4
37

If the tractor is so equipped, the engine oil prelube pump (1) and motor (2) is installed on the
inside of the left frame rail, adjacent to the engine oil pan (3). The prelube pump is no longer
driven by the starter motor.
The quick-disconnect coupling for engine oil (4) is located inside the left engine compartment
door, below the engine oil filters if the tractor is equipped with the High Speed Oil Change
attachment.

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1
4

38
3

39

The starter disconnect switch (1) and the main electrical disconnect switch (2) may be accessed
by opening a spring-hinged door, located between the left engine compartment door and the
front step on the left fender. The starter disconnect switch will disable the starter(s) when the
switch is set to the OFF position. The auxiliary start connector (4) is installed in this same
compartment.
A block heater receptacle (3) is also located here if the machine is equipped with a cold weather
arrangement. (A 120V AC or a 240V AC version of the block heater is available.)
The ether aid solenoid (5) and the ether bottle mounting bracket (6) are located beneath the
electrical disconnect switches.

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40
The dual coolant temperature regulators (thermostats) are located inside the temperature
regulator housing (1), at the right front of the engine.
The engine coolant sampling port (SOS) (2) is installed on the bypass tube between the
thermostat housing and the water pump (3).

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41
1

42

The air cooled, A4 Engine ECM (1) is installed above the right front valve cover. The J1/P1
connector (2) is a 70-pin connector and the J2/P2 connector (3) is a 120-pin connector.
The engine oil pressure sensor (4) is located between the Engine ECM and the front timing gear
cover. The secondary (cam) speed/timing sensor (5) is installed in the rear of the timing gear
cover.
The fuel supply line (6) for the right cylinder head is also visible in illustration No. 42.

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2
1

43

3
2

44

The turbo inlet pressure sensor (1) is installed in the rear of the manifold that connects the left
and right air filter canisters.
The "Crank-Without-Inject" connector (2) is attached to the upper engine wiring harness with
tie-wraps, above the right rear valve cover.
Removing the plug (3) from the connector (2) and inserting the plug at the right (4) will
electrically disable the fuel injectors, allowing the engine to be turned (cranked) with the starter,
but without the engine starting.

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45

46

5
3
4

The timing calibration probe (1) is installed at the factory. It is located above the mounting
position of the right side starter, on the front of the flywheel housing (forward of the right rear
engine mounting pad). The probe is permanently wired into the Engine ECM. No cables are
needed to make the connection between the probe and a connector when performing an engine
timing calibration routine.
The external engine oil cooler (2) is mounted to the lower right side of the engine block, inboard
of the two power train oil coolers (3). All three oil coolers are oil-to-water type coolers. The
coolant flow switch (6) is installed in the manifold that connects the water pump to the engine oil
cooler. The hot coolant supply line to the cab heater connects to the lower water shutoff valve (4).
The return coolant line from the cab heater connects to the upper water shutoff valve (5).

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1
2

47

A fuel heater (1) is an attachment that is included in the cold weather arrangement. The fuel
heater is mounted to the inside of the left fender, forward of the left rollover support post, under
the operator's compartment.
Fuel is heated using the hot coolant supply from the cab heater lines. Hot coolant enters the fuel
heater at the coolant inlet (3) and returns through the coolant outlet (4).
Fuel from the primary fuel filter is drawn through the heater by the fuel transfer pump. Fuel
enters the fuel heater through the fuel inlet (2) and exits the heater at the fuel outlet (5), where it
continues to the fuel transfer pump.

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C27 ACERT ENGINE FUEL DELIVERY SYSTEM


Electric Fuel
Priming Pump

(Optional)
Fuel Heater
Right Fuel Gallery

Fuel Tank

Fuel
Shutoff
Valve

Fuel
Transfer
Pump

Primary
Fuel Filter

Fuel
Pressure
Regulator

Left Fuel Gallery


Secondary
Fuel Filter

48
Fuel Delivery System
Fuel is drawn from the fuel tank through the primary fuel filter (10-micron) and water separator
by a gear-type fuel transfer pump. The fuel transfer pump forces the fuel through the secondary
fuel filter (4-micron).
The fuel is then directed to a "tee" fitting that divides the fuel flow and directs the fuel to both
the left and right cylinder heads. The fuel enters the front of the cylinder heads and flows into
the fuel galleries, where it is made available to each of the twelve MEUI fuel injectors. Any
excess fuel not injected leaves the rear of the cylinder heads and is directed to the fuel pressure
regulator. The fuel pressure regulator maintains a fuel system pressure of approximately
560 50 kPa (81 7 psi).
The excess fuel flow returns to the fuel tank from the fuel pressure regulator. 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. The fuel filter should be replaced immediately.

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D10T COOLING SYSTEM


ADVANCED MODULAR COOLING SYSTEM (AMOCS)
ENGINE AT OPERATING TEMPERATURE

Vent Line

Shunt
Tank
Radiator

Turbo
> 92 C

87 C

< 82 C

Dual
Thermostats

Hottest

Increasing
Coolant
Temperature

C27 Engine

Cab
Heater

Coldest

Turbo
Power Train Oil Cooler 2
Power Train Oil Cooler 1
Engine Oil Cooler

Jacket Water
Pump

Hydraulic
Oil Cooler

49
Cooling System
Shown above is a schematic of the cooling system for the D10T Track-type Tractor. The C27
ACERT technology engine uses a Remote Air To Air AfterCooler (RATAAC) to cool the intake
air. The RATAAC is located beneath the hood and above the engine (not pictured, in the above
illustration).
The AMOCS radiator contains twelve cores that are the standard "two-pass" type cores. The
hydraulic demand fan is mounted in front of the radiator and is controlled by the Engine ECM.
This arrangement draws air in from the sides of the engine compartment, through the radiator,
and out the front of the tractor. This design reduces the possibility of the fan ejecting debris into
the radiator cores.
Coolant flows from the water pump, through the power train and engine oil coolers, to the
engine block. Coolant then flows through the engine block and into the cylinder heads. From
the cylinder heads, the coolant flows to the temperature regulators (thermostats) and either goes
directly to the water pump through the bypass tubes or to the radiator, depending on the
temperature of the coolant. Hot coolant enters the bottom of the radiator and flows up through
the front side of the cores, then down the back side of the cores.

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The coolant exits the radiator, with some coolant passing through the hydraulic oil cooler before
returning to the water pump. A small amount of coolant flows to the turbochargers, for cooling
purposes, and is directed to the shunt tank. Coolant from the shunt tank is directed to the water
pump.
NOTE: The thermostat housing for the C27 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).

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50

51

4
3
9

The twelve AMOCS radiator cores (1) and the shunt tank (2) are shown above, from the rear of
the radiator guard.
Hot coolant enters the radiator at the inlet tube (4). The hot coolant flows up through the front
side of the cores, then down the back side, passing twice through the cores. The hydraulic oil
cooler (3) is located beneath the radiator guard. Some of the coolant exits the radiator through
the cooler inlet bonnet (5) and flows through the "oil-to-water" type hydraulic oil cooler. The
remainder of the coolant exits the radiator through the radiator outlet bonnet (6) where it mixes
with the coolant from the hydraulic oil cooler. The coolant exits the bonnet through the tube (7)
and returns to the water pump. The coolant drain line from the engine oil and power train oil
coolers, and the coolant drain line from the engine block all connect to the fittings (8) so that
coolant may be drained from the entire system through the radiator drain valve (9).

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52
The fan (1) and the hydraulic fan motor (2) may be accessed by opening the grill doors on the
front of the radiator guard, as shown above.
Air that passes through the RATAAC heat exchanger cores exits the front of the tractor through
the two openings (3) at the upper left and right of the radiator guard.
The hydraulic demand fan pump is mounted to the rear of the engine flywheel housing, at the
upper left corner of the housing. The demand fan pump will be discussed in greater detail later
in this presentation.

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D10T STANDARD HYDRAULIC FAN DRIVE SYSTEM


MAXIMUM FAN SPEED

Engine Coolant
Temperat ure Sensor

Engine
ECM
Fan Pump
Pressure Cont rol
Solenoid
Fan
Pump

Fan Pump
Pressure
Sensor

Fan Mot or wit h


Makeup Valve

Pump
Cont rol
Valve
HDFP

Hydraulic Oil Cooler


Bypass Valve
To Case Drain

From Tank
Suct ion Manifold

Hydraulic
Oil Cooler

53
Hydraulic Demand Fan System
The D10T Track-type Tractor is equipped with a hydraulic demand fan. The fan is part of the
hydraulic system, but is controlled by the Engine ECM. The Engine ECM considers two inputs
for controlling the fan.
The engine coolant temperature sensor provides temperature information to the Engine ECM.
The Engine ECM constantly monitors this temperature input. The fan pump discharge pressure
sensor is the second input to the Engine ECM. Fan pump discharge pressure is controlled by the
Engine ECM. Fan speed is determined by fan system pressure.
The Engine ECM monitors the coolant temperature input and also considers fan pump discharge
pressure to provide a signal to the (proportional) fan pump pressure control solenoid. Maximum
flow is sent to the fan motor, causing the fan to turn at the maximum controlled rpm, when the
solenoid receives minimum current from the Engine ECM. Maximum mechanical pump
pressure (high pressure cutoff) can be achieved by disconnecting the electrical connection to the
solenoid or by using Cat ET to turn OFF the fan control.

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Illustration No. 53 shows a schematic of the standard hydraulic demand fan system with the fan
system at maximum controlled pressure, resulting in maximum controlled fan speed.
If maximum fan speed is not required, the fan pump pressure control solenoid is energized
according to the temperature input, causing the fan to turn at a slower speed. Minimum
controlled fan speed is attained when the fan pump pressure control solenoid is fully 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 (high pressure cutoff). This
results in a higher system pressure and fan speed than the maximum controlled pressure and
speed.
A fan reversing valve and/or a fan bypass valve and the associated controlling software is
available as an attachment.
A more detailed explanation of the fan pump and the fan pump control valve can be found on
the next few pages.

SERV7105-02
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Pressure
Control
Solenoid

- 56 -

Pump Output
to Fan Motor

D10T FAN PUMP AND CONTROL VALVE


MAXIMUM FAN SPEED
Case
Drain
Passage

Pressure
Control
Spool

NPI

Large
Actuator

Swashplate

Spring

Spring

Orifice

Drive
Shaft

Pump
Control
Spool

Small Actuator
and Bias Spring
Adjustment
Screw

Signal Passage
to Actuator Piston

Piston and
Barrel Assembly

54
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 against the solenoid pin. This blocks most of the 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 large actuator piston in
the pump. The large actuator piston is then open to drain.
With only tank pressure in the large 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 controlled fan pump system pressure, which
results in maximum controlled fan speed.

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The solenoid pin does not force the top half of the pressure control spool down against the
spring in the case of a failed solenoid (no current to the solenoid). With the pressure control
spool completely seated, pump pressure increases until the upper half of the pressure control
spool is forced down by oil pressure, against the force of the pressure control spool spring. (The
lower, tapered portion of the upper pressure control spool is a larger diameter than the upper
diameter.)
When the pressure control spool unseats, it allows oil in the pump control spool spring chamber
to drain to tank through the case drain passage. This lowers 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 large actuator piston to increase.
The increased pressure in the large actuator piston overcomes the force of the pump bias spring,
which causes the swashplate to move to a decreased angle, and the pump DESTROKES until a
balance is attained in the pressures. This condition results in mechanical high pressure cutoff.
The mechanical high pressure cutoff can be adjusted using the adjustment screw. Maximum
cutoff pressure increases when the adjustment screw is turned in. Maximum cutoff pressure is
lowered when the screw is turned out.

SERV7105-02
Vol. 2, No. 1, 2005

Pressure
Control
Solenoid

- 58 -

D10T FAN PUMP AND CONTROL VALVE

Pump Output
to Fan Motor

MINIMUM FAN SPEED

Case
Drain
Passage

Pressure
Control
Spool

NPI

Large
Actuator

Swashplate

Spring

Spring
Orifice
Drive
Shaft
Pump
Control
Spool
Adjustment
Screw

Small Act uat or


and Bias Spring
Piston and
Barrel Assembly

Signal Passage
to Actuator Piston

55
The Engine ECM energizes the fan pump pressure control solenoid (proportional to temperature
data) when a slower fan speed is required, as shown above.
The solenoid pin pushes down on the top half of the pressure control spool, against the force of
the pressure control spool spring when the solenoid is energized. This allows the 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,
which 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.

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NPI

7
6

3
4
56

The hydraulic demand fan pump (1) is mounted to the rear of the flywheel housing at the upper
left corner of housing.
Service points for the demand fan pump that are shown above are:
2. Hydraulic Fan Pump Discharge pressure (HFPD) pressure test port
3. fan pump pressure sensor
4. adjustment screw for the pressure control spool
5. adjustment screw for the pump control spool
6. fan pump pressure control solenoid
A drive shaft connects the drive hub (7) at the rear of the fan pump with a drive hub on the front
of the power train oil pump.

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NPI

D10T RATAAC FAN CIRCUIT


To Pressure
Reducing Sequencer
Valve
Manifold

To Case
Drain

HFMI
Accumulator

HFPD

RATAAC
Fan
Small Pump
for RATAAC Fan
and Pilot Supply

RATAAC Fan Speed


Control Valve

Relief
Valve

57
Remote Air To Air AfterCooler System
The Remote Air To Air AfterCooler (RATAAC) system provides cooled air to the engine intake
manifold. Air is drawn in through the precleaner and the twin air filters by the turbochargers
and forces the air through the RATAAC heat exchanger cores and then into the intake manifold.
The RATAAC heat exchangers cool the intake air that passes through them.
A hydraulic fan in the RATAAC draws air in through a separate precleaner and distributes the
air evenly over the heat exchangers to cool the intake air. The air passing over the heat
exchangers is vented to the outside through air ducts located at the upper left and right corners
of the radiator guard.
The RATAAC fan motor and fan shaft bearings have been redesigned in the D10T to improve
durability and to reduce noise levels. The bearings are lubricated with case drain oil from the
RATAAC hydraulic motor.
The RATAAC fan motor is driven by hydraulic oil supplied from the rear (small) section of the
implement pump. The rear section also supplies oil to the pressure reducing manifold and pilot
supply oil to the dual tilt valve.

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NPI

Illustration No. 57 shows the hydraulic circuit for the RATAAC fan system. Oil from the small
(rear) hydraulic pump enters the RATAAC fan speed control valve where the sequencer valve
ensures that a sufficient supply of oil is first available to the pressure reducing manifold. The
pressure reducing manifold supply has priority over the RATAAC supply.
The relief valve is installed to limit maximum RATAAC fan system pressure and maximum
RATAAC fan speed. The relief valve is pilot operated. Oil enters the end of the relief valve and
the pressure moves the spool to the right, against the spring. At the same time, oil flows through
an orificed passage in the center of the spool and acts against the right end of the spool. The
reduced oil pressure plus the force of the spring at the right end of the spool balances against the
pressure at the (left) end of the spool. The result is a constant pressure in the fan system,
proportional to the engine rpm. Oil that is drained by the relief valve returns to the hydraulic
tank.
The accumulator helps maintain a constant system pressure when there are pressure fluctuations
in the circuit. The accumulator also serves as a "shock absorber" for the system during pressure
spikes.

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NPI

58

5
6

The RATAAC components are mounted to the under side of the hood. These components are:
1. air intake and precleaner for the RATAAC (cooling air)
2. air intake and precleaner for engine inlet air (cooled air)
3. left and right exhaust pipes (with ejector tubes)
4. left and right muffler inlets
5. dust ejector pipes (connecting the precleaners to the dust ejector tubes in exhaust pipes)
6. intake air tubes to air cleaner inlets (from RATAAC air precleaner)
7. RATAAC heat exchanger core outlets (cooled intake air to intake manifold)
8. RATAAC heat exchanger core inlets (from air cleaners)

59

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NPI

60

The illustration above shows the RATAAC sub-assembly (upside down). The major
components identified are:
1. RATAAC hydraulic fan motor
2. dust ejector tubes (from precleaner to exhaust pipe)
3. heat exchanger cores
The heat exchanger core access panels (4) are removed in the illustration above. The cores may
be accessed and cleaned through these passages.

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3
4

6
10

61
Shown above is the implement pump. The rear section of the implement pump (1) provides
high pressure oil for the RATAAC fan motor and for pilot supply to the pressure reducing valve
and the dual tilt valve. Attached to the pump is the RATAAC fan speed control valve (2).
Components and service points identified above are:
3. Hydraulic Fan Pump Discharge pressure test port (HFPD)
4. Hydraulic Fan Motor Inlet pressure test port (HFMI)
5. RATAAC fan motor supply
6. sequencer valve (ensures that pilot supply has priority over RATAAC supply)
7. relief valve (limits the maximum pressure in the RATAAC circuit)
8. relief to tank
9. accumulator (ensures continuous RATAAC circuit pressure and protects against surges)
10. supply to the pilot manifold
NOTE: The fitting for dual tilt pilot supply oil is on the front side of the manifold,
beneath the fan supply line.

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NPI

D10T POWER TRAIN


COMPONENT LOCATION

Torque Divider

C27 ACERT
Engine

Power Train
Oil Cooler No. 2

Power Train Oil


Fill Tube and
Dipstick

Torque Converter
Outlet Relief Valve
Torque Converter
Intlet Relief Valve

Power Train
Oil Pump

Lube Distribution
Manifold

Electronic
Steering Clutch
and Brake Valve

Power Train ECM

Steering Clutches
and Brakes
Transmission
Charge Filter

Power Train
Oil Cooler No. 1

Final Drives
Torque Converter
Charge Filter
Transfer and
Bevel Gears

Transmission
Hydraulic Control Transmission

62
POWER TRAIN
Numerous upgrades have been implemented in the power train for the D10T Track-type Tractor.
These include:
- the torque converter impeller has been re-engineered to provide slightly more engine lug
- the elimination of transmission intermediate speed sensors
- the elimination of the priority valve and the lube management valve simplifies the system,
making it more reliable and easier to service and troubleshoot
- a new A4 Power Train ECM, which controls the transmission, the braking, and the
steering
- a new four-section power train oil pump
- easy access to two, 6-micron power train oil filters
- extended change intervals for power train oil filters
The illustration above shows the general location of the major components in the D10T power
train system.

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Power Train
Breather
Filter Bypass
Switch

NPI

D10T POWER TRAIN SCHEMATIC

C1
B1

LB1

Transmission
Charging Filter

Transmission
Scavenge
Section

Torque
Converter
Scavenge
Section

FIRST GEAR FORWARD

Torque
Converter
Charging
Section
Power Train
Oil Pump

Electronic
Clutch / Brake
Valve
Transmission Pump
Pressure (TP)

B2

Fan
Pump

D
Transmission &
Torque Converter
Charging
Section

C2

Transmission
Controls
Temp. Sensor
C1 B1

4
Transmission
Main Relief Valve
Pressure (P)

Vent Line

Torque Converter
Supply Pressure
(M1)

ECPC
Transmission
Torque
Converter Supply
Pressure (M)

T/C Outlet
Relief Pressure
(N)

Torque
Converter

Flywheel
Housing

C27
Engine

Torque
Divider

Transmission
Lube Pressure
(L1)

Cooler Lube
Pressure
(CL)

Torque Converter
Inlet Relief
Valve

Fluid
Sampling Port
(SOS)

Lube Distribution
Manifold

T/C
Charging
Filter

Implement
Pump
TC Outlet
Temperature Sensor
Power Train Lube
Temperature Sensor
Torque Converter
Outlet Relief Valve

Power Train Cooler 1

Lube Manifold
Pressure (L2)

B2
LB2

Power Train Cooler 2

C2

63
The four-section fixed displacement power train oil pump is installed in the left front of the main
case. The pump is driven by a shaft connected to the rear of the demand fan pump.
The transmission charging section (D) provides high pressure oil to the transmission main relief
valve, which maintains a common top pressure for operation of the transmission modulating
valves, the electronic steering clutch and brake valve, the steering clutches, and the brakes.
Transmission clutch engagement pressures and brake pressure adjustments need not be
performed. (Clutch fill time calibrations, steering clutch high pressure calibrations, and brake
touch-up calibrations are still required, however.) Correct oil pressure is available for the
operation of the transmission clutches, the steering clutches, and the brakes when the
transmission main relief valve is properly adjusted.
The torque converter charging section (C) supplies oil to the torque converter. Oil from the
transmission charging section that flows past the main relief valve mixes with the oil from the
torque converter charging section at the torque converter inlet relief valve.
Oil that exits the torque converter through the torque converter outlet relief valve is directed to
the power train oil coolers.

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NPI

The cooling of the power train oil is more efficient due to the addition of a second power train
oil cooler. Both power train oil coolers are "oil to water" type coolers. This cooled oil mixes
with oil from the transmission scavenge section to provide lube oil for the various power train
components.
The torque converter scavenge section "B" of the power train oil pump draws oil from the torque
converter housing and the flywheel housing through a screened port. This oil is then directed
back into the main sump.
The transmission scavenge section "A" of the power train oil pump draws oil from the
transmission and bevel gear case through a screened port. This oil is directed to the lube
distribution manifold where it mixes with the oil from the power train oil coolers. The
combined oils are used for lubrication purposes.
Nearly all power train pressure test ports are easily accessible from the rear of the machine. The
torque converter outlet relief pressure (N), a second pressure test port for torque converter
supply pressure (M1), and the power train oil cooler lube pressure (CL) may be accessed by
removing the floor plate in the operator's compartment.

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2
1

3
4

64
The torque converter inlet relief valve and the lube distribution manifold are mounted to the
right, front of the main case. They are consolidated into one housing (1).
The electronic steering clutch and brake control valve (2) is mounted to the top of the main case.
The four-section power train oil pump (4) is driven by a shaft that connects the drive hub (3) to a
drive hub on the rear of the hydraulic demand fan pump (not pictured). The drive shaft is
covered by a guard when the machine is completely assembled.
The transmission charging section and the torque converter charging section of the power train
oil pump draw their oil from the main sump through the screened suction manifold (5). The
suction screen is accessible for cleaning by removing the cover (6) on the front of the suction
manifold.
The vent line (7) connects the torque converter housing and the main case to maintain an equal
atmospheric pressure inside both components.

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NPI

2
8

1
9

65
The four-section, fixed displacement power train oil pump is mounted to the left, front of the
main case. This fixed displacement gear pump consists of:
1. transmission and torque converter charging section "D"
2. torque converter charging section "C"
3. torque converter scavenge section "B"
4. transmission scavenge section "A"
The pump drive hub (5) connects to a shaft that is driven by a hub at the rear of the hydraulic
demand fan pump.
Other power train components shown in the illustration above are:
6. transmission oil fill tube
7. transmission oil dipstick tube
8. screened main sump suction manifold
9. access cover to the main sump suction screen

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4
3

66
The two, 6-micron power train oil filters are located at the rear of the machine. Shown in the
illustration above is the torque converter charge filter (1) and the transmission charge filter (2).
The ecology drain (3) for the transmission case is also located at the rear of the machine, at the
bottom of the transmission case (4).
The transmission hydraulic control may be accessed by removing the transmission inspection
cover (5), at the top of the transmission case.

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NPI

3
2
1

67

68

The 6-micron transmission charge filter "A" (1) is located at the upper left, rear of the main
case. Service points located on this filter base are:
2. power train filter oil filter bypass switch
3. transmission controls temperature sensor
4. transmission pump pressure test port (TP)
The 6-micron torque converter charge filter "B" (6) is located at the upper right, rear of the main
case. Power train oil fluid samples (SOS) maybe taken from the test port (5), located on the
right side of the filter base.

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NPI

3
69

11

10

70

8
5

Located at the top of the transmission case are the following pressure test ports:
1. transmission main relief pressure (P)
2. torque converter supply pressure (M)
3. transmission lube pressure (L1)
The electronic steering clutch and brake valve (4) is located on top of the main case. Shown
above is the right steering clutch solenoid (5), right brake solenoid (6), left brake solenoid (7),
and the left steering clutch solenoid (8), all of which are proportional solenoids. The parking
brake solenoid (9), and the secondary brake solenoid (10) are ON/OFF solenoids. Four pressure
test ports (11) are located on top of the brake valve, at the rear. They coincide with the order of
the clutch and brake solenoids. (C1, B1, B2, and C2).

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NPI

5
2

6
1

7
8

71
Power train oil exiting the torque converter passes through the power train oil coolers and then
flows through the hose at the left (1) and into the lube distribution manifold (4). Oil from the
transmission scavenge section of the power train oil pump is directed to the lube distribution
manifold through the steel tube (5), where it combines with the oil from the coolers. This
combined oil is used for lubrication purposes and is distributed to the left and right steering
clutches and brakes and to the transmission and bevel gears.
System lube pressure (L2) can be checked using the alternate lube system pressure tap (2)
(partially hidden, above), on the right side of the manifold. The lube temperature sensor (3) is
installed in the top of the lube distribution manifold.
Oil from the torque converter charge section of the power train oil pump flows through the
torque converter charge filter and then to the torque converter inlet relief valve (7) where it
mixes with the oil that flows past the transmission main relief valve. Most of this oil is supplied
to the torque converter through the hose at the right (8). Relief oil from the torque converter
inlet relief valve flows back into the main sump through a port (not visible) at the back of the
housing. Torque converter supply pressure (M1) can be tested at the alternate pressure tap (6)
on the left side of the housing.

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NPI

72

73
5
7

4
3

The torque converter output speed sensor (1) is located above the torque divider output shaft.
The torque converter outlet relief valve (2) is mounted to the torque converter outlet port at the
right rear of the torque divider case. The hot oil exits the outlet relief valve through the upper
steel tube (6). The oil flows to the two power train oil coolers, where it is cooled and returns
through the lower steel tube (7). The oil passes through the valve body, through a hose
connected to the hose flange (8), to the lube distribution manifold. Torque converter pressure
(N) can be checked using the left pressure tap (4). The right pressure tap (3) tests cooler inlet
pressure (CL). The torque converter oil temperature sensor (5) monitors torque converter outlet
relief oil temperature. This temperature sensor provides the signal that drives the torque
converter temperature gauge, located at the upper right of the instrument cluster in the dash, via
the Power Train ECM and Advisor.

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5
6
7

8
10

74
Hot power train oil exits the torque converter outlet relief valve and is directed to the power
train oil coolers by the upper steel tube (1). Some of the oil passes through passage (2) into the
No. 1 power train oil cooler (3). The remainder of the oil enters the No. 2 power train oil
cooler (4) at the forward inlet (5).
The oil is cooled as it passes front to rear through the oil-to-water type coolers. The cooled oil
exits the No. 2 cooler through the outlet (8) and exits the No. 1 cooler through the outlet (9).
The cooled oil returns to the front side of the torque converter outlet relief valve (see illustration
No. 73) through the lower steel tube (10).
Engine coolant enters the power train oil coolers through the cast tubes (7) that are connected to
the water pump. The coolant exits the coolers through an outlet passages on the engine side (not
visible) where it is directed into the water jacket of the engine block.

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75

The power train oil fill tube (2) and the power train oil dipstick (2) may be accessed by opening
the spring-hinged door, located between the left engine compartment door and the step at the
front of left fender.
NOTE: At production, the power train hydraulic system breather will be located inside
the compartment at the rear of the left fender. The breather will be installed on the end
of a remote line that is connected to the vent line that runs between the torque divider
case and the main case.

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NPI

D10T IMPLEMENT HYDRAULICS


COMPONENT LOCATION
Dual Tilt Valve

Quick-drop Valves

Implement Pump

Hydraulic Oil
Cooler

RATAAC
Fan Control and
Accumulator

RATAAC Fan
Motor

Pilot Oil Filter


Hydraulic Tank
Drain Valve

Blade Lift / Tilt


Control Valves

Return Oil Filters


and Bypass

Pressure Reducing
Manifold

Case Drain
Return Screen

EH Pilot Manifold
Ripper Lift / Tip
Control Valves

Implement ECM

Hydraulic Oil
Temp. Sensor

76
IMPLEMENT HYDRAULIC SYSTEM
The implement hydraulic system has also been upgraded for the D10T. These upgrades include:
- a three-section, fixed displacement gear-type implement pump with approximately 7%
more flow rate than the D10R
- a new A4 Implement ECM
- addition of a pressure reducing manifold and improvements to the EH pilot manifold
- new proportional solenoid controlled pilot valves for all of the blade functions and
ON/OFF solenoid controlled pilot valves for all of the the ripper functions
- two 6-micron high efficiency hydraulic oil filters
- easy access to a remote mounted spin-on pilot filter
- a 35% larger capacity hydraulic oil tank
- the hydraulic oil cooler has been relocated to beneath the radiator
- AutoCarry is now available as an attachment
The illustration above shows the general location of the major components in the D10T
implement hydraulic system.

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NPI

D10T IMPLEMENT HYDRAULIC SYSTEM


BLADE RAISE
Left Lift
Cylinder

Left Tilt
Cylinder

Quick-drop
Valves

Right Lift
Cylinder

Typical
For All

Dual Tilt Valve

RE

Right Tilt
Cylinder

Pilot Filter

HE

Lift and Tilt


Cylinders

Single Tilt
(S2)

Dead Electric
Lower Valve

To Case Drain

Pitch
(S1)
Logic Valve

Dump
Valve

HPRV

HPS

EH Pilot Manifold

PCO
Valve

HPDR
Blade
Raise

Lift
Relief
Valve

Dozer
Valve

Tilt
Left

HPDL
Blade
Lower / Float

Pressure Reducing
Manifold

Blade
Raise
HPTL

Shuttle
Valve

Case Drain From


Demand Fan Pump

HPTR
Dump
Valve

Signal
Resolver

Ripper
Valve

Ripper
Warming
Valve

Tilt
Relief
Valve

Tilt Left

Tilt Right

HPRR

Ripper
Raise

HPSO

Shank
Out

Case Drain From


Demand Fan Motor

HPRL

Ripper
Lower

HPSI

Shank
In

HFMI

Tilt Pump
Pressure Sensor

Return From
Hydraulic
Oil Cooler

Demand
Fan
Supply

HFPD
HPD2

Lift Pump
Pressure Sensor

HPD1

Ripper
Raise

RATAAC
Cont rol Valve

RATAAC

Ripper
Tip
Vacuum
Valve
Group

Ripper Lift
Cylinder

Ripper Tip
Cylinders

SOS

Ripper Lift
Cylinder

77
The illustration above shows the a color schematic of the D10T Track-type Tractor implement
hydraulic system that is equipped with a ripper. The schematic shows the system in the BLADE
RAISE condition. Refer to the Hydraulic Schematic Color Code chart at the end of this
presentation for identification of the meanings of the different colors and color patterns used.
When the operator moves the dozer control lever from the HOLD position to the RAISE
position, the blade raise/lower position sensor sends a PWM signal to the Implement ECM. The
Implement ECM responds by sending a corresponding current to the blade raise proportional
solenoid valve that is contained in the EH pilot manifold.
The solenoid controlled pilot valve then directs reduced pressure pilot oil to the "Blade Raise"
end of the blade lift valve spool in the dozer valve. When the valve spool moves down, high
pressure oil from the lift section of the implement pump flows through the rod end passage of
the dozer valve to the rod ends of the blade lift cylinders and the blade raises. If the blade tilt
function is not requested, high pressure oil from the tilt section of the implement pump flows
past the open-center tilt valve spool and combines with the oil from the lift section. As the blade
is raised, oil from the head ends of the blade lift cylinders returns through the head end passage
of the dozer control valve, flows past the main valve spool and returns to the hydraulic oil tank.

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At the same time, high pressure implement supply oil flows through a passage in the dozer valve
to the signal resolver. The resolver shifts down and directs the oil to the shuttle valve. The high
pressure oil flows around the shuttle valve and into a passage between the dump valve and the
lift relief valve. The high pressure oil plus the force of the spring keeps the dump valve in the
closed position, blocking the flow of high pressure supply oil to the hydraulic tank. The lift
relief valve remains closed unless pressure spikes in the system cause it to open, which would
protect the system components from excessively high pressures.
Simultaneously, high pressure supply oil flows into the logic valve resolver connected to the rod
end passage of the dozer valve. If this is the highest pressure of all of the implement cylinders,
this pressure is transmitted through the rest of the logic valve resolvers and it is directed to the
diverter valve and the dead electric lower valve, which are both installed in the pressure
reducing manifold.
If the engine is OFF and the blade is suspended above the ground, gravity causes the weight of
the blade to produce high pressure oil in the rod ends of the lift cylinders. With no pressure
present from the pilot oil section of the pump, the diverter valve is forced down by its spring,
which then directs the highest resolved pressure from the logic valve to the pressure reducing
valve. This pressure will now supply pilot oil for moving the implements using the implement
controls until the blade contacts the ground (and/or the ripper if it is also suspended).
If electricity is not available for lowering the implements using the implement controls, the
implements can be lowered manually by opening the "Dead Electric Lower Valve," also
contained in the pressure reducing manifold. This procedure slowly drains the oil from the rod
ends of the lift cylinders through the logic valve to the hydraulic tank until the implements
contact the ground. The weight of the implements and the volume of oil beneath the pistons in
the implement cylinders act as accumulators for the pressure reducing manifold.

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NPI
D10T DOZER CONTROL VALVE

Lift Relief
Valve

BLADE RAISE
(FRONT VIEW)

Passage to Lift Relief Valve


and Lift Dump Valve

Shuttle Valve
From Pressure
Compensation
Override Valve

Supply from
Lift Section

Signal Resolver to
Shuttle Valve

Signal Resolver
Passage

Passage to Tank

78

Pump Inlet
Lift Section

Load Check
Valve
Load Check
Valve to
Lift Cylinder

Load Check
Valve to
Lift Cylinder
Rod End

Signal Resolver
Valve
Tank
Passage

Head End
Pump Inlet
Tilt Section

Load Check
Valve

Lift Spool

Shuttle
Valve

From PCO
Valve

To Lift
Cylinders

Lift Relief
Valve
Pump Inlet
From
Lift Section

To Tilt
Cylinders
Tilt Relief
Valve
Spring
Chamber

Dump
Valves

Load Check
Valve

Tilt Spool

D10T DOZER CONTROL VALVE


BLADE RAISE
(SIDE VIEW)

Pump Inlet From


Tilt Section

The illustrations above show the dozer control valve in the BLADE RAISE condition.
Refer to the explanation of the BLADE RAISE function for the implement hydraulic system
schematic, found on the previous pages.

79

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NPI

D10T PRESSURE REDUCING MANIFOLD


To EH Pilot Manifold
Dead Electric
Lower Valve

Pilot Filter

Filter Bypass
Valve

To Tank
From
Logic Valve
HPS
Implement
Lockout Valve

Screen

From Pilot
(Rear) Pump

Pressure
Reducing Valve

Diverter
Valve

80
The pressure reducing manifold supplies pilot supply oil to the EH pilot manifold and to the
AutoCarry diverter valve (if the machine is equipped with AutoCarry). The pressure reducing
manifold is supplied with oil from the rear section of the implement pump, through the pilot
pressure and RATAAC fan speed control valve.
Oil enters the pressure reducing manifold and passes through a screen before it reaches the
diverter valve. High pressure pump supply oil acts on the end of the diverter valve to move it up,
against the spring. The supply oil passes through the diverter valve, where it enters the pressure
reducing valve. The pressure reducing valve is infinitely variable, and meters the oil to provide
pilot oil pressure of approximately 4000 207 kPa (580 30 psi), at high idle.
The reduced pressure pilot oil then passes through the implement lockout valve. The implement
lockout valve is solenoid controlled and is ENERGIZED in the UNLOCKED position. The
ON/OFF solenoid is controlled by the implement lockout switch, located on the right console in
the operator's compartment. The implement lockout valve is DE-ENERGIZED in the LOCKED
position and the supply of pilot oil to the EH pilot manifold is blocked. The implements cannot
be moved with the implement controls when the implement lockout valve solenoid is
DE-ENERGIZED and the valve is in the LOCKED position.

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From the implement lockout valve, the pilot oil is directed to the remote mounted pilot oil filter.
The oil is directed to the EH pilot manifold from the pilot oil filter.
Also contained in the pressure reducing manifold is the pilot relief valve. The pilot relief valve
limits the pressure past the pressure reducing valve to approximately 6500 kPa (940 psi). This
valve opens to dissipate the excess pressure, in the event of pressure spikes in the pilot system.
The diverter valve is used to provide pilot pressure for lowering the implements in a dead engine
situation. When the engine is OFF and any implements are suspended above the ground, the
weight of the implements creates pressure in the rod ends of the ripper and/or blade lift
cylinders. The highest resolved pressure from the implement cylinders is transmitted through
the logic valve and is directed into passage between the diverter valve and the dead electric
lower valve in the pressure reducing manifold. With no supply oil pressure from the implement
pump, the spring in the pilot operated diverter valve moves the valve down, allowing the highest
resolved pressure from the logic valve to pass through to the pressure reducing valve. The
implements may be lowered using the EH implement controls until all implements come into
contact with the ground (if there is electric power available to the implement controls) in this
condition.
In a dead electric situation, the EH implement controls will not function. The implements must
be slowly lowered by manually adjusting the dead electric lower valve out (screw and locknut).
This will allow the highest resolved pressure from the lift cylinders to slowly drain to the
hydraulic tank through the logic valve.

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To Ripper Tip
Control Valve
(Shank Out) To Ripper Lift
Control Valve
(Ripper Lower)

D10T EH PILOT MANIFOLD


BLADE RAISE
To Blade Lift Control Valve
(Blade Lower / Float)

To Ripper Tip
Control Valve
(Shank In) To Ripper Lift
Control Valve
(Ripper Raise)

DR
RV

DR
To
Tank

TL

RD

TO

TL

RV

DL

TR

RU

TI
TR

Drain from Pressure


Reducing Manifold
Pilot Supply
From Pilot Filter / Pressure
Reducing Manifold

To Blade Lift Control Valve


(Blade Raise)

TO

RD

TI

RU

DL

To PCO Valve
To Blade Tilt Control Valve
(Blade Tilt Left)
To Blade Tilt Control Valve
(Blade Tilt Right)

81
The EH pilot manifold receives a pilot supply oil from the pressure reducing valve, after passing
through the pilot oil filter. The EH pilot manifold contains four proportional solenoid valves
that receive PWM signals from the Implement ECM for operating the blade lift and tilt
functions. The EH pilot manifold also contains five ON/OFF solenoid valves - two each for the
ripper raise/lower function, and the ripper shank in/out function, and one solenoid valve for
engine overspeed protection and ripper operation(PCO valve). All of these solenoid valves are
present as standard equipment, regardless of attachments. Each solenoid valve has
corresponding pressure tap for checking the pilot pressure to the implement control valve.
These nine solenoid valves are:
- blade raise, or dozer raise solenoid (DR)
- PCO valve solenoid (RV)
- blade tilt left solenoid (TL)
- blade tilt right solenoid (TR)
- blade lower/float, or dozer lower solenoid (DL)
- ripper shank out, or tip out solenoid (TO)
- ripper lower, or ripper down solenoid (RD)
- ripper shank in, or tip in solenoid (TI)
- ripper raise, or ripper up solenoid (RU)

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For blade lift and blade tilt control, the solenoid plunger movement is proportional to the
electrical current sent from the Implement ECM. Solenoid plunger position determines the
amount of pilot oil pressure felt the ends of the dozer lift and tilt spools. An increase in
electrical current causes an increase in oil pressure which moves the dozer lift and dozer tilt
control valve spools proportionately. The electrical current sent to the dozer lift and tilt
solenoids by the Implement ECM is proportional to the amount of movement of the dozer
control lever by the operator.
The Implement ECM sends only high current signals to the PCO valve solenoid and the ripper
solenoid valves. These five solenoid valves are ON/OFF solenoid valves. They operate
similarly to the dozer lift and dozer tilt solenoid controlled pilot valves. However, the five
ON/OFF solenoid controlled pilot valves provide full pilot oil pressure at the ends of the ripper
lift and ripper tip control valve spools when they are energized.
(Refer to illustrations No. 77, No. 78, and No. 79 for the rest of the explanation that follows.)
The Pressure Control Override (PCO) valve provides engine overspeed protection when it is
energized by the Engine ECM. Energizing the PCO valve solenoid directs pilot oil to the end of
the shuttle valve (contained in the dozer control valve). The shuttle valve then directs high
pressure implement pump supply oil to the end of the dump valve, shutting off the flow of high
pressure pump oil to tank. This condition causes an extra load on the fixed displacement
implement pump, which increases the load on the engine, slowing engine rpm.
The PCO valve is also energized whenever a ripper function is requested. When the operator
requests a ripper function, the PCO valve is energized by the Implement ECM. The PCO valve
again directs pilot oil to shift the shuttle valve (in the dozer control valve), shutting off the flow
of high pressure pump oil to tank, and providing maximum oil pressure for ripper operation.
In either of these situations, the PCO valve causes the dozer lift relief valve to act as the relief
valve for the ripper circuit and for the engine overspeed situation.

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2
1

82
The major components in the hydraulic system are located under the operator platform and may
be accessed by removing the floor plates in the operator's compartment (except the ripper valve).
The dozer control valve (1) is mounted to the inside of the right fender, above the right frame
rail. It can be accessed through the floor plates in the operator's compartment.
The ripper valve (2) is mounted to the rear of the main case, below the center of the fuel tank.
The EH pilot manifold (3) is located on top of the main case, beneath the floor plates in the
operator's compartment.
The pressure reducing manifold (4) is located on the front of the main case, below the EH pilot
manifold and above the drive shaft.

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3
1
2
4

12

11
7

10

83
The hydraulic tank is located on top of the right fender, forward of the right rollover support post.
The hydraulic tank provides oil for the operation of the implements, the RATAAC fan, and the
hydraulic demand fan. Components and service points shown in the above illustration are:
1. vacuum breaker
2. hydraulic filter access (two, 6-micron filters)
3. hydraulic oil fill tube and locking cap
4. hydraulic oil level sight glass
5. hydraulic oil sampling port (SOS)
6. hydraulic tank drain valve
7. filter bypass switch (for the RATAAC and demand fan circuit filter)
8. RATAAC and demand fan circuit return
9. case drain return (to internal screen)
10. hydraulic oil temperature sensor
11. main hydraulic oil suction manifold (for all hydraulic pumps)
12. implement circuit return
The tank contains two internal filters - one for return oil from the implements and one for the
return oil from the demand fan and the RATAAC fan circuits. The tank also contains a screen for
case drain return oil. (Not visible above, is the pilot oil drain return. It is located at the lower
right. It is hidden in this illustration by the main suction manifold.)

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1
2
3

4
10
5
9
6

8
7

84
The three-section fixed displacement gear-type implement pump is mounted to the rear of the
flywheel housing, at the upper right. This pump supplies oil to the implement valves, the
RATAAC fan system, and the pressure reducing manifold.
The lift (front) section (1) supplies oil to the blade lift section of the dozer control valve and to
the ripper control valve. Pump discharge from the lift section is through the forward pump
outlet port (9). Discharge pressure for the lift section (HPD1) may be tested at the forward
pressure test port (10), and may be monitored by using Advisor or Cat ET.
The tilt (middle) section (2) supplies oil to the blade tilt section of the dozer control valve.
Pump discharge from the tilt section is through the middle pump outlet port (7). Discharge
pressure for tilt section (HPD2) may be tested at the middle pressure test port (8), and may also
be monitored using Advisor or Cat ET.
The rear section of the implement pump (3) supplies oil to the RATAAC fan motor through the
pilot pressure and RATAAC fan speed control valve (6). The rear section also provides oil to
the pressure reducing manifold. This oil is pilot oil for the EH pilot manifold and for the dual
tilt valve. The two discharge pressure test ports on the RATAAC fan speed control valve are
used to test Fan Pump Discharge Pressure (HFPD) (4) and Fan Motor Inlet Pressure (HFMI) (5).

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10

11

9
8

2
3
4

6
5

85
The pressure reducing manifold is located on the front of the main case, below the EH pilot
manifold. Service points shown in the illustration above are:
1. pressure reducing manifold
2. line from the logic valve resolver circuit
3. high pressure supply from the pilot pressure and RATAAC fan speed control valve
4. pilot supply oil to the remote mounted pilot oil filter
5. Hydraulic Pilot Supply pressure tap (HPS)
6. implement lockout valve solenoid
7. drain to tank
8. pilot relief valve
9. dead electric lower valve (screw and locknut)
10. pressure reducing valve
11. diverter valve

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3

86
The remote mounted pilot oil filter base is mounted to the inside and toward the front of the
right fender. It may be accessed by removing the cover between the rear of the right engine
compartment door and the step on the front of the right fender.
The pilot oil filter (1) is a spin-on type filter.
Pilot oil from the pressure reducing manifold enters the filter base at the filter inlet (2). The
pilot oil returns to the EH pilot manifold through a line connected to the outlet of the filter
base (3) after the oil is filtered.
The filter base contains a filter bypass valve, but no filter bypass switch.

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3
4

87
The EH pilot manifold (1) is located on top of the main case, below the floor plates in the
operator's compartment. Reduced pressure pilot oil is sent to the pilot oil filter from the pressure
reducing manifold. The filtered pilot oil returns to the EH pilot manifold and enters the manifold
at the inlet fitting (2). The pilot oil is then distributed to each of the solenoid valves through
internal passages in the manifold.
When an implement lever is moved, the Implement ECM energizes the appropriate solenoid (3),
sending pilot oil to the implement control valve, which shifts the main valve spool. The pilot
pressure to that implement control valve may be tested at the corresponding pressure test port (4)
while the implement is moving. Refer to illustration No. 81, earlier in this presentation, to
identify the solenoids and pressure test ports for each implement function.

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6
4

3
7

8
9

88
Shown above is the dozer control valve. It is mounted to the inside of the right fender, above
the right frame rail. It may be accessed by removing the floor plates in the operator's
compartment. The dozer control valve is supplied with oil from the lift and tilt sections of the
implement pump. The oil from both sections of the pump is combined when raising or lowering
the blade. When tilting the blade left or right, the oil from the two sections are segregated so
that only the oil from the tilt section of the implement pump is used for tilt and the oil from the
lift section of the implement pump is used for raising and lowering the blade.
Service points identified in the illustration above are:
1.
2.
3.
4.
5.
6.
7.
8.
9.

high pressure hydraulic lines to/from the dozer tilt cylinders


high pressure hydraulic lines to/from the dozer lift cylinders
lift pump pressure sensor (HPD1 pressure)
lift pump supply to the dozer lift valve
tilt pump pressure sensor (HPD2 pressure)
return oil manifold from all implement cylinders to tank (dozer valve and ripper valve)
return oil passage from the ripper valve
high pressure pump supply to the dozer tilt valve
high pressure supply passage to the ripper valve (combined oil when not using tilt valve)

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6
5

2
4

89
The ripper control valve is shown in the illustration above. It is mounted to the rear of the main
case, above the transmission inspection cover and below the fuel tank. It is supplied with high
pressure oil from the lift and tilt sections of the implement pump (when a blade tilt function is
not activated).
Service points identified in the illustration above are:
1. high pressure supply hose (connects to the front of the valve - not visible here)
2. return oil from ripper cylinders (connects to the return oil manifold - see illustration
No.92)
3. ripper shank in/shank out valve section
4. ripper raise/lower valve section
5. hydraulic oil passages to/from the right ripper shank cylinder (other side - left cylinder)
6. hydraulic oil passages to/from the right ripper lift cylinder (other side - left cylinder)
A ripper warming valve is attached to the ripper control valve on machines equipped with a cold
weather arrangement. The warming valve allows a small amount of oil to circulate through the
valves and return to tank. This prevents thermal shock from occurring inside the valve. Hot oil
could cause the cold valve stems to expand faster than the valve body, causing the valve stem to
seize in the valve body during ripper operation, without the warming valve.

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3
7
4

5
6

90
For machines equipped with dual tilt, the dual tilt valve (1) is mounted to the inside of the
radiator guard, behind the left grill door. The dual tilt valve allows the operator to tilt the blade
right and left, pitch the blade forward (dump), and rack the blade back.
Service points identified in the above illustration are:
2. high pressure supply/return from/to blade tilt control valve (depending on tilt direction)
3. case drain line
4. pilot supply line from the RATAAC fan speed control valve
5. dual tilt solenoid
6. high pressure supply/return from/to blade tilt control valve (depending on tilt direction)
7. high pressure lines to the left tilt cylinder
8. high pressure lines to the right tilt cylinder
Auto Blade Assist (ABA) is standard on machines equipped with dual tilt.

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3

91
The hydraulic oil cooler (1) is located beneath the radiator guard. The illustration above shows a
view from the front of the radiator guard. Return oil from the demand fan enters the cooler at the
cooler inlet (2). The cooler bypass valve is contained inside the housing (3).
The bypass valve is pressure activated, only. The thicker (more viscous) oil creates more
pressure, which causes the bypass valve to open when the oil is cold. This allows most of the oil
to bypass the cooler. Once the oil is warm (less viscous), the pressure is less for the same volume
of oil and the bypass valve remains closed. All of the oil from the demand fan motor will then
pass through the cooler.
All of the oil exits the cooler, or the bypass valve, through the cooler outlet (4) and returns to the
hydraulic tank in either condition.

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92
The diverter valve (1) is a component that is present on the D10T if the machine is equipped
with AutoCarry. It is mounted to the front of the main case, to the right of the drive shaft.
The diverter valve is solenoid operated. Its purpose is to divert all the pump flow from the front
section of the implement pump (lift pump) back to the tank during the Carry segment of the
AutoCarry cycle. The purpose of this strategy is to prevent overheating the hydraulic oil when
using AutoCarry.
The Implement ECM constantly makes automatic adjustments to the blade height during the
Carry segment. The combined flow of both the lift pump and the tilt pump creates too much
heat in the hydraulic system when the dozer valve is being constantly manipulated during the
Carry segment of the AutoCarry cycle. Only the tilt pump is supplying oil to the dozer valve,
with all the flow from the lift pump diverted to the tank. The reduced flow through the dozer
valve during automatic valve manipulation creates less heat in the hydraulic oil system.
The diverter valve solenoid (2) and a pressure test port (3) for HPD3 are located on the front of
the diverter valve. The HPD3 pressure test port will allow the serviceman to test the hydraulic
oil pressure in the lift pump circuit when the solenoid is either energized or de-energized.

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93

94
3

A dynamic inclination sensor (1) is another component present on machines equipped with
AutoCarry. The dynamic inclination sensor is installed to the left of the EH pilot manifold, on top
of the main case. The dynamic inclination sensor determines the angle of incline on which the
machine is operating. It transmits that information to the Implement ECM. This data is used when
determining blade height adjustments during the Carry segment of the AutoCarry cycle.
Also present on machines with AutoCarry is the Ground Speed Radar (2). This component is
mounted to a bracket that is attached to the bottom of the drive shaft guard. The radar senses
actual ground speed through an opening in the bottom guard (3). The ground speed signal is sent
to the Implement ECM. Actual ground speed is compared to the target ground speed (considering
torque converter output speed and the slope on which the machine is operating). This information
is used by the Implement ECM when making blade height adjustments during the "Carry" segment
of the AutoCarry cycle, ensuring maximum dozing cycle efficiency.

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2
95

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 it is automatically commanded to move 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).
The position sensor replaces the quick-drop valve that would normally be located on top of the
right lift cylinder. Both lift cylinders must use the quick-drop valve on the left lift cylinder for
the quick-drop function, when the machine is equipped with AutoCarry.

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96
SIGNIFICANT MAINTENANCE CHANGES
Opening the left engine compartment door and lowering the upper valance 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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98

The air conditioning condenser (1) is mounted horizontally behind the AMOCS radiator, at the
front of the engine compartment. A remote mounted air conditioning condenser with integrated
fans is available as an attachment. The remote mounted condenser would be located above the
rear of the hydraulic tank, on the right fender.
The air conditioning accumulator is mounted to a bracket on the inside of the left frame rail. It
may be accessed through the floor plate in the operator's compartment.

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99

1
4

100
7

The new air conditioning compressor (1) is located at the left front of the engine, beneath the
engine oil filters. It is accessible from the left engine compartment. Components identified
above on the new air conditioning compressor are:
2. delay timer controller
3. low pressure switch
4. high/low pressure switch
The new air conditioning system uses R-134A refrigerant and Poly-Alkaline Glycol (PAG)
lubricating oil for the compressor. The system is fully charged with both at the factory.
The air conditioning dryer bottle (5) is installed at the back of the rear compartment on the left
fender, near the primary fuel filter. The pivot shaft lube reservoir (6) and the equalizer bar lube
reservoir (7) are also located in this compartment.

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1
2
3

101

4
102

The forward compartment on the left fender allows access to the fresh air filter (1) for the
operator's compartment. Removal of the filter is accomplished by releasing the rubber
fastener (2) from the clip at the left side of the filter. Also located in this compartment is the
window washer fluid bottle (3).
The radiator fill cap (4) and coolant level sight glass (5) are located under the spring-hinged
door (6) on the top of the hood, at the front, left. The coolant sight glass (5) is installed in the
coolant shunt tank, and is visible when the access door is opened. If coolant is visible in the
sight glass, it is at or 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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103

The starter disconnect switch (1) and the main electrical disconnect switch (2) may be accessed
by opening a spring-hinged door, located to the rear of the left engine compartment door and to
the left of the left fender front step.
The block heater receptacle (3) is also located in this compartment if the machine is equipped
with a cold weather arrangement. A 120V AC or a 240V AC version of the block heater is
available.
The auxiliary start connector (4) is installed in this same compartment.

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D10T MAINTENANCE INTERVALS


ITEM

D10R Series II

D10T

Engine Oil

250 hours

500 hours*

Engine Oil Filter

250 hours

500 hours*

Power Train Oil

1000 hours

1000 hours

Power Train Filters

250 hours

500 hours

Hydraulic Oil

2000 hours

2000 hours

Hydraulic Oil Filters

500 hours

500 hours

Case Drain Screen

2000 hours

2000 hours

Pilot Filter

1000 hours

2000 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 lower grade oils.

104
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 the engine oil, the engine coolant, the hydraulic oil, and
the power train oil.
A "Fast Fill" connection is available for the fuel. High Speed Oil Change couplings are
available for the engine oil and the power train oil.
Periodic maintenance item frequency interval recommendations are shown in the above chart.
Always refer to the Operation and Maintenance Manual (form SEBU7764) for detailed
information regarding scheduled maintenance recommendations.
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 (SOS) must be taken
every 250 hours to confirm oil cleanliness. The initial engine oil and filter change
should occur at 250 hours on new machines.

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105

CONCLUSION
This presentation has provided preliminary New Product Introduction (NPI) information for the
Caterpillar D10T Track-type Tractor. All new and major components and their locations were
identified and discussed. When used in conjunction with the Service Manual (RENR7535) 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)


Identification of Components
within a Moving Group

Orange / White Stripes Reduced Pilot, Signal or TC Oil Pressure

Brown - Lubricating Oil

Orange / Crosshatch - 2nd Reduction in


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

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.

Blue - Trapped Oil

- 106 -

Green / White Stripes Scavenge / Suction Oil or Hydraulic Void

Green - Tank, Sump, o r Return Oil

Orange / Crosshatch - 2nd Reduction in


Pilot, Signal or TC Oil Pressure

Orange / White Stripes Reduced Pilot, Signal or TC Oil Pressure

Cat Yellow - (Restricted Usage)


Identification of Components
within a Moving Group

Brown - Lubricating Oil

Orange - Pilot, Signal or Torque Converter Oil

Red / Pink Stripes - Secondary Source Oil Pressure

Pink - 3rd Reduction in Pressure

Yellow - Moving or Activated Components

Purple - Pneumatic Pressure

White - Atmosphere Or Air (No Pressure)

Red Crosshatch - 2nd Reduction in Pressure

Red / White Stripes - 1st Pressure Reduction

Dark Gray - Cutaway Section

Light Gray - Surface Color

Red - High Pressure Oil

Black - Mechanical Connection. Seal

HYDRAULIC SCHEMATIC COLOR CODE

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