938F

938F WHEEL LOADER 8SM00001-UP (MACHINE) POWERED BY 3116 ENGINE(X...
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Product: WHEEL LOADER

Model: 938F WHEEL LOADER 8SM00755
Configuration: 938F WHEEL LOADER 8SM00001-UP (MACHINE) POWERED BY 3116 ENGINE
Testing and Adjusting

938F WHEEL LOADER AND IT38F INTEGRATED TOOLCARRIER BRAKE SYS
Media Number -SENR6710-01 Publication Date -13/04/1995 Date Updated -12/10/2001
Testing And Adjusting
General Information
Specifications
NOTE: For specifications with illustrations, make reference to SENR6709, 938F Wheel Loader And
IT38F Integrated Toolcarrier Brake System Specifications. If the specifications in SENR6709 are not
the same as in the Systems Operation Testing And Adjusting manual, look at the printing date on the
cover of each book. Use the specifications in the book with the latest date.
Schematics
NOTE: For hydraulic and electrical systems schematics, make reference to:
SENR6713, 938F Wheel Loader And IT38F Integrated Toolcarrier Hydraulic System Schematic.
SENR6716, 938F Wheel Loader And IT38F Integrated Toolcarrier Electrical System Schematic.
NOTE: For additional information on the traction control system, make reference to SENR5956,
Traction Control System (TCS), Systems Operation, Testing And Adjusting.
When making an analysis of a hydraulic system for poor performance, remember that correct oil flow
and pressure are necessary for correct operation. Oil flow is a function of the output of the pump. The
output of the pump is a function of engine speed. Restriction to the flow of oil causes oil pressure.
Sudden movement of the machine or release of oil under pressure can

cause injury to persons on or near the machine.
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938F WHEEL LOADER 8SM00001-UP (MACHINE) POWERED BY 3116 ENGINE(X... Page 2 of 21
To prevent possible injury, perform the procedure that follows before

testing and adjusting the brake system.
1. Move the machine to a smooth horizontal location. Move away from working machines and
personnel. Stop the engine.
2. Permit only one operator on the machine. Keep all other personnel either away from the machine or
in view of the operator.
3. Engage the parking brake. Lower the bucket or attachment to the ground. Put blocks in front of and
behind the wheels.
4. Push on the brake pedal many times until there is no more brake oil pressure.
5. Make sure all oil pressure is released before any fitting, hose or component is loosened, tightened,
removed or adjusted.
Visual Checks
Personal injury or death can result from improperly checking for a

leak.
Always use a board or cardboard when checking for a leak. Escaping

air or fluid under pressure, even a pin-hole size leak, can penetrate
body tissue, causing serious injury, and possible death. If fluid is
injected into your skin, it must be treated immediately by a doctor
familiar with this type of injury.
Magnet.
1. Check the oil level in the hydraulic oil supply tank. Slowly loosen the tank fill cap. Permit the
pressure in the tank to be removed before the cap is removed.
2. Inspect all oil lines, connections and outer valves for leaks or damage.
3. Inspect the brake control linkages for any damage. Check the adjustments.
4. Remove the filter elements and check for foreign material. Use a magnet to make a separation of
material with iron (ferrous) from all other material. If any ferrous material is found, the component
with damage must be found and a repair must be made. The hydraulic system must then be flushed.
5. Check the tightening torque of all bolts.
Instrument Checks
5P8687 Tool Group.8T5320 Hydraulic Testing Group.
Make reference to the WARNING on the first page of the Brake System
Testing And Adjusting section.
Pump Efficiency Check

For any pump test at a given rpm, the pump flow at 690 kPa (100 psi) will be larger than the pump
flow at 6900 kPa (1000 psi). The difference between the pump flow of the two operating pressures is
the flow loss.
Formula I*
If the percent of flow loss is more than 10%, pump performance is not good enough.
*
Numbers in examples are for illustration and are not values for any specific pump or pump condition.
See Specifications for pump flow of a new pump at 690 kPa (100 psi) and 6900 kPa (1000 psi).
Machine Test
Install a Flow Meter. For Formula I, measure pump flow at 690 kPa (100 psi) and at 6900 kPa (1000
psi) with the engine at high idle rpm.
Bench Test
If the test bench can be run at 6900 kPa (1000 psi) and at full pump rpm, find the percent of flow loss
using Formula I.
If the test bench cannot be run at 6900 kPa (1000 psi) and at full pump rpm, run the pump shaft at
1000 rpm. Measure the pump flow at 690 kPa (100 psi) and at 6900 kPa (1000 psi). Use these values
in the top part of Formula II. For the bottom part of the formula, run the pump shaft at 2000 rpm.
Measure the pump flow at 690 kPa (100 psi).
Formula II
Remove Air From Brake System (Bleed The

Brakes)
Personal injury or death can result if two persons are not used in the
following procedure.
Make reference to the WARNINGS on the first page of the Testing And
Adjusting section.
The four bleeder screws for the service brakes are located on the top of the corresponding axle
housing.
Front View Of Axle Housing

Typical Location Of Bleeder Screws (1). The location of bleeder screws (1) on an oscillating axle housing is similar.
Perform the following procedure for each service brake.
1. Check the hydraulic tank oil level. Keep the tank full all through the air removal procedure.
2. Start the engine and allow the oil pressure to increase to the cutout pressure. Stop the engine.
3. Fasten one end of a 6.4 mm (.25 in) diameter clear (transparent) hose to bleeder screw (1) for one
of the service brakes. Put the other end of the hose in a container to collect the oil. Loosen bleeder
screw (1).
4. Instruct the operator to slowly push and hold the brake pedal down until brake oil flows out of the
bleeder screw.
5. The hydraulic oil in the brake system will flow out of the bleeder screw, through the tube, and into
the container. Look for air bubbles in the oil. Continue to allow the oil to flow into the container until
no air is visible in the oil from bleeder screw (1).
6. Complete this procedure for each service brake, but bleed only one service brake at a time. Be sure
to tighten bleeder screw (1).
7. Fill the hydraulic tank if required.
NOTE: If the service brakes feel soft (spongy) during application in the first few hours of operation,
perform the air removal procedure again.
Service Brake Disc Thickness Check
Typical Location Of Brake Disk Inspection Plugs (1)
Service Brake Disc

(A) Thickness of disc. (2) Plate. (3) Disc. (4) Piston.
The front and rear axles each have two threaded plugs that are used to inspect the corresponding left
and right brake disc. Inspection plugs (1) are located on the front of the front axle, and on the rear of
the rear axle. The procedure to check the brake discs for wear is the same for the front and rear
brakes.
Adjusting section.
1. With the engine stopped and the parking brake ENGAGED, remove inspection plug (1) which
corresponds to the brake disc to be checked.
NOTE: The following steps require accumulator pressure.
2. Depress and hold either brake pedal. This will hold piston (4), disc (3), and plate (2) tight against
one another.
3. Using a feeler gauge, measure the thickness of disc (3).
4. The minimum thickness of disc (A) worn is 7.65 mm (.301 in). The thickness of disc (A) new
equals 9.10 ± 0.13 mm (.358 ± .005 in). Service the brake before the thickness of disc (A) is less than
7.65 mm (.301 in).
Measuring Depth Of Brake Disc Oil Grooves
NOTE: Groove depth is the most critical dimension. If the depth of the grooves on the brake discs is
too shallow or nonexistent, oil flow will be inadequate and cause excessive wear and abrasion. See the
chart.
5. Using a wire gauge, measure the depth of the oil grooves on BOTH sides of the service brake disc
in each service brake axle housing.
6. The minimum depth of the oil grooves must not be less than 0.32 mm (.013 in).
Accumulator Charging Valve

0 to 20 700 kPa (0 to 3000 psi) pressure gauge.
following procedures.
Adjusting section.
NOTE: There are two separate procedures that may be used to check the operation of the accumulator
charging valve and several associated components.
Procedure 1 is a quick method to check for correct cutout pressure, and indicate whether or not the
low brake oil pressure switch and alert indicator are working correctly. It will also provide an estimate
of the accumulator pre-charge level, and indicate approximately how many brake applications an
operator may have before the low brake oil pressure alert indicator turns on (providing the service
brake system is operating correctly).
Procedure 2 determines if the cut-in and cutout pressures for the accumulator charging valve are
correct. It also provides the steps required to adjust the accumulator charging valve.
Procedure 1
938F WHEEL LOADER 8SM00001-UP (MACHINE) POWERED BY 3116 ENGINE... Page 10 of 21
1. Stop the engine and completely remove all oil pressure from the brake circuit by this method:
Engage the parking brake. Repeatedly push on the brake pedal until there is no brake pressure.
Accumulator Charging Valve Pressure Port Location

(1) Test port.
2. Install a 0 to 20 700 kPa (0 to 3000 psi) pressure gauge to test port (1) on the accumulator charging
valve.
3. Look at the pressure gauge. Before the engine is started, the oil pressure must be 0 kPa (0 psi).
4. Start the engine. Allow the oil pressure to increase to the cutout pressure. The correct cutout
pressure should equal 14 485 ± 345 kPa (2100 ± 50 psi).
5. After the service brake accumulators have been completely charged and the correct cutout pressure
has been obtained, stop the engine.
6. Turn the engine start switch key back to the run position without starting the engine.
7. Apply the service brakes, pausing for a second or two between each brake application. Also, count
the number of brake applications while watching the pressure gauge.
8. When the pressure on the gauge decreases to 8960 ± 345 kPa (1300 ± 50 psi), the low brake
pressure alert indicator on the dash should turn on. This will indicate the operational status of the low
brake pressure switch and the alert indicator.
9. Continue applying the service brakes and pausing for a second or two between each brake
application. Also continue counting the number of applications and observing the pressure gauge.
There will be a point where the pressure drops rapidly. The point where the pressure drops off rapidly
is the approximate accumulator pre-charge pressure.
10. Determine the number of brake applications that were required before the pressure dropped off
rapidly in Step 9. The number of service brake applications should be approximately four to six times.
11. If the accumulator charging valve cutout pressure is not within specification, complete Steps 7
through 12 in Procedure 2. If the pre-charge pressure is not within specification, see the section Test
And Charge The Accumulator.
Procedure 2
1. Stop the engine and completely remove all oil pressure from the brake circuit by this method:
Engage the parking brake. Repeatedly push on the brake pedal until there is no brake pressure.
Accumulator Charging Valve Pressure Port Location

(1) Test port.
2. Install a 0 to 20 700 kPa (0 to 3000 psi) pressure gauge to test port (1) on the accumulator charging
valve.
4. Start the engine. Look for a stop (pause) in the increase of oil pressure. Make a record of the oil
pressure at this point. This is the approximate nitrogen charge (pre-charge) pressure in the
accumulator. If the pre-charge pressure is not within specification, see the section Test And Charge
The Accumulator.
5. The oil pressure must increase to a maximum. Make a record of this pressure also. This is the
cutout pressure of the accumulator charging valve. The correct cutout pressure equals 14 485 ± 345
kPa (2100 ± 50 psi).
6. Apply the service brakes several times while the engine is running. Confirm that pressure drops
consistently, and at the point of specified cut-in, the pressure begins to increase quickly.
7. If the cut-in and cutout pressures are not within specification, stop the engine and completely
remove all oil pressure from the brake circuit by pushing on the brake pedal many times until there is
no brake pressure. Be sure there is no residual pressure in the hydraulic oil tank by loosening the
hydraulic oil tank filler cap.
Accumulator Charging Valve (The 105-4463 Accumulator Charging Valve For Machines Equipped With The Traction
Control System (TCS) Is Similar)
(2) Adjustment cover. (3) Pressure port. (4) Accumulator ports.
8. Remove adjustment cover (2).
NOTE: The charge limits will move together. The range between the cut-in and cutout pressures is
not adjustable.
9. Turn the hex plug that is located under cover (2), one quarter of a turn. Turning the hex plug
clockwise will increase the cut-in and cutout pressure. Turning the hex plug counterclockwise will
decrease the cut-in and cutout pressure.
10. Install adjustment cover (2) on the accumulator charging valve, and tighten the hydraulic tank
filler cap that was loosened in Step 7.
11. Start the machine and verify that the cut-in and cutout pressures are within specification. If they
are not, repeat Steps 7 through 11.
12. If the cut-in and/or cutout pressures are not within specification, replace the accumulator charging
valve assembly with a new one.
Test And Charge The Accumulator

7S-5437 Nitrogen Charging Group
Dry nitrogen is the only gas approved for use in the accumulators. The
charging of oxygen gas in the accumulator will cause an explosion. An
explosion can be eliminated by using nitrogen cylinders with standard
CGA (Compressed Gas Association, Inc.) No. 580 Connections. When
nitrogen gas is ordered, make sure to order the cylinders with CGA No.
580 Connections.
Do not use color codes or other methods of identification to tell the

difference between nitrogen and oxygen cylinders. In any application,
never use an adapter to connect your nitrogen charging group to a valve
outlet used on both nitrogen, oxygen, or other gas cylinders. BE SURE
YOU USE DRY NITROGEN (99.8% purity).
Make reference to the WARNINGS on the first page of the Brake

System Testing And Adjusting section.
Stop the engine. Push on the brake pedal many times until there is no brake pressure. The piston in
each brake accumulator must be on the bottom of the cylinder to be sure that the pressure of the
nitrogen charge is correct.
NOTE: To ensure that the nitrogen gas charge for an accumulator is correct, the accumulator piston
must be at the bottom of the cylinder. Nitrogen gas pressure is variable with temperature. To obtain
the most accurate nitrogen gas charge before checking or pressurizing an accumulator, the
temperature of each accumulator should be the same as the air around it.
However, in some cases, the temperature of the accumulator could be higher than the temperature of
the surrounding air. If this is the case, the temperature of the accumulator should be used instead of
the temperature of the surrounding air.
NOTE: The pressures in the following chart are for 21°C (70°F) ambient air temperature. Adjust the
pressure as required for other ambient conditions.
Nitrogen Charging Group

(1) Pressure gauge. (2) Connection to nitrogen cylinder valve. (3) Regulator assembly. (4) Valve. (5) Pressure gauge. (6)
Pressure regulating screw. (7) Valve handle. (8) Chuck.
Check for Nitrogen Charge in the Accumulator
(9) Cover. (10) Cap.
NOTE: Facing the front of the machine, the left (outboard) accumulator is for the front service
brakes. The right (inboard) accumulator is for the rear service brakes.
1. Remove cover (9) from the accumulator assembly. Remove cap (10) from the valve assembly on
the accumulator.
2. Use a 0 to 13 800 kPa (0 to 2000 psi) gauge (5) to check the nitrogen charge in the accumulator.
3. Install chuck (8) on the valve of the accumulator.
4. Turn valve (7) on chuck (8) completely in (clockwise). Check the temperature of the air around the
accumulator. The pressure on the gauge must be within the tolerances shown in the chart.
5. If the pressure on the gauge is too high, slowly open valve (4) to lower the pressure.
6. If the pressure on the gauge is too low, charge the accumulator as follows:
Accumulator Charge Procedure

7. Connect the hose from the nitrogen cylinder to valve (4).
8. Close valve (4) and open the valve on the nitrogen cylinder. Make an adjustment to screw (6) on
the regulator assembly until gauge (1) is at the pressure needed to correctly put a charge into the
accumulator. Use the chart as a reference for the correct charging pressure.
9. Open valve (4) and put a charge into the accumulator. Turn valve (4) off. If the pressure on gauge
(5) is the same as gauge (1) and does not change, the accumulator has the correct charge.
If there is a decrease in pressure on gauge (5), open valve (4) and allow more nitrogen to go to the
accumulator.
Perform this procedure as many times as necessary until the pressure on gauge (5) is the same as
gauge (1) and does not change when valve (4) is turned off.
10. Turn off valve (4). Turn the valve on the nitrogen cylinder off.
11. Turn valve (7) on chuck (8) completely out (counterclockwise).
12. Remove the test equipment.
13. Complete this procedure for the other accumulator.
Brake Control Valve Assembly

0 to 20 700 kPa (0 to 3000 psi) pressure gauge.
Adjusting section.
1. Stop the engine, move the transmission control lever into neutral, and engage the parking brake.
2. Completely remove all oil pressure from the brake circuit by pushing on the brake pedal many
times until there is no brake pressure.
View Of Brake Control Valve From Left Side Of Machine

(1) Brake test port for rear service brakes. (2) Brake test port for front service brakes.
3. Remove the protective cap from test port (1) on the brake control valve to check the brake pressure
for the rear service brakes. Install a 0 to 20 700 kPa (0 to 3000 psi) pressure gauge.
5. Start the engine and allow the hydraulic oil to reach normal operating pressure and temperature.
6. Depress and hold down either brake pedal assembly and look at the gauge. The correct brake
pressure is 6900 ± 350 kPa (1000 ± 50 psi).
7. If the brake pressure is not in this range, but the accumulator charging valve tested correctly,
replace the brake control valve assembly with a new one.
8. Repeat this procedure for testing the pressure at test port (2) for the front service brakes.
NOTE: Pressure from the upper brake port should be approximately 350 kPa (50 psi) higher than the
pressure from the lower brake port.
Operation Checks
Service Brake Test Procedure
Personal injury can result if the machine moves while testing.
If the machine begins to move during a test, reduce the engine speed
immediately and engage the parking brake.
Be sure the area around the machine is clear of personnel and obstructions.
Be sure the steering frame lock link is in the stored position.
Test the service brakes on a dry, level surface.
Fasten the seat belt before testing the brakes.
1. Start the engine, and raise the bucket or attachment slightly.
2. Place the transmission neutralizer switch in the OFF position.
3. Apply the service brake and release the parking brake.
4. Move the transmission to third speed forward.
5. Gradually increase the engine speed to high idle. The machine should not move.
6. Reduce the engine speed to low idle, move the transmission control lever to NEUTRAL. Engage
the parking brake, lower the bucket or attachment to the ground and stop the engine.
NOTICE
If the machine moved while testing the service brakes, inspect and
repair the service brake components as required before returning the
machine to service.
Parking Brake Test Procedure
Personal injury can result if the machine moves while testing.
If the machine begins to move during the test, reduce the engine speed
immediately and engage the service brakes.
Be sure the area around the machine is clear of personnel and obstructions.
Be sure the steering frame lock link is in the stored position.
Test the brakes on a dry, level surface.
Fasten the seat belt before performing the following brake test.
1. Start the engine, and raise the bucket or attachment slightly.
NOTE: The following step will produce a Warning Category 3. The parking brake indicator light will
come on, the action lamp will flash, and the action alarm will sound.
2. With the parking brake engaged, move the transmission to third speed forward.
3. Gradually increase the engine speed to high idle. The machine should not move.
4. Reduce the engine speed, move the transmission to NEUTRAL. Lower the bucket or attachment to
the ground and stop the engine.
NOTICE
If the machine moved while testing the parking brake, inspect and
repair the parking brake components as required before returning the
machine to service.
Troubleshooting
This section provides probable causes to a known problem. Since there may be several probable
causes, specific inspections or instrument tests may be recommended. These inspections and tests will
help identify which of the causes is most probable.
NOTE: Be sure to use the correct oil viscosity in the hydraulic system according to ambient
temperature and operating conditions. To determine the correct oil viscosity, see "Lubricant
Viscosities And Refill Capacities" in the Lubrication Specification section in the appropriate
Operation And Maintenance Manual. For 938F Wheel Loaders, use SEBU6872, 938F Wheel Loader,
Operation And Maintenance Manual. For IT38F Integrated Toolcarriers, use SEBU6872 IT38F
Integrated Toolcarriers, Operation And Maintenance Manual.
Problem List
Service Brake Problem List
1. Front service brakes do not operate.

2. Rear service brakes do not operate.
3. Service brakes slip.
4. Service brake application is not smooth.

5. Too much force needed to push brake pedals.
Parking Brake Problem List
Parking brake does not hold.
Service Brake Problems

Problem 1: Front service brakes do not operate.
Probable Cause:
1. Accumulator (outboard accumulator) damaged or faulty.

2. Inadequate hydraulic fluid in brake system.
3. Damaged or failed accumulator charging valve assembly.
4. Damaged or failed brake pump.
5. Damage to the brake group within the axle housing.
Problem 2: Rear service brakes do not operate.
Probable Cause:
1. Accumulator (inboard accumulator) damaged or faulty.

3. Damaged or failed accumulator charging valve assembly.
4. Damaged or failed brake pump.
5. Damage to the brake group within the axle housing.
Problem 3: Service Brakes Slip.
Probable Cause:

2. Worn brake disc in the axle housing.
Problem 4: Service brake application is not smooth.
Probable Cause:
1. Air in the hydraulic fluid to the brake group within the axle housing.
2. Excessive wear on brake disc and associated components in the axle housing.
3. Sticking or damaged brake valve assembly caused by contaminated oil.
Problem 5: Too much force needed to push brake pedals.
Probable Cause:
1. Damage to the brake pedals and pedal linkages.

2. Hydraulic pump output too low or with no pressure.
3. Sticking or damaged brake valve assembly caused by contaminated oil.
Parking Brake Problems

Problem: Parking brake does not hold.
Probable Cause:
1. Parking brake needs adjustment.

2. Too much wear on the brake linings.
3. Grease or oil on brake drum and lining.
Copyright 1993 - 2019 Caterpillar Inc. Wed Jul 31 22:23:50 UTC+0300 2019
All Rights Reserved.
Private Network For SIS Licensees.

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938F WHEEL LOADER 8SM00001-UP (MACHINE) POWERED BY 3116 ENGINE(X...

Product: WHEEL LOADER

Testing and Adjusting

Testing And Adjusting

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

To prevent possible injury, perform the procedure that follows before

Personal injury or death can result from improperly checking for a

Always use a board or cardboard when checking for a leak. Escaping

5. Check the tightening torque of all bolts.

Pump Efficiency Check

Remove Air From Brake System (Bleed The

Front View Of Axle Housing

Perform the following procedure for each service brake.

7. Fill the hydraulic tank if required.

Service Brake Disc Thickness Check

Typical Location Of Brake Disk Inspection Plugs (1)

Service Brake Disc

NOTE: The following steps require accumulator pressure.

3. Using a feeler gauge, measure the thickness of disc (3).

Measuring Depth Of Brake Disc Oil Grooves

Accumulator Charging Valve

Accumulator Charging Valve Pressure Port Location

Accumulator Charging Valve Pressure Port Location

8. Remove adjustment cover (2).

Test And Charge The Accumulator

Do not use color codes or other methods of identification to tell the

Make reference to the WARNINGS on the first page of the Brake

Nitrogen Charging Group

Check for Nitrogen Charge in the Accumulator

(9) Cover. (10) Cap.

3. Install chuck (8) on the valve of the accumulator.

Accumulator Charge Procedure

11. Turn valve (7) on chuck (8) completely out (counterclockwise).

12. Remove the test equipment.

13. Complete this procedure for the other accumulator.

Brake Control Valve Assembly

View Of Brake Control Valve From Left Side Of Machine

Personal injury can result if the machine moves while testing.

Be sure the steering frame lock link is in the stored position.

Test the service brakes on a dry, level surface.

Fasten the seat belt before testing the brakes.

1. Start the engine, and raise the bucket or attachment slightly.

2. Place the transmission neutralizer switch in the OFF position.

3. Apply the service brake and release the parking brake.

4. Move the transmission to third speed forward.

Parking Brake Test Procedure

Personal injury can result if the machine moves while testing.

Be sure the steering frame lock link is in the stored position.

Test the brakes on a dry, level surface.

1. Start the engine, and raise the bucket or attachment slightly.

1. Front service brakes do not operate.

4. Service brake application is not smooth.

Parking Brake Problem List

Parking brake does not hold.

Service Brake Problems

1. Accumulator (outboard accumulator) damaged or faulty.

Problem 2: Rear service brakes do not operate.

1. Accumulator (inboard accumulator) damaged or faulty.

Problem 3: Service Brakes Slip.

1. Inadequate hydraulic fluid in brake system.

Problem 4: Service brake application is not smooth.

Problem 5: Too much force needed to push brake pedals.

1. Damage to the brake pedals and pedal linkages.

3. Sticking or damaged brake valve assembly caused by contaminated oil.