938H Serv1853 - TXT PDF

SERV1853
April 2008
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
938H WHEEL LOADER AND IT38H

INTEGRATED TOOLCARRIER
INTRODUCTION
Service Training Meeting Guide

(STMG)
938H WHEEL LOADER AND IT38H
INTEGRATED TOOLCARRIER -
INTRODUCTION
AUDIENCE
Level II - Service personnel who understand the principles of machine system operation,
diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation provides information on the system operation of the operator's station, engine,
power train, implement, steering, fan, and brake systems. This presentation may be used for
self-paced and self-directed training.
OBJECTIVES
After learning the information in this meeting guide, the technician will be able to:
1. locate and identify the major components in the operator's station, engine, power train,
implement, steering, fan, and brake systems;
2. explain the operation of the major components in the systems;
3. trace the flow of oil through the systems.
REFERENCES
STMG 837 "C4.2/C6.4 and C4.4/C.6.6 ACERT™ Engines with

Common Rail Fuel System--Machine Applications" SERV1837
"C4.4/C6.6 Awareness and Service Self Study Course" SERV7037
PREREQUISITES
"Fundamentals of Engines Self Study Course" TEMV3001

"Fundamentals of Mobile Hydraulics Self Study Course" TEMV3002
"Fundamentals of Power Trains Self Study Course" TEMV3003
"Fundamentals of Electrical Systems Self Study Course" TEMV3004
STMG546 "Graphic Fluid Power Symbols" SESV1546
Estimated Time: 48 Hours

Illustrations: 176
Form: SERV1853
Date: 04/08
© 2008 Caterpillar Inc.

SERV1853 -3- Text Reference
04/08
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
OPERATOR'S STATION..............................................................................................................7
MESSENGER.............................................................................................................................21
Messenger Main Menu .........................................................................................................21
Performance Menu Options..................................................................................................22
Settings Menu Options .........................................................................................................24
Totals Menu Options.............................................................................................................27
Service Menu Options ..........................................................................................................29
C6.6 ACERT™ ENGINE ...........................................................................................................36

Fuel System...........................................................................................................................44
Air Inlet System....................................................................................................................67
POWER TRAIN .........................................................................................................................72

Transmission/Chassis Electrical System - Input Components .............................................75
Integrated Braking System ...................................................................................................91
Transmission/Chassis Electrical System - Output Components ..........................................95
Transmission Hydraulic System ...........................................................................................99
Remote Pressure Taps .........................................................................................................113
Speed Limiter......................................................................................................................114
Differential Lock.................................................................................................................115
Axle Cooling System..........................................................................................................128
STEERING AND IMPLEMENT SYSTEM ............................................................................132

Steering/Implement Pump ..................................................................................................134
Steering System ..................................................................................................................145
Implement System ..............................................................................................................151
Pilot System ........................................................................................................................157
Implement Control Valve....................................................................................................163
Pressure Compensator Operation .......................................................................................178
Implement Hydraulic System Operation ............................................................................182
Ride Control System...........................................................................................................189
Quick Coupler System........................................................................................................193
BRAKE AND HYDRAULIC FAN SYSTEM .........................................................................196

Brake and Hydraulic Fan Pump .........................................................................................198
Combination Valve .............................................................................................................206
Service Brake Valve............................................................................................................209
Brake and Hydraulic Fan System Operation ......................................................................216
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TABLE OF CONTENTS
CONCLUSION.........................................................................................................................221
VISUAL LIST ..........................................................................................................................222
HYDRAULIC SCHEMATIC COLOR CODE.........................................................................225

04/08
938H WHEEL LOADER AND IT38H INTEGRATED

TOOLCARRIER - INTRODUCTION
© 2008 Caterpillar Inc.
INTRODUCTION
The 938H Wheel Loader and IT38H Integrated Toolcarrier have been designed as a direct
replacement for the 938G Series II Wheel Loader and IT38G Integrated Toolcarrier. The
938H/IT38H meets U.S Environmental Protection Agency (EPA) Tier 3 and European Union
Stage IIIa emissions control standards.
Key features include:

- Modern operator station
- Messenger Monitoring System
- C6.6 ACERT™ Engine
- ECPC controlled power shift countershaft transmission
- Proportional Priority, Pressure Compensated (3PC) implement hydraulic system
- Hydraulic braking system
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Technical Specifications
938H
- Serial number prefixes: MJC/JKM/LKM
- Operating weight: 15,059 kg (33,190 lb)
- Max ground speed forward: 43.2 km/h (26.8 mph)
- Max ground speed reverse: 25.5 km/h (15.8 mph)
- Engine: C6.6 ACERT™
- Net power: 134 kW (180 hp)
- Length: 7.3 m (24 ft)
- Width: 2.7 m (9 ft)
- Height: 3.3 m (11 ft)
IT38H
- Serial number prefixes: JNJ
- Operating weight: 16,004 kg (35,273 lb)
- Max ground speed forward: 43.2 km/h (26.8 mph)
- Max ground speed reverse: 25.5 km/h (15.8 mph)
- Engine: C6.6 ACERT™
- Net power: 134 kW (180 hp)
- Length with bucket: 7.4 m (24.7 ft)
- Length with forks: 7.9 m (26 ft)
- Width: 2.7 m (9 ft)
- Height: 3.3 m (11 ft)
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OPERATOR'S STATION
The operator's station on the "H" series retains the improvements that appeared on the previous
938G Series II model. The main components in the operator's station are:
- Instrument cluster (1)

- Transmission control (2)
- Auto/manual gear selector switch (3)
- Messenger display panel (4)
- Implement control lever (5)
- Key start switch (6)
- Accelerator pedal (7)
- Brake pedal (8)
- Transmission neutralizer pedal (9)
- Parking brake lever (10)
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2 4
1
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The instrument cluster contains the following:

- Hydraulic oil temp gauge (1)
- Coolant temp gauge (2)
- Tachometer (3)
- Transmission oil temp gauge (4)
- Fuel gauge (5)
When the key start switch is turned to the ON position, the dash cluster will perform a three
second self-test. During this test all alert indicators will illuminate, and the gauges will do a
single sweep.
Sometimes the data needed for an indicator is unknown. This can be due to data link
communication problems or active sensor diagnostics. Effects of unknown data at the dash
cluster are as follows:
- When data needed for an indicator is unknown the indicator will be illuminated.
- When data needed for a gauge is unknown the gauge will be driven to its red zone.
- When data needed for the LCD is unknown the LCD will either be blank or display "---".
- When there is a Messenger to dash cluster communication problem all indicators will be
off, all gauges will point to the left, and the action lamp will blink amber.
Also shown is turn signal lever (6).

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5 12 14
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The 938H dash cluster contains the following indicators:

- Left turn indicator (1): Illuminates when the left turn signal is operating.
- Primary steering indicator (2): Illuminates when primary steering oil pressure is low.
- Secondary steering indicator (3): Illuminates when secondary steering system is activated.
- Transmission neutralizer indicator (4): Illuminates when transmission neutralizer has been
disabled.
- Power train indicator (5): Informs the operator of the power train status. Illuminates
whenever the power train has an active diagnostic code.
- Parking brake indicator (6): Indicates parking brake engagement. Audio alarm sounds
when machine is placed in forward or reverse with parking brake still engaged.
- Axle oil temperature indicator (7): Illuminates when axle oil temp becomes excessive.
- Ride control indicator (8): Alert indicator lights when ride control is activated.
- Action lamp indicator (9): Illuminates when the machine has a serious issue that requires
the operator's attention. The action lamp will flash whenever there is a level 2 or level 3
event in any of the machine systems.
SERV1853 - 10 - Text Reference
04/08
- Electrical system indicator (10): Alerts operator of malfunction in electrical system.

- Engine indicator (11): Informs the operator of the engine status. Illuminates whenever
the engine has an active diagnostic code.
- Hazard light indicator (12): Illuminates when the hazard lights are on.
- High beam indicator (13): Illuminates when the high beams are on.
- Hydraulic indicator (14): Informs the operator of the hydraulic system status. Illuminates
whenever the hydraulic system has an active diagnostic code.
- Starting aid indicator (15): Illuminates when the glow plugs are on or the ether system is
activated.
- Machine Security System indicator (16): Illuminates when the machine security system is
activated.
- Right turn indicator (17): Illuminates when the right turn signal is operating.
- LCD display window (18): Displays machine speed, active gear and direction, and
service hour meter.
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The transmission control lever (1) is located to the left side of the steering wheel. The lever
must be center to start the machine. Pushing the lever up or down controls forward and reverse
machine direction. Rotating the lever changes gears.
The key start switch (2) is located on the right side of the steering column.
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4 1 2 3
The standard implement control package consists of two levers located on the right console.
The bucket lever (1) controls the bucket dump and tilt back functions. The left lever (2)
controls the lift arm.
The bucket control lever has three positions: Tilt Back, Hold, Dump.
The lift control lever has four positions: Raise, Hold, Lower, Float.
The optional auxiliary (third function) control lever (3) is used to control oil flow to the
auxiliary hydraulic circuit. Some machines can also be equipped with an optional auxiliary
(fourth function) control lever (not shown) to control oil flow to a second auxiliary hydraulic
circuit.
To the left of the control levers is the transmission downshift speed control button (4), the
F/N/R switch (5), and the horn button (6).
NOTE: To use the F/N/R switch, the transmission control lever must be in the
NEUTRAL position.
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4
2
The optional joystick (1) controls the lift and tilt functions. Move the joystick forward to lower
the implements or place the implements in FLOAT and to the rear to raise the implements.
Move the joystick to the left to tilt the bucket back and to the right to dump the bucket. The
joystick also includes detents that hold the lever in place.
Also located on the joystick are the F/N/R switch (2) and the horn button (3). On the front of
the joystick (not visible) is a trigger switch that downshifts the transmission.
The optional auxiliary (third function) control lever (4) is used to control oil flow to the
auxiliary hydraulic circuit. Some machines can also be equipped with an optional auxiliary
(fourth function) control lever (not shown) to control oil flow to a second auxiliary hydraulic
circuit.
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3 4
On the panel to the left side of the steering wheel column are the light switches (1), the
auto/manual gear selector switch (2), the beacon switch (3), and the hazard switch (4).
When the auto/manual gear selector switch is in manual mode at the 12 o'clock position, the
operator must shift the transmission manually using the selector lever on the left side of the
steering column. In 1-4 mode, the transmission shifts automatically in all four gears. In 2-4
mode, the transmission shifts automatically, starting in second gear. Top gear will be limited by
the gear selected on the transmission control lever.
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2
3
4
The key start switch (1) and dimmer switch (2) are located on the right side of the center
console. The front window wiper switch (3) and rear window wiper switch (4) are located to
the right of the steering wheel column. Turn each knob clockwise to turn on the window
wipers. Push the knobs to activate the window washers.
The lighter (5) provides as a 12-volt power supply.

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5
6
10
The control switches on the right console shown in this illustration are the ride control
switch (1), the quick coupler switch (2), the hydraulic lockout switch (3), and the heated mirror
switch (4).
To lockout the hydraulic controls, push the locking tab forward and press the top of the switch.
Press the bottom of the switch to unlock the hydraulic controls.
The quick coupler switch will engage and release the quick coupler pins.
When the top of the ride control switch is pressed, the ride control system is in AUTO mode.
The ride control system will automatically turn ON if ground speed exceeds 9.6 km/h (6 mph).
The ride control system will automatically turn OFF if ground speed is less than exceeds 9.6
km/h (6 mph). When the bottom of the ride control switch is pressed, the ride control system is
in SERVICE mode. The SERVICE mode is used for only for servicing the ride control system.
NOTE: The ride control system activation speeds can be adjusted with Cat ET.
Other optional switches are the bucket/fork selector switch (5) and the kickout switch (6). The
bucket/fork selector switch allows the operator to choose between the bucket positioner switch
or the fork positioner switch for the tilt circuit. The kickout switch allows the operator to
activate or de-activated the raise and rackback kickouts.
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The heating and air conditioning controls are located on the right console. The controls are as
follows:
- Variable temperature control (1). Turn clockwise (red range) to warm and
counterclockwise (blue range) to cool.
- Fan speed switch (2). Press the bottom of the switch for low fan speed, the center position
for medium, and the top of the switch for high.
- Heater/Air conditioning switch (3). Press the bottom of the switch to turn on the heater,
the center position to turn off the heater/air conditioning, and the top of the switch to turn
on the air conditioner.
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13
The fuse panel is located on the right side of the cab near the floor and is accessed by opening
the right door of the cab and removing an outer panel (1). The fuse panel (2) is located behind
cover (3), shown removed.
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Below the steering wheel are the service brake pedals (1), the accelerator pedal (2), the steering
column tilt control (3), and the differential lock switch (4).
When the left brake pedal is initially depressed, the transmission is neutralized. As the left
brake pedal is further pressed, the service brakes are engaged.
The differential lock switch is a momentary switch design. To engage the differential lock,
depress and release the differential lock switch on the floor. The differential lock system will
activate in first gear or in second gear. To disengage the differential lock, depress and release
the differential lock switch on the floor again.
NOTE: The operation of the differential lock, as described above, is for the manual
differential lock. The automatic differential lock operation will be discussed in a later
section of the STMG.
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The optional air suspension seat has an air bag that controls the height of the seat and the
weight adjustment of the seat. The amount of air in the air bag is determined by the operator.
The pressure in the air bag is determined by the weight of the operator. Damping is provided
by the shock absorber (1).
The seat also includes the following controls:
- Backrest adjustment lever (2)

- Cushion angle adjustment lever (3)
- Fore/aft lever (4)
- Height adjustment knob (5)
- Seat heater (6)
The parking brake is engaged by raising the parking brake lever (7).
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MESSENGER MAIN MENU SELECTIONS
Performance
Settings
Totals
Main Menu
Service
Operator Profile
Service Mode Password
16
MESSENGER
Messenger Main Menu
The menu structure for Messenger is arranged in a stair step, or hierarchical list format. When
the operator, or technician, selects an option from a menu, the resulting screen is one level
down from that selection. More selections, or options, may be available from that screen as
well. There may be more than one page of information, or options, to be displayed from any
level. These levels can be accessed by using the left, right, up, or down arrows as necessary
depending on how the data or list is arranged.
The following menus are available from the Messenger's Main Menu screen:
- Performance - Service
- Settings - Operator profile
- Totals - Service mode password
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PERFORMANCE MENU SELECTION
Engine speed Gnd Spd / Dir
Eng Coolant Hydraulic Oil

Temp Temperature
Performance
Torque Conv
Fuel Level
Temperature
Actual Gear Shift Lever
17
Performance Menu Options
The Performance Menu options are as follows:
- Engine Speed: This option will show the engine rpm.
- Ground Speed/Direction: This option will show the ground speed in Miles per Hour
or in Kilometers per Hour and machine direction.
- Engine Coolant Temp: This option will show the engine coolant temperature in
degrees Fahrenheit or in degrees Celsius.
- Hydraulic Oil Temp: This option will show the hydraulic oil temperature in
- Torque Converter Temp: This option will show the torque converter temperature in
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- Fuel Level: This option will show the amount of fuel that is measured
in the fuel tank as a percentage of a full tank.
- Actual Gear: This option will show the gear that is currently engaged in
the transmission.
- Shift lever: This option will show the gear that the operator desires.
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Level
Moderate
SETTINGS MENU SELECTION
Aggressive
Disable Level Slope
Adjust Moderate Slope

Neutralizer Settings
Reset Aggressive Slope
Economy
Fuel Economy Mode Mid Range
Power
Transmission
Max Forward Gear 1/2/3/4
Max Reverse Gear 1/2/3
FWD-to-REV Gear 1 or 2
REV-to-FWD Gear 1 or 2
Reversing Fan
Settings Engine
Manual Purge
Brake / Axle Auto Diff Lock Mode Disabled / Enabled
Steering Secondary Steering Test
Language
Units
Contrast Lights ON
Monitoring Top Level Screen
System
Backlight Lights OFF
Neutralizer Setting
Time / Date Reversing Fan Screen
Startup Screen User Defined Screen
18
Settings Menu Options
Transmission
Neutralizer Settings:
- Level: Select this option when operating on level ground.
- Moderate: Select this option when operating on ground with a

moderate grade.
- Aggressive: Select this option when operating on ground with an

aggressive grade.
- Disable: Select this option to disable the neutralizer.
- Adjust: Select this option to adjust the settings of the neutralizer.

This selection has three options:
- Level slope
- Moderate slope
- Aggressive slope
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- Reset: Select this option to reset the neutralizer to factory

settings.
Fuel Economy Mode:
- Economy: Select this option to change the shift points to a lower

engine speed (1300-1500 rpm).
- Mid Range: Select this option to change the shift points to a mid range
- Power: Select this option to change the shift points to a high

Max Forward Gear:
- First, second, third or fourthAllows the operator to view and change the maximum
forward gear used.
Max Reverse Gear:
- First, second or third Allows the operator to view and change the maximum
reverse gear used.
FWD-to-REV Gear:
- First or second Allows the operator to view and change the gear used to
shift from FWD to REV.
REV-to-FWD Gear:
- First or second Allows the operator to view and change the gear used to
shift from REV to FWD.
Engine
Reversing Fan Manual Purge Select this option to manually purge the cooling system (if
equipped with a reversing fan).
Brake/Axle
Auto Diff. Lock Mode:
- Disabled/Enabled Select this option to enable/disable the automatic

differential lock operation.
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Steering
Secondary Steering Test Select this option to manually check the secondary
steering operation.
Monitoring System
Language: Select this option to change the language that is shown on

the display. Currently only English is available. In the
future, the choices will be English, Spanish, and French.
Units: Select this option to choose the either the US or the Metric
measurement system.
Contrast: Select this option to adjust the contrast of the display.

This will improve the visibility of the information. The
display provides a bar graph for viewing adjustments.
Backlight:
- Lights ON Select this option to adjust the backlighting of the display

when the machine lights are ON. This will improve the
visibility of the information. The display provides a bar
graph for view adjustments.
- Lights OFF Select this option to adjust the backlighting of the display
when the machine lights are OFF. This will improve the
visibility of the information. The display provides a bar
graph for view adjustments.
Time/Date: Select this option to change the time and/or date on the
monitoring system display.
Startup Screen:
- Top Level Screen Select this option to display the top level screen when the
machine is powered on.
- Neutralizer Setting: Select this option to display the neutralizer settings when
the machine is powered on.
- Reversing Fan Screen: Select this option to display the reversing fan screen when
the machine is powered on.
- User Defined Screen: Select this option to display the operator's defined screen
when the machine is powered on.
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TOTALS MENU SELECTIONS
Transmission Transmission Lifetime Hours

Total Distance Traveled
Total Forward Distance Traveled
Total Reverse Distance Traveled
Totals
Engine Total Hours

Total Idle Time
Total Fuel
Total Idle Fuel
Total Engine Starts
Total Max Fuel
Percentage Idle Time
Lifetime Total Engine Revolutions
Average RPM
Average Fuel Rate
Overall Load Factor
19
Totals Menu Options
Transmission Totals
Use the scroll up/left button and the scroll down/right button to move between the various
screens and use the "Back" button to return to the "Totals" Menu.
NOTE: These totals cannot be zeroed without a factory password.
- Lifetime Hours: This option displays the number of hours that the machine
has been operating during the machine's lifetime.
- Total Distance: This option displays the distance that the machine has
traveled during the machine's lifetime.
- Forward: This option displays the distance that the machine has
driven in forward gear during the machine's lifetime.
- Reverse: This option displays the distance that the machine has
driven in reverse gear during the machine's lifetime.
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Engine Totals
screens and use the "Back" button to return to the "Totals" Menu.
- Total Hours: This option displays the number of hours that the engine
has been running.
- Total Idle Time: This option displays the number of hours that the engine
has been at idle.
- Total Fuel: This option displays the total amount of fuel used with the
engine running.
- Total Idle Fuel: This option displays the total amount of fuel used with the
engine at idle.
- Total Engine Starts: This option displays the total number of times the engine
was started.
- Total Max Fuel: This option displays the total amount of fuel the engine
could have used during operation.
- Percentage Idle Time: This option displays the percentage of time the engine was
at idle as compared to total engine time.
- Engine Revolutions: This option displays the total number of engine

revolutions over the lifetime of the engine.
- Average rpm: This option displays the average engine revolutions over
the lifetime of the engine.
- Average Fuel Rate: This option displays the average rate of fuel usage over the
lifetime of the engine.
- Overall Load Factor: This option displays the overall load factor on the engine.
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SERVICE MENU SELECTIONS

Actual Gear / Shift Lever
Diagnostics/ Transmission
Events View Diagnostics Remote Dir Switch / Downshift Switch
Service Trans Switch / Fuel Econ Mode
System L Brake Pedal / Grnd Spd/Dir
Parameters
Engine Speed / Torque Conv Temp
Trans Sump Temp / Ride Cntrl Switch
Calibrations Neutrlztn Stpt/Pedal
Ride Cntrl Status / Level Operation
Moderate Slope / Aggressive Slope
Engagement Calibration
Engine Spd / Desired Eng Spd
Engine
Transmission Fill Throttle Position
Boost Pressure / Oil Pressure
Engine Load Factor / Eng Power Derate
System Info:
Transmission Engine Shutdn Sw / Eng Coolant Temp
Transmission
Inlet Air Temp / Fuel Rail Prs
System Info Engine System Info: Engine
Park Brake Switch / Park Brake
Brake / Axle
Machine System Info: Machine F Axle Oil Temp / R Axle Oil Temp
F Diff Lock Status* / R Diff Lock Status*
Monitoring Man Diff Lock Sw / Auto Diff Lock*
System Info: Mon Sys
System
LF Wheel Speed* / RF Wheel Speed*
LR Wheel Speed* / RR Wheel Speed*
Hydraulic Oil Temp Articulation Angle*
Tattletale
Tattletale
Mode Active
Eng Coolant Temp Starting Ignition Switch / Starter Relay
System Eng Shutdown Sw / Security System
Engine Speed Shift Lever / Remote Dir Sw
Torque Conv Temp Monitoring Battery Voltage / Service Hours

System Fuel Level / Hydraulic Oil Temp
= Password Required Eng Coolant Temp / Torque Conv Temp
Fuel Level
Grnd Spd/Dir / Engine Speed
* = Only Available with

Automatic Differential Locks
20
Service Menu Options
- Diagnostics/Events: Select this option to view events that are logged by the
monitoring system.
System Parameters
screens and use the "Back" button to return to the Service Menu.
Transmission
- Actual Gear: This option displays the gear the machine is in.
- Shift Lever: This option displays the gear the operator is requesting.
- Remote Direction: This option displays the gear the operator is requesting
from the Forward/Neutral/Reverse switch.
- Downshift Switch: This option displays when the the downshift switch is
depressed.
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- Trans Switch: This option displays the position of the auto/manual gear
selector switch.
- Fuel Econ: This option displays the shift mode of the machine
- L. Brake Pedal This option displays the left brake pedal position
- Ground Speed/Dir: This option displays the machine ground speed and the
direction of travel.
- Engine Speed: This option displays the actual engine speed.
- Torque Converter Temp: This option displays the torque converter temperature.
- Trans Sump Temp: This option displays the transmission sump temperature.
- Ride Control Switch: This option displays the position of the ride control switch
on the implement pod.
- Ride Control Status: This option displays the status of the ride control system.
- Level Operation: This option displays the neutralizer setting of Level

Operation.
- Moderate Slope: This option displays the neutralizer setting of Moderate

Slope Operation.
- Aggressive Slope: This option displays the neutralizer setting of the

Aggressive Slope Operation
Engine
- Engine Speed: This option displays actual engine speed.
- Desired Engine Speed: This option displays the desired engine speed.
- Throttle Position: This option displays the throttle position.
- Boost Pressure: This option displays boost pressure.
- Oil Pressure: This option displays the engine oil pressure.
- Engine Load Factor: This option displays the load factor on the engine.
- Engine Power Derate: This option displays the derate % of the engine.
- Engine Shutdown Switch: This option displays the position of the engine shutdown
switch.
- Engine Coolant Temp: This option displays the engine coolant temperature.
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- Inlet Air Temp: This option displays the inlet air temperature.
- Fuel Rail Press: This option displays the fuel rail pressure.
Brake/Axle
- Park Brake Switch: This option displays the position of the parking brake
switch on the base of the parking brake lever.
- Park Brake: This option displays the status of the parking brake
system.
- F Axle Oil Temp: This option displays the front axle oil temperature.
- R Axle Oil Temp: This option displays the rear axle oil temperature.
- F. Diff. Lock Status*: This option displays the status of the front lock
differential.
- R. Diff. Lock Status*: This option displays the status of the rear lock differential.
- Man Diff. Lock Sw: This option displays the position of the differential lock
switch on the cab floor.
- Auto Diff. Lock*: This option displays the status of the automatic differential
lock system.
- LF Wheel Speed*: This option displays the speed of the left front wheel.
- RF Wheel Speed*: This option displays the speed of the right front wheel.
- LR Wheel Speed*: This option displays the speed of the left rear wheel.
- RR Wheel Speed*: This option displays the speed of the right rear wheel.
- Articulation Angle*: This option displays the articulation angle.
NOTE: Items with an asterisk (*) are hidden when the machine is not equipped with
automatic differential locks.
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Starting System
- Ignition Switch: This option displays the position of the ignition switch.
- Starter Relay: This option displays the status of the starter relay.
- Eng Shutdown Switch: This option displays the status of the engine shutdown
switch.
- Security System: This option displays the status of the security system.
- Shift Lever: This option displays the position of the shift lever.
- Remote Dir Sw: This option displays the position of the remote directional
switch.
Monitoring System
- Battery Voltage: This option displays battery voltage.
- Service Hours: This option displays the machine operating hours.
- Fuel Level: This option displays the engine fuel level.
- Hydraulic Oil Temp: This option displays the temperature of the hydraulic oil.
- Engine Coolant Temp: This option displays the temperature of the engine coolant.
- Torque Conv Temp: This option displays torque converter temperature.
- Grnd Spd/Dir: This option displays the machine ground speed and
direction of travel.
- Engine Speed: This option displays the actual engine speed.
Calibrations
- Neutrlztn Stpt/Pedal This option starts the neutralization setpoint and

neutralization pedal calibration when all setup conditions
are met.
- Engagement Calibration: This option starts the transmission clutch engagement

calibration when all setup conditions are met.
- Transmission Fill: This option starts the transmission fill calibration when all
setup conditions are met.
NOTE: The service mode password is required to initiate any of the calibrations.
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System Info
Transmission
- System Information: ECM Serial Number, ECM Part Number, Software Group
Part Number, Software Group Release Date, Software
Group Description.
Engine
- System Information: Engine Serial Number, ECM Serial Number, ECM Part
Number, Software Group Part Number, Software Group
Release Date, Software Group Description.
Machine
- System Information: Product Identification and Equipment Identification.
Monitoring System
- System Information: Equipment ID, ECM Serial Number, ECM Part Number,
Software Group Part Number, Software Group Release
Date, Software Group Description.
Tattletale
Tattletale Mode Active: Upon activating Tattletale Mode, all gauges will sweep to
their maximum or minimum recorded position. Once in
Tattletale Mode, individual maximum/minimum
parameters can be viewed in numerically expressed
measurements on the Messenger display, or viewed as a
gauge reading on the Instrument Cluster.
- Hydraulic Oil Temp: Displays maximum recorded hydraulic oil temperature.
- Eng Coolant Temp: Displays maximum recorded engine coolant temperature.
- Engine Speed: Displays maximum recorded engine speed.
- Torque Conv Temp: Displays maximum recorded torque converter temperature.
- Fuel Level: Displays minimum recorded fuel level.
NOTE: The minimum/maximum parameters can be reset within Messenger by using

the service mode password. This does not reset the minimum/maximum values stored in
the Engine ECM or Transmission/Chassis ECM.
04/08
OPERATOR PROFILE MENU SELECTION
Create Profile
Select Profile
Save Profile
Operator Profile
View Current
Delete Profile
Factory Settings
21
Operator Profile Options
The Operator Profile options are as follows:
- Create Profile: This option allows the operator to create a profile with
their machine preferences.
- Select Profile: This option allows the operator to select their profile when
operating the machine.
- Save Profile: This option allows the operator to save any changes made
to their profile.
- View Current: This option allows the operator to view the current settings
in their operator profile.
- Delete Profile: This option allows the operator to delete a profile from
Messenger.
- Factory Settings: This options returns the settings save within a profile to
the factory settings.
04/08
SERVICE MODE PASSWORD

MENU SELECTION
Service Mode
Enable / Disable
Password
22
The Service Mode menu option allows the user to enable and disable the service mode. The
password entry screen will appear if the password has been entered in Cat ET. Messenger will
enter the service mode after the password has been entered correctly.
The Messenger system has a means to inhibit the user from altering or performing certain
service related functions. This is to be accomplished via a password protected service mode
which, when enabled, will allow the user more functionality via Messenger. The password is
maintained through ET and will default to no password established. The user still will need to
enable the service mode when no password is assigned. Once enabled, service mode will
remain enabled until the user commands it to be disabled or the next system power down. The
user shall be able to disable service mode by pressing the OK button with service mode enabled
while in the "Service Mode" menu.
04/08
23
C6.6 ACERT™ ENGINE
The 938H Wheel Loader and IT38H Integrated Toolcarrier are equipped with a C6.6 ACERT™
Engine. The C6.6 engine is a 6.6 liter engine that uses a common rail fuel system.
The common rail fuel system includes an electronically controlled high pressure fuel injection
pump, a fuel manifold, and electronically controlled injectors.
The ADEM A4 E2 Engine ECM controls the pump solenoid, which controls the injection pump
fuel flow through high pressure lines to the fuel injectors. The Engine ECM also controls the
on/off fuel injector solenoids.
The C6.6 ACERT™ engines meet U.S. Environmental Protection Agency (EPA) Tier 3
Emissions Regulations for the North America market and Stage IIIA European Emissions
Regulations.
NOTE: This presentation provides an overview of the common rail fuel system and
covers 938H/IT38H engine component locations. For detailed information on the C6.6
ACERT™ Engine, refer to Service Training Meeting Guide "C4.2/C6.4 and C4.4/C6.6
ACERT™ Engines with Common Rail Fuel System--Machine Applications"
(SERV1837).
04/08
Basic machine specifications for the C6.6 engine are:
- Configuration: Six cylinders inline, 24-valve crossflow cylinder head
- Fuel System: Direct injection, common rail
- Aspiration: Turbo-ATAAC
- ECM: A4 E2
- Gross power: 89 - 205 bkW (119 - 275 bhp) @ 1800 - 2500 rpm
- Displacement: 6.6 liter (402.8 in3)
- Bore: 105 mm (4.13 in.)
- Stroke: 127 mm (5 in.)
- Compression ratio: 16.2:1

04/08
C6.6 ENGINE FEATURES

- High pressure fuel pump
- Electronically controlled injectors
- Four valves per cylinder
- Rigid structure engine block
- Aluminum pistons
- A4:E2 Engine ECM
- Smart wastegate
- Common rail fuel system
24
Some of the C6.6 ACERT™ engine features are:
- The high pressure fuel pump is controlled by the Engine ECM and provides high pressure
fuel to the injectors.
- The electronically controlled injectors are controlled by the ECM to inject high pressure
fuel into the combustion chamber.
- The cylinder head includes 4 valves per cylinder.
- The engine block includes a scalloped crank case with extra ribbing, which provides a
more ridged structure with a lower noise attenuation (sound absorption).
- The aluminum pistons have improved oil control.
- The A4 E2 Engine ECM controls fuel pressure, speed governing, air/fuel ratio, engine
start/stop strategy, and provides diagnostics.
- A smart wastegate controls boost pressure throughout the operating range of the engine.
04/08
- The common rail fuel system allows tight control of injection events and optimizes
engine performance across all load and speed ranges. The common rail system reduces
combustion noise, and NOx and PM emissions.
04/08
25
Contamination control is critical with the common rail fuel system. Very high pressures require
close tolerances in the fuel injection pump and injectors. It is important that technicians pay
close attention to cleanliness and contamination control during even the most routine
maintenance.
Keep components in their original packaging until ready to install and inspect packaging to
ensure components are still sealed and free of dirt or damage.
High pressure fuel lines are single use items and must be replaced after unseating any bolt. The
common rail fittings/ports and the injector fittings/ports must be capped immediately after
unseating. Do not remove the caps from new components until just before the fittings are
tightened.
New pipes must be handled carefully and not bent in any way. If a sealing cap is not on each
end of the pipe when a new pipe is removed from the packaging, it must not be used.
Do not use compressed air or solvent to clean any fuel system components.
All fittings must be torqued to the correct specification. If a leak occurs, replace the pipe with
new pipe. The rubber boots that seal the valve cover opening are also single use parts.
Similarly, any retaining clips that are removed should be replaced with new clips to ensure they
fasten properly. During reassembly, be sure the clips are placed in the proper locations to
prevent vibration and potential leaks from occurring.
Fuel pressures between the injection pump and fuel injectors can reach 160 Mpa (23,200 psi),
so specific safety procedures must be carefully followed.
04/08
WARNING
Never loosen or open a high pressure fuel line while cranking or running a Common Rail
fuel system engine. Common Rail fuel systems operate at extremely high pressures often
in excess of 160 MPa (23,200 PSI). Extreme care should also be taken before disassembly
of any high pressure fuel system components after an engine shutdown. Refer to the
appropriate service information before performing any service on the high pressure fuel
system components.
04/08
6 2
5
7 3 1
26
This illustration shows an overhead view of the C6.6 engine cylinder head with the rocker
cover removed.
The C6.6 is a four valve per cylinder engine with the valves arranged in an intake-exhaust
manner from the front of the cylinder head to the rear. Intake valves are actuated by the long
rocker arm (1) which presses down the intake valve bridge (2) and unseats the intake valve pair.
Short exhaust rocker arms (3) are used to depress the exhaust valve bridge (4) and open the
exhaust valves.
The electronic fuel injector (5) is centrally located between the intake and exhaust valve pairs
for each cylinder. The Engine ECM will control the duration and timing of the fuel injector in
relation to sensor inputs to achieve maximum fuel efficiency emissions compliance.
A large rubber boot (6) seals the opening in the valve cover base where the high pressure fuel
injector supply line passes through the base and connects to the fuel injector.
The cylinder head features a "crossflow" design where the intake air enters the left side of the
cylinder head and the exhaust gasses exit the right side through the exhaust manifold (7).
04/08
27
The valve lash adjustment sequence on the C6.6 engines is different from the conventional
valve lash procedure on typical engines. It is important to follow the procedure in the service
information when adjusting the valve lash on the C6.6 engines.
Shown in this illustration is an angled feeler gauge that is used to complete the valve
adjustment.
The valve lash setting is the same for intake and exhaust valves.
04/08
C6.6 ACERT ENGINE FUEL DELIVERY SYSTEM
Electric Fuel
Priming Pump
Fuel
Tank
Secondary
Fuel Filter Primary
Fuel Filter
Common Rail Manifold
Engine
ECM
High Pressure
Pump
Fuel Transfer
Pump
From Internal
Fuel Gallery
28
Fuel System
The common rail fuel system includes a low pressure fuel circuit and a high pressure fuel
circuit. This schematic shows the fuel flow through the common rail fuel system.
The low pressure fuel circuit supplies filtered fuel to the fuel injection pump at a constant rate.
The low pressure fuel circuit is also utilized to cool the Engine ECM. The low pressure fuel
circuit consists of the following major components that are used to deliver low pressure fuel at
approximately 296 - 400 kPa (43 - 58 psi) to the fuel injection pump:
- Primary fuel filter.

- Secondary fuel filter.
- Fuel tank.
- Supply lines and return lines deliver the fuel to the different components.
04/08
- Fuel transfer pump pulls fuel from the tank and supplies the fuel to the fuel injection
pump. The transfer pump includes two orifices that control the pressure in the low
pressure fuel circuit.
- Fuel priming pump is used to evacuate the air from the fuel system. As the air is removed
the system fills with fuel.
The fuel transfer pump pulls fuel from the tank through the priming pump and primary fuel
filter and sends the fuel through the Engine ECM and the secondary filter to the high pressure
fuel injection pump.
The high pressure fuel circuit supplies high pressure fuel from the fuel injection pump through
the fuel manifold to the fuel injectors. The fuel injection pump supplies fuel at a pressure up to
160,000 kPa (23,200 psi) to the fuel injectors.
Fuel from the fuel injection pump is sent to the fuel manifold. The manifold distributes the fuel
through high pressure fuel lines to the injectors. The manifold also contains a pressure relief
valve and fuel pressure sensor. The pressure relief valve limits the maximum pressure in the
high pressure fuel circuit. The fuel pressure sensor sends a signal to the Engine ECM
indicating fuel pressure in the high pressure fuel circuit.
The injectors inject the fuel into the combustion chamber based on an ON/OFF signal from the
Engine ECM.
04/08
C6.6 ENGINE Transmission / Chassis ECM

CAT Data Link
ELECTRONIC CONTROL SYSTEM Messenger
Product Link
J1 J2 CAN Data Link Service Connector
Inputs Outputs
Ground Level Shutdown Switch

Fuel
Key Start Switch Injectors (6)
Throttle Pedal Position Sensor

Wastegate Solenoid
Primary Speed Sensor (Crank)
Ether Aid Solenoid

Secondary Speed Sensor (Cam)
Fuel Pump Solenoid
Intake Manifold Air Temp Sensor Fuel
Injection
Coolant Temperature Sensor Pump
Engine Oil Pressure Sensor
Glow Plug Relay
Intake Manifold Air Pressure Sensor
Fuel Rail Pressure Sensor Fan Shutoff Solenoid
29
This diagram shows the input and output components of the C6.6 engine electronic control
system. The Engine ECM has two 64-pin sockets connected to the engine harness and machine
harness. The input and output components shown on the right are connected to the engine
harness and provide the Engine ECM with inputs that control the following outputs: the fuel
injectors, the turbo wastegate, the fuel pump, the glow plug relay, the fan shutoff solenoid, and
the ether solenoid.
The input components shown on the left are connected to the machine harness and also provide
the Engine ECM with inputs to control the engine functions.
The engine electronic control system primarily performs the engine fuel control function. A
solenoid on each injector receives an ON/OFF signal from the Engine ECM that triggers the
timing and amount of fuel delivered to the combustion chamber. The engine electronic control
system also monitors other functions that are critical for engine performance, such as
lubrication, combustion air, and cooling.
04/08
Input Components:
Engine coolant temperature sensor - This sensor is an input to the Engine ECM supplying
information on the temperature of the engine coolant.
Intake manifold air pressure sensor - This sensor is an input to the Engine ECM supplying
information about air pressure (boost) into the intake manifold.
Engine oil pressure sensor - This sensor is an input to the Engine ECM to supply information
on engine oil pressure. The ECM uses this information for low oil pressure warnings, for
engine derates for low oil pressure, or for logged events.
Intake manifold air temperature sensor - This sensor is connected to the engine harness and
is an input to the Engine ECM to supply information about the air temperature entering the
intake manifold from the turbocharger.
Fuel rail pressure sensor - This input sensor sends the fuel manifold pressure feedback data to
the Engine ECM.
Primary engine speed sensor - This sensor supplies engine crankshaft speed information to
the Engine ECM.
Secondary engine speed sensor - This sensor supplies engine camshaft speed information to
the Engine ECM by monitoring the speed of the fuel injection pump shaft.
Ground level shutdown switch - This switch is an input to the Engine ECM. This input
disables fuel injection when the engine is running or at engine start-up.
Throttle pedal position sensor - This sensor sends a signal indicating the position of the
throttle pedal. This signal is used to increase or decrease the fuel supply to the injectors.
Key start switch ON (+B) - The Key ON input to the Engine ECM enables the ECM for
operation and allows the Engine ECM to be recognized by any ECM on the machine.
04/08
Output Components:
Fuel injectors (quantity 6) - ON/OFF injector solenoids supply fuel to the engine.
Pump solenoid - The pump solenoid controls the pump output pressure by allowing some of
the high pressure fuel to return to the tank.
Ether aid solenoid - This solenoid is energized when the Engine ECM recognizes that either
the engine coolant temperature or the intake manifold air temperature is below -9° C (16° F).
Smart wastegate - The smart wastegate bleeds off turbo pressure based on input from the
Engine ECM.
Fan shutoff solenoid - Energized at engine startup by the Engine ECM when the engine is
cold. When energized, the fan shutoff solenoid allows cold oil to bypass the fan, which reduces
the engine load at startup.
Glow plug relay - This relay transfers power to the glow plugs to prior to cranking the engine
when the engine is cold.
NOTE: The ether aid solenoid and the fan shutoff solenoid are only equipped on
machine with the cold start package.
04/08
2 3
6
8
1
5
30
This illustration shows the locations of key components of the C6.6 engine that are accessed
from the right side of the machine:
- Fuel injection pump (1)

- Secondary fuel filter (2)
- Primary fuel filter with water separator (3)
- Fuel priming switch (4)
- Engine oil filter (5)
- Engine oil S•O•S tap (6)
- Ether solenoid (7)
- Engine ECM (8)
04/08
3
2
31
4
32
The engine oil dipstick (1), the the oil fill cap (2), and the air filter restriction indicator (3) are
accessible on the right side of the machine. The engine coolant reservoir (4) is located above
the fan.
The right service area is accessible with the hood up (top illustration) or through the right
service door (bottom illustration).
04/08
5
2
4
1 3
33
This illustration shows the engine components accessed from the left side of the machine:
- Starter motor (1)

- Turbocharger (2)
- Air conditioning compressor (3)
- Alternator (4)
- Engine coolant S•O•S tap (5)
04/08
34
When replacing a fuel filter on the C6.6 engine, the fuel system must be primed prior to starting
or cranking the engine. Do not pre-fill new fuel filters prior to installation on the engine.
Pre-filling the filters can introduce contaminants into the fuel system and cause damage.
Fuel filter priming is activated using the toggle switch (1) located above the primary fuel
filter (2). After changing fuel filters, hold the switch upward to activate the electric fuel
priming pump. This will refill the fuel lines and filters with fuel.
04/08
3
1
6
2
5
35
The common rail fuel manifold (1) is mounted to the rear of the inlet air manifold on the left
side of the engine. High pressure fuel from the fuel injection pump enters the common rail
manifold at the inlet fitting (2). The common rail manifold distributes the high pressure fuel
evenly to the six fuel injector supply pipes (3). The steel fuel pipes pass through the valve
cover base and connect to individual fuel injectors.
A fuel rail pressure sensor (4) is used to monitor the pressure of the common rail high pressure
fuel system. The Engine ECM will monitor the signal from the fuel rail pressure sensor and
maintain optimum fuel system pressure for any given load or temperature condition. The fuel
rail pressure sensor is serviceable separately from the fuel manifold.
A fuel pressure relief valve (5) is used to protect the high pressure fuel system from fuel
pressure spikes. The fuel pressure relief valve will start to open at 160 MPa (23,200 psi) and
withstand a pressure spike of up to 190 MPa (27,560 psi). The fuel pressure relief valve is not
serviceable separately from the fuel manifold. If the fuel pressure relief valve fails, the fuel
manifold and associated parts must also be replaced.
The glow plug buss bar (6) is visible at the left rear of the cylinder head.
04/08
5
4
1
36
The fuel injection pump is gear driven and mounts to the back of the front timing cover on the
left side of the engine. The transfer pump (1) is mounted on the rear of the injection pump.
The injection pump and pump solenoid (2) are not serviceable. The injection pump is
serviceable as a unit. The transfer pump and the secondary speed/timing sensor (3) are the only
components serviced separately on the pump.
The fuel injection pump must be timed to the engine and the pump must be removed to be
timed. The fuel pump must also be locked before removal. To lock the pump, loosen the
locking pin (4) and slide the washer (5) so that the shoulder of the locking pin fits through the
larger hole in the washer. Tighten the locking pin to the proper torque to lock the pump.
Fuel injection pump timing is necessary for two reasons:
- The pump stroke must be in phase with the fuel injection

- The speed/timing sensor must be timed with the engine
NOTE: When the pump is removed, a special tool is required to ensure the fuel pump
shaft is in the correct position (timed to the engine). Refer to the "C6.6 Engines for
Caterpillar Built Machines Systems Operation, Testing and Adjusting" Service Manual
module (KENR5291).
04/08
3
4
37
The left illustration shows the high pressure fuel injector. When replacing an injector, the
following parts must also be replaced:
- Injector tube.
- O-ring (1).
- Copper injector washer. The copper washer is installed at the top of the injector tip (2).
- Injector hold down bolt.
- Rubber boot that seals the valve cover opening.
- Valve cover gasket.
When removing a tube and reusing an injector, always cap the injector immediately until ready
to install a new pipe. Finger tighten all tubes and clamps first, and then torque properly.
Do not over tighten the solenoid connections on top of the injector. Use the proper torque
specification in the service information.
04/08
NOTE: When removing an injector on the C6.6 engine, move the intake rocker arms to
gain access to the injector hold down bolt. It is not necessary to remove the complete
rocker arm shaft.
The injector serial number (3) and confirmation code (4) are used for trimming the injector.
The bar code (5) is used during injector production. Document the injector serial number and
confirmation code before installing a new injector.
Cat ET is used to flash the ECM with the proper injector trim file. The injector trim file can be
found on the CD that comes with the replacement injector or on the Service Information
System (SIS) Web.
The C6.6 engines have an "Adaptive Trim" (self-calibration) process that occurs approximately
every 125 hours. The Adaptive Trim process ensures injection efficiency and trims each
injector accordingly. A slight audible change may be noticed, but the trim process has no effect
on engine performance.
If any of the injectors are out of tolerance, a diagnostic code will be set. The Fuel System
Verification Test in Cat ET can be used to manually perform the Adaptive Trim process if
necessary.
04/08
1 3
2 4 6
38
The C6.6 uses an ADEM A4 E2 Engine ECM. The ECM controls:

- Fuel pressure
- Speed governing
- Air/fuel ratio
- Start/stop sequence
- Engine protection devices/diagnostics
The ECM features two 64-pin sockets for the machine harness connector (1) and the engine
harness connector (2).
The ECM case is completely sealed against dirt and moisture. The sealed case is cooled with
fuel from the primary fuel filter to help dissipate heat from the electronics inside. Fuel enters at
the top (3) and exits at the bottom (4).
When reinstalling the ECM, make sure the grounding strap (5) is secured to a clean connection
and the fasteners are properly torqued. Anti-vibration mounts fit into the holes at each
corner (6).
04/08
1
3
39
Primary engine speed data is provided by the primary engine speed/timing sensor (1), or crank
speed/timing sensor. The primary engine speed/timing sensor is located at the left rear of the
engine block, which is located on the right side of the machine.
Failure of the primary engine speed sensor while the engine is running will cause the Engine
ECM to look at the secondary or pump speed sensor for engine speed information. The engine
will continue to run using only the secondary speed sensor signal for engine rpm.
NOTE: The primary speed sensor failure will cause a 60% engine derate.
The status of the primary engine speed sensor can be viewed with Cat ET.
The ether aid solenoid (2) is located below the ether aid bracket (3). When energized by the
Engine ECM the ether aid solenoid injects a continuous quantity of ether in the engine to aid
combustion in cold weather.
04/08
40
The engine oil pressure sensor (1) is also located on the left side of the cylinder block. The
sensor is installed in the left engine oil galley between the engine oil filter (2) and the Engine
ECM (3). Low engine oil pressure, sensor failure, or wiring failure will not result in an engine
derate or shutdown but will cause a fault to be logged in the Engine ECM.
The status of the engine oil pressure sensor can be viewed with Cat ET.
04/08
2 41
42
The inlet temperature sensor (1) is installed in the air inlet manifold on the left front of the
engine. The inlet air pressure (boost) sensor (2) is also installed in the air inlet manifold on the
left front of the engine.
The inlet air temperature sensor is a passive 2 wire sensor and is an input to the Engine ECM.
The signals from the inlet air temperature sensor and the coolant temperature sensor are used to
determine engine starting aid requirements and to trim (adjust) injector pulse width as engine
operating temperatures change.
The status of the inlet air temperature sensor and the inlet air pressure sensor can be viewed
with Cat ET.
04/08
The air inlet pressure sensor is an active 3 wire sensor. The Engine ECM will use the signal
from this sensor to determine boost pressures supplied by the turbocharger. The air inlet
pressure sensor is used with the Engine ECM to control the air/fuel ratio electronically. This
feature allows very precise smoke control, which was not possible with mechanically governed
engines.
NOTE: The air inlet pressure sensor also acts as an atmospheric pressure sensor by
taking a snap shot of atmospheric pressure when the key start switch is first turned to
the ON position. The other engine sensors are also calibrated to the boost sensor
atmospheric pressure reading.
The ambient air temperature sensor (3) is connected to the machine harness and is located in
the air tube between the air filter and the turbocharger. The ambient air temperature sensor is
an active 3 wire sensor that is used specifically for cold engine starting.
04/08
INTAKE MANIFOLD TEMPERATURE DERATE

60
50
40
% Derate
30
20
10
0
82 83 84 85 86 87 88 89 90
Coolant Temperature C
Level 1 Warning Level 2 Warning / Derates
43
The intake manifold air temperature sensor measures the temperature of the air that is flowing
to the intake manifold. The sensor is used to initiate warning levels and engine derates.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 82° C (180° F), the Engine ECM will initiate a Level 1 Warning.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 86° C (187° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2
Warning, the Engine ECM signals the engine to initiate a derate of 1% per second with a 50%
upper limit.
04/08
44
The coolant temperature sensor (1) is installed in the front left corner of the cylinder head (2).
The coolant temperature sensor is a "passive" two wire variable resistor type sensor that sends a
signal to the Engine ECM indicating coolant temperature.
When the value of either the coolant temperature sensor or the intake manifold temperature
sensor (whichever is lowest) indicates an engine temperature of - 5° C (23° F) the Engine ECM
will activate the glow plugs or the ether aid solenoid.
04/08
HIGH COOLANT TEMPERATURE DERATE

120
100
80
% Derate
60
40
20
0
113 114 115 116 117 118 119
Coolant Temperature C
Level 1 Warning Level 2 Warning / Derates Level 3 Warning / Derates
45
The coolant temperature sensor measures the temperature of the coolant. When the temperature
of the coolant exceeds 113° C (235° F), the Engine ECM will initiate a Level 1 Warning.
When the temperature of the coolant exceeds 114° C (237° F), the Engine ECM will initiate a
Level 2 Warning. At 114° C (237° F) the Engine ECM will initiate a 25% derate.
When the temperature of the coolant exceeds 118° C (244° F), the Engine ECM will initiate a
Level 3 Warning. At 118° C (244° F) the Engine ECM will initiate a 80% derate.
At 100% derate, the engine available power will be approximately 50%.
Refer to the illustration for the remainder of the high engine coolant temperature derates.
04/08
46
1
47
1
The ground level shutdown switch (1) is located on the left side of the machine below the cab.
When activated, the engine disconnect switch sends a signal to the Engine ECM to shutdown
the engine.
The glow plug relay (2) is also located on the left side of the machine behind the breaker panel
at the top of the stairs. The glow plug relay transfer power to the glow plugs when commanded
by the Engine ECM. The Engine ECM controls the glow plug relay by providing the ground
contact.
04/08
48
The glow plugs (1) heat to 850° C (1560° F) in four seconds, providing immediate cold starting
performance.
The glow plugs are installed on the intake side of the head. There is one glow plug per
cylinder. Each glow plug is connected to a common buss bar (2) that supplies electric current
from the key start switch via the glow plug relay.
04/08
C6.6 ACERT AIR INTAKE AND EXHAUST SYSTEM
Intake Air Air to Air Turbocharger

Manifold Aftercooler
Turbine
Exhaust Side
Manifold Air Inlet
Intake Exhaust
from
Exhaust Valve Outlet
Air Filter
Valve
Compressor
Side
Engine Smart Output Wastegate

ECM Wastegate Pressure Actuator
Solenoid Line
Speed Coolant Inlet Air
Timing Temp Pressure
To Atmosphere
Sensor Sensor Sensor
49
Air Inlet System
Intake air is drawn into the engine air precleaner by the vacuum created by the compressor
wheel in the turbocharger. The precleaner removes any large particles from the intake air and
ejects them through the exhaust stack. The intake air is then drawn through the air cleaner
elements in the air cleaner housing where any fine contaminants are removed by the filter
elements. Cleaned intake air is then drawn into the compressor side of the turbocharger.
The turbocharger compresses the intake air and forces it out of the compressor outlet. The
heated and compressed intake air next flows to the inlet of the ATAAC core. As the intake air
passes through the ATAAC core, the air is cooled by the flow of air from the engine fan and
becomes more dense.
Compressed, cooled intake air is next directed to the inlet air manifold, through the inlet air
tube, and into the cylinder head. During the intake stroke, air is forced into the cylinders
around the intake valves in the cylinder head.
04/08
The exhaust manifold directs exhaust gasses to the turbine side of the turbocharger. Hot, high
pressure exhaust gasses contact the blades of the turbine wheel inside the turbine housing
causing the turbine shaft to spin. The turbine shaft is mechanically connected to the
compressor wheel on the inlet side of the turbocharger.
The hot exhaust gas stream gives up most of its energy to the exhaust turbine wheel. This low
energy exhaust stream exits the turbine housing through the turbine nozzle, flows through the
exhaust pipe and into the muffler, and finally exits at the exhaust stack.
The turbocharger on the C6.6 engines use a solenoid controlled wastegate. The wastegate acts
as a bypass valve for exhaust gasses to the turbine wheel. Maximum boost pressure developed
in the compressor section of the turbocharger can be controlled by using the wastegate to divert
some of the exhaust gas stream past the turbine housing.
Wastegate control is accomplished with an electrical solenoid that is controlled by the Engine
ECM. Based on inputs from the speed timing sensor, the coolant temperature sensor, and the
inlet air pressure sensor, the Engine ECM will optimize turbocharger boost pressure to suit
engine load and speed conditions. This technology is referred to as a "Smart Wastegate."
During normal operation, the vent valve of the Smart Wastegate solenoid is open allowing
Smart Wastegate output air pressure to vent to atmosphere. As turbocharger boost pressure
increases, the Engine ECM will begin to close the wastegate vent valve through the use of a
pulse width modulated current. As the vent valve closes, the output pressure at the wastegate
actuator begins to build and will overcome the return spring in the actuator allowing the
wastegate valve to open.
Opening the wastegate valve allows hot exhaust gas to bypass the exhaust turbine wheel in the
turbocharger which reduces turbocharger shaft speed. An ATAAC core is mounted next to the
radiator for cooling of the compressed inlet air.
04/08
2 5
50
At the turbocharger (1), the smart wastegate limits the turbo pressure based on input from the
Engine ECM. Signals from the ECM activate the wastegate solenoid (2) which controls air
from the air inlet manifold to the wastegate actuator (3). The actuator diaphragm and
connecting rod (4) mechanically open and close the wastegate to control the amount of exhaust
gas routed over the turbine wheel.
During normal operation, the wastegate vent valve (5) is held open by the wastegate solenoid
allowing inlet manifold air to vent to the atmosphere.
04/08
ENGINE IDLE MANAGEMENT MODES

- Work Mode
- Warm Up Mode
- Hibernate Mode
- Low Voltage Mode
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Engine Idle Management System (EIMS) sets the engine idle to maximize fuel efficiency.
Also, this system uses new and improved software to benefit the customer with reduced sound
levels, reduced emissions, machine ability to set machine parameters to the working conditions,
machine ability to set machine to working applications, and increased battery durability.
Work Mode - This mode allows the working idle to be programmed according to the customer's
applications requirements. The work mode idle can be adjusted to a higher or lower rpm
through Caterpillar Electronic Technician (ET). The engine idle range is between 650 rpm and
1000 rpm. In order to go into the work mode, the percentage of fan bypass must be less than
23%.
Warm up Mode - In a cold weather operation, the default engine rpm will be set to 1100 rpm in
order to generate additional engine heat, keeping the engine warmer. This mode monitors the
coolant temperature and intake manifold temperature. The warm up mode is activated after the
machine has been running for 10 minutes and the following conditions have been met: the
feature is enabled, the transmission is in NEUTRAL, the parking brake is engaged, the throttle
pedal is depressed 5% or less, and the coolant temperature is below 70° C (158° F) and the
intake manifold temperature is below 5° (41° F).
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The warm up mode will be de-activated when one of the following conditions occur: the
parking brake is released, the machine is put into gear, the throttle pedal is depressed more
than 5%, or the coolant temperature reaches 80° C (176° F).
Warm up mode will be re-activated when the following conditions occur: the transmission is in
NEUTRAL, the parking brake is engaged, the throttle pedal is depressed less than 5%, 1
minute elasped time, and the coolant temperature drops below 70° C (158° F). EIMS will
re-activate the warm up mode and increase the engine rpm to 1100 rpm.
The default setting for warm up mode is enabled and can be configured with Cat ET.
Hibernate Mode - This mode is initiated only when the transmission speed selector switch is in
the NEUTRAL position, the parking brake is engaged, the throttle position sensor output is less
than 5%, the coolant temperature is above the EIMS default, the fan bypass is above 23%, and
the implement control levers are not activated. When these parameters are met along with a 10
second period after the parking brake is engaged, the hibernate mode will lower the engine idle
to 600 rpm. The engine will idle at 600 rpm until one of the above parameters are no longer
met. The work mode idle can be adjusted to a higher or lower rpm through ET. The engine
idle range is adjustable between 600 rpm and 825 rpm.
Low Voltage Mode - In this mode, the engine idle will ramp up to 1100 rpm when the battery
voltage drops below 24.5 VDC and he engine has been running for 5 minutes. The low voltage
mode will be activated when the following conditions are met: the transmission is in
NEUTRAL, the parking brake is engaged, and the throttle pedal isdepressed less than 5%. The
low voltage mode feature is standard on all machines with EIMS and is useful in situations
with high current drain due to heavy electrical loads from custom attachments. The machine
will return to the working idle speed when one of the following conditions occur: the parking
brake is released, the machine is put into gear, or the throttle pedal is depressed more than 5%.
The 24.5 battery voltage is a default and can not be reconfigured in ET.
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POWER TRAIN COMPONENTS

ACERT Torque Transmission and
Engine Converter Modulating Valves
Upshift, Downshift
Direction Switches
Transmission / Chassis
ECM
Rear Rear Parking Front Front

Final Drive Drive Shaft Brake Drive Shaft Final Drive
52
POWER TRAIN
This illustration shows the major components in the power train.

Power from the engine flows to the torque converter. The torque converter output shaft is
splined to the input shaft of the electronically controlled power shift transmission.
The transmission output shaft is splined to the output transfer gear. The output transfer gear
transmits power from the transmission to the front and rear drive shafts.
Power from the transmission output shaft flows through the front drive shaft and the parking
brake to the front pinion, bevel gear, differential and axles to the final drives.
Power from the transmission output shaft also flows through the rear universal joint group to
the rear pinion, bevel gear, differential and axles to the final drives.
Power train movements and operations are controlled through the Transmission/Chassis ECM.
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53
Transmission/Chassis Electronic Control System
The Transmission/Chassis ECM (arrow) is the central component in the electronic control
system. The ECM is located below the cab. A panel must be removed for access to the ECM.
The ECM makes decisions based on switch-type and sensor input signals and memory
information. Input signals to the ECM come from the operator's station, the machine, and the
transmission as previously described.
The ECM communicates with other electronic control modules, such as the Messenger
Monitoring System and the Engine ECM through the CAT and CAN Data links.
The Transmission/Chassis ECM is an A4 M1 ECM.
The Transmission/Chassis ECM responds to machine control decisions by sending a signal to

the appropriate circuit which initiates an action. For example, the operator selects an upshift
with the shift lever. The Transmission/Chassis ECM interprets the input signals from the shift
lever, evaluates the current machine operating status, and energizes the appropriate modulating
valve.
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The Transmission/Chassis ECM receives three different types of input signals:

1. Switch input: Provides the signal line to battery, ground, or open.
2. PM input: Provides the signal line with a square wave of a specific frequency and a
varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern
signal or a sine wave of varying level and frequency.
The Transmission/Chassis ECM has three types of output drivers:

1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage
(ON) or less than one Volt (OFF).
2. PM solenoid driver: Provides the output device with a square wave of fixed frequency
and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with 1.25 amps
for approximately one half second and then decrease the level to 0.8 amps for the
duration of the on time. The initial higher amperage gives the actuator rapid response
and the decreased level is sufficient to hold the solenoid in the correct position. An
added benefit is an increase in the life of the solenoid.
The Transmission/Chassis ECM controls the transmission speed and directional clutches. The
Transmission/Chassis ECM interprets signals from the shift lever to signal the transmission to
perform the following options: Upshift, Downshift, Forward, Neutral, and Reverse.
The Transmission/Chassis ECM communicates through the CAT and CAN Data Links. The
CAT and CAN Data Links allow high speed proprietary serial communications over a twisted
pair of wires and allow different systems on the machine to communicate with each other. The
Data Links also allow the Transmission/Chassis ECM to communicate with the Cat ET service
tool.
The Transmission/Chassis ECM has built-in diagnostic capabilities. As the

Transmission/Chassis ECM detects fault conditions in the power train system, it logs the faults
in memory and displays them through the Messenger Monitoring System.
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POWER TRAIN ELECTRICAL SYSTEM

INPUT COMPONENTS
Engine ECM
CAT Data Link
Transmission / Chassis Messenger
ECM Product Link
CAN Data Link Service Connector
J1 Connector J2 Connector
Shift Lever Alternator R Terminal

Upshift, Downshift,
Forward, Neutral, Left Rear Wheel Speed Sensor
Reverse Left Front Wheel Speed Sensor
Joystick (optional) N
F
Direction Switch R
Right Rear Wheel Speed Sensor
Forward, Neutral, Reverse,
Downshift Right Front Wheel Speed Sensor
Key Start Switch Left Brake Pedal Position Sensor
Transmission Output Heated Mirror Switch

Speed Sensor 1 and 2
Primary Steering Pressure Switch
Transmission Intermediate
Speed Sensor 1 and 2 Secondary Steering Pressure Switch
Torque Converter Output Speed Sensor Hydraulic Lockout Switch
Transmission Oil Temperature Sensor Hydraulic Filter Bypass Switch
Auto / Manual Speed Selector Switch Ride Control Switch

(HMU)
Stop Lamp Switch Low Brake Oil Pressure Switch
Fuel Level Sender Articulation Angle Sensor
Torque Converter Oil Temperature Sensor

Hydraulic Oil Temperature Sensor
Front Axle Oil Temperature Switch

Rear Axle Oil Temperature Sensor 6
Park Brake Switch

Implement Pod Downshift Switch
Implement Pod Remote F/N/R Switch
Transmission Filter Bypass Switch
Differential Lock Switch
Bucket Tilt Position Switch
Case Drain Filter Bypass Switch
Lift Position Switch
54
Transmission/Chassis Electronic Control System - Input Components
This illustration shows the input components which provide power or signals to the
Transmission/Chassis ECM. The Transmission/Chassis ECM inputs are:
Shift lever upshift, downshift, forward, neutral, reverse: Combines control of the
transmission shifting to a single input device. The shift lever can be pushed forward (FWD),
backward (REV), or placed in the middle position (NEUTRAL) for machine direction. The
lever is rotated in order to change the speeds (1,2,3,4) of the transmission.
Joystick (optional) forward, neutral, reverse, and downshift: Combines control of the
transmission shifting with a single device. The 3 position F/N/R switch controls direction of the
machine and the trigger switch on the front of the joystick controls downshifting.
Key start switch: Provides a signal to the Transmission/Chassis ECM when the operator
wants to start the engine. The direction switch/shift lever and the direction switch must be in
the NEUTRAL position before the Transmission/Chassis ECM will permit engine starting.
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Transmission output speed sensors 1 and 2: These sensors measure the transmission output
speed in the range of 25 to 3000 rpm. By looking at the difference in phase in between these 2
sensors, machine direction is determined.
Transmission intermediate speed sensors: These sensors measure speed of an intermediate

gear in the transmission in the range of 25 to 3000 rpm. By looking at the difference in phase
in between these 2 sensors, machine direction is determined.
Torque converter output speed sensor: Measures the torque converter speed in the range of
25 to 3000 rpm.
Transmission Oil Temperature Sensor: Sends a signal to the Transmission/Chassis ECM

indicating transmission oil temperature.
Auto/manual speed selector switch: Signals the Transmission/Chassis ECM which shift
mode the operator wants to operate on a standard machine. The operator can select between
manual shifting or automatic shifting in the range of gears 4 to 2 or in the range of gears 4 to 1.
Maximum gear, if lower gear than 4 is desired, will be determined by the shift lever position or
by the Maximum Forward Gear and Maximum Reverse Gear settings in Messenger.
Stop lamp switch: Sends a signal to the Transmission/Chassis ECM indicating the brake pedal
has been depressed.
Fuel level sender: Sends a signal to the Transmission/Chassis ECM indicating the fuel level.
Hydraulic oil temperature sensor: Sends a signal to the Transmission/Chassis ECM

indicating hydraulic oil temperature.
Rear axle oil temperature sensor: Sends a signal to the Transmission/Chassis ECM
indicating rear axle oil temperature.
Implement pod downshift switch: The downshift switch provides an input to the Power Train
ECM to downshift the transmission.
Transmission filter bypass switch: Sends a signal to the Transmission/Chassis ECM

indicating a plugged transmission filter.
Bucket tilt position switch: Sends a signal to the Transmission/Chassis ECM indicating when
the bucket has reached a certain position.
Lift position switch: Sends a signal to the Transmission/Chassis ECM indicating when the lift
link has reached a certain position.
Alternator R terminal: Sends a signal to the Transmission/Chassis ECM indicating a fault in

the electrical system.
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Wheel speed sensors: Send a signal to the Transmission/Chassis ECM indicating the speed of
each wheel.
Left brake pedal position sensor: Signals the position of the left brake pedal to the
Transmission/Chassis ECM. The position of the pedal is being used to downshift the
transmission and neutralize the transmission during operation. Both the downshifting and
neutralization function of the pedal can be disabled causing the pedal to function as only a
brake pedal.
Heated mirror switch: Provides an input to the Transmission/Chassis ECM that will enable
the heated mirror attachment (if equipped).
Primary steering pressure switch (if equipped): Sends a signal to the Transmission/Chassis
ECM if the steering system loses steering pressure.
Secondary steering pressure switch (if equipped): The switch informs the
Transmission/Chassis ECM that the secondary steering pump is correctly building up pressure.
The switch is used as feedback for the startup test and the manual switch test to ensure that the
secondary steering system is operating properly.
Hydraulic lockout switch: Sends a signal to the Transmission/Chassis ECM to enable or

disable the hydraulic lockout solenoid valve.
Hydraulic filter bypass switch: Sends a signal to the Transmission/Chassis ECM indicating a
plugged hydraulic oil filter.
Ride control switch (OFF, SERVICE, AUTO) (if equipped): Signals the
Transmission/Chassis ECM which mode the operator wants to operate. The operator should
never operate in SERVICE mode. This mode is for service only.
Low brake oil pressure switch: Sends a signal to the Transmission/Chassis ECM indicating
low brake oil pressure.
Articulation angle sensor: Sends a signal to the Transmission/Chassis ECM indicating the
machine articulation angle.
Torque converter oil temperature sensor: Sends a signal to the Transmission/Chassis ECM
indicating torque converter oil temperature.
Front axle oil temperature switch: Sends a signal to the Transmission/Chassis ECM when
the front axle oil temperature is too high.
Park brake switch: Sends a signal to the Transmission/Chassis ECM indicating that the
parking brake lever has been moved.
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Implement pod remote F/N/R switch: Sends a signal to the Transmission/Chassis ECM
indicating the transmission direction requested.
Differential lock switch: Sends a signal to the Transmission/Chassis ECM to activate the
differential lock.
Case drain filter bypass switch: Sends a signal to the Transmission/Chassis ECM indicating
a plugged case drain filter.
NOTE: Some of the Transmission/Chassis ECM input components are shown during
the discussion of other systems.
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The engine key start switch (1) signals the Transmission/Chassis ECM that the operator wants
to start the engine. The ECM determines if the transmission directional switch, which is part of
the transmission shift lever (2), is in the NEUTRAL position. When the directional switch and
the F/N/R switch is in the NEUTRAL position and the key start switch is turned to the START
position, the ECM energizes the starter relay.
The operator moves the transmission shift lever up to travel in the FORWARD direction or
down to travel in the REVERSE direction.
FIRST through FOURTH speeds are selected by rotating the shift lever.
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When the transmission is in the Manual mode, the Transmission/Chassis ECM allows the shift
lever to control the transmission. The ECM shifts the transmission to the exact gear and
direction shown on the shift lever.
When the transmission is in the Automatic mode, the shift lever selection is the maximum gear
the transmission will obtain. The Transmission/Chassis ECM will automatically select the
correct speed clutches (SECOND, THIRD, or FOURTH) based on the engine and transmission
output speeds.
The diagnostic service tool connector (3) for a laptop computer using Cat ET is on the right
side of the cab near the floor.
Cat ET can be used for installing new software, changing machine configurations, calibrating,
checking and clearing fault codes, and monitoring system inputs and outputs for
troubleshooting the transmission system.
NOTE: The maximum gear will be limited by the Maximum Forward Gear and
Maximum Reverse Gear settings in Messenger.
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This illustration shows the optional transmission shift control located on the joystick.
The directional control switch (1) is mounted on the rear of the joystick (2), and the downshift
switch (not visible) is mounted on the front of the joystick.
The directional control switch is a three-position rocker switch which the operator selects either
FORWARD (toggle up), NEUTRAL (center position), or REVERSE (toggle down) directions.
The transmission shift lever must be in the NEUTRAL position to use the F/N/R switch on the
joystick.
The switch position the operator selects will CLOSE (ground) that particular contact while the
remaining two contacts are OPEN. Closing a switch contact sends a signal to the
Transmission/Chassis ECM indicating the direction that is being selected by the operator.
The downshift switch is identical in construction and operation. When the operator wants to
manually shift to a lower gear, the downshift switch is pressed. The downshift switch has two
input connections at the Transmission/Chassis ECM. When the switches are not activated, one
connection is closed (grounded) and the other connection is open. When the operator pushes
the downshift switch, the switch momentarily reverses connections to signal the
Transmission/Chassis ECM to change to the desired speed.
Also visible in this illustration is the horn switch (3).

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1
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This illustration shows the location of the ride control ON/OFF/AUTO switch (1). The ride
control switch has three positions. In the center position, ride control is disabled. In the UP
position the ride control switch is in the AUTO position. With the switch in AUTO, the ride
control system will be enabled when the machine is traveling at least 9.5 km/h (6.0 mph). The
SERVICE position (as shown on the switch) is used for service to the ride control system.
The heated mirror switch (2) energizes the heated mirror relay that is located in the fuse panel.
The hydraulic lockout switch (3) sends a signal to the Transmission/Chassis ECM, which
activates the hydraulic lockout solenoid. The solenoid enables and disables the implement pilot
valves.
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Fuel Econ Mode

Variable Shift Economy
Control Function
OK
Fuel Econ Mode Fuel Econ Mode
Mid Range Power
OK OK
59
The variable shift control function uses the engine speed to provide optional autoshift points.
The Transmission/Chassis ECM uses the Messenger setting and the engine speed to determine
the autoshift points for the transmission.
The Messenger has three inputs to the Transmission/Chassis ECM. The Messenger allows the
operator to select a range of operation for the system.
The Messenger has three modes:

"Economy" mode (top left illustration)
"Mid Range" mode (top right illustration)
"Power" mode (bottom left illustration)
The "Economy" mode allows the Transmission/Chassis ECM to determine shift points at a
lower engine speed (1300-1500 rpm). The "Mid Range" mode allows the Transmission/Chassis
ECM to determine shift points at a mid range engine speed (1600-1800 rpm). The "Power"
mode allows the Transmission/Chassis ECM to determine shift points at the highest engine
speed (1900-2100 rpm).
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60
The auto/manual speed selector switch (arrow) sends a signal to the Transmission/Chassis ECM
to control shifting mode in auto. The Transmission/Chassis ECM shifts the transmission
automatically. The Transmission/Chassis ECM evaluates the input that is sent from the engine
speed sensor, the transmission speed sensors, the torque converter output speed sensor, and the
left brake pedal position sensor to regulate transmission shifts. The automatic mode of
operation is represented by two numbers that are separated by a dash. The first number
indicates the speed of the transmission when the transmission is placed into gear. The second
number indicates the highest speed of the transmission when the machine is traveling.
For example, if the autoshift control switch is moved to the 2-4 position, the machine will
automatically shift into second gear when the transmission is placed into gear. The
transmission will automatically upshift gears as the machine accelerates.
The Transmission/Chassis ECM does not allow upshifts to a speed that is higher than the speed
that is selected with the transmission direction and speed control lever or the programmed top
gear in the Transmission/Chassis ECM.
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3 2
The Transmission/Chassis ECM receives inputs from five speed sensors on the transmission.
The five speed sensors are:
- the torque converter output speed sensor (1)
- intermediate speed sensors (2)
- transmission output speed sensors (3)
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The torque converter output speed sensor (1) is located on top of the torque converter housing.
The torque converter speed sensor sends the torque converter speed to the
Transmission/Chassis ECM.
The intermediate speed sensors (2) and output speed sensors (3) are located on the right side of
the transmission. The intermediate and output speed sensors are positioned out of phase with
each other. The Transmission/Chassis ECM uses the phasing of the input data to determine the
direction of rotation of the intermediate and output gears. The torque converter output speed
sensor measures torque converter output speed in the range of 25 to 3000 rpm. The speed
sensor information is also used by the Transmission/Chassis ECM to set and adjust
transmission shift points.
The Transmission/Chassis ECM has no direct feed back information to determine if clutch
engagement and disengagement is completed. The Transmission/Chassis ECM uses the speed
sensor information, including the engine speed sensor data, to measure expected clutch slippage
and planetary speeds to ensure the transmission is shifting according to the application program
stored in the ECM memory.
NOTE: The ECM can use the intermediate speed sensor to calculate transmission
output speed in the event that the transmission output speed sensors fail. The ECM can
also use the transmission input speed sensor to calculate the transmission output speed
in the event that both the transmission output speed sensors and intermediate speed
sensors fail.
A passive (two-wire) magnetic frequency-type sensor converts mechanical motion to an AC

voltage. A typical magnetic pickup consists of a coil, a pole piece, a magnet, and a housing.
The sensor produces a magnetic field that, when altered by the passage of a gear tooth,
generates an AC voltage in the coil. The AC voltage is proportional to speed. The frequency
of the AC signal is exactly proportional to speed (rpm).
Magnetic pickup sensors rely on the distance between the end of the pickup and the passing
gear teeth to operate properly. Typically when the pickup is installed, it is turned in until the
sensor makes contact with the top of a gear tooth and then turned back out a partial turn before
it is locked in place with a locking nut. A weak signal may indicate the sensor is too far away
from the gear. It is important to check the specifications when installing these sensors to insure
the proper spacing.
Transmission speed sensors may be used in pairs. The sensors are often called upper and
lower, top and bottom, or primary and secondary referring to the operating range they are
designed for. Although the sensors have an optimum operating range, in case of a failure the
ECM will use the signal from the remaining sensor as a backup. The speed sensor may be
checked for both static and dynamic operation. With the sensor disconnected from the machine
electrical harness, a resistance reading of the pickup coil (measured between pins) should read
a coil resistance of approximately 1075 ohms. Some magnetic pickups may measure as high as
1200 ohms. The resistance value differs between pickup types, but an infinite resistance
measurement would indicate an open coil, while a zero reading would indicate a shorted coil.
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63
The transmission oil temperature sensor (1) is a two-wire passive temperature sensor that is
located in the transmission hydraulic control on top of the transmission. The sensor is an input
to the Transmission/Chassis ECM. The oil temperature sensor information is used to adjust
transmission clutch fill times.
Also shown is the torque converter oil temperature sensor (2) which sends an input signal to the
Transmission /Chassis ECM indicating torque converter oil temperature.
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64
The downshift switch (arrow) is located on the implement pod. If the machine is equipped with
a joystick, the downshift switch will be located on the joystick handle as previously discussed.
When the Transmission/Chassis ECM is operating in the Manual Mode, depressing the
downshift switch will cause a downshift from SECOND speed to FIRST speed. In the Manual
Mode, the downshift switch will not shift from FOURTH to THIRD speed or from THIRD to
SECOND speed. The transmission will remain in FIRST speed until one of the following
conditions occurs:
1. A directional shift is made.
2. The shift lever is moved to NEUTRAL before selecting a speed.
3. The shift lever is turned to FIRST speed and then to another speed.
When operating in the Automatic mode, depressing the downshift switch causes the
Transmission/Chassis ECM to downshift the transmission at a higher than normal ground
speed. Pressing and immediately releasing the downshift switch causes the
Transmission/Chassis ECM to immediately downshift the transmission one speed range. A
downshift will occur only if the machine speed and engine speed will not result in an engine
overspeed.
Automatic shifting is disabled for five seconds after the downshift switch is pressed. After five
seconds, automatic shifting, based on speed sensor inputs, is reactivated.
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The parking brake switch (1) is located at the base of the parking brake lever (2). When the
parking brake is engaged, the parking brake indicator light (3) will be illuminated.
When the parking brake lever is raised, the parking brake is mechanically engaged by a cable
and the parking brake switch sends a signal to the Transmission /Chassis ECM. The ECM
sends a signal to the instrument cluster via the data link and the parking brake light is
illuminated.
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67
The fuel level sender (arrow) sends a signal to the Transmission/Chassis ECM indicating the
fuel level. The fuel level signal is used to operate the fuel level gauge display.
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Integrated Brake System
The 938H Wheel Loaders are equipped with an Integrated Brake System (IBS) allowing the
operator to downshift the transmission and neutralize the transmission using the left brake
pedal.
The left pedal (1) is attached to a PWM rotary position sensor (2) and a mechanical linkage (3).
The position sensor continuously monitors the left brake pedal position. The position sensor
sends an input signal to the Transmission/Chassis ECM indicating left brake pedal position.
04/08
The mechanical linkage is connected to the brake control valve (4) located below the cab. The
right service brake pedal (5) is also connected to the brake control valve independent of the left
brake pedal.
NOTE: The amount of brake pedal travel can be displayed on the Cat ET screen.
Pedal travel is displayed as a percentage (%) in Cat ET. Three percent of brake pedal
travel is about 1°, and 100 percent of pedal travel is about 33°.
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LEFT BRAKE
PEDAL POSITIONS
Transmission
Downshift
Level Mode
Moderate Mode Left Brake

Brake Position Sensor
Aggressive Mode Application
Stop Lamp
Switch
70
This view shows the actions that occur as the brake pedal is depressed.
In approximately the first nine percent of brake pedal travel (deadband), no braking or
downshifting occurs. Brake pedal travel between the pedal deadband and the calibrated initial
brake pressure point is the Initial Mode. In the Initial Mode, the transmission downshifts, but
the service brakes are not engaged and the transmission is not neutralized.
The Integrated Brake System is in the Normal Mode when the left brake pedal is further
depressed between the calibrated initial brake pressure point and the maximum pedal travel. In
the Normal Mode, the transmission downshifts and the service brakes are engaged.
When the left pedal is depressed in the Initial and Normal Modes, and if the transmission is in
third or fourth gear, the transmission will downshift one gear at a time until second gear is
reached. Each downshift will occur when the transmission output speed decreases to the shift
point of the current transmission speed.
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In the Normal Mode, when the brake pedal reaches the neutralization set point and the
transmission neutralizer is enabled, the Transmission/Chassis ECM will DE-ENERGIZE the
direction clutch solenoid to neutralize the transmission when the following conditions exist:
- The auto/manual selector switch is NOT in the 1-4 position
- The transmission is in 2nd gear
- The ground speed is less than 6.5 mph
or
- The auto/manual selector switch is in the 1-4 position
- The transmission is in 1st gear
- The ground speed is is less than 4.5 mph
If the left brake pedal is raised 4° above the Neutralization Set Point, a signal is sent to the
modulating valve to engage the direction clutch. At this time, the drive train will be
re-engaged. Normally, the travel of the left brake pedal will overshoot the Neutralization Set
Point. Each time the brake travel over shoots the Neutralization Set point without being
released into the dead band zone, the New Neutralization point moves down the point of the
overshoot. The Transmission/Chassis ECM will retain the New Neutralization Point until the
left brake pedal is released and the pedal is into the dead band zone.
In normal conditions, the best gear for loading trucks is 2nd, or "Second Auto." The operator
pushes the bucket into the pile, and then manually shifts the transmission down to
FORWARD 1. When the bucket is full, the operator changes the direction of the machine to
REVERSE. In SECOND AUTO, the transmission automatically reverses in REVERSE 2,
instead of REVERSE 1.
The auto/manual selector switch sets parameters in the ECM that influence the Integrated Brake
System. The auto/manual selector switch has 3 positions: 1-4, 2-4, and MANUAL. With the
speed selector on the steering column in the 2 position, the ideal auto/manual selector switch
position for the smoothest neutralization during truck loading in normal applications is 2-4.
Smoothest means high engine speed with the following limitations: no unacceptable jerkiness
during slowdown, no unacceptable engine overspeed during slowdown, and no unacceptable
transmission overspeed during slowdown.
The stop lamp switch sends a signal to the Transmission/Chassis ECM when the brake pedal is
depressed. The ECM illuminates the brake lights.
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POWER TRAIN ELECTRICAL SYSTEM

OUTPUT COMPONENTS
Engine ECM
CAT Data Link
Transmission / Chassis Messenger
ECM Product Link
CAN Data Link Service Connector
J1 Connector J2 Connector
Axle Cooler Relay (option)

Clutch 1
Forward Low Solenoid
Clutch 2 Aux/Float Detent Coil
Forward High Solenoid
Clutch 3 Ride Control

Reverse Solenoid Solenoids (2)
Clutch 4 Start Relay

2nd Speed Solenoid
Clutch 5 Secondary Steering Relay
3rd Speed Solenoid
Heated Mirror Relay
Clutch 6
1st Speed Solenoid
Back-up Alarm
Hydraulic Lockout
Solenoid Valve
Differential Lock
Actuation Solenoid
Front Differential
Lock Solenoid
Rear Differential
Lock Solenoid
Demand Fan Solenoid
Torque Control Solenoid
71
Transmission/Chassis Electronic Control System - Output Components

Based on the input signals, the Transmission/Chassis ECM energizes the appropriate
transmission control modulating valve for speed and directional clutch engagement. The
Transmission/Chassis ECM also energizes the starter relay when starting the machine and the
back-up alarm when the operator selects a reverse gear.
The Cat and CAN Data Links connect the Transmission/Chassis ECM to the Engine ECM, the
Messenger display, and Cat ET. The CAN Data Link also connects the ECM to the instrument
cluster.
Transmission/Chassis ECM Outputs:
Clutch solenoids: The solenoids control the oil flow through the respective speed and
directional modulating valves.
Back-up alarm: The Transmission/Chassis ECM energizes the back-up alarm when the
operator selects the REVERSE direction. The backup alarm is located on the rear bumper.
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Hydraulic lockout solenoid valve: Energized by the Transmission/Chassis ECM when the
hydraulic lockout switch is activated. When energized the hydraulic lockout solenoid allows
pilot oil to flow to the implement pilot valves.
Differential lock actuation solenoid: Energized by the Transmission/Chassis ECM when the
differential lock switch is activated. When energized the oil is allowed to flow to the front and
rear differential locks.
Front differential lock solenoid (automatic differential lock machines): Allows oil to flow
to the front differential lock when energized by the Transmission/Chassis ECM.
Rear differential lock solenoid (automatic differential lock machines): Allows oil to flow
to the rear differential lock when energized by the Transmission/Chassis ECM.
Demand fan solenoid: The Transmission/Chassis ECM sends a signal to the demand fan
solenoid, which controls the fan speed.
Torque Control Solenoid: The Transmission/Chassis ECM sends current to the torque control
solenoid to control implement/steering oil flow when the engine is accelerating or under a load.
Axle Oil Cooler Relay (option): Energized by the Transmission/Chassis ECM when the axle
oil temperature reaches 65° C (149° F). When the relay is energized, current is sent to the axle
oil cooler clutch to drive the axle oil cooler pumps.
Auxiliary/float detent coil: When the auxiliary control lever is placed in the detent position or
the lift lever is placed in the FLOAT position, the Transmission/Chassis ECM energizes the
detent coil to hold the lever in the detent position.
Ride Control Solenoid valve 1 (RE): The Transmission/Chassis ECM energizes the solenoid
valve that controls the flow between the rod end of the lift cylinders and tank.
Ride Control Solenoid valve 3 (HE): The Transmission/Chassis ECM energizes the solenoid
valve that controls the opening of the anti-drift valve allowing flow between the accumulator
and the head end of the lift cylinders.
Engine start relay: The Transmission/Chassis ECM energizes the engine start relay when the
appropriate conditions are met to start the engine. The Transmission/Chassis ECM controls the
current between the key start switch and the start relay.
Secondary steering relay (optional): The Transmission/Chassis ECM energizes the relay
when the loss of steering pressure is detected by the Transmission/Chassis ECM. The ECM
energizes the relay and power is supplied to the secondary steering motor.
Heated mirror relay (optional): The Transmission/Chassis ECM energizes the relay to send
current to the coil to warm the mirror.
04/08
72
The backup alarm (arrow) is located on the left side of the machine inside the access door. The
alarm sounds when the transmission directional lever is placed in the REVERSE position.
04/08
2 4
73
The engine start relay (1) is located in the fuse box on the right side of the cab. The engine
start relay is energized by the Transmission/Chassis ECM when all the engine starting
requirements are met. When the engine start relay is energized, battery voltage flows through
the relay to the starter solenoid.
Other relays located in the fuse box that receive an output signal from the Transmission/Chassis
ECM are:
- Axle oil cooler relay (2)

- Heated mirror relay (3)
- Secondary steering relay (4)
04/08
TRANSMISSION HYDRAULIC SYSTEM

NEUTRAL
Main Relief Valve

Cooler To
Transmission/ Torque Transmission
Chassis Converter Bearing
ECM Lubrication
Modulating Modulating
Torque Valve Valve
Converter
Inlet Relief 2 4
Valve FORWARD HIGH SECOND
SPEED
2
4
Valve Valve
Filter
1 5
FORWARD LOW THIRD / FOURTH
Transmission SPEED
Pump 1
5
Screen Group Valve Valve
Magnet
3 6
REVERSE FIRST
SPEED
3 6
Tank
74
Transmission Hydraulic System
This illustration shows the transmission hydraulic system with the engine running and the
transmission shift lever in the NEUTRAL position.
When the engine is running, flow from the pump is sent through the filter to the six
transmission solenoid valves. Pump flow is also sent to the transmission main relief valve. The
transmission main relief valve sets the transmission oil pressure to the modulating valves.
When NEUTRAL is selected, the Transmission/Chassis ECM energizes the No. 5 solenoid.
The modulating valve controls the flow of oil to the No. 5 clutch.
When the No. 5 solenoid is energized, the oil flows through the center of the valve. Oil flow is
directed to the port for clutch 5.
From the main relief valve, oil flows to the torque converter and the torque converter inlet relief
valve. The torque converter inlet relief valve limits the oil pressure to the torque converter.
When oil pressure to the torque converter exceeds 850 ± 70 kPa (125 ± 10 psi), the inlet relief
valve opens and sends the excess oil pressure to drain.
04/08
Oil in the torque converter flows out of the torque converter to the transmission oil cooler and
on to the transmission for cooling and lubrication of the bearings and planetaries. The oil
cooler and downstream powertain components maintain the pressure in the torque converter ata
a minimum of 415 ± 135 kPa (60 ± 20 psi) at torque converter stall rpm.
04/08

FIRST SPEED FORWARD
Main Relief Valve Cooler To

Transmission
Transmission/ Torque Bearing
Chassis Converter Lubrication
ECM
Torque Valve Valve
Converter
Inlet Relief 2 4
SPEED
2
4
Valve Valve
Filter
1 5
SPEED
Transmission
Pump
1
5
Magnet
3 6
REVERSE FIRST SPEED
3 6
Tank
75
transmission shift lever in the FORWARD position and the speed selector in FIRST SPEED.
When FIRST SPEED FORWARD is selected, the Transmission/Chassis ECM energizes the
No. 1 solenoid and the No. 6 solenoid. The modulating valve controls the flow of oil to the
No. 1 and No. 6 clutches.
When the No. 1 and No. 6 solenoids are energized, oil flows through the center of the valve.
Oil flow is directed to the ports for clutch 1 and clutch 6.
04/08

SECOND SPEED FORWARD

Transmission
Torque Bearing
Power Train Lubrication
Converter
ECM
Torque Valve Valve
Converter
Inlet Relief 2 4
SPEED
2
Modulating Modulating 4
Valve Valve
Filter
1 5
Transmission SPEED
Pump
1
5
Valve Valve
Screen Group
Magnet
3 6
REVERSE FIRST SPEED
3 6
Tank
76
transmission shift lever in the FORWARD position and the speed selector in SECOND SPEED.
When SECOND SPEED FORWARD is selected, the Transmission/Chassis ECM energizes the
No. 1 solenoid and the No. 4 solenoid. The modulating valve controls the flow of oil to the
No. 1 and No. 4 clutches.
When the No. 1 and No. 4 solenoids are energized, the oil flows through the center of the
valves. Oil flow is directed to the ports for clutch 1 and clutch 4.
04/08

SECOND SPEED REVERSE

Transmission
Bearing
Power Train Torque Lubrication
ECM Converter
Torque Valve Valve
Converter
Inlet Relief 2 4
SPEED
2
Modulating Modulating 4
Valve Valve
Filter
1 5
SPEED
Transmission
Pump
1
5
Magnet
3 6
REVERSE FIRST SPEED
3 6
Tank
77
transmission shift lever in the REVERSE position and the speed selector in SECOND SPEED.
When SECOND SPEED REVERSE is selected, the Transmission/Chassis ECM energizes the
No. 3 solenoid and the No. 4 solenoid. The modulating valve controls the flow of oil to the No.
3 and No. 4 clutches.
When the No. 3 and No. 4 solenoids are energized, the oil flow through the center of the valves.
Oil flow is directed to the ports for clutch 3 and clutch 4.
04/08
TRANSMISSION MODULATING VALVE

NO COMMANDED SIGNAL
Test Port
Valve
Ball Orifice Spool Spring
Solenoid Pin Drain From

Orifice Pump
To To
Tank Clutch
78
In this illustration, the transmission modulating valve is shown with no current signal applied to
the solenoid. The Transmission/Chassis ECM controls the rate of oil flow through the
transmission modulating valves to the clutches by changing the signal current strength to the
solenoids. With no current signal applied to the solenoid, the transmission modulating valve is
DE-ENERGIZED and oil flow to the clutch is blocked. The transmission modulating valve is
located on the transmission control valve.
Pump oil flows into the valve body around the valve spool and into a drilled passage in the
center of the valve spool. The oil flows through the drilled passage and orifice to the left side
of the valve spool to a drain orifice. Since there is no force acting on the pin assembly to hold
the ball against the drain orifice, the oil flows through the spool and the drain orifice past the
ball to the tank.
The spring located on the right side of the spool in this view holds the valve spool to the left.
The valve spool opens the passage between the clutch passage and the tank passage and blocks
the passage between the clutch passage and the pump supply port. Oil flow to the clutch is
blocked. Oil from the clutch drains to the tank preventing clutch engagement.
04/08

COMMANDED SIGNAL BELOW MAXIMUM
Test Port
Valve
Ball Orifice Spool Spring

Orifice Pump
To To
Tank Clutch
79
In this illustration, the modulating valve is shown with a signal to the solenoid that is below the
maximum current. Clutch engagement begins when the Transmission/Chassis ECM sends an
initial current signal to ENERGIZE the solenoid. The amount of commanded current signal is
proportional to the desired pressure that is applied to the clutch during each stage of the
engagement and disengagement cycle.
The start of clutch engagement begins when the current signal to the solenoid creates a
magnetic field around the pin. The magnetic force moves the pin against the ball in proportion
to the strength of the current signal from the Transmission/Chassis ECM.
The position of the ball against the orifice begins to block the drain passage of the oil flow from
the left side of the valve spool to the tank. This partial restriction causes the pressure at the left
end of the valve spool to increase. The oil pressure moves the valve spool to the right against
the spring. As the pressure on the right side of the valve spool overrides the force of the spring,
the valve spool shifts to the right.
The valve spool movement starts to open a passage on the right end of the valve spool for pump
supply oil to fill the clutch. Oil also begins to fill the spring chamber on on the right end of the
spool.
04/08
In the initial clutch filling stage, the Transmission/Chassis ECM commands a high current pulse
to quickly move the valve spool to start filling the clutch. During this short period of time, the
clutch piston moves to remove the clearances between the clutch discs and plates to minimize
the amount of time required to fill the clutch. The ECM then reduces the current signal which
reduces the pressure setting of the proportional solenoid valve. The change in current signal
reduces the flow of oil to the clutch. The point where the clutch plates and discs start to touch
is called TOUCH-UP.
Once TOUCH-UP is obtained, the Transmission/Chassis ECM begins a controlled increase of
the current signal to start the MODULATION cycle. The increase in the current signal causes
the ball and pin to further restrict oil through the drain orifice to tank causing a controlled
movement of the spool to the right. The spool movement allows the pressure in the clutch to
increase.
During the MODULATION cycle, the valve spool working with the variable commanded
current signal from the Transmission/Chassis ECM acts as a variable pressure reducing valve.
The sequence of partial engagement is called desired slippage. The desired slippage is
controlled by the application program stored in the Transmission/Chassis ECM.
04/08

COMMANDED SIGNAL AT MAXIMUM
Test Port
Ball Orifice Valve

Spool Spring

Orifice Pump
To To
Tank Clutch
80
In this illustration, the modulating valve is shown with a maximum current signal commanded
to the solenoid. When the modulation cycle stops, the Transmission/Chassis ECM sends the
maximum specified current signal to fully engage the clutch.
The constant current signal pushes the pin firmly against the ball in the solenoid valve. The pin
force against the ball blocks more oil from flowing through the drain orifice. This restriction
causes an increase in pressure on the left side of the valve spool. The valve spool moves to the
right to allow pump flow to fully engage the clutch.
In a short period of time, maximum pressure is felt at both ends of the proportional solenoid
valve spool. This pressure along with the spring force on the right end of the spool causes the
valve spool to move to the left until the forces on the right end and the left end of the valve
spool are balanced.
The valve spool movement to the left (balanced) position reduces the flow of oil to the engaged
clutch. The Transmission/Chassis ECM sends a constant maximum specified current signal to
the solenoid to maintain the desired clutch pressure.
04/08
The different maximum specified pressures for each clutch is caused by different maximum
current signals being sent by the Transmission/Chassis ECM to each individual modulating
valve. The different maximum signal causes a difference in the force pushing the pin against
the ball to block leakage through the drain orifice in each solenoid valve. The different rate of
leakage through the spool drain orifice provides different balance positions for the proportional
solenoid valve spool. Changing the valve spool position changes the flow of oil to the clutch
and the resulting maximum clutch pressure.
The operation of the proportional solenoids to control the engaging and releasing of clutches is
not a simple on and off cycle. The Transmission/Chassis ECM varies the strength of the
current signal through a programmed cycle to control movement of the valve spool.
The clutch pressures can be changed using Messenger or Caterpillar Electronic Technician (Cat
ET) during the calibration procedure.
The actual Transmission/Chassis ECM current cycle and transmission calibration will be
discussed later in this presentation.
04/08
1 7
3
8
9
4
81
The six transmission modulating valves are located on the left side of the countershaft
transmission below the cab. The solenoid valves provide electronically controlled pressure
modulation. The transmission shifting function is controlled by the Transmission/Chassis
ECM. The Transmission/Chassis ECM and the transmission modulating valves provide
modulation to each individual clutch listed below.
- Forward low (1)
- Forward high (2)
- Reverse (3)
- Second speed (4)
- Third/fourth speed (5)
- First speed (6)
The main Transmission/Chassis ECM output is the pulse width modulated current signal that is
sent to the six transmission modulating valves. The Transmission/Chassis ECM analyzes the
input signals and memory information and activates current drivers within the ECM. The
current drivers send electrical pulse width current to energize the modulating valves that are
located on the transmission clutch housing.
04/08
The varying signal strength sent to each proportional solenoid valve by the
Transmission/Chassis ECM controls the rate of oil flow and the rate of pressure modulation of
each clutch. In turn, the solenoids provide electronically controlled clutch filling and pressure
modulation.
The following table shows which solenoids are energized for the desired speed and direction:
Forward
First speed Forward 1 and 6
Second speed Forward 1 and 4
Third speed Forward 1 and 5
Fourth speed Forward 2 and 5
Reverse
First speed Reverse 3 and 6
Second speed Reverse 3 and 4
Third speed Reverse 3 and 5
Also shown is the transmission main relief valve (7), the torque converter inlet pressure tap (8),
and the transmission pump pressure tap (9).
The transmission main relief valve operates as both a pressure relief valve and a priority flow
control valve.
The main relief valve sets the supply oil pressure to the six transmission proportional solenoid
valves by limiting the supply oil pressure to 2248 ± 70 kPa (325 ± 10 psi) at high idle.
The main relief valve also insures the solenoid valves have an adequate oil supply before the
torque converter and oil coolers receive oil flow.
The torque converter inlet relief valve is located below the transmission main relief valve. The
relief valve must be removed to gain access to the torque converter inlet relief valve.
The torque converter inlet relief valve limits torque converter inlet oil pressure to a maximum
of 850 ± 70 kPa (125 ± 10 psi).
04/08
1
2
82
This illustration shows the service center on the right side of the machine behind the ladder. In
the service center is the transmission oil filter (3), the power train fluid sampling port
(not visible, on the base of the filter), and the transmission oil filter bypass switch
(not visible, on the base of the filter). When the transmission oil filter is plugged, the bypass
switch sends a signal to the Transmission/Chassis ECM. The ECM sends a signal to the
instrument cluster to illuminate the transmission alert indicator.
Also shown is the case drain filter (1) and the hydraulic oil filter (2).
04/08
TORQUE CONVERTER
Turbine Impeller
Rotating Housing
Stator
Outlet
Output
Shaft
Carrier
Inlet
Flywheel Splines
83
This illustration shows the major components of the torque converter. The rotating housing is
shown in red. The rotating housing has a direct mechanical connection to the engine flywheel.
The turbine and the output shaft are shown in blue, and are mechanically connected. The stator
and the carrier are shown in green. The impeller is shown in red. The bearings are shown in
yellow.
The impeller is bolted to the rotating housing and rotates at engine speed.
Charge oil from the torque converter inlet relief valve enters the inlet passage in the carrier and
fills the torque converter. The torque converter outlet relief, which is connected to the outlet
passage, maintains the minimum pressure in the torque converter.
As the impeller rotates, it directs oil against the turbine blades, causing the turbine to rotate.
Turbine rotation causes the output shaft to rotate. During NO LOAD conditions, the output
shaft rotates at nearly the same speed as the engine flywheel. As load is applied, the output
shaft slows down. A decrease in output shaft speed causes the rpm of the turbine to decrease.
As the output shaft speed is decreased, the output torque from the torque converter increases.
When the output shaft is stalled, the torque converter is applying maximum torque to the output
shaft.
04/08
84
Remote Pressure Taps
The 938H/IT38H Wheel Loaders are equipped with the following remote pressure taps:
- Torque converter outlet (1)

- Transmission lubrication (2)
- Torque converter inlet (3)
04/08
938H / IT38H
SPEED LIMITER ATTACHMENT
Transmission ECM Engine ECM
Cat Data Link
Primary Speed / Timing Sensor

Camshaft
Secondary Speed / Timing Sensor

Camshaft
85
Speed Limiter
The Speed Limiter feature limits machine ground speed to 20 km/h (12 mph) on the 938H
Wheel Loader and the IT38H Integrated Toolcarrier.
The speed limiter software in the Transmission/Chassis ECM monitors the machine engine
speed, ground speed, and acceleration. The Transmission/Chassis ECM receives the engine
speed signals from the primary speed/timing sensor and the engine speed/timing sensor directly
from the Engine ECM. The Transmission/Chassis ECM calculates machine acceleration from
the speed sensor data.
The Transmission/Chassis ECM processes the input signals and sends a requested engine speed
signal to the Engine ECM via the Cat Data Link, which controls the engine speed.
04/08
3 5
2
4
86
Differential Lock
The 938H Wheel Loader and IT38H Integrated Toolcarrier can be equipped with a standard
locking differential or an automatic locking differential.
The standard locking differential is located only on the front axle (1).
The standard locking differential is controlled by a two-position foot switch (2) located on the
floor of the operator station.
The differential lock is engaged by oil pressure when the foot switch is pressed down and
released by spring force when the foot switch is released.
The differential lock switch sends a signal to the Transmission/Chassis ECM. If all of the
enabling conditions are met, the ECM will send a signal to the differential lock actuation
solenoid (3) located on the differential lock manifold (4) in the service center on the right side
of the machine. The actuation solenoid directs oil to engage the front differential lock. The
differential lock accumulator (5) stores oil for the differential lock circuit.
04/08
All of the following conditions must be met for the standard differential lock to be enabled:
- Engine running
- Ground speed less than or equal to 20 km/h (12.5 mph)
- Machine is operating in first gear, second gear, or third gear
These enabling conditions ensure that the machine will not run with the differential lock ON
when damage to the machine could result or when hazardous conditions could result.
04/08
2
3
4
5 1
7
87
This illustration shows the internal components of the locking differential. The locking
differential allows the axle shafts to be locked together. Both wheels can then rotate at the
same speed and torque regardless of the different ground resistance between the wheels.
The differential lock solenoid directs oil to the piston housing (1) through the oil passage (2) on
top of the differential. The oil pressure causes the piston (3) to engage the clutch pack (4). The
clutch pack is splined to the side gear (5).
With the clutch engaged, the side gear is locked to the differential case (6). Locking the side
gear to the differential case prevents the pinion gears (7) from moving around the side gears as
the differential case rotates.
04/08
STANDARD DIFFERENTIAL LOCK

HYDRAULIC SYSTEM
Front Axle Reservoir
Differential Differential
Lock Lock
Accumulator
From Implement or
Steering System
Actuation
Valve
To Steering / Implement
Pump Control Valve
Pressure
Reducing
Valve
Differential
Lock Manifold To Implement Control Valve
From Steering /
Implement Pump
88
The steering/implement pump supplies oil to the differential lock manifold. Oil from the
steering/implement pump flows into the differential lock manifold to a pressure reducing valve.
The pressure reducing valve regulates the oil pressure to the differential lock.
Oil flows from the pressure reducing valve to the differential lock actuation solenoid and the
differential lock accumulator. The actuation solenoid is a proportional solenoid that is
controlled by the Transmission/Chassis ECM. The actuation solenoid directs oil to the
differential lock when commanded by the ECM. The differential lock accumulator stores oil
for the differential lock circuit.
Oil from the actuation solenoid valve also flows to a resolver and then to the
steering/implement pump control valve.
04/08
2 5 3
4
89
The automatic locking differential is located on the front axle (1) and the rear axle (2). The
automatic locking differential is electronically controlled by the Transmission/Chassis ECM
whenever the engine is running.
The mechanical operation of the automatic locking differential is identical to the standard
differential. However, the automatic locking differential requires additional inputs to the
Transmission/Chassis ECM and additional enabling conditions.
All of the following conditions must be met for the automatic differential lock to be enabled:
- Engine running
- Ground speed less than or equal to 20 km/h (12.5 mph)
- Machine is operating in first gear, second gear, or third gear
- The articulation angle is less than 22°
- The left and right brake pedals have been released longer than 0.5 second
With the engine running, the Transmission/Chassis ECM is continuously receiving input signals
from the transmission, the torque converter, the articulation sensor, and the wheel speed
sensors.
04/08
If any of the four wheels begin to slip, the ECM will send a signal to the differential lock
actuation solenoid (3) and to the front differential lock solenoid (4) and/or the rear differential
lock solenoid (5). If wheel slippage occurs on the front differential, the front lock solenoid will
be energized. If wheel slippage occurs on the rear differential, the rear lock solenoid will be
energized. If slippage occurs on both differentials, both lock solenoid valves will be energized.
The differential lock accumulator (6) stores oil for the differential lock circuit.
The differential lock solenoids are on/off solenoid valves. The differential lock actuation
solenoid valve controls modulation of the hydraulic pressure as previously described.
NOTE: The automatic locking differential can also be activated the same as the
standard locking differential by pressing the floor switch as previously described.
04/08
1
90
91
These illustrations show one of the wheel speed sensors (1) and the articulation sensor (2).
A wheel speed sensor is located at each wheel. The wheel speed sensors send a signal to the
Transmission/Chassis ECM indicating wheel speed. The four-wire frequency speed sensors
receive an 8 volt power supply.
Each speed sensor provides a signal to the Transmission/Chassis ECM for forward travel and a
signal to the Transmission/Chassis ECM for reverse travel. The speed sensors each have two
elements (signal A and B). The sensor detects a phase shift between the two signals, then
makes the determination of whether the wheel is in forward or reverse motion. This design
eliminates the need to have a gear with varying teeth spacing for forward/reverse detection.
04/08
The wheel motor speed sensors are also used to detect wheel spin. If one of the speed sensors
is not functioning, the slip detection will be disabled for that axle. Slip detection will continue
to be enabled on the other axle as long as both of the speed sensors on that axle are still
functioning.
If one speed sensor indicates excessive speed, the Transmission/Chassis ECM sends a signal to
the differential lock actuation solenoid and to the appropriate differential lock solenoid, which
engages the differential lock.
The articulation sensor sends a signal to the Transmission/Chassis ECM indicating the machine
articulation angle. The Transmission/Chassis ECM will allow the differential lock to be
enabled if the articulation angle is less than 22°.
The articulation sensor must be manually adjusted for the correct reading. The frame lock must
be installed prior to adjusting the articulation sensor. Cat ET or a Digital Multi-Meter (DMM)
can be used to set the centered articulation angle.
If using Cat ET, the status screen for the Transmission/Chassis ECM must be used to determine
the articulation angle. The status screen should show an articulation angle of 0 degrees with
the frame lock installed. If the articulation angle is not 0 degrees, adjust the sensor linkage
until the reading is correct.
If using a DMM, the duty cycle of the sensor should be 60% with the frame lock installed. If
the duty cycle of the sensor is not 60%, adjust the sensor linkage until the reading is within
range.
04/08
AUTOMATIC DIFFERENTIAL LOCK

HYDRAULIC SYSTEM
Rear Axle Reservoir
Differential
Differential Lock
Lock
Accumulator
Actuation
Rear
Valve
Diff Lock
Front Solenoid
Pressure Diff Lock
Reducing Solenoid
Valve
Differential
Lock Manifold To Implement From Implement or
Control Valve Steering System
To Steering / Implement
From Steering / Pump Control Valve
Implement Pump
Front Axle Reservoir
Differential
Lock
92
The steering/implement pump supplies oil to the differential lock manifold. Oil from the
steering/implement pump flows in to the differential lock manifold to a pressure reducing valve.
The pressure reducing valve regulates the oil pressure to the differential lock.
Oil flows from the pressure reducing valve to the differential lock actuation solenoid and the
differential lock accumulator. The actuation solenoid is a proportional solenoid that is
controlled by the Transmission/Chassis ECM. The actuation solenoid directs oil to the front
and rear differential lock solenoids when commanded by the ECM.
The front and rear differential lock solenoids direct oil to the front and rear differential locks to
control wheel slip.
04/08
AUTOMATIC DIFFERENTIAL LOCK

INPUTS AND OUTPUTS
Engine ECM Transmission / Chassis ECM
INPUT COMPONENTS
INPUT COMPONENTS
Differential Lock Switch

Engine Speed
Sensor Left Rear Wheel
Speed Sensor
Left Front Wheel
Speed Sensor
Right Rear Wheel

Speed Sensor
Right Front Wheel
Speed Sensor
Torque Converter
Output Speed Sensor
Transmission Output
Speed Sensor
Articulation Angle
Position Sensor
OUTPUT COMPONENTS
Differential Lock
Activation Solenoid
Front Differential
Lock Solenoid
Rear Differential
Lock Solenoid
93
This illustration shows the automatic differential lock system input and output components.
The Transmission/Chassis ECM receives input signals from the wheel speed sensors, the
articulation angle sensor, the torque converter output speed sensor, the transmission output
speed sensors, and the engine speed sensor via the Engine ECM. The Transmission/Chassis
ECM also identifies the gear that is currently being used.
The Transmission/Chassis ECM processes the input signals and sends corresponding output
signals to the differential lock solenoids to control the differential lock application.
NOTE: The automatic differential lock function must be enabled using Cat ET. The
automatic differential lock function is disabled from the factory.
04/08
AUTOMATIC DIFFERENTIAL LOCK MODES
Auto Dig Mode

Auto Slip Mode
94
The automatic differential lock operates in one of the following modes:
• Auto Dig Mode: Machine is performing a "dig operation"

• Auto Slip Mode: Machine wheel(s) slipping
04/08
AUTO DIG MODE
Conditions for Dig Operation:
Transmission in 1st or 2nd FORWARD

Machine speed < 3.1 km/h (1.9 mph) and decreasing for 200 ms
Transmission output torque > 2500 Nm for > 150 ms
Articulation angle < 10
95
The front and rear differential locks will be engaged by the Transmission/Chassis ECM when
the automatic differential lock system is in the Auto Dig Mode.
The Auto Dig Mode occurs when all of the following machine conditions are present:
• Transmission is in 1st or 2nd gear FORWARD

• Machine speed is FORWARD and less than 3.1 km/h (1.9 mph) and decreasing for at
least 200 milliseconds
• Transmission output torque is less than 2500 Nm for longer than 150 milliseconds
(transmission latched for 200 milliseconds)
• Articulation angle is less 10°
04/08
AUTO SLIP MODE
Auto Slip Condition

Slow and Straight Condition
96
The front and rear differential locks will be engaged by the Transmission/Chassis ECM when
the automatic differential lock system is in the Auto Slip Mode. The ECM uses articulation
angle and rate, wheel speed, and transmission output speed to determine wheel slip. The Auto
Slip Mode has two different conditions: Auto Slip Condition and Slow and Straight Condition.
When the Auto Slip Condition occurs (wheel slip detected), the ECM controls the ON/OFF rate
of the differential lock. The ECM locks the differential for approximately three seconds and
then unlocks the differential for approximately 0.5 second. The differential is unlocked to
allow the wheel to regain the ground speed reference. To minimize pulsing during excessive
slip conditions, the ON time is increased in one second increments (up to six seconds) if wheel
slip is detected within 1.5 seconds of when the differential is unlocked.
If the machine meets the Slow and Straight Condition requirements, the Slow and Straight
Condition will be acitve. The Slow and Straight Condition occurs when all of the following
machine conditions are present:
• Ground speed less than 7.2 km/h (4.5 mph)
• Articulation angle less than 10°
• Articulation rate less than 1° per second
• Differential locks engaged due to Auto Slip Mode
In the Slow and Straight Condition, the differential locks will remain locked until these
conditions are no longer met. The differential locks will not be turned ON/OFF independently
when the Slow and Straight Condition is active.
04/08
Rear Axle
Reservoir
Differential
Rear Axle Oil

Cooler AXLE
Axle Oil OIL COOLING
Cooling Pumps Front Axle
Oil Cooler SYSTEM
Front Axle
Reservoir
Differential
97
Axle Cooling System
The optional axle oil cooling system cools the oil in the front and rear axles. The axle oil
cooling pumps pull oil from the axle housings through a screen. The pumps send the oil
through the axle oil coolers. Oil from the coolers flows back into the axle housings.
Each axle cooler is equipped with a bypass valve, which allows cold oil to bypass the cooler
and flow directly into the axle reservoirs.
04/08
1
98
99
2
The front differential magnetic screen (1) is located on the right side of the frame next to the
transmission sump. The rear differential magnetic screen (2) is located on the right side of the
frame above the rear differential.
04/08
100
The axle oil cooling pumps (1) are located at the left front of the engine and are belt driven.
When the axle oil temperature reaches 65° C (149° F), the Transmission/Chassis ECM
energizes the axle cooler relay. The relay transfers power to the axle oil cooler clutch, which
engages to drive the axle oil cooler pumps. The pumps draw oil through the magnetic screens
(not shown) from the axle reservoirs and send the oil to the axle oil coolers (not shown).
04/08
2
1
101
The axle coolers (1) are oil-to-water coolers and are located together at the bottom front of the
rear frame. Oil from the pumps flows through the oil coolers to the axle reservoirs. Each oil
cooler contains a bypass valve (2) which allows cold oil to bypass the coolers.
04/08
STEERING AND IMPLEMENT SYSTEM COMPONENTS

Steering / Implement
Hydraulic Implement Control Hand
Tank Pump Levers Metering Unit
Tilt Cylinder Lift Cylinder
Secondary Steering Priority Steering Ride Control Implement

Pump and Motor Valve Cylinder Accumulator Control Valve
102
STEERING AND IMPLEMENT HYDRAULIC SYSTEMS
The 938H Wheel Loader and IT38H Integrated Toolcarrier are equipped with a HMU operated
steering system and a pilot operated Proportional Priority, Pressure Compensated (3PC)
implement hydraulic system. The 3PC hydraulic system will sense a demand for a flow change
and the steering/implement pump will upstroke or destroke to provide the demanded flow.
The following components make up the steering hydraulic system:
- Hydraulic tank (common to all machine hydraulic systems)

- Steering/implement pump
- Priority valve
- Hand Metering Unit (HMU)
- Resolver valves
- Steering cylinders
- Secondary steering pump and motor
04/08
The following components make up the 3PC hydraulic system.

- Hydraulic tank
- Implement/steering pump
- Priority valve
- 3PC implement control valve
- Implement pilot valves and control levers
- Resolver valves
- Lift and tilt cylinders
- Ride control valve and accumulator
The steering/implement pump supplies oil to the implement and steering hydraulic systems.
The priority valve divides the oil flow between the implement and steering systems and gives
priority to the steering system.
In the steering system, pump oil flows from the priority valve to the HMU. When the steering
wheel is turned, the HMU directs oil to the steering cylinders.
In the implement system, pump oil flows to the implement control valve inlet manifold and to
the implement valve spools. In the inlet manifold oil flows to the pressure reducing valve and
then to the hydraulic shutoff valve and pilot accumulator. The pressure reducing valve reduces
the steering/implement pump oil to pilot oil pressure.
When the hydraulic shutoff valve is energized pilot oil flows to the pilot valves. The pilot
valves direct pilot oil to the implement valve spools. When pilot oil moves an implement valve
spool, steering/implement pump oil is directed to appropriate function.
04/08
2 3
4
5
1
6
103
Steering/Implement Pump
The steering/implement pump (1) for the 938H Wheel Loader and IT38H Integrated Toolcarrier
is a variable displacement piston pump that is mounted to the rear of the engine. The
steering/implement pump is equipped with a pump control valve (2). The pump control valve
is equipped with a load sensing spool (3), an actuator piston (4), and a torque limiter spool (5).
Also visible in this illustration is the brake/fan pump (6) which is mounted to the back of the
steering/implement pump.
04/08
PUMP CONTROL VALVE

ENGINE OFF
Torque Limiter
Adjustment Screws
Maximum Angle Stop Torque Limiter Spool

Adjustment Screw
Feedback Sleeve
Set Screw
To Priority
Valve Margin Relief
Valve
Pump System Pressure Piston
Load Sensing Spool
Pump
Load Sensing Sleeve
Margin Spring
Steering Load Sensing Piston

Signal Relief Pilot Oil
Valve Supply
Torque Control
Valve
LS Signal
Implement from Steering Load
Signal Relief System Sensing
Valve Adjustment
Screw
Bias Spring Actuator Piston
LS Signal
from Implement System
104
This illustration shows the pump control group components with the engine OFF. The
swashplate pin connects the actuator piston to the pump swashplate (not shown). The bias
spring moves the actuator piston and the pump swashplate to maximum angle. The pump
control valve group consists of a load sensing spool assembly and a torque limiter spool
assembly.
The load sensing spool assembly consists of a load sensing spool, a load sensing sleeve, and a
margin spring. The load sensing spool is moved up or down by different pressures pushing on
the pistons at each end of the spool. The pump system pressure piston receives an internal
signal pressure equal to pump system pressure. The load sensing piston receives a load sensing
signal from the highest load signal on the machine. The margin spring maintains a
2600 kPa (377 psi) difference between the load signal and pump output.
The steering signal relief valve or the implement signal relief valve limits the maximum load
sensing signal to the load sensing piston.
Pump system pressure is directed through the torque limiter spool on the right side of the
control valve group to the bottom lands of the load sensing spool. Flow is also directed to the
orifice, the spring chamber in the spring end of the actuator piston, and the center lands of the
load sensing spool.
04/08
The torque limiter spool assembly consists of a torque limiter spool, torque limiter springs, and
a feedback sleeve. The torque limiter spool is moved by pilot pressure and pump oil acting on
the end of the spool. The pilot oil and pump oil sent to the torque limiter spool controls the
system pressure. The feedback sleeve is moved by the pump swashplate to balance the pump
flow with system pressure. As the pump upstrokes, the spool moves upward to increase pump
flow, but is limited by the torque limiter spool which reduces the torque required to rotate the
pump. By reducing the torque placed on the engine, this allows the engine to respond to
machine demands quicker.
The adjustment screw at the top of the actuator piston is used to adjust the maximum angle of
the swashplate. The set screw at the top of the load sensing spool is used to hold the load
sensing sleeve in position. The adjustment screw at the bottom of the load sensing spool is
used to adjust the load sensing margin pressure for the pump. The adjustment screws at the top
of the torque limiter spool are used to adjust the flow curves of the pump. The torque limiter
spool has two adjustments to correctly set the pump flow.
NOTE: The margin and torque limiter should only be adjusted when the pump is bench
tested. Any adjustments to the pump controls may cause a reduction in machine
performance.
04/08
PUMP CONTROL VALVE

LOW PRESSURE STANDBY (ENGINE BELOW 800 RPM)
Maximum Angle Stop

Adjustment Screw Torque Limiter Spool
Set Screw To Priority

Valve Margin Relief
Valve
Load Sensing Spool
Pump
Load Sensing Sleeve
Margin Spring
Load Sensing Piston
Steering
Valve Supply
Torque Control
LS Signal Valve
Valve
Adjustment
Screw
Actuator Piston
Bias Spring
LS Signal
105
When the engine is started, pump oil flows to the priority valve, to the HMU, and then to the
closed-center control valves in the implement control valve group. The flow is blocked in the
implement control valve. System pressure increases and the system pressure is directed to the
top end of the actuator piston. System pressure on top of the pump system pressure piston
moves the piston and load sensing spool down against the force of the margin spring. The
spool moves down until the upper opening of the spool opens a path around the load sensing
spool to drain.
The opening to drain must open sufficiently to provide a pressure differential across the orifice.
With reduced pressure on the lower end and higher pressure on the top of the actuator piston,
the actuator piston moves the swashplate pin toward minimum angle.
With the engine rpm below 800 rpm, the torque control solenoid valve is energized allowing
pilot pressure to act on the torque limiter spool. This prevents the engine from stalling at lower
engine speeds, but maintains enough flow to keep the hydraulic system responsive.
In STANDBY, the pump is delivering minimum flow to compensate for leakage in the pump,
leakage in the priority valve, leakage in the HMU, leakage in the implement control valve, and
the operation of the pump control valve.
04/08
TORQUE CONTROL LOGIC

2.0
1.8
1.6
Current Command (A)
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0
0 800 1000 1200 1400 1600 1800 2000 2200
Engine RPM
Engine "Stall Protection" Engine at "Constant State" Engine at "Changing State"
106
The Transmission/Chassis ECM uses the torque control valve to limit the pump torque on the
engine. The torque control valve will be fully energized when the engine speed is below
800 rpm. When the engine speed is below 800 rpm, the steering/implement pump flow will be
reduced and this prevents the engine from stalling at low rpm. Even with the reduced flow, the
pump will always try to meet the pressure requirements of the system.
When the engine rpm is 800 rpm and above, the Transmission/Chassis ECM will send current
to the torque control valve based on the following parameters:
- Engine RPM
- Engine Fuel/Air Ratio Control
- Atmospheric Pressure
The engine is considered at a “Changing State” when the the engine fuel/air ratio control limits
the fuel injected into the engine.
When the engine fuel/air ratio control does not limit the fuel injected into the engine, the engine
is considered at a “Constant State”.
04/08
If the engine is “Changing State”, the Transmission/Chassis ECM will increase the current to
the torque control valve to reduce the pump torque on the engine. The current sent to the
torque control valve will vary from the engine at a “Constant State” to the engine at an
“Changing State” as shown in the illustration. By limiting the pump torque on the engine, the
engine responds quicker and the hydraulic system is balanced with the available torque from
the engine.
When the engine rpm is above 1875 rpm, the engine is at full power and is no longer limted by
the engine fuel/air ratio control. With the engine at full power, the Transmission/Chassis ECM
fully de-energizes the torque control valve. Although the torque control valve has been
de-energized, the pump oil can move the torque control spool to limit the flow of the pump.
With only the pump oil shifting the torque control spool, the pump flow will be reduced based
on system pressure. The steering/implement pump is capable to reach maximum pump flow
and meet the pressure requirements of the hydraulic systems.
04/08
PUMP CONTROL VALVE

UPSTROKE (ENGINE BELOW 1875 RPM)
Maximum Angle Stop

Adjustment Screw
Torque Limiter Spool
Set Screw
To Priority
Valve Margin Relief
Valve
Load Sensing Spool
Pump
Load Sensing Sleeve
Margin Spring

Signal Relief
Pilot Oil
Valve
Supply
Torque Control
LS Signal Valve
Implement from Steering
System Load
Signal Relief
Sensing
Valve
Adjustment
Screw

LS Signal
107
When the control lever or levers are moved to activate one or more implements, a load sensing
signal, equal to the highest work port pressure, is directed to the lower end of the load sensing
piston. The combined forces of the load sensing piston and the margin spring push the load
sensing spool up until the center land on the load sensing spool closes the drain passage. The
upward movement of the load sensing spool continues until the lower opening of the spool
opens a path to the two metering ports. Pump system oil flows through the lower opening of
the load sensing spool to the spring chamber of the actuator piston. The combined force on the
the larger diameter of the actuator piston and the spring pushes the actuator piston and the
swashplate pin up, increasing the swashplate angle to increase pump flow.
The torque control valve will continue to allow oil to act on the torque limiter spool when the
engine rpm is below 1875 rpm. By reducing the oil flow of the pump, the engine can respond
to the machine demands quicker. As the engine rpm reaches 1875 rpm, the oil sent to the
torque limiter spool is reduced increasing the oil flow from the pump. Once the engine rpm is
above 1875 rpm, the torque control valve is de-energized and the pump is capable of sending
full oil flow to the machine hydraulic systems.
04/08
PUMP CONTROL VALVE

CONSTANT FLOW DEMAND (ENGINE ABOVE 1875 RPM)
Maximum Angle Stop

Adjustment Screw
Set Screw
To Priority
Valve Margin Relief
Valve
Load Sensing Spool
Pump
Load Sensing Sleeve
Margin Spring
Load Sensing Piston
Steering
Valve Supply
Torque Control
LS Signal Valve
Implement from Steering
Load
Signal Relief System
Sensing
Valve
Adjustment
Screw
LS Signal
108
When the flow demand is met, the force developed by the pump system pressure on top of the
pump system pressure piston is equal to the force developed by the load sensing signal on the
load sensing piston plus the margin spring. When the forces are equal, the pump flow is
constant and the load sensing spool is in the CENTER position.
Also, since the engine rpm is above 1875 rpm, the torque control valve is de-energized.
Even though the torque control valve has been de-energized, the pump oil will move the torque
control spool to limit the flow of the pump based on system pressure. The steering/implement
pump is able to reach maximum pump flow and meet the pressure requirements of the
hydraulic systems.
04/08
PUMP CONTROL VALVE

MAXIMUM SYSTEM PRESSURE (ENGINE ABOVE 1875 RPM)
Maximum Angle Stop

Adjustment Screw
Set Screw
To Priority
Valve Margin Relief
Valve
Load Sensing Spool
Pump
Load Sensing Sleeve
Margin Spring
Load Sensing Piston
Steering
Valve Supply
Torque Control
LS Signal Valve
Valve Adjustment
Screw

LS Signal
109
This illustration shows the pump control valve with the load sense pressure at signal relief with
a function activated.
When the work port pressure increases to the setting of the signal relief valve, the valve opens
to limit the signal pressure to the bottom of the load sensing piston. Pump system pressure will
increase to overcome the combination of forces on the bottom of the load sensing piston. The
load sensing spool moves down to open the actuator piston spring cavity to drain. The pump
system pressure moves the actuator piston and swashplate pin towards minimum angle. The
pump destrokes to minimum flow or to the angle required to maintain the margin pressure
above the load sensing signal.
04/08
PUMP CONTROL VALVE

MAXIMUM SYSTEM PRESSURE WITH ADDED FLOW DEMAND
(ENGINE ABOVE 1875 RPM)
Maximum Angle Stop

Adjustment Screw
Set Screw
To Priority
Valve Margin Relief
Valve
Load Sensing Spool
Pump
Load Sensing Sleeve
Margin Spring

Valve Supply
Torque Control
LS Signal Valve
Valve Adjustment
Screw

LS Signal
110
This illustration shows the pump control valve with the load sense pressure at signal relief with
two or more functions activated.
When an additional function is activated, the pump system pressure slightly decreases. With
less pressure on top of the pump system pressure piston, the force on the bottom of the load
sensing piston moves the load sensing spool up. The load sensing spool restricts the flow
through the upper opening to drain. The increased pressure on the larger area of the actuator
piston plus the bias spring pushes the actuator piston up. The pump upstrokes to meet the
added flow demand.
04/08
111
The margin relief valve (1) maintains a difference between the load sensing pressure and the
pump supply oil pressure of 5520 kPa (800 psi).
When an implement movement has stopped, the spool in the main control valve returns to the
HOLD position. At this time, the load sensing signal pressure from the implement circuit to the
pump control valve decreases to approximately zero. Since the pump has not destroked, any
pump supply pressure flowing into the margin relief valve that is above the setting of the
margin relief valve will be relieved to tank.
Implement/steering pump pressure tap (2) and load sense signal pressure tap (3) are located on
the margin relief valve.
04/08
4
1
112
Steering System
The steering/implement pump (1) supplies oil to the priority valve (2) which directs oil to the
HMU (3) and the implement hydraulic system.
The priority valve gives priority oil flow to the steering system. Steering system oil pressure
can be checked at the pressure tap (4) located on the priority valve outlet line.
The HMU, located below the cab, directs the pump oil to the steering cylinders which articulate
the machine. The right steering cylinder (5) is visible in this illustration.
04/08
Steering
Cylinders
938H STEERING HYDRAULIC SYSTEM

HOLD (ENGINE BELOW 800 RPM)
HMU
From Differential
M
Lock Valve
To Implement
Valve
Secondary From Implement Valve

Steering Pump
From Implement
Priority Valve
Valve
Margin
Relief Valve
Steering/
Implement
Pump
Fan Pump
Case Drain
From
Fan Motor
113
When the engine is running oil is drawn from the hydraulic tank by the implement/steering
pump and flows to the priority valve.
When the steering system is in HOLD and no implements are activated, oil flows through the
priority valve to the HMU. When an implement is activated and the steering is not activated,
the oil pressure in the implement system increases and moves the priority valve to the left
against spring force. Oil flow to the implement system increases.
If the steering wheel is turned while an implement is activated, steering system oil pressure
increases. Spring force and the increased steering system pressure moves the priority valve to
the right. The steering system receives an increased oil flow.
With the steering system is in HOLD, oil is blocked from flowing through the HMU. With the
HMU in the center position, a small amount of oil then flows through the orifice and back to
the hydraulic tank.
04/08
The HMU and the steering/implement pump are connected by a signal line. A sense of change
in the signal pressure at the HMU will send a reflected change in signal pressure to the pump
control valve demanding a change in the output flow of the steering/implement pump. If the
pressure of the signal oil decreases, the steering/implement pump will destroke. If the pressure
of the signal oil increases, the steering/implement pump will upstroke.
In the HOLD position, the oil flow from the implement/steering pump to the steering cylinders
is blocked at the HMU and there is no signal pressure sensed at the pump compensator valve.
The steering/implement pump is in the LOW PRESSURE STANDBY position.
In LOW PRESSURE STANDBY, the pump supplies an adequate amount of flow to

compensate for any system leakage and to maintain sufficient system pressure to provide
instantaneous response when the steering wheel is turned.
04/08
Steering
Cylinders
938H STEERING HYDRAULIC SYSTEM

LEFT TURN (ENGINE ABOVE 1875 RPM)
HMU
From Differential
M
Lock Valve
To Implement
Valve

Steering Pump
From Implement
Priority Valve
Valve
Margin
Relief
Valve
Steering/
Implement
Pump
Fan Pump
Case Drain
From
Fan Motor
114
During a GRADUAL LEFT TURN with the engine running, the steering/implement pump
sends supply oil through the priority valve and to the hand metering unit.
When the steering wheel is turned counterclockwise to make a LEFT TURN,
steering/implement pump oil flows through the HMU to the rod end of the left steering cylinder
and the head end of the right steering cylinder.
At the same time that oil flows into the two steering cylinders, return oil flows from the head
end of the left steering cylinder and the rod end of the right steering cylinder through the HMU
and back to the hydraulic tank.
The machine articulates to the left for a left turn.
04/08
1 4
7 5
115
If the steering/implement pump or the engine fails, the primary steering pressure switch (1) will
sense low pressure in the steering system. The primary steering pressure switch closes and
sends a signal to the Transmission/Chassis ECM. The ECM sends a signal to the instrument
cluster to illuminate the primary steering indicator (2) and sound the action alarm.
After a one second delay, the Transmission/Chassis ECM energizes the secondary steering
intermediate relay (3) located in the fuse box on the right side of the cab. The intermediate
relay transfers power to the secondary steering relay (4) which energizes the secondary steering
motor (5). The secondary steering motor drives the secondary steering pump (6).
When the secondary steering pump sends oil to the steering system, the secondary steering
pressure switch (7) closes. The secondary steering indicator (8) on the instrument cluster is
illuminated indicating that secondary steering is active.
NOTE: The secondary steering pump does not produce the same amount of flow as the
main steering system pump. Secondary steering operations are reduced compared to
normal operation. Secondary steering provides a method to steer the machine to a safe
location if a failure occurs in the primary steering system or in the engine.
04/08
Steering
Cylinders
938H SECONDARY STEERING SYSTEM

LEFT TURN
Secondary HMU
Steering Pump
and Motor
From Differential
M
Lock Valve
To Implement
Valve

Steering
Relief Valve
From Implement
Priority Valve
Valve
Margin
Relief
Valve
Steering/
Implement
Pump
Fan Pump
Case Drain
From
Fan Motor
116
This illustration shows the oil flow through the steering system during a LEFT TURN when the
secondary steering is active.
The secondary steering pump draws oil from the hydraulic tank. The oil then flows through a
check valve to the HMU and closes a check valve in the hydraulic line from the
implement/steering pump. The closed check valve prevents oil from flowing to the
implement/steering pump.
The secondary pump oil flows through the HMU to the rod end of the left steering cylinder and
the head end of the right steering cylinder.
At the same time that oil flows into the two steering cylinders, return oil flows from the head
end of the left steering cylinder and the rod end of the right steering cylinder through the
directional stem and back to the hydraulic tank.
The machine articulates to the left for a left turn.
The secondary steering relief valve limits the oil pressure in the secondary steering oil circuit.
04/08
Lower / RH LH
Dump Rack Float Raise Lift Arm Lift Arm
Pilot
Valves
IMPLEMENT SYSTEM WITH 3RD FUNCTION

HOLD (ENGINE BELOW 800 RPM)
Ride Control
Steering Steering
Lift Cylinders Accumulator
System System Tilt Cylinder Implement
Pilot Valve
Accumulator
Hydraulic
Differential Lockout
Lock System Valve
Priority
Valve
Margin Relief
Torque
Valve Pressure
Control
Valve Reducing
Valve Lift
Tilt Valve
Valve
Signal Ride Control

Duplication Valve
Valve
Steering/
3rd Function
Implement
Aux Valve
Pump
Signal
Relief Pressure
Valve Compensator
Case
Drain
Filter
117
Implement System
The 938H/IT38H are now equipped with a Proportional Priority, Pressure Compensated (3PC)
implement hydraulic system. The 3PC hydraulic system is load sensing with a signal
duplication valve, a signal relief valve, pressure compensator valves, a margin relief valve, a
pressure reducing valve, and a resolver network. Also, the 3PC valve has anti-drift pilot
operated valves for the lift and tilt functions.
The implement control valve is a closed-center valve. The 3PC hydraulic system will sense a
demand for a change in flow and the implement pump will upstroke or destroke to provide the
flow.
The machine may also be equipped with one or two optional auxiliary functions.
When the machine is equipped with one auxiliary section (as shown in this illustration) the
auxiliary section is installed between the ride control valve and the cover manifold on the end
of the valve.
04/08
Ride Control
Accumulator
IMPLEMENT SYSTEM WITH 4TH FUNCTION

HOLD
Ride
Control
Valve
Lift Cylinders
Tilt Cylinder Implement

Pilot Valve
Accumulator
Hydraulic
Lockout
Valve
4th Function A Port Pilot
3rd Function A Port Pilot Pressure

Reducing
Lower Pilot Valve Tilt Lift
Valve Valve
Dump Pilot
Pilot Valve Supply

Signal
Implement Return Duplication
Valve
Implement Valve Supply
Implement Load Sense

3rd Function 4th Function
Valve Drain Aux Valve Aux Valve
Signal
Rack Back Pilot Relief Pressure
Valve Compensator
Raise Pilot
3rd Function B Port Pilot
4th Function B Port Pilot
118
When the machine is equipped with two auxiliary sections (as shown in this illustration) the
auxiliary sections are installed next to the lift control valve. The ride control valve is not
contained in the implement control valve when the machine is equipped with a fourth function.
04/08
4
1 2
119
The standard machine includes the bucket tilt lever (1) and the lift arm lever (2). The bucket
tilt lever and the lift arm lever include detents that hold the lever in place until the kickout
position is reached.
The kickout position is set using the kickout position control switch (3). The bucket/fork
selector switch (4) is used to actuate either the bucket or the work tool positioner.
The optional auxiliary control levers are used to control oil flow to the auxiliary hydraulic
circuits. This illustration shows a machine equipped with one auxiliary control lever (5).
The pilot control valves are located at the base of the control levers.
04/08
1 3
120
The optional joystick (1) controls the lift and tilt functions. Move the joystick forward to lower
the boom and to the rear to raise the boom. Move the joystick to the left to tilt the bucket back
and to the right to dump the bucket. The joystick also includes detents that hold the lever in
place as previously described.
Also located on the joystick are the F/N/R switch (2) and the horn button (3).
The optional auxiliary control levers are used to control oil flow to the auxiliary hydraulic
circuits. The right illustration shows a machine equipped with one auxiliary control lever (4).
04/08
121
2
1
4
122
The bucket tilt position switch (1) and magnet (2) is located on the bucket. The lift position
switch (3) and magnet (4) is located on the lift arm.
The position switches send a signal to the Transmission/Chassis ECM indicating the bucket and
lift arm positions. The ECM uses the inputs to set the bucket and lift arm kickout positions.
NOTE: The IT38H machines are equipped with the following three position switches:
- IT lift position switch

- IT bucket position switch
- IT fork position switch
04/08
6
5
4
3 7
123
The hydraulic tank stores oil for all the machine hydraulic systems. The hydraulic oil tank, the
filler cap (1), and the breaker relief valve (2) are located behind the cab in the engine
compartment.
The sight gauge (3) is located on the left side of the hydraulic oil tank and is visible from the
left side of the machine.
The hydraulic oil filter (4) and case drain oil filter (5) are located in the service center behind
the ladder on the right side of the machine. The hydraulic oil filter includes an S•O•S tap (6).
The hydraulic oil filter and case drain filter both are equipped with a filter bypass valve and
bypass switch. The bypass switches send a signal to the Transmission/Chassis ECM if the
filters are plugged.
The hydraulic system drain plug (7) is located at the bottom of the service center.
04/08
3 2
124
Pilot System
These illustrations show the pilot system components. The pilot valves are located at the base
of each implement lever. The 938H/IT38H includes the following configurations:
- Two single axis levers (lift/tilt)

- Three single axis levers (lift/tilt/3rd function auxiliary)
- Four single axis levers (lift/tilt/3rd/4th function auxiliary) (top left illustration)
- One dual axis joystick (lift/tilt)
- One dual axis joystick and one single axis lever (lift/tilt/3rd function auxiliary)
- One dual axis joystick and two single axis levers (lift/tilt/3rd/4th function auxiliary) (top
right illustration)
The pressure reducing valve (1) and the hydraulic lockout solenoid (2) are located in the
implement inlet manifold (3).
The pilot accumulator (4) is located on the right frame rail.

04/08
Lower / RH LH
Pilot
Valves
PILOT HYDRAULIC SYSTEM
Ride Control
Pilot Valve
From Steering / Accumulator
Implement Pump
To Steering /
Implement Pump
Control Valve Hydraulic
Lockout
Valve
To Torque
Control Valve
Pressure
Reducing
Valve
Tilt Valve Lift
Valve
Signal Ride Control

Duplication Valve
Valve
3rd Function
Aux Valve
Signal
Relief Pressure
Valve Compensator
125
Oil flows from the implement/steering pump into the implement valve inlet manifold. The oil
flows to the implement valve spools, the signal duplication valve, and to the pressure reducing
valve.
The pressure reducing valve regulates the oil pressure in the pilot system. Oil flows from the
pressure reducing valve, through a check valve to the pilot accumulator and to the hydraulic
lockout solenoid valve. The pilot accumulator stores oil that can be used to lower the
implements if the steering/implement pump fails or if the engine fails. When energized by the
Transmission/Chassis ECM, the hydraulic lockout solenoid allows pilot oil to flow to the torque
control valve and to the pilot valves.
The pilot valves direct pilot oil to the implement valve spools.
04/08
PRESSURE REDUCING VALVE

BELOW 2620 kPa (380 psi)
To Tank
To Pilot
Accumulator
From
Adjustment Orifices Spool Implement
Screw Pump
126
The pressure reducing valve regulates the oil pressure in the pilot system. The pilot oil from
the steering/implement pump flows into the valve through the holes in the spool to the center of
the spool. Then, the regulated oil flows out of the right end of the reducing valve to the pilot
accumulator. Also, the pilot oil flows through the orifice into the spring cavity. The force of
the oil pressure is not sufficient to override the force of the spring. The spring keeps the spool
from moving.
When the oil pressure flowing into the valve is below 2600 kPa (377 psi), the spool blocks the
flow of any pilot oil to the hydraulic tank.
04/08
PRESSURE REDUCING VALVE

ABOVE 2620 kpa (380 psi)
To Tank
To Pilot
Accumulator
From
Adjustment Orifices Spool Implement
Screw Pump
127
As the oil pressure from the steering/implement pump increases, the pressure reducing valve
will regulate the pressure in the pilot system. The following steps occur to regulate the oil to
the adjusted pressure.
The pilot oil flows into the center of the spool through the holes in the spool to the pilot
accumulator and the hydraulic lockout solenoid. When the solenoid valve is energized and one
or more of the control levers are moved, the pressure in the implement system will increase
above the adjusted pressure of the reducing valve. The oil flows through the orifice into the
spring cavity. The oil pressure rises above the adjusted setting and and the force of the oil
pressure overrides the force of the spring. The spool moves to the left.
The oil in the spring cavity is allowed to flow to the hydraulic tank. The force of the oil
pressure is greater than the force of the spring allowing the spool to override the spring. The
spool moves and blocks the oil supply from the implement pump. Sufficient oil flows from the
pilot system through the passage to the hydraulic tank regulating the pilot pressure to the
adjusted setting.
04/08
Lever
PILOT VALVE
SHIFT Detent Plunger
Adjustment Pin Plate
Retainer Plunger
Detent Coil
Spool
Orifice
Pilot
Supply
From To To
Control Valve Tank Control Valve
128
This illustration shows a sectional view of the pilot valve. In HOLD, springs hold the plungers
and spools up. Pilot supply oil is blocked by the spools. The pilot lines from the control valve
are open to the tank around each spool.
The lift, tilt, float, and auxiliary functions use detent coils to hold the lever.
The detent plungers provide feedback to the operator when starting to enter a detent position.
The adjustment pin is used to adjust the point at which the plunger contact begins when the
lever is shifted.
The orifice in the lower end of the spool dampens the downward spool travel when the pilot
valve is shifted. Oil trapped in the spring chamber is forced up through the orifice as the spool
moves down.
When a lever is shifted, the adjustment pin contacts the plunger and pushes it down against its
spring. The plunger will contact the spool and move it down against its spring. How far the
lever is shifted determines how far the spool moves.
04/08
As the spool moves down it will close off the drain passage and meter pilot oil to the
implement control valve to cause the implement valve spool (not shown) to shift. The greater
the pilot oil pressure to the implement valve spool the greater the spool travel.
As pressure increases in the pilot line to the control valve, the pressure works on the spool to
move the spool up to a balance position against the spool and plunger springs to maintain the
pilot pressure in the pilot line. This will maintain the position of the implement valve spool.
Once the pilot control lever is shifted, the pilot valve becomes a pressure reducing valve, that
maintains a downstream pressure equal to the spring forces above the spool.
When the key start switch is in the ON position, the detent coils are energized.
As the operator shifts the lever farther, the detent plunger begins to provide feedback
resistance.
The retainer contacts the detent coil. The retainer and lever is then held by the detent coil, until
the operator moves the lever out of detent or power to the detent is lost.
Power may be lost by "kickout" switches mounted to the cylinders or loader linkage.
04/08
129
2
3 5
4
130
1
2 5
3 4
Implement Control Valve
The implement control valve is located on the front frame in front of the articulation hitch. The
top illustration shows the implement control valve with one auxiliary function. The
components are:
- inlet manifold (1)
- tilt control valve (2)
- lift control valve (3)
- ride control valve (4)
- auxiliary control valve (5)
04/08
The bottom illustration shows the implement control valve with two auxiliary functions. The
components are:
- inlet manifold (1)
- tilt control valve (2)
- lift control valve (3)
On machines equipped with two auxiliary functions, the ride control valve (6) is located above
the implement valve group.
04/08
3 4 5
6
1 2
7
131
8
13
12
9
11
10
9 11
13
8
1
7
14
132
6
2
5
15
3
These illustrations show the components of the implement control valve with one auxiliary
function. The implement valve components are:
- auxiliary open/raise line relief valve (1)
- ride control head end solenoid valve (2)
- auxiliary close/lower line relief valve (3)
- pressure compensator valves (4)
- tilt cylinder rod end relief valve (5)

04/08
- pressure reducing valve (6)
- hydraulic shutoff solenoid valve (7)
- signal duplication valve (8)
- signal relief valve (9)
- tilt anti-drift valve (10)
- tilt cylinder head end relief valve (11)
- lift anti-drift valve (12)
- ride control balance valve (13)
- ride control check valve (14)
- ride control rod end solenoid valve (15)

04/08
4
3
5
2
1 6
133
7
10
8
8 10
7
6
1
11
5 2 134
12
13
4
3
These illustrations show the components of the implement control valve with two auxiliary
functions. The implement valve components are:
- signal relief valve (1)
- tilt cylinder head end relief valve (2)

04/08
- tilt cylinder rod end relief valve (7)
- pressure reducing valve (8)
- hydraulic shutoff solenoid valve (9)
- signal duplication valve (10)
- pressure compensator valves (11)
- tilt anti-drift valve (12)
- lift anti-drift valve (13)

04/08
SIGNAL DUPLICATION VALVE
From Resolver
Network
From Pump
Supply
To
Pump Control
and Pressure
Compensator Valve
135
The work port pressure from the resolver network acts on the right end of the signal duplication
valve spool moving it to the left. When the spool shifts left, a passage allowing pump delivery
pressure to enter the outer chamber is opened. At the same time, the drain passage to the
hydraulic tank is closed. Pump delivery pressure enters the center passage of the signal
duplication valve spool through an orifice and pump delivery pressure pressurizes the center
passage of the signal duplication valve. The pressurization of the center passage creates the
duplicated work port pressure.
The duplicated work port pressure on the left end of the signal duplication valve spool moves
the spool to the right. When the signal duplication valve spool moves to the right, the passage
for pump delivery pressure partially closes and the drain passage partially opens. The
duplicated work port pressure on the left end of the signal duplication valve spool is reduced.
True load signal pressure on the right end moves the signal duplication valve spool to the left
until the work port pressure and the duplicated work port pressure is equal.
The duplicated load sensing signal pressure is sent from the left end of the signal duplication
valve spool into the load sensing signal network.
04/08
SIGNAL RELIEF VALVE

BELOW ADJUSTED PRESSURE SETTING
To Pressure Compensator Valves
Seat Adjustment
Signal
Duplication Screw
Valve
Tank Poppet Spring
To Pump Control Valve
136
When the machine is under a load condition, the signal relief valve operates in the following
manner. From the signal duplication valve, the duplicated load sensing signal flows through the
orifice in two directions. One direction flows to the pressure compensator valve in each control
valve section. The second path flows as a load sensing signal to the signal relief valve and to
the pump control valve.
In the signal relief valve, load sensing signal oil enters the signal relief valve on the left end.
When the oil pressure is below the signal relief valve adjusted setting, spring force is greater
than the load sensing signal oil pressure and the poppet is held against the seat.
04/08
SIGNAL RELIEF VALVE

ABOVE ADJUSTED PRESSURE SETTING
To Pressure Compensator Valves
Seat Adjustment
Signal
Duplication Screw
Valve
Tank Poppet Spring
To Pump Control Valve
137
When the oil pressure is above the signal relief valve adjusted setting, the load sensing signal
overcomes the spring force and the poppet is moved off the seat. Oil is allowed to flow to tank.
As a result, the load sensing signal pressure oil is maintained at the specified pressure setting of
the high pressure signal relief valve.
04/08
LINE RELIEF VALVE

BELOW RELIEF SETTING
From Implement Shoulder

Cylinders Seat Area Sleeve Spring
Spool Piston Inner Outer Poppet

Spring Spring
138
When the control valves for the cylinders are in the NEUTRAL position, spring force keeps the
poppet, the spool, and the piston moved to the left in the CLOSED position.
When an external force acts on one end of the cylinder, the oil pressure increases on the
opposite end of the cylinder. The oil pressure also increases in the passage of the line relief
valve that is connected to the cylinder. The line relief valves limit the maximum cylinder
pressure.
The high pressure between the cylinder and the main control valve pressurizes the line relief
valve. The pressure oil flows in the center passage of the piston into the inner spring chamber.
During normal conditions, the oil pressure is lower than the line relief valve pressure setting
and the valve remains in the CLOSED position due to the force of the spring on the poppet.
The oil pressure in the inner spring chamber and the passage to the cylinder are equal. The
surface area of the right side of the piston is larger than the area on the left side of the piston.
With equal oil pressure on both sides of the piston, the spring force of the inner spring and
outer spring assist in keeping the piston seated. Therefore, the force on the right side is greater
than the force on the left side and the piston remains seated to the left. Oil does not flow to the
return passages and to the hydraulic tank.
04/08
LINE RELIEF VALVE

ABOVE RELIEF SETTING
From Implement Shoulder


Spring Spring
139
When the high oil pressure in the passage between the main control valve and the cylinder
exceeds the line relief valve setting, the line relief valve overcomes the force of the spring on
the poppet. The reduced pressurized oil in the inner spring chamber flows into the poppet
chamber and the low pressure oil in the poppet chamber flows into the return passages within
the valve and returns to the hydraulic tank.
At the same time, the high pressure oil in the passage to the cylinder pushes the piston and
spool to the right overcoming the force of the inner spring and spool. At this time, the high
pressure oil also flows through the opening in the seat to the return passages and back to the
hydraulic tank.
When the high pressure oil in the passage between the cylinder and the main control valve
reach the specified pressure setting of the line relief valve, the spring force on the poppet moves
the poppet to the left seating the poppet. With the poppet seated, the oil pressure in the inner
spring chamber will raise to be equal to that of the main passage. With the oil pressure in the
spring chamber equal to that of the main passage pressure, the spring force of the inner spring
will move the piston to the left blocking the oil flow through the opening in the seat.
04/08
LINE RELIEF VALVE

MAKEUP FUNCTION
To Implement Shoulder

Spring Spring
140
When oil from one end of the cylinder is discharged through the line relief valve, a vacuum
condition is created on the opposite end of the cylinder. Makeup oil is needed to prevent the
vacuum condition in the cylinder. Also, during the operation of the machine in certain
conditions, it is possible to create a vacuum condition on one end of the cylinder.
When the vacuum condition occurs on the end of the cylinder, that vacuum also occurs in the
outer spring chamber of the line relief valve. At this point, the return oil is now at a higher
pressure than the oil in the passage between the cylinder and the main control valve.
When this occurs, the higher pressure return oil flows through the return passage into the
poppet chamber. The return oil pressure works with the spring acting on the poppet, keeping it
seated to the left. Simultaneously, the return oil pushes on the shoulder area of the sleeve
pushing it to the right. When the sleeve moves to the right, the piston also moves to the right.
However, as the sleeve moves to the right, a passage opens between the return passage to the
hydraulic tank and to the passage to the cylinder. Return oil flows from the return passage into
the main passage to remove the vacuum condition in the cylinder.
04/08
938H TILT CONTROL

HOLD Signal Duplication Valve
Previous Resolver
Signal
Duplication Valve
Load Check
Head Rod Valve Pressure
End End Compensator
Valve
Line Relief
Valve
Bridge
Passage
Anti-drift
Valve
Control Feeder
Spool Passage
Pump Supply
141
This illustration shows a sectional view of the tilt control valve.
With the tilt control valve in the HOLD position, the springs on each end of the control spool
keep the spool centered and the load check spool and the pressure compensator valve are held
down by the spring force on top of the load check spool. The control spool blocks the flow of
pump supply oil to the pressure compensator valve.
The bridge passage is open to tank through the internal passage in the control spool and there is
no oil flow to the resolver valve. With no oil flow to the resolver network, there is no signal to
the signal duplication valve and no signal pressure to the pump control valve. The implement
pump output is low pressure standby.
04/08
938H TILT CONTROL

DUMP Signal Duplication Valve
Previous Resolver
Signal
Duplication Valve
Load Check
End End Compensator
Valve
Line Relief
Valve
Bridge
Passage
Anti-drift
Valve
Control Feeder
Spool Passage
Pump Supply
142
When the tilt lever is moved to the DUMP position, pilot oil pressure moves the control spool
to the right. As the spool initially shifts to the right, and there is pressure in the rod end of the
tilt cylinder, the oil flows around the control spool to the bridge passage. The oil under
pressure in the bridge passage flows to the resolver network and to the signal duplication valve
to upstroke the implement pump. The oil also flows to the spring chamber in the center of the
pressure compensator valve. The lower half of the pressure compensator valve shifts down to
block the oil flow from the bridge passage to the feeder passage.
As the tilt control spool continues shifting to the right, pump supply oil flows around the center
land on the control spool to the feeder passage. Oil pressure in the feeder passage lifts the
pressure compensator valve up. Pump oil flows the through the opening in the lower end of the
compensator valve to the bridge passage. From the bridge passage the pump oil flows around
the right end of the control spool into the work port to the rod end of the tilt cylinder.
Return oil from the head end of the tilt cylinder flows around the tilt anti-drift valve and the left
end of the control spool to the tank port.
04/08
938H TILT CONTROL

LOAD CHECK OPERATION Signal Duplication Valve
Previous Resolver
Signal
Duplication Valve
Load Check
End End Compensator
Valve
Line Relief
Valve
Bridge
Passage
Anti-drift
Control Valve Feeder
Spool Passage
Pump Supply
143
This illustration shows the pressure compensator valve and load check spool in the load check
operation. When the control spool is initially shifted to the right, work port pressure from the
rod end of the cylinder (if any) flows around the right end of the control spool into the bridge
passage. The oil flows through the holes between the pressure compensator valve and the load
check spool. The oil pressure moves the pressure compensator spool down and the load check
spool up. With the pressure compensator valve shifted down, no oil flows from the bridge
passage to the feeder passage. The pressure compensator valve serves as a load check valve to
prevent the load from dropping.
The pressure in the bridge passage is directed through the resolver network to the signal
duplication valve. The signal duplication valve generates a load sensing signal pressure equal
to the work port pressure. The load sensing signal pressure oil is directed to the top of the
spring chamber on top of the load sense spool. The load sensing signal pressure oil is also
directed to the pump control valve to upstroke the implement pump.
04/08
938H TILT CONTROL

PRESSURE COMPENSATOR OPERATION Signal Duplication Valve
Previous Resolver
Signal
Duplication Valve
Load Check
End End Compensator
Valve
Line Relief
Valve
Bridge
Passage
Anti-drift
Valve
Control Feeder
Spool Passage
Pump Supply
144
Pressure Compensator Operation
When the control spool is shifted farther to the right, the pump supply oil in the supply passage
is directed around the center land of the control spool to the feeder passage. When pressure in
the feeder passage increases to more than the pressure on top of the load sense spool plus the
spring force, the pressure compensator valve and the load sense spool shift up. Pump flow in
the feeder passage flows through the orifices in the bottom of the pressure compensator valve to
the bridge passage. From the bridge passage the oil flows around the control spool to the rod
end of the cylinder.
The tilt anti-drift valve is activated allowing oil flow from the head end of the cylinder to be
directed around the left end of the control spool to the tank return passage.
During a stall condition, the load sensing spool and the margin spring maintain pump discharge
pressure approximately 2600 kPa (377 psi) higher than the work port pressure. The pressure
compensator valve can direct full pump flow to the bridge passage if demand for flow is great
enough.
04/08
PROPORTIONAL PRIORITY, PRESSURE COMPENSATOR

OPERATION
From Signal
Duplication Valve
Signal
To Pump and Margin
Signal Limiter Relief Valve
Resolver Resolver
To
Valve Valve
Signal
Duplication Valve Valve A Valve B Valve C
Spool Spool Spool

Bridged Pump Feeder Bridged Pump Feeder Bridged Pump Feeder
Passage Supply Passage Passage Supply Passage Passage Supply Passage
HOLD LOW PRESSURE HIGH PRESSURE
145
Three compensators are shown in various states in this illustration. The pressure compensator
valve for valve "A" is in HOLD. The circuit with the highest workport pressure keeps the
resolver valve closed.
The circuit with the highest work port pressure regulates the oil flow through all activated
control valves. The highest work port pressure is directed through the ball resolver network to
the pump control valve as the load sensing pressure.
When a high pressure circuit is activated as shown for valve "C," the control spool is shifted
and pump supply oil enters the feeder passage below the pressure compensator valve. Pressure
increases and the pressure compensator valve moves up. When the valve moves up, supply oil
enters the bridged passage of the control valve. Supply oil in the bridged passage enters the
signal network sending the work port pressure to the signal duplication valve.
04/08
The work port oil pressure goes to the signal duplication valve. The signal duplication valve is
a shock absorber. The valve uses the work port pressure signal and the pump system pressure
signal to generate a stabilized load sensing signal which is sent to the pump control valve. The
pump control valve directs a pressure signal to the actuator piston to UPSTROKE the pump.
The increased flow lifts the pressure compensator spool up. The flow goes through the bridge
passage, around the control spool, and out to the work port.
The signal oil also flows to the chamber above the compensator. The signal oil on the top of
the pressure compensator valve works against the forces working below the pressure
compensator. When the forces are in balance, the supply oil is metered through the cross-
drilled holes in the pressure compensator to provide work port oil. The pressure of the signal
oil is limited by the signal relief valve.
When more than one circuit is activated at the same time, the highest work port pressure is
directed to the signal duplication valve. The signal duplication valve sends the signal oil to the
chamber at the top of all pressure compensators valves.
With the same circuit pressure working on all pressure compensators, the pressure differential
across all shifted control stems is the same, as shown in the illustration for the pressure
compensator for valve "C" and for valve "B." The pressure differential across the control stems
will be the same value whether the pump can supply the flow demand for all activated circuits
or not.
For example, if the margin pressure is 2100 kPa (300 psi) the pressure differential between the
pump supply passage and the feeder passage is approximately 2100 kPa (300 psi) regardless of
the circuit pressure. With multiple valves activated, the individual circuit pressures will vary.
When the pump cannot meet the flow needs of all activated circuits, the pressure compensators
will move down to proportion the pump flow in relation to the amount of control spool travel
and pressure for each circuit. The pressure differential will be less than described in the
example, but the pressure differential will be the same for all spools.
Valve "B" pressure compensator shows what occurs when an additional circuit is activated with
a lower circuit pressure than the first activated valve.
The pressure compensator valve will respond to changes in the circuit pressure by opening and
closing off the passage between the feeder passage and the bridged passage to maintain a
constant flow rate for a given control stem displacement. As the compensator opens and closes,
the pressure differential across the compensator will vary in order to maintain a constant flow
rate to the implement. The pressure differential across the main control spool is the same for
all activated main control spools.
04/08
The load signal from the valve "C" pressure compensator is directed to the top of the valve "B"
pressure compensator valve with the lower circuit pressure. When the control spool is moved,
pressure oil in the feeder passage moves the pressure compensator valve up. The pressure
compensator valve does not move up enough to open the resolver valve to the signal network
due to the higher forces working on the resolver valve.
The pressure compensator valve will respond to changes in the circuit pressure by opening and
closing off the passage between the feeder passage and the bridged passage to maintain a
constant flow rate for a given control spool displacement. As the compensator opens and
closes, the pressure differential across the compensator will vary in order to maintain a constant
flow rate to the implement, while the pressure differential across the main control spool is the
same for all activated main control spools.
04/08
Lower / RH LH
Pilot
Valves
IMPLEMENT HYDRAULIC SYSTEM

DUMP
Ride Control
Pilot Valve
Implement Pump
To Pump
Control Valve
Hydraulic
Lockout
Valve
To Torque
Control Valve
Pressure
Reducing
Valve
Tilt Valve Lift
Valve
Signal Ride Control

Duplication Valve
Valve
3rd Function
Aux Valve
Signal
Relief Pressure
Valve Compensator
146
Implement Hydraulic System Operation
With the control lever moved to DUMP position, the dump pilot valve sends a proportional
amount of pilot oil to the dump end of the tilt spool. The tilt spool begins to shift down. The
top end of the tilt spool is active.
Supply oil flowing through the inlet manifold is directed around the lands of the tilt spool to the
load check valve. The check valve unseats. Supply oil flows to the tilt pressure compensator
valve. The oil flow through the compensator valve is blocked. As the pressure at the top of the
compensator valve increases, the oil pressure shifts the compensator spool downward. The
supply oil flows through the compensator valve and back around the tilt spool to the rod end of
the tilt cylinder.
The oil from the head end of the tilt cylinder flows around the tilt anti-drift valve, through the
tilt spool and back to tank.
04/08
Oil directed to the rod end of the tilt cylinder through the bridge passage is also directed to the
tilt ball resolver in the resolver network. When the work port pressure increases the pressure in
the resolver network, the resolver ball shifts and blocks oil from any other resolvers in the
network. The oil pressure at the tilt ball resolver is directed to the right side of the signal
duplication valve. The signal duplication valve shifts to the left. Pump flow goes through the
signal duplication valve to the bottom of the duplication valve and the orifice. The duplication
valve and the orifice stabilizes the load sensing signal pressure to the pump control, to the
spring chamber on each compensator valve, and to the margin relief valve.
The load sensing pressure acts on the bottom of the margin relief valve. During the upstroking
of the implement pump, the margin relief valve maintains an implement pressure equal to the
load sensing pressure and the value of the spring. When the control lever is released, the load
sensing pressure goes to approximately zero pressure. The margin relief valve opens to relieve
supply oil pressure eliminating pressure spikes in the closed center system. Once the
implement pump is destroked, the margin relief valve maintains sufficient oil pressure for the
pilot system.
The pilot pressure reducing valve limits maximum pilot pressure to 2600 ± 170 kPa
(377 ± 25 psi).
The load sensing signal moves the pump load sensing spool in the pump control valve to
upstroke the pump.
The dump operation is also equipped with a makeup and a line relief valve. The line relief
valve regulates the pressure spikes caused by outside forces acting on the work tool. This
allows the pressure spike to return to the hydraulic tank. This will prevent high pressure from
damaging any components in the work tool or actuator. The line relief valve acts like a makeup
valve when the pump can not supply the amount of oil needed to fill the void in the cylinder.
When the negative pressure occurs in the tilt cylinder, the valves move off the seat and tank oil
flows around the valve to fill the void in the cylinder.
04/08
Lower / RH LH
Pilot
Valves

RAISE
Ride Control
Pilot Valve
Implement Pump
To Pump
Control Valve Hydraulic
Lockout
Valve
To Torque
Control Valve
Pressure
Reducing
Valve
Tilt Valve Lift
Valve
Signal Ride Control

Duplication Valve
Valve
3rd Function
Aux Valve
Signal
Relief Pressure
Valve Compensator
147
When the lift control lever is moved to the RAISE position, a proportional amount of pilot oil is
directed from the raise pilot valve to the bottom of the lift spool. The lift spool shifts up.
Initially, as the lift spool begins to shift, any work port pressure will enter the control valve and
is directed around the spool to the feeder passage. The work port oil pressure goes through the
holes in the pressure compensator valve to the area between the compensator valve and the load
check spool. The oil pressure helps the spring force hold the pressure compensator valve down
to function as a load check valve.
As the control spool shifts down, supply oil flows through the throttling slots into the supply
passage. The pressure compensator valve will move up to the load check spool as the pump
discharge pressure increases above the the work port pressure. The pump system oil pressure
flows through the orifices in the pressure compensator valve to the feeder passage, around the
lift anti-drift valve, and to the head end of the lift cylinder.
04/08
The pressure at the work port begins to increase which increases the pressure in the lift resolver
network. The ball resolver moves downward and oil flows through the resolver network to the
right side of the signal duplication valve.
The signal duplication valve shifts left and sends a matching resolver network pressure out of
the duplication valve to the pump control valve. The implement pump upstrokes to supply the
flow demand.
Also, matching oil from the signal duplication valve flows to the pressure compensator valve
working on the bottom of the compensator valve. As the pressure changes in the head end of
the lift cylinders, the pressure compensator valve opens and closes to maintain a constant flow
for a given control spool displacement.
If the machine is equipped with the optional ride control, the pressure in the head end of the lift
cylinders increases during the RAISE function. As the oil pressure increases, the oil pressure
on the top of the balance valve will force the balance valve to shift down. Supply oil flows
over the check valve, through the balance valve to the ride control accumulator, charging the
accumulator.
With ride control not enabled, the head end solenoid valve is de-energized. The accumulator
charge oil plus the spring pressure holds the check valve closed. The flow of oil between the
head end of the lift cylinders and the accumulator is blocked. With the rod end solenoid valve
also de-energized, the oil flow through the solenoid valve will be blocked by the spring holding
the valve closed. The oil from the rod end of the lift cylinders flows around the lift spool to the
hydraulic tank.
04/08
Lower / RH LH
Pilot
Valves

FLOAT
Ride Control
Pilot Valve
Implement Pump
To Pump
Control Valve
Hydraulic
Lockout
Valve
To Torque
Control Valve
Pressure
Reducing
Valve
Tilt Valve Lift
Valve
Signal Ride Control

Duplication Valve
Valve
3rd Function
Aux Valve
Signal
Relief Pressure
Valve Compensator
148
When the lift lever is moved to the FLOAT position, pilot oil flows from the lower/float pilot
valve to the top of the lift spool and the lift spool shifts down fully. System oil pressure is
blocked. Also, oil flow through the pressure compensator loop is blocked. Oil from the head
end and rod end of the lift cylinders along with the oil to the resolver network is open to tank.
As the machine moves, the lift cylinders move up and down with the contour of the ground.
The check valve allows oil to flow to the lift cylinders when the pressure in the lift cylinders
drops below tank pressure.
04/08
Lower / RH LH
Pilot
Valves

TILT BACK AND RAISE
Ride Control
Pilot Valve
Implement Pump
To Pump
Control Valve
Hydraulic
Lockout
Valve
To Torque
Control Valve
Pressure
Reducing
Valve
Tilt Valve Lift
Valve
Signal Ride Control

Duplication Valve
Valve
3rd Function
Aux Valve
Signal
Relief Pressure
Valve Compensator
149
When the lift control lever is moved to the RAISE position and the tilt control lever is moved to
the TILT BACK position, a proportional amount of pilot oil is directed to the bottom of the lift
spool and to the bottom of the tilt spool. The lift and tilt spools shift up.
Initially, as the lift spool begins to shift, any work port pressure will enter the control valve and
is directed around the spool to the feeder passage. The work port oil pressure goes through the
orifices in the pressure compensator valve in between the compensator valve and the load check
spool. The oil pressure helps the spring force hold the pressure compensator valve down.
Identically, as the tilt spool begins to shift, any work port pressure will enter the control valve
and is directed around the spool to the feeder passage.
The work port oil pressure goes through the holes in the pressure compensator valve to the area
between the compensator valve and the load check spool. The oil pressure helps the spring
force hold the pressure compensator valve down to function as a load check valve.
04/08
As the cylinders start to move, the pressure at the work ports increase which increases the
pressure in the resolver network. The ball resolver with the highest work port pressure moves,
seats, and blocks oil flow back through the resolver network. The highest work port pressure
flows through the resolver network to the right side of the signal duplication valve.
The signal duplication valve shifts and sends the matching resolver network pressure out of the
duplication valve to the pump control valve. The implement pump recognizes a demand for
increased oil flow and the pump upstrokes to supply the flow demand.
Also, matching oil from the signal duplication valve flows to the pressure compensator valve
working on the bottom of the load check spool. As the pressure changes in the head end of the
lift cylinders, the pressure compensator valve opens and closes to maintain a constant flow for
a given control spool displacement.
If the machine is equipped with the optional ride control, the pressure in the head end of the lift
cylinders increases during the RAISE function. As the oil pressure increases, the oil pressure
on the top of the balance valve will force the balance valve to shift down. Supply oil flows
over the check valve, through the balance valve to the ride control accumulator, charging the
accumulator.
With ride control not enabled, the head end solenoid valve is de-energized. The accumulator
charge oil plus the spring pressure holds the check valve closed. The flow of oil between the
head end of the lift cylinders and the accumulator is blocked. With the rod end solenoid valve
also de-energized, the oil flow through the solenoid valve will be blocked by the spring holding
the valve closed. The oil from the rod end of the lift cylinders flows around the lift spool to the
hydraulic tank.
04/08
5
4
6
2 3 5
4
6
150
Ride Control System
The optional ride control system dampens the ride during machine travel.
When the top of the ride control switch (1) in the cab is pressed, a signal is sent to the
Transmission/Chassis ECM, which enables the ride control AUTO mode. The ride control
system will automatically turn ON if ground speed exceeds 9.6 km/h (6 mph). The ride control
system will automatically turn OFF if ground speed is less than 9.6 km/h (6 mph) and the
bucket is operated. The forward activation speed and the reverse activation speed can be
configured with Cat ET.
If the bottom of the ride control switch is pressed, the ride control system is in SERVICE mode
and ride control is active at all times. The SERVICE mode is used only for machine servicing.
On machines equipped with only the lift and tilt functions or one auxiliary function, the ride
control valve (2) is located in the main control valve (bottom left illustration).
On machines equipped with two auxiliary functions, the ride control valve (3) is located
separately from the main control valve (bottom right illustration).
04/08
The head end ride control solenoid (4) controls the oil flow between the head end of the lift
cylinders and the ride control accumulator. The rod end ride control solenoid (5) controls the
oil flow between the rod end of the lift cylinders and the tank.
The ride control valve controls the oil between the lift cylinders and the ride control
accumulator (6). The ride control accumulator is located in front of the articulation hitch on the
front frame. The ride control accumulator acts as a shock absorber to dampen the ride during
machine travel.
04/08
Lower / RH LH
Pilot
Valves

RIDE CONTROL ACTIVE
Ride Control
Pilot Valve
Implement Pump
To Pump
Control Valve
Hydraulic
Lockout Head
Valve End
Solenoid
To Torque
Control Valve Rod
End
Solenoid
Pressure
Reducing
Valve
Tilt Valve Lift
Valve
Signal Balance
Duplication Valve
Valve
3rd Function
Aux Valve
Signal
Relief Pressure
Valve Compensator
151
This illustration shows the ride control system ON. When the ride control switch is placed in
the AUTO position and the machine is traveling above 9.6 km/h (6 mph), the
Transmission/Chassis ECM energizes the ride control head end solenoid and rod end solenoid.
The head end solenoid valve connects the head end of the lift cylinders to the ride control
accumulator. The ride control accumulator dampens the motion of the lift arms which makes
the machine more stable. The rod end solenoid valve allows oil from the tank passage to flow
into the rod ends of the lift cylinders when the lift cylinders move down. The solenoid also
allows oil to flow from the rod ends of the lift cylinder to tank when the lift cylinders move up.
When the machine is in ride control AUTO, the control levers are in the HOLD position, and
the ground speed is more than the 9.6 km/h (6 mph), the control spools are in the HOLD
position blocking all oil flow through the implement control valve to the cylinders. The
resolver network is at tank pressure and the pump is at low pressure standby.
04/08
The balance valve is always active even when the ride control system is OFF. The balance
valve balances the pressure between the head end of the lift cylinders and the accumulator
When the pressure on the bottom of the balance spool is lowest, the spool shifts down and the
steering/implement pump supplies oil flow to charge the accumulator and equalize the pressure
on both ends of the spool. When the pressure at the top of the balance spool is lowest, the
spool shifts up and the oil in the accumulator flows to tank until the pressures on both ends of
the spool are equal.
The balance valve springs provide a 620 kPa (90 psi) difference between the accumulator on
the lift cylinders. The springs ensure the accumulator pressure is slightly higher than the lift
cylinder pressure before the ride control system is activated.
At a ground speed below the ECM configured value of 9.6 km/h (6 mph), the rod end solenoid
and the head end solenoid valves are de-energized. The de-energized rod end solenoid blocks
the oil flow to the tank from the rod end of the lift cylinders. The de-energized head end
solenoid blocks the lift cylinder head end oil from flowing to the accumulator.
04/08
152
Quick Coupler System
The quick coupler gives the machine the ability to change work tools without leaving the cab.
The quick coupler is standard on the IT38H Integrated Toolcarrier and is optional on the 938H
Wheel Loader.
Press the top of the quick coupler switch (1) to engage the coupler pins. Press the bottom of
the quick coupler switch to release the coupler pins.
04/08
2 3
4
5
153
The ball valve (1) to supply oil to the quick coupler cylinders is located in the service center on
the right side of the machine. The quick coupler solenoid (2) is located on the manifold (3) in
the loader frame on the left side at the articulation hitch. Two ball valves (4) allow the oil from
the manifold to the quick coupler cylinders. The quick coupler cylinders (5) for the quick
coupler locking pins is located in the coupler frame.
04/08
QUICK COUPLER
Manual
PIN CYLINDER EXTENDED AND LOCKED Valve
Quick
Coupler Valve
Frame
Manual Valve Pilot
Operated
Check
Valve
From
Brake
Accumulator
Quick Coupler
Pin Cylinders
Manual Valve
Quick Coupler
Solenoid Valve
Hydraulic
Tank Manual
PIN CYLINDER RETRACTED Valve
Quick
Coupler Valve
Frame
Manual Valve Pilot
Operated
Check
Valve
From
Brake
Accumulator
Quick Coupler
Pin Cylinders
Manual Valve
Quick Coupler
Hydraulic Solenoid Valve
Tank
154
In the illustration above, the top schematic shows the pin cylinder extended and locked with the
manual valves. With the manual valves in the LOCKED position, the oil at both ends of the
cylinder is blocked.
The bottom schematic shows the cylinder retracted. The pins clear the work tool and the work
tool can be removed and another work tool can be installed. When the quick coupler switch in
the cab is activated, current is sent to the quick coupler solenoid valve. Oil from the brake
accumulator flows through the solenoid valve past the manual valve to the rod end of the pin
cylinder. At the same time, the oil flows to the pilot port of the pilot operated check valve
located on the cylinder. The pressure applied to the check valve will allow the oil in the head
end of the cylinder to flow back through the check valve to tank.
04/08
BRAKE AND HYDRAULIC FAN SYSTEM COMPONENTS
Hydraulic Brake and

Tank Hydraulic Fan Pump
Hydraulic Fan
Motor Brake Pedal
Service Brake Valve

Hydraulic Oil
Cooler
Rear Service Accumulator Accumulators Parking Front Service

Brakes Charging Valve and Brake Brakes
Fan Solenoid Valve
155
BRAKE AND HYDRAULIC FAN SYSTEM
Shown are the brake and hydraulic fan system components on the 938H Wheel Loader and the
IT38H Integrated Toolcarrier. The brake system and the hydraulic fan system share the same
pump and accumulator charging valve.
The brake system components are:

- Accumulator charging valve and hydraulic fan system solenoid valve
- Brake accumulators
- Service brake valve
- Front and rear service brakes
- Parking brake
- Brake and hydraulic fan pump
- Service brake pedal
04/08
The hydraulic fan system components are:

- Accumulator charging valve and hydraulic fan solenoid valve
- Hydraulic fan motor
- Hydraulic oil cooler
- Brake and hydraulic fan pump
04/08
156
Brake and Hydraulic Fan Pump
The brake and fan pump (1) is mounted to the implement/steering pump at the rear of the
engine. The brake/fan pump supplies oil to the brake and fan hydraulic system. The pump
control valve (2) controls the pump output.
04/08
BRAKE AND FAN PUMP

ENGINE OFF
Margin
Spring
Actuator
Piston Signal
Bias Pressure
Spring
Shaft
Flow Cont rol

Piston and To Fan Pressure Spool
Swashplate Barrel Assembly Mot or Cut off Spool
157
When the engine is OFF, the bias spring holds the swashplate at maximum angle.
When the engine is started, the drive shaft starts to rotate. Oil is drawn into the piston bore
from the pump inlet. As the piston and barrel assembly rotate, the oil is forced out the pump
discharge to the fan motor.
04/08
BRAKE AND FAN PUMP

LOW PRESSURE STANDBY
Margin
Spring
Actuator Signal
Piston Pressure
Passage
Bias
Spring
Flow Compensator
To Fan Spool
Swashplate Pressure
Motor
Compensator Spool
158
When no flow is demanded, no signal pressure is generated. System pressure generated by the
pump is called "low pressure standby." The pump produces sufficient flow to compensate for
system leakage at a pressure to provide instantaneous implement response when an implement
is actuated.
At machine start-up, the bias spring holds the swashplate at maximum angle. As the pump
produces flow, system pressure begins to increase because the flow is blocked in the system.
This pressure is felt under both the flow compensator spool and the pressure compensator
spool. The flow compensator spool moves up against the margin spring and permits system oil
to flow to the actuator piston.
As pressure in the actuator piston increases, the actuator piston overcomes the force of the bias
spring and moves the swashplate to a reduced angle. The actuator piston will move to the left
until the cross-drilled passage in the piston is uncovered. Oil in the actuator piston can then
drained to the pump case. At this minimum angle, the pump will produce sufficient flow to
make up for system leakage.
04/08
NOTE: Low pressure standby is usually higher than margin pressure. This
characteristic is due to the oil flow being blocked by the closed-centered valves when
all the valves are in HOLD. The blocked pump supply oil pushes the margin spool up
and compresses the margin spool spring more when the pump is at low pressure standby
than during a constant flow condition (which will be discussed later in detail).
04/08
BRAKE AND FAN PUMP

UPSTROKE
Margin
Spring
Actuator
Piston Signal
Bias Pressure
Spring
Shaft
Flow Compensat or
Piston and To Fan Pressure Spool
Swashplate Barrel Assembly Mot or Compensat or Spool
159
When the system requires an increase in oil flow, a signal pressure is sent to the pump control
valve. This signal pressure increases the force (margin spring plus signal pressure) at the top of
the flow compensator spool to become higher than the supply pressure at the bottom of the
spool. The flow compensator spool then moves down, blocks oil to the actuator, and opens a
passage to drain. Then, the pressure at the actuator piston is reduced or eliminated, which
allows the bias spring and small piston to move the swashplate to an increased angle. The
pump will upstroke and then produce the required increase in flow.
04/08
BRAKE AND FAN PUMP

CONSTANT FLOW
Margin
Spring
Actuator
Piston Signal
Pressure
Bias
Spring
Flow Compensator
To Fan Spool
Swashplate Motor Pressure
Compensator Spool
160
As pump flow increases, pump supply pressure also increases. When the pump supply pressure
increases and equals the sum of the signal pressure plus the margin spring pressure, the flow
compensator spool moves to a metering position and the system becomes stabilized.
04/08
BRAKE AND FAN PUMP

DESTROKE
Margin
Spring
Actuator
Piston Signal
Pressure
Bias
Spring
Flow Compensator
To Fan Spool
Compensator Spool
161
When less flow is needed, the pump is destroked. To destroke the pump, the force at the
bottom of the flow compensator spool becomes higher than at the top. The flow compensator
spool then moves up. Pressure in the actuator piston is now increased due to increased flow
going to the actuator. The actuator piston then overcomes the bias spring force and moves the
swashplate to a reduced angle. The pump will now supply less flow.
04/08
BRAKE AND FAN PUMP

HIGH PRESSURE STALL
Margin
Spring
Actuator
Piston Signal
Pressure
Bias
Spring
Flow Compensator
To Fan Spool
Compensator Spool
162
The pressure compensator spool is in parallel with the flow compensator spool. The pressure
compensator limits the maximum system pressure for any given pump displacement. The spool
is forced down during normal operation by the pressure compensator spring.
During a stall or when system pressure is maximum, signal pressure is equal to pump supply
pressure. The combination of the signal pressure and the margin spring forces the margin spool
down. This movement of the margin spool normally opens a passage in the pump control valve
for the oil in the actuator piston to drain and causes the pump to upstroke. However, since the
supply pressure is high enough, the pressure cut-off spool is forced up against the spring. This
movement of the pressure compensator spool blocks the oil in the actuator piston from going to
drain and allows supply oil to go to the actuator piston. The increase in pressure allows the
actuator piston to overcome bias spring force to destroke the pump. The pump is now at
minimum flow and pump supply pressure is at maximum.
This feature eliminates the need for a main system relief valve in this brake and hydraulic fan
system. Maximum system pressure is adjusted by turning the adjustment screw for the pressure
compensator spool.
04/08
9 10
1
8 11
6
4
5
163
Combination Valve
The combination valve (1), located in the service bay on the right side of the machine, controls
the oil flow to the service brake valve and the fan motor. The braking system has priority over
the hydraulic fan system. The priority valve in the accumulator charge valve directs oil to the
hydraulic fan system when the brake system is charged.
Whenever the brake accumulators are adequately charged, the priority valve will be open
allowing full oil flow to the fan motor. However, when brake accumulator pressure is low, the
priority valve will direct oil flow to the brake charge cut-in valve. The brake charge section of
the block will send the flow to the brake accumulators to charge both accumulators. As the
demand for oil flow for either the fan system or brake system increases, load sense oil flows to
the ball resolver.
From the ball resolver, the load sense signal oil flows to the pump control valve upstroking or
destroking the brake and fan pump to supply the demanded flow.
04/08
The following components are located on the fan control and accumulator charging valve:
- Cut-in valve (2), works in conjunction with the cut-out valve for the cut-in and cut-out
settings of the brake system.
- Brake pressure sensor (3), sends a signal to the Transmission/Chassis ECM indicating
brake system pressure.
- Cut-out valve (4), works in conjunction with the cut-in valve for the cut-in and cut-out
settings of the brake system.
- Relief valve (5), limits the maximum system pressure.
- Hydraulic fan solenoid valve (6), controls fan speed.
- Accumulator pressure tap (7)
- Brake/fan pump pressure tap (8)
- Priority valve (9), controls oil flow from the pump to the brake system and the fan
system. The priority valve gives priority to the brake system.
- Diverter valve (10), helps to control fan speed during cut-in and cut-out.
Not shown is the shuttle valve (ball resolver). The shuttle valve is located on the back side of
the accumulator charging valve.
Brake accumulators (11) are also located in the service bay on the right side of the machine.
04/08
164
165
The service brake valve (1) is located below the cab and directs oil from the combination valve
to the service brakes.
The parking brake (2) is a shoe type brake that is mechanically engaged with a cable (3). The
parking brake is located on the front of the transmission.
04/08
SERVICE BRAKE VALVE

NOT ACTIVATED
Plunger Boot
Return Spring Plunger Springs
Ball Retainer Shims
Ball
Upper Spool Check Valve
Rear Brake Port To Tank
Supply Oil from Pump Upper Spool Orifice
Lower Spool
Upper Spool Passage
Front Brake Port
To Tank
Supply Oil from Pump Lower Spool Orifice
Lower Spool Passage

Lower Return Spring
166
Service Brake Valve
The service brake valve has two individual brake ports. Also, the brake valve has two
individual spools which control the flow of oil to the individual brake ports. The upper brake
port is for the rear service brakes and the lower brake port is for the front service brakes. With
the service brake valve, the pressure at the upper brake port is 35 kPa (5 psi) higher than the
pressure at the lower brake port. Also, the spring force will be proportional to the plunger
movement.
The brake control valve is equipped with a check valve. The check valve prevents spikes in the
tank port from entering the cavity with the plungers springs and acting on the the plunger and
eventually transferring to the brake pedal.
The brake control valve is also equipped with shims that are between the ball retainer and the
plunger spring. These shims are used to adjust the maximum pressure that is sent to the service
brakes.
04/08
SERVICE BRAKE VALVE

BRAKES ACTIVATED
Plunger Boot
Return Spring Plunger Springs
Ball Retainer Shims
Ball
Upper Spool Check Valve
Rear Brake Port To Tank
Supply Oil from Pump Upper Spool Orifice
Lower Spool
Upper Spool Passage
Front Brake Port
To Tank
Supply Oil from Pump Lower Spool Orifice
Lower Spool Passage

Lower Return Spring
167
In order to initiate the operation of the service brake valve, the operator depresses the brake
pedal (not shown). The brake pedal contacts the plunger. The plunger is pushed in the
downward direction against the plunger spring and return spring. The plunger spring puts a
downward force on the ball retainer, the ball, the upper spool, and the lower spool. The rear
brake port will be blocked from the upper tank port. The rear brake port will then be open to
flow from the system pressure port (from the rear brake accumulator). Also, the system oil
flows through the orifice and the upper spool passage into the cavity between the upper spool
and the lower spool. The oil pressure on the bottom area of the upper piston puts an upward
force on the upper spool pushing the spool against the plunger spring.
The upper spool moves the lower spool downward compressing the lower return spring. The
front brake port will then be open to flow from the system pressure port (from the front brake
accumulator). At this time, the oil flows through the lower spool orifice and the lower spool
passage into the lower spool spring cavity. The oil pressure on the bottom area of the lower
spool puts an upward force on the lower spool pushing the lower spool against the upper spool
and the plunger spring. The spool movements are equalized.
04/08
Increasing the downward movement of the plunger will increase the spring force and cause
pressure at the service brake ports to increase until maximum pressure is reached.
Decreasing the downward movement of the plunger will decrease spring force and cause
pressure at the service brake ports to decrease. The combination of the return springs and the
upward force on the upper and lower spools move the spools upward. When the service brake
pedal is fully released, the service brake ports will be open to the tank ports.
04/08
1
168
169
The fan shutoff solenoid (1) is located in the engine compartment on the right side of the
machine.
The fan motor, which turns the fan (2), is located at the rear of the engine and is driven by the
brake and fan pump.
The oil cooler (3) is located at the rear of the machine and provides cooled oil for the hydraulic
system.
04/08
HYDRAULIC FAN SYSTEM CONTROL

Engine ECM Transmission /
Chassis ECM
INPUT COMPONENTS INPUT COMPONENT
Intake Manifold Air Hydraulic Oil

Temperature Sensor Temperature
Sensor
Engine Coolant
Temperature Sensor
OUTPUT COMPONENT
Variable Speed
OUTPUT COMPONENT
Fan Solenoid
Fan Shutoff Valve
Solenoid
Valve
170
In the hydraulic fan system, the speed of the fan and the output of the hydraulic fan pump is
directly controlled by the Transmission/Chassis ECM through the hydraulic fan solenoid valve.
The Engine and Transmission/Chassis ECMs interpret signals from three sensors on the
machine. Then, the Transmission/Chassis ECM sends a proportional current to the hydraulic
fan solenoid valve.
The following sensors report directly to the Engine ECM.

- Air intake temperature
- Engine coolant
The sensor for the air intake temperature is a passive sensor that is used to measure
temperature. The sensor sends an analog signal to the Engine ECM. The analog signal will
increase in voltage as the temperature of the air increases.
The engine coolant temperature sensor is a passive sensor that is used to measure the
temperatures of liquids. The sensor sends an analog signal to the Engine ECM. The analog
signal will increase in voltage as the temperature of the engine coolant increases.
04/08
The hydraulic oil temperature sensor is used for the measurement of liquid temperatures. The
sensor sends an input signal to the Transmission/Chassis ECM. The analog signal will increase
in voltage as the temperature of the oil increases.
When the engine is started, the hydraulic fan pump will be instructed to run at minimum fan
speed. The following conditions must be met to run the fan system at minimum fan speed.
- The air intake temperature is below 49° C (120° F).

- The hydraulic oil temperature is below 90° C (195° F).
- The engine coolant temperature is below 89° C (192° F).
As one or more of the sensors reads a temperature that is above the key target temperature, the
Transmission/Chassis ECM interprets a demand for additional cooling. Then, the
Transmission/Chassis ECM starts sending a reduced amount of current to the solenoid valve.
The solenoid valve will move proportionally, in the de-energized direction. The fan pump will
upstroke.
The minimum and maximum fan speed are held in the Transmission/Chassis ECM. Cat ET can
be used to:
- Set the hydraulic fan speed limits
- Enable, disable, or calibrate the variable speed fan control feature
The variable speed fan default setting is enabled.
When a machine is equipped with the cold start option, the fan shutoff solenoid is placed
between the combination valve and the fan motor. The fan shutoff solenoid is energized by the
Engine ECM and is activated when the machine is started.
The shutoff solenoid will be energized every time the machine is started. When the Engine
ECM recognizes a speed signal (engine cranking), the solenoid will be energized. Once the
engine rpm has reached 800 rpm, the Engine ECM will keep the shutoff solenoid energized for
10 seconds. When the time has expired, the shutoff solenoid will be de-energized and oil will
flow to the fan motor.
04/08
3
2
5 6
171
The coolant temperature sensor (1) is installed in the engine block. The sensor is located on the
left side of the engine behind the fuel filters and below the intake manifold. The sensor sends
an input to the Engine ECM with the temperature of the engine coolant.
The intake manifold air temperature sensor (2) is located in the intake air manifold on the left
side of the machine. The sensor sends a temperature input to the Engine ECM.
The hydraulic oil temperature sender (3) is located on the bottom of the hydraulic tank behind
the cab. The sender sends an input to the Transmission/Chassis ECM with the temperature of
the hydraulic oil.
The fan solenoid valve (4) is installed on the accumulator charging valve (5). The solenoid
valve is an output from the Transmission/Chassis ECM. The valve controls the signal oil to the
pump control valve.
The fan shutoff solenoid (6) is located in the engine compartment on the right side of the
machine. The fan shutoff solenoid is an output of the Engine ECM.
04/08
BRAKE AND FAN HYDRAULIC SYSTEM

BRAKES RELEASED / REDUCED FAN SPEED/CUT-IN
Left Brake Right Brake
Pedal Front Brake Rear Brake
Pedal Accumulator Accumulator
Accumulator
Rear Service Charging Valve
Brakes Service and Fan Solenoid Valve
Brake
Valve Relief
Inverse Shuttle Valve
Valve
Front Service
Brakes
Brake Fan Solenoid Cut-in Valve
Pressure Valve
Cut-out
Switch Valve
Resolver Pump
Valve Check Valve Control Valve
Hydraulic Flow
Fan Screen Control
Motor Spool
Priority Pressure
Oil Valve Cut-off
Cooler Spool
Actuator
Brake and
Filter Hydraulic Min Angle
Filter
Bypass Fan Pump
Switch
Case Drain
Filter
Hydraulic Tank
172
Brake And Hydraulic Fan System Operation
This illustration shows the brake and fan hydraulic system when the brakes are released and the
fan is turning at a reduced speed. Also, with the accumulator charge pressure below
12725 kpa (1845 psi), the brake and fan hydraulic system is in the CUT-IN position.
The pump draws oil from the hydraulic tank and sends the oil to the priority valve and fan
solenoid valve. Pump oil also flows through a check valve to the cut-in valve, relief valve, and
inverse shuttle valve.
With the brake accumulator charge pressure below 12725 kPa (1845 psi), the cut-in valve is
moved to the left by spring force. The cut-in valve directs oil to the resolver valve and to the
cut-out valve. The resolver valve allows the higher of the two pressures between the signal
from the fan solenoid and the signal from the cut-in valve to flow to the flow control spool in
the pump control valve. The pump upstrokes.
The cut-in valve also directs oil to the lower port on the priority valve and assists the spring in
shifting the priority valve up which blocks oil flow to the fan motor. The fan speed is reduced
since the pump oil flowing to the fan flows through an orifice.
04/08
Oil from the pump also flows through the screen, the check valve, and the orifice to the inverse
shuttle valve. The oil flowing into the inverse shuttle valve continues until both the
accumulators are charged. The inverse shuttle valve maintains equal pressure between both
brake accumulators. The brake system is also equipped with a relief valve to limit the brake
system pressure.
With the brakes released, oil from the brake pistons returns to the tank through the service
brake valve.
04/08

BRAKES RELEASED / MINIMUM FAN SPEED / CUT-OUT
Accumulator
Brakes and Fan Solenoid Valve
Service
Brake
Valve Relief
Valve
Front Service
Brakes
Pressure Valve
Cut-out
Switch Valve
Resolver Pump
Hydraulic Flow
Fan Screen Control
Motor Spool
Priority Pressure
Oil Valve Cut-off
Cooler Spool
Actuator
Pressure Brake and
Filter Reducing
Bypass Fan Pump
Valve
Switch
Case Drain
Filter
Hydraulic Tank
173
This illustration shows the brake and fan hydraulic system when the accumulators are charged,
the brakes are released, and the fan is turning at a minimum speed.
When the accumulators are charged to 15165 kPa (2200 psi), the cut-out valve momentarily
moves down to allow the oil on the right side of the cut-in valve to flow to the tank.
Accumulator oil pressure moves the cut-in valve to the right and oil flow to the resolver valve
is blocked. The resolver valve shifts and the oil from the fan solenoid valve is directed to the
pump control valve.
The amount of oil flowing to the fan motor is determined by the fan solenoid valve which
directs load sensing signal oil to the resolver and pump control valve. When the brake
accumulators are charged, system oil pressure increases which moves the priority valve down
against spring force. The priority valve opens and the supply oil is directed to the fan motor
through the pressure reducing valve. The pressure reducing valve regulates the oil flow to the
fan motor.
If all the key target temperatures are below the default values of the particular sensors, the fan
pump will supply sufficient oil flow to rotate the hydraulic motor at minimum fan speed. The
minimum fan speed is calibrated through Cat ET.
04/08

BRAKES RELEASED / MAXIMUM FAN SPEED / CUT-OUT
Accumulator
Brake
Valve Relief
Valve
Front Service
Brakes
Pressure Valve
Cut-out
Switch Valve
Resolver Pump
Hydraulic Flow
Fan Screen Control
Motor Spool
Priority Pressure
Oil Valve Cut-off
Cooler Spool
Pressure Actuator
Reducing Brake and
Filter Valve
Bypass Fan Pump
Switch
Case Drain
Filter
Hydraulic Tank
174
This illustration shows the brake and fan hydraulic system when the accumulators are charged,
the brakes are released, and the fan is turning at a maximum speed.
As one or more of the key target temperatures increase above the sensor default values, the
current to the fan solenoid valve decreases. The solenoid valve shifts up proportionally to the
decrease in current. When the fan solenoid valve shifts up, oil flowing through the solenoid
valve increases which increases oil flow to the flow control spool in the pump.
The flow control spool shifts proportionally to the left and oil at the actuator piston is allowed
to flow to the tank. The pump upstrokes and the fan speed increases. The fan pump can supply
sufficient oil flow to rotate the hydraulic motor to the maximum fan speed.
The maximum fan speed is controlled by the Transmission/Chassis ECM and calibrated through
Cat ET.
If the current to the fan solenoid valve is interrupted, the pump will continue to upstroke and
the discharge pressure will increase until the pressure on the cut-off spool overrides the spring
and the cut-off spool shifts to the right. When the cut-off spool shifts right, pump discharge oil
flows to the the actuator and shifts the swashplate to minimum angle destroking the pump.
04/08

CUT-IN / COLD START STRATEGY ACTIVE
Accumulator
Brake
Valve Relief
Valve
Front Service
Brakes
Pressure Valve
Cut-out
Switch Valve
Fan Shut Off

Soleniod Resolver Pump
Hydraulic Flow
Fan Screen Control
Motor Spool
Priority Pressure
Valve Cut-off
Spool
Oil
Cooler Actuator
Brake and
Bypass Fan Pump
Switch
Filter Case Drain
Filter
Hydraulic Tank
175
This illustration shows the brake and fan hydraulic system when the brakes are released and the
cold start strategy is active. Also, with the accumulator charge pressure below
12725 kpa (1845 psi), the brake and fan hydraulic system is in the CUT-IN position.
When the cold start strategy is active, the fan shutoff solenoid is energized and oil flow is
blocked to the fan motor. With the oil flow blocked to the fan motor, the starting load on the
engine is reduced allowing the engine to rotate faster. When the Engine ECM recognizes
engine rpm, the fan shutoff solenoid is energized. Once the engine rpm has reached 800 rpm,
the fan shutoff solenoid will remain energized for 10 seconds. When the time has expired, the
fan shutoff solenoid will be de-energized and the oil will flow to the fan motor.
04/08
176
CONCLUSION
This presentation has provided information on the machine systems for the 938H Wheel Loader
and IT38H Integrated Toolcarrier. Understanding the information and features accessible using
Cat ET can make troubleshooting, diagnosis, and testing easier and more accurate. Always use
the latest Service Information to ensure that the most current specifications and test procedures
are used.
04/08
VISUAL LIST
1. Model view 42. Intake air temperature sensor
2. Operator's station 43. Intake manifold temperature derate
3. Instrument cluster 44. Coolant temperature sensor
4. Dash cluster 45. High coolant temperature derate
5. Transmission lever and key start switch 46. Ground level shutdown switch
6. Implement control levers 47. Ground level shutdown switch and glow
7. Implement joystick control plug relay
8. Left side operator controls 48. C6.6 glow plugs
9. Right side operator controls 49. C6.6 air intake and exhaust system
10. Switches on the right console 50. C6.6 Turbocharger and wastegate
11. A/C controls on the right console 51. Engine idle management modes
12. Fuse panel 52. Power train components
13. Fuses on right side of machine 53. Transmission/Chassis ECM
14. Pedal controls in operator's station 54. Transmission/Chassis input components
15. Seat controls 55. Key start switch and transmission shift
16. Messenger main menu lever
17. Messenger performance menu 56. Diagnostic service tool connector
18. Messenger settings menu 57. Directional control switch on joystick
19. Messenger totals menu 58. Ride control switch, heat mirror switch,
20. Messenger service menu and hydraulic lockout switch
21. Messenger operator profile menu 59. Variable shift control modes
22. Messenger service mode menu 60. Auto/manual speed selector switch
23. C6.6 model view 61. Torque converter speed sensor
24. C6.6 features 62. Transmission intermediate speed sensors
25. Contamination control examples and output speed sensors
26. C6.6 overhead 63. Transmission temperature sensor and
27. C6.6 valve lash adjustment torque converter temperature sensor
28. C6.6 fuel delivery system 64. Downshift switch and directional control
29. C6.6 electrical control system switch
30. Right side components of C6.6 65. Parking brake and parking brake switch
31. Oil fill, oil dipstick, and air filter 66. Parking brake indicator
restriction indicator 67. Fuel level sender
32. Coolant reservoir 68. Left brake pedal and left brake pedal
33. Left side components of C6.6 sensor
34. Fuel priming switch 69. Service brake valve
35. C6.6 common rail fuel manifold 70. Left brake pedal positions
36. C6.6 fuel pump 71. Transmission/Chassis output
37. C6.6 fuel injector components
38. Engine ECM 72. Back-up alarm
39. Speed sensor and ether aid solenoid 73. Relay locations in the fuse panel
40. Engine oil pressure sensor, engine oil 74. Transmission hydraulic system - neutral
filter, and Engine ECM 75. Transmission hydraulic system - first
41. Air inlet temperature sensor and boost speed forward
sensor 76. Transmission hydraulic system - second
speed forward
04/08
VISUAL LIST continued
77. Transmission hydraulic system - second 108. Pump control valve- CONSTANT
speed reverse FLOW DEMAND
78. Transmission modulating valve - NO 109. Pump control valve - MAXIMUM
COMMANDED SIGNAL SYSTEM PRESSURE
79. Transmission modulating valve - 110. Pump control valve - MAXIMUM
COMMANDED SIGNAL BELOW SYSTEM PRESSURE WITH ADDED
MAXIMUM FLOW DEMAND
80. Transmission modulating valve - 111. Margin relief valve
COMMANDED SIGNAL AT 112. Steering system components
MAXIMUM 113. Steering hydraulic system - HOLD
81. Transmission main relief valve and 114. Steering hydraulic system - LEFT
modulating valves TURN
82. Hydraulic filters in service center 115. Secondary steering system components
83. Torque converter cutaway 116. Secondary steering system - LEFT
84. Transmission remote pressure taps TURN
85. Speed limiter attachment 117. Implement hydraulic system - 3 function
86. Standard differential lock components 118. Implement hydraulic system - 4 function
87. Differential lock components 119. Implement control levers
88. Standard differential lock hydraulic 120. Joystick control lever
system 121. Tilt position kickout switch
89. Automatic differential lock components 122. Lift position kickout switch
90. Wheel speed sensor 123. Hydraulic tank and filters
91. Articulation sensor 124. Pilot hydraulic system components
92. Automatic differential lock hydraulic 125. Pilot hydraulic system
system 126. Pressure reducing valve - BELOW
93. Automatic differential lock inputs and SETTING
outputs 127. Pressure reducing valve - ABOVE
94. Automatic differential lock modes SETTING
95. Auto dig mode 128. Pilot valve
96. Auto slip mode 129. Implement control valve - 3 function
97. Axle oil cooling system schematic 130. Implement control valve - 4 function
98. Front differential magnetic screen 131. Implement control valve components -
99. Rear differential magnetic screen 3 function
100. Axle oil cooler pump 132. Implement control valve components -
101. Axle oil cooler and bypass valves 3 function
102. Steering and implement system 133. Implement control valve components -
components 4 function
103. Steering/Implement pump 134. Implement control valve components -
104. Pump control valve - ENGINE OFF 4 function
105. Pump control valve - LOW PRESSURE 135. Signal duplication valve
STANDBY 136. Signal relief valve - BELOW SETTING
106. Torque control logic 137. Signal relief valve - ABOVE SETTING
107. Pump control valve - UPSTROKE 138. Line relief valve - BELOW SETTING
04/08
VISUAL LIST continued

139. Line relief valve - ABOVE SETTING 171. Hydraulic fan system components
140. Line relief valve - MAKEUP 172. Brake and fan hydraulic system -
FUNCTION BRAKES RELEASED/REDUCED
141. Tilt control valve - HOLD FAN SPEED/CUT-IN
142. Tilt control valve - DUMP 173. Brake and fan hydraulic system -
143. Tilt control valve - LOAD CHECK BRAKES RELEASED/MINIMUM
OPERATION FAN SPEED/CUT-OUT
144. Tilt control valve - PRESSURE 174. Brake and fan hydraulic system -
COMPENSATOR OPERATION BRAKES RELEASED/MAXIMUM
145. Proportional, priority, pressure FAN SPEED/CUT-OUT
compensator operation 175. Brake and fan hydraulic system -
146. Implement hydraulic system - DUMP CUT-IN/COLD START STRATEGY
147. Implement hydraulic system - RAISE ACTIVE
148. Implement hydraulic system - FLOAT 176. Model view
149. Implement hydraulic system - TILT
BACK AND RAISE
150. Ride control system components
151. Implement hydraulic system - RIDE
CONTROL ACTIVE
152. Quick coupler switch
153. Quick coupler system components
154. Quick coupler hydraulic system
155. Brake and hydraulic fan system
components
156. Brake and hydraulic fan pump
157. Brake and fan pump - ENGINE OFF
158. Brake and fan pump - LOW
PRESSURE STANDBY
159. Brake and fan pump - UPSTROKE
160. Brake and fan pump - CONSTANT
FLOW
161. Brake and fan pump - DESTROKE
162. Brake and fan pump - HIGH
PRESSURE STALL
163. Accumulator charging valve
164. Service brake valve
165. Parking brake
166. Service brake valve - NOT
ACTIVATED
167. Service brake valve - BRAKES
ACTIVATED
168. Fan shutoff solenoid
169. Fan motor and hydraulic oil cooler
170. Hydraulic fan system control
04/08
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, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure
Green - Tank, Sump, or 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 and
cross-sectional views shown throughout this presentation.

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SERV1853

GLOBAL SERVICE LEARNING

938H WHEEL LOADER AND IT38H

Service Training Meeting Guide

STMG 837 "C4.2/C6.4 and C4.4/C.6.6 ACERT™ Engines with

"Fundamentals of Engines Self Study Course" TEMV3001

Estimated Time: 48 Hours

© 2008 Caterpillar Inc.

C6.6 ACERT™ ENGINE ...........................................................................................................36

POWER TRAIN .........................................................................................................................72

STEERING AND IMPLEMENT SYSTEM ............................................................................132

BRAKE AND HYDRAULIC FAN SYSTEM .........................................................................196

VISUAL LIST ..........................................................................................................................222

HYDRAULIC SCHEMATIC COLOR CODE.........................................................................225

938H WHEEL LOADER AND IT38H INTEGRATED

© 2008 Caterpillar Inc.

Key features include:

- Instrument cluster (1)

The instrument cluster contains the following:

Also shown is turn signal lever (6).

The 938H dash cluster contains the following indicators:

- Electrical system indicator (10): Alerts operator of malfunction in electrical system.

The lighter (5) provides as a 12-volt power supply.

The seat also includes the following controls:

- Backrest adjustment lever (2)

MESSENGER MAIN MENU SELECTIONS

Service Mode Password

Messenger Main Menu

PERFORMANCE MENU SELECTION

Engine speed Gnd Spd / Dir

Eng Coolant Hydraulic Oil

Actual Gear Shift Lever

Performance Menu Options

The Performance Menu options are as follows:

- Engine Speed: This option will show the engine rpm.

Disable Level Slope

Adjust Moderate Slope

Fuel Economy Mode Mid Range

Max Forward Gear 1/2/3/4

Max Reverse Gear 1/2/3

Brake / Axle Auto Diff Lock Mode Disabled / Enabled

Steering Secondary Steering Test

Time / Date Reversing Fan Screen

Startup Screen User Defined Screen

Settings Menu Options

- Level: Select this option when operating on level ground.

- Moderate: Select this option when operating on ground with a

- Aggressive: Select this option when operating on ground with an

- Disable: Select this option to disable the neutralizer.

- Adjust: Select this option to adjust the settings of the neutralizer.

- Reset: Select this option to reset the neutralizer to factory

Fuel Economy Mode:

- Economy: Select this option to change the shift points to a lower

- Power: Select this option to change the shift points to a high

Max Forward Gear:

Max Reverse Gear:

Auto Diff. Lock Mode:

- Disabled/Enabled Select this option to enable/disable the automatic

Language: Select this option to change the language that is shown on

Contrast: Select this option to adjust the contrast of the display.

- Lights ON Select this option to adjust the backlighting of the display

TOTALS MENU SELECTIONS

Transmission Transmission Lifetime Hours