SERV7105-11

November 2005
Vol. 11, No. 1

GLOBAL SERVICE LEARNING

TECHNICAL PRESENTATION

D6R SERIES III TRACK-

TYPE TRACTOR

New Product Introduction

(NPI)
D6R SERIES III TRACK-TYPE TRACTOR
AUDIENCE

Level II - Service personnel who understands the principles of machine system operation,
diagnostic equipment, and procedures for testing and adjusting.

CONTENT

This presentation provides new product information on all new and major components of the
D6R Series III Track-type Tractor. This presentation may be used for self-paced and self-
directed training.

OBJECTIVES

After learning the information in this presentation, the technician will be able to:
1. locate and identify the new components on the D6R Series III Track-type Tractor;
2. locate and identify the function of the new controls in the operator compartment; and
3. locate and identify the new components in the tractor’s systems.

REFERENCES

"D6R Series II Track-type Tractor" (STMG) SERV1757

"Electronically Controlled Transmission System - Track-type Tractors (T.I.M.) SERV2639
"Caterpillar Monitoring System - Track-type Tractors" SEGV2619
CD ROM version of SEGV2619 SERV2619

Estimated Time: 1.5 Hours

Illustrations: 74
Handouts: None
Form: SERV7105-11
Date: 11/05

© 2005 Caterpillar Inc.

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Vol. 11, No. 1, 2005

TABLE OF CONTENTS

INTRODUCTION ........................................................................................................................5
Similarities and Differences ..................................................................................................7

OPERATOR'S COMPARTMENT ................................................................................................9

ENGINE......................................................................................................................................16
Fuel System...........................................................................................................................31

POWER TRAIN .........................................................................................................................32

IMPLEMENT HYDRAULIC SYSTEM ....................................................................................44

UNDERCARRIAGE ..................................................................................................................62

SIGNIFICANT MAINTENANCE CHANGES .........................................................................65

Recommended Maintenance Intervals..................................................................................69

NEW TOOLING/SKILLS REQUIRED FOR SERVICE ..........................................................70

CONCLUSION...........................................................................................................................72

HYDRAULIC SCHEMATIC COLOR CODE...........................................................................73

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Vol. 11, No. 1, 2005

NOTES
SERV7105-11 -5- NPI
Vol. 11, No. 1, 2005

D 6 R S E R I E S I I I T R A C K - T Y P E TR A C TO R

© 2005 Caterpillar Inc.

INTRODUCTION

Shown above is the D6R Series III Track-type Tractor. The D6R Series III has been redesigned
to meet U.S. Environmental Protection Agency (EPA) Tier III Emissions Regulations for North
America and Stage III European Emissions Regulations. The D6R Series III meets the EU
sound regulations (EU Directive 2000/14/EC) for 2006.

The D6R Series III is powered by the C9 ACERT™ technology electronic engine equipped
with the Hydraulic Electronic Unit Injection (HEUI) fuel system. This engine also utilizes the
new A4 Engine Electronic Control Module (ECM) and is equipped with an Air To Air
AfterCooler (ATAAC) intake air cooling system.

Other upgrades to the D6R Series III Track-type Tractor include:

- increased engine power in first gear for all models and configurations,
- improvements to the power train hydraulic system,
- improved engine cooling system,
- upgrade to electro-hydraulic implement controls for Accugrade ready machines,
- improved hydraulic demand fan option that helps eliminate overcooling problems,
- new SystemOne™ undercarriage as standard equipment, and
- new Cat-designed Variable Pitch Angle Tilt (VPAT) blade as an option.

Serial number prefixes for these machines are quite numerous, depending on the model, the
arrangement, and where the machine is assembled. See the chart on the next page to determine
serial number prefixes.
SERV7105-11 -6- NPI
Vol. 11, No. 1, 2005

! " # $
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The chart shown above illustrates the machine serial number prefixes, as determined by the
tractor model, the arrangement, and where the machine is assembled.
SERV7105-11 -7- NPI
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Similarities and Differences

The chart above compares the D6R Series III Track-type Tractor to the D6R Series II machine.
Although not comprehensive, it gives an "at a glance" look at what is different, similar, and the
same.

- Machine appearance is similar to the D6R Series II. Some restyling of the hood, the
engine enclosure doors, the fenders, and the fuel tank has been implemented.

- Some improvements have been made to the controls and switches on the right console in
the operator's compartment.

- The Caterpillar Monitoring System is still used for the D6R Series III.

- The engine for the D6R Series III is the new C9 ACERT™ technology engine. It is an
in-line six-cylinder arrangement that develops 185 horsepower (138 kW) at 1850 rpm in
the standard machine. This engine is rated at 200 hp (149 kW) at 1850 rpm in the XL,
the XW, and the LGP models of this machine.
SERV7105-11 -8- NPI
Vol. 11, No. 1, 2005

- The transmission in the D6R Series III is an Electronic Clutch Pressure Control (ECPC)
power shift transmission. This transmission is similar to that used in the D6R Series II
Track-type Tractor, but the new common top pressure strategy eliminates the need to
perform clutch engagement pressure calibrations.

- The D6R Series III is now available with differential steering only. Finger Tip Control
steering is no longer available. The "one pump," mechanically operated differential
steering system is unchanged from the D6R Series II.

- The power train in the D6R Series III has also been improved. Power train oil filter
change frequency intervals have increased from 500 hours to 1000 hours, due to increased
filter capacity. The common top pressure strategy for the power train eliminates several
calibrations for the transmission and the brakes. The priority valve has been eliminated
and an accumulator has been added to the transmission charging circuit. Remote pressure
test ports have been added for most all of the power train pressures, improving
serviceability.

- The implement hydraulic system is nearly identical to the D6R Series II machine.
However, if the machine is ordered with the AccuGrade Ready Option (ARO), all of the
dozer blade functions are EH controlled. The new hydraulic oil tank now contains a
return oil filter and a case drain filter. The EH pilot manifold for blade angle control has
been relocated to the forward compartment on the right fender.

- The cooling system on the D6R Series III has also changed. The AMOCS radiator cores
have been upgraded to the new high-performance cores. The machine comes standard
with a direct drive belt driven fan, but may be ordered with an electrohydraulic demand
fan, or with a Flexxaire fan. The demand fan is similar to that used on the D6R Series II
machine that is sold in the European markets.

- Nomenclature has changed from D6R Series II to D6R Series III.

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OPERATOR'S COMPARTMENT

The operator's compartment for the D6R Series III has been changed somewhat. Upgrades and
improvements to the operator's compartment include:

- a new right-hand console with electronic dozer control lever for AccuGrade Ready
machines,

- an electronic Implement Lockout switch, and

- elimination of the Finger-Tip-Control steering strategy (the differential steering strategy is

unchanged from the D6R Series II machine).
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2
4
1

The right console contains the implement controls and some switches for machine modes and
functions. These controls and switches are:

1. dozer control lever

2. high/low idle switch and implement lockout switch

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

4. rear action lamp

5. forward horn button

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2

The dozer control lever (1) allows the operator to control all of the blade functions with one
lever. Moving the dozer control lever forward or rearward LOWERS or RAISES the blade.
Moving the dozer control lever left or right allows the blade to TILT LEFT or TILT RIGHT.
If the machine is equipped with a VPAT blade, moving the thumb lever (2) to the right causes
the blade to ANGLE RIGHT. Moving the thumb lever to the left will cause the blade to
ANGLE LEFT. The left yellow button (4) allows the operator to activate the AccuGrade
function, if the machine is equipped with AccuGrade. The right yellow button (3) de-activates
AccuGrade. The blade may be controlled manually at any time.
NOTE: There are four different configurations for the dozer control lever, depending on
whether the machine is equipped with a standard blade or VPAT blade and whether the
machine is ordered Accugrade Ready or not. These four configurations are:
- The dozer control lever is a pilot operated control lever with no thumb lever on the
standard machine with the standard SU blade.
- The dozer control lever is a pilot operated control lever with an EH thumb lever control
on the standard machine with the VPAT blade.
- The dozer control lever is an electronic control lever with no thumb lever on an ARO
machine with the standard SU blade.
- The dozer control lever is an electronic control lever with a thumb lever on an ARO
machine with the VPAT blade (shown above).
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3 4 5 6

Located to the rear of the dozer control lever are two switches for machine functions. From
front to rear, these switches are:
1. High/Low Idle switch
2. Implement Lockout switch

The wiper/washer controls for the cab and door windows are located overhead, above the right
console. From front to rear, these controls are:
3. front windshield wiper/washer control
4. left cab door wiper/washer control
5. right cab door wiper/washer control
6. rear cab window wiper/washer control
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Removing the cover from a small, recessed compartment (1) on the left side of the dash, and
near the floor, gains access to a spare 175 amp alternator fuse and a fuse puller tool for the
automotive style electrical circuit fuses.

The Machine ECM (2) is located beneath the left armrest, inside a recessed compartment in the
operator platform. The Machine ECM is used to control both power train and implement
hydraulics, when applicable.

At the left rear of the platform, behind the operator's seat, is the diagnostic connector box (3).
To the right of the diagnostic connector box is the 24V DC to 12V DC power converter (4). An
auxiliary electrical disconnect switch (5) is located at the base of the left armrest, if the
machine is equipped with this attachment.
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The diagnostic connector box at the left rear of the operator compartment contains two 12V DC
switched power connectors for powering a laptop computer, DataView, etc.

Also located here is the connector for the 4C8195 Service Tool (2) and the data port (3) for
connecting a Communications Adapter and Cat Electronic Technician, or Cat ET.
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14
8

9 13

10
12
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12

The D6R Series III may now be ordered with a Machine Security System (MSS). The MSS
indicator light (1) is installed below the MSS key switch (2) on the dash. The MSS requires a
key that is unique to each machine. A master key is available to dealers.
Also present in the dash are the following components, which are unchanged from the
D6R Series II machine:
3. Gear/Direction/Alert indicator module
4. forward Action Lamp
5. Auto KickDown switch
6. AutoShift switch
7. Quad Gauge module
8. ripper work light switch
9. dash, flood lights, and forward work lights switch
10. HVAC temperature control
11. main display module
12. operator scroll switch
13. HVAC blower fan speed switch, with four fan speeds
14. air-conditioning selector switch (ON/OFF)
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ENGINE

The C9 ACERT™ technology engine is new for the D6R Series III Track-type Tractor. The
engine is equipped with Hydraulic Electronic Unit Injection (HEUI) fuel injectors and an Air
To Air AfterCooler (ATAAC). The D6R Series III may be equipped with an optional demand
fan system or a Flexxaire fan system. The C9 engine also utilizes the new A4 Engine
Electronic Control Module (ECM), which is air cooled. The C9 ACERT engine develops 185
horsepower (138 kW) at 1850 rpm in the standard machine. This engine is rated at 200 hp
(149 kW) at 1850 rpm in the XL, the XW, and the LGP models.

The C9 engine is an in-line six-cylinder arrangement, with a displacement of 8.8 liters

(537 cu. in.). Most of the service points for the C9 are located on the left side of the engine.

The C9 ACERT technology engine meets U.S. Environmental Protection Agency (EPA) Tier III
Emissions Regulations for North America and Stage III European Emissions Regulations.
Engine oil and filter change intervals remain at 500 hours, under most operating conditions.
However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may negatively
affect the extended oil change intervals. Regular engine oil samplings (S•O•S) must be
performed every 250 hours to confirm oil cleanliness.
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The C9 ACERT engine is functionally similar to the C-9 electronic engine used in the
D6R Series II Track-type Tractor. However, the Engine ECM and its software, the cam, the
injectors, the crankshaft, the piston rods, the pistons, and a few other components are different,
reflecting the change to ACERT technology.

The C9 ACERT technology engine specifications for the D6R Series III Track-type Tractor are:
- Serial No. Prefix: THX (for machines built in E. Peoria, Piracicaba, and Sagami),
THY (for machines built in Grenoble)
- Performance Spec: See note, below
- Max Altitude: 2286 m (7500 ft.) without derate
- Gross Power: 158.5 kW (212.6 hp) for standard machines, 169.7 kW (227.6 hp) for XL,
XW, and LGP machines
- Net Power: 138 kW (185 hp) for standard machines, 149 kW (200 hp) for XL, XW, and
LGP machines
- Full Load rpm: 1850
- High Idle rpm: 2010 +10/-20 (for North America), 1920 +10/-20 (for E.U.)
- Low Idle rpm: 700

NOTE: Please refer to the Service Information System - TMI Web (Technical Marketing
Information) for engine performance specifications for any particular machine, due to the
varying combinations of engine arrangements, machine models, and source assembly plants.
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7 6

14

Major service points that are accessible from the left side of the engine are:

1. engine oil fill tube

2. demand fan control valve (if equipped)
3. engine oil dipstick
4. A4 Engine ECM
5. starter
6. engine oil ecology drain valve
7. timing probe and adapter port
8. fumes disposal and crankcase breather manifold
9. HEUI pump
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1

7
5
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Major service points that are accessible from the right side of the engine are:

1. turbocharger (with mechanical wastegate)

2. coolant sampling port (S•O•S)
3. coolant temperature regulator (thermostat) housing
4. alternator
5. engine oil filter
6. demand fan oil supply (to control valve)
7. power train oil cooler
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2 6

8
9

16

Opening the left engine compartment door gains access to the coolant sight gauge (1) which is
installed in the side of the coolant shunt tank and is visible at the top front of the compartment.

The 10-micron primary fuel filter and water separator (2) and the 4-micron secondary fuel
filter (3) is also accessible here. The primary fuel filter base contains the standard electric fuel
priming pump (4), which is activated with the fuel priming pump switch (5). Note that the
main electrical disconnect switch must be turned to the ON position and the key start switch (in
the operator compartment) must be turned to the OFF position for the fuel priming pump to
operate.

The standard under hood work light (7) at the rear of the left side engine compartment is turned
ON and OFF using the switch (6) located above the light.

The air filter may be inspected and changed by removing the canister cover (8) from the left
side engine compartment.

Also visible in the above photo is the standard air conditioning condenser (9). A remote ROPS
mounted air conditioning condenser is available as an attachment.
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The fuel transfer pump (1) is mounted at the rear of the HEUI pump (2). The HEUI pump is
mounted to the rear of the timing gear cover and both of these pumps are driven by a gear in
the front gear train.

At the top of the HEUI pump is the Injection Actuation Pressure (IAP) control valve
connector (3).
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3

The Injection Actuation Pressure (IAP) sensor (1) is installed in the side of the cylinder head,
above the fuel transfer pump. This sensor is used to determine the hydraulic (engine) oil
pressure that is used to actuate the fuel injectors.

The upper speed/timing sensor (2) and the lower speed/timing sensor (3) are installed in the
rear of the timing gear cover, beneath the HEUI pump.

The engine speed/timing sensors are used to provide engine speed information to the
Engine ECM, which shares that data with the Machine ECM for use in the AutoShift, the Auto
KickDown, and other electronic power train strategies.
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21

The intake manifold air pressure (or boost pressure) sensor (1) is installed in the left side of the
cylinder head, rearward of the HEUI pump. The intake manifold air temperature sensor (2) is
installed in the top of the intake manifold. Ether is injected into the intake air through the ether
aid injection tube (3), which is installed with a fitting on top of the intake manifold. The crank-
without-inject feature (4) is attached with wire ties to the large wiring harness, above the intake
manifold air pressure sensor.

The atmospheric pressure sensor (5) is installed in the top left of the cylinder head, rearward
from the intake manifold air pressure sensor.
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6
5

3 23

The ether aid bottle (not present above) and solenoid (1) are mounted to the front of a bracket
at the rear of the left engine compartment, rearward of the air filter canister. Note that there is
no inlet air heater used in the C9 ACERT engine for the D6R Series III.

The air cooled A4 Engine ECM (3) is located at the left rear of the engine, above the starter (2).
The J1/P1 connector (4) for the Engine ECM is a 70 pin connector and the J2/P2 connector (5)
is a 120 pin connector.

The timing probe cable connector (6) is fastened to the J2/P2 wiring harness, above the Engine
ECM. (The timing probe cable connector is not visible in the above illustration.)
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3

24

Forward of the Engine ECM is the engine oil pressure sensor (1). Above the engine oil
pressure sensor is a pressure test port (2) for testing engine oil pressure.

The crankcase breather (4) is mounted to the left side of the engine block, forward of the
Engine ECM. Fumes are directed from the valve cover to the breather through the large
molded rubber hose (3). The fumes are vented at the left front of the tractor, beneath the
radiator, through the flexible rubber hose (5).
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1

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The turbo inlet pressure sensor (1) is installed in the top of the air duct that connects the air
filter canister to the inlet of the compressor side of the turbocharger.

The engine coolant temperature sensor (2) is installed in the top of the cylinder head and is
located at the front center of the engine, immediately forward of the valve cover. It is a typical
two wire, passive temperature sensor.
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7
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9 28

If the machine is equipped with a demand fan, the demand fan control valve manifold (1) is
mounted to a bracket in front of the muffler.
Engine oil is used as hydraulic fluid to operate the fan clutch. Oil supply is through the right
hose (3). The steel tube (2) that branches off the supply line is for internal component
lubrication when the fan clutch is not engaged. High pressure supply from the manifold to the
fan clutch is through the upper steel tube (4). Clutch control pressure may be tested using the
pressure test port (5) on top of the manifold. The proportional fan control solenoid (6) is
ENERGIZED by the Engine ECM to DISENGAGE the fan clutch. As the solenoid is
DE-ENERGIZED, the fan speed increases. The left-most hose (7) is the manifold drain line.
The demand fan clutch (8) is supplied with high pressure oil (40 psi, minimum) through the
right steel tube (9). Fan speed data is monitored by the Engine ECM using a speed sensor. The
cable from the sensor (10) is visible in the above illustration.
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30

The coolant (S•O•S) sampling port (1) is installed in the steel tube that directs cooled water
from the radiator to the temperature regulator (thermostat) housing (2). Both of these
components are located at the right front of the engine and are accessible through the right side
engine compartment door. The opening temperature for the thermostat is 81° - 84° C
(178° - 183° F). The thermostat should be fully open at 92° C (198° F).
The turbocharger (3) on the C9 ACERT technology engine uses a standard mechanical
wastegate (4), which is operated by a pressure line (5). The wastegate acts as a bypass valve
for exhaust gasses to the turbine. When the wastegate opens it allows some of the exhaust
gasses to bypass the turbocharger. The wastegate limits boost pressure, which in turn, limits
the maximum engine cylinder pressure.
The turbocharger bearings are lubricated with engine oil through the hard steel tube (6).
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1
2
5

31

The alternator (1) is mounted at the lower right front of the engine and is accessible through the
right side engine enclosure door.

The engine oil filter (2) is located to the rear of the alternator.

The engine oil cooler (6) is an oil-to-water type cooler and is internal to the engine block. It is
located rearward of the engine oil filter.

The engine oil sampling (S•O•S) port (3) is installed in the side of the engine block, to the rear
of the engine oil filter. The sampling port is positioned upstream of the flow of oil to the filter.

Also shown above is the engine oil supply line (4) to the demand fan control manifold and the
turbocharger lube oil supply line (5).

Below and to the rear of the engine oil cooler is the oil-to-water type power train oil cooler (7).
SERV7105-11 - 30 - NPI
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The fuel pressure regulator (1) is located at the rear of the cylinder head. It is an in-line check
valve that is just upstream from the fuel line (2) that returns unburned fuel to the fuel tank. The
fuel pressure regulator maintains a fuel system pressure of approximately 518 kPa (75 psi).

The fuel pressure sensor (3) is installed in a "Tee" fitting, upstream from the fuel pressure
regulator.
SERV7105-11 - 31 - NPI
Vol. 11, No. 1, 2005

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Fuel System

Fuel is drawn from the fuel tank through the 10-micron primary fuel filter and water separator
by a gear-type fuel transfer pump. The fuel transfer pump is mounted to the rear of the HEUI
pump. The fuel transfer pump then forces the fuel through the 2-micron secondary fuel filter.

The fuel then flows through a fuel line where it enters the front of the cylinder head. The fuel
flows into the fuel gallery (inside the cylinder head), where it is made available to each of the
six HEUI fuel injectors. Any excess fuel not injected leaves the rear of the cylinder head and is
directed to the fuel pressure regulator. The fuel pressure regulator is an in-line check valve.
The fuel pressure regulator maintains a fuel system pressure of approximately 518 kPa (75 psi)
between the fuel transfer pump and the fuel pressure regulator.

From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel
used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and for injector cooling and
lubrication purposes).
SERV7105-11 - 32 - NPI
Vol. 11, No. 1, 2005

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34

POWER TRAIN
Numerous upgrades have been implemented in the power train for the D6R Series III
Track-type Tractor. These upgrades include:
- common top pressure strategy for operation of the transmission and the brakes
- elimination of the low brake pressure calibrations
- transmission output speed sensors that are easily installed and require no adjustment
- elimination of the priority valve
- addition of an accumulator in the transmission charging circuit
- new A4 Machine ECM which controls the transmission and the braking
- remote pressure test ports for torque converter inlet and torque converter outlet pressures
- remote power train breather for easier service access
- power train oil filter change frequency intervals increased to 1000 hours
SERV7105-11 - 33 - NPI
Vol. 11, No. 1, 2005

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The three-section fixed displacement power train oil pump is installed at the right front of the
main case. The pump is driven by a drive shaft connected to a drive hub at the right rear of the
flywheel housing.

The torque converter charging section "C" of the power train oil pump supplies oil flow to the
torque converter. The torque converter inlet relief valve is installed between the pump and the
torque converter and limits the maximum pressure to the torque converter. The torque
converter outlet relief valve maintains a minimum pressure inside the torque converter. Oil that
exits the torque converter through the torque converter outlet relief valve is directed to the
oil-to-water type power train oil cooler, where the oil is cooled by engine coolant. Oil that
exits the power train oil cooler is then sent to the lube distribution manifold, where it is directed
to various power train components through steel tubes inside the main case.

The transmission charging section "B" of the power train oil pump provides oil flow to the
transmission charge circuit. The transmission main relief valve maintains a common top
pressure for operation of the transmission and the brakes. An accumulator, located beneath the
fuel tank, is incorporated in the transmission charge circuit. The accumulator helps maintain a
constant transmission charge circuit pressure during clutch engagements. Power train oil that
spills past the transmission main relief valve mixes with, and supplements the lube oil from the
lube distribution manifold.
SERV7105-11 - 34 - NPI
Vol. 11, No. 1, 2005

The common top pressure power train strategy eliminates the need to perform transmission
clutch engagement pressure calibrations. (Clutch fill calibrations and brake touch-up
calibrations are still required.) The transmission clutch pistons and the brake pistons have been
redesigned so they all operate at the same (common) pressure. When the transmission main
relief valve is properly adjusted, all of the pressures for operation of the transmission clutches
and for the operation of the brakes are also properly adjusted.

The scavenge section "A" of the power train oil pump draws oil from the transmission case, the
bevel and transfer gear case, and the torque divider housing through screened ports. (Flywheel
lube oil from the flywheel housing drains into the torque divider case.) This scavenge oil is
used to lubricate the steering differential gear set and the oil then drains back into the main
sump.

Pressure test ports for the transmission main relief pressure (P) and for the transmission lube
pressure (L1) are easily accessible from the rear of the machine.

Remote pressure test ports for the torque converter outlet pressure (N) and the torque converter
inlet pressure (M) are located inside the compartment on the front of the right fender. The
power train breather is remotely mounted beside these two pressure test ports.

The flywheel lube pressure test port (L2) is located below the floor plate in the operator
compartment.
SERV7105-11 - 35 - NPI
Vol. 11, No. 1, 2005

2
3

4
1

36

The screened main suction manifold (1) for the power train oil pump is located at the right front
of the main case, near the bottom.

The three-section gear-type power train oil pump (2) is mounted to the front of the main case,
at the upper right.

The electronic brake valve (3) is located on top of the main case, to the left of center.

The torque converter inlet relief valve and the lube distribution manifold are both incorporated
into one housing (4). These two components are mounted to the left front of the main case,
near the bottom.
SERV7105-11 - 36 - NPI
Vol. 11, No. 1, 2005

3
5

37

The power train oil pump draws oil for the torque converter charging circuit and for the
transmission charging circuit from a screened suction manifold that connects to the pump at the
pump inlet (1).

The torque converter charging section "C" (2) of the power train oil pump supplies
approximately 145 L/min. (38.3 US gal./min.) of oil to the torque converter circuit for
operation of the torque converter and for lubrication purposes.

The transmission charging section "B" (3) of the power train oil pump supplies approximately
54 L/min. (14.3 US gal./min.) of oil to the transmission and brakes circuit.

The transmission and torque converter scavenge section "A" (4) of the power train oil pump
draws approximately 125 L/min. (33 US gal./min.) from the torque divider case, and the
transmission case. The scavenge oil is used for lubrication of the steering differential.

The power train oil temperature sensor (5) provides main sump oil temperature information to
the Machine ECM. This is the temperature sensor that is considered when performing power
train calibrations, such as brake touch-ups and transmission clutch fill calibrations.

NOTE: All power train oil flow rates are calculated at the rated engine speed of 1850 rpm.
SERV7105-11 - 37 - NPI
Vol. 11, No. 1, 2005

1
6

38

The torque converter inlet relief valve (1) and the lube distribution manifold (3) are both
contained in one housing. Oil from the torque converter charging section of the power train oil
pump is supplied to the torque converter inlet relief valve through the upper hose (2).

The torque converter inlet relief valve is installed in the housing. Excess oil flows past the inlet
relief valve into the main sump through a port in the front of the case, and behind the housing.
Oil flow to the torque converter inlet is through the hose on the right (5).

Cooled oil from the power train oil cooler is directed to the lube distribution manifold (3)
through the hose on the left (4).

The smaller hose (6) is the line leading to the remote pressure test port for torque converter
inlet pressure (M). This remote pressure test port is located inside the front compartment on
the right fender.
SERV7105-11 - 38 - NPI
Vol. 11, No. 1, 2005

39

5 2

40
4

Opening the top door of the forward compartment on the right fender gains access to the
combination power train oil fill tube and dipstick (1).
Opening the front door of the forward compartment on the right fender gains access to the
power train oil filter (3). This spin-on type canister contains a replaceable 6-micron filter
element. The filter base contains a filter bypass switch (2). This is a normally open switch that
is held closed by the filter bypass valve spool. The bypass valve opens, allowing the switch to
open, when the difference in pressure between the filter inlet and the filter outlet becomes great
enough (approximately 50 psi). The switch is monitored by the Caterpillar Monitoring System
and alerts the operator to the filter bypass condition.
The filter base also contains the power train oil sampling (S•O•S) port (5) and a pressure test
port (4) for the transmission charging circuit. The pressure test port is situated downstream
from the filter. The S•O•S port is situated upstream, or before the filter.
SERV7105-11 - 39 - NPI
Vol. 11, No. 1, 2005

1
2 3

41

Also located in the forward compartment on the right fender and inboard from the power train
oil filter canister are the following service points:

1. remote power train breather

2. remote pressure test port for torque converter inlet pressure (M)
3. remote pressure test port for torque converter outlet pressure (N)
SERV7105-11 - 40 - NPI
Vol. 11, No. 1, 2005

1 2

8 7 6 5 4

42

Located at the rear of the machine, on top of the the transmission case are the following service
points:
1. transmission main relief pressure test port (P)
2. transmission lube pressure test port (L1)
3. transmission lube temperature sensor

Pressure test ports for each of the five transmission clutches remain on the transmission cover.
These pressure test ports are:
4. transmission clutch No. 1 (reverse clutch)
5. transmission clutch No. 2 (forward clutch)
6. transmission clutch No. 3 (speed 3)
7. transmission clutch No. 5 (speed 1)
8. transmission clutch No. 4 (speed 2)
Clutch engagement pressure calibrations are no longer required, with the common top pressure
strategy. Proper adjustment of the transmission main relief valve will set the proper pressure
for the operation of all five transmission clutches and the brakes. It is still necessary to perform
transmission clutch fill calibrations and to perform brake touch-up calibrations.
SERV7105-11 - 41 - NPI
Vol. 11, No. 1, 2005

43

The transmission circuit accumulator (1) is mounted beneath the fuel tank and located above
the transmission case.

This accumulator is pre-charged to approximately 1724 kPa (250 psi). It is used to help
maintain transmission charge circuit pressure for short periods of time, such as when
transmission clutches are filling (shifts) or at other times when the pressure in the transmission
charging circuit may become too low (cold oil, low idle, etc.).
SERV7105-11 - 42 - NPI
Vol. 11, No. 1, 2005

44

Transmission output speed and rotational direction is sensed by the two transmission output
speed sensors (1). The speed/direction pick-up wheel (2) is splined to the transmission output
shaft (3). The wheel induces a current (signal) into each sensor as the speed/direction pick-up
wheel moves past the sensors.

The difference in the timing between the signals of the two sensors determines the output shaft
speed. Output shaft rotational direction is determined by sensing which sensor provides a
signal first. The signals from the sensors are monitored by the Machine ECM. These signals
are used by the Power Train Electronic Control System to modify the timing of clutch
engagements.

The transmission output speed sensors do not require adjusting when they are installed. They
are held in place with two clips, which maintain the proper air gap between the sensors and the
speed/direction pick-up wheel.
SERV7105-11 - 43 - NPI
Vol. 11, No. 1, 2005

2
1

45

The A4 Machine ECM (1) is located in an enclosure beneath the left armrest. Accessing the
Machine ECM can be accomplished by removing the operator seat, the seat pedestal, the left
side sound panel, and a metal cover. Other associated service points located here are:

2. the 70-pin J1/P1 connector for the Machine ECM

3. the 70-pin J2/P2 connector for the Machine ECM

The D6R Series III Machine ECM code plug (4) is tied to the wiring harness leading to the
J1/P1 connector, above the ECM.

The Machine ECM is a multi-purpose ECM. The Machine ECM has inputs from, and outputs
to both the implement hydraulic components and the power train components.
SERV7105-11 - 44 - NPI
Vol. 11, No. 1, 2005

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IMPLEMENT HYDRAULIC SYSTEM

The implement hydraulic system for the D6R Series III includes these upgrades:

- implement return and case drain oil filters are both integrated into the hydraulic oil tank

- electrohydraulic implement control for all blade functions on AccuGrade ready machines
(ripper/winch control remains pilot operated in all cases)

- new A4 Machine ECM used for implement hydraulic functions and system monitoring

- electronic implement lockout control, like the new T-Series machines

The standard implement hydraulic system for the D6R Series III machine remains mostly
unchanged from the D6R Series II machine. Pilot operated control levers for the blade and the
ripper (or winch) and pilot operated implement control valves remain standard on the D6R
Series III machine. An EH blade angle control (thumb rocker switch) and an EH manifold with
two proportional solenoids for blade angle control are added if the machine is equipped with a
VPAT blade.
SERV7105-11 - 45 - NPI
Vol. 11, No. 1, 2005

An EH dozer control lever (joystick) and an EH pilot manifold with four proportional solenoids
for blade lift and blade tilt functions, as well as an ON/OFF (AccuGrade Boost) solenoid is
added on machines equipped with AccuGrade. The EH dozer control lever will also contain a
thumb rocker blade angle control and the associated (second) EH pilot manifold with the blade
angle solenoids if the AccuGrade machine is equipped with the VPAT blade.

There are four versions of the implement hydraulic system. These four distinct versions of the
hydraulic system are:
- implement hydraulic system with an "S" or "SU" blade (pilot operated controls and pilot
operated implement control valves)
- implement hydraulic system with a VPAT blade (pilot operated controls and pilot
operated implement control valves with EH blade angle control)
- AccuGrade ready implement hydraulic system with "S" or "SU" blade (pilot operated
controls and pilot operated implement control valves for the ripper/winch and EH blade
control for all blade functions)
- AccuGrade ready implement hydraulic system with a VPAT blade (pilot operated controls
and pilot operated implement control valves for the ripper/winch and EH blade control
for all blade functions)
SERV7105-11 - 46 - NPI
Vol. 11, No. 1, 2005

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The hydraulic schematic shown above is that of a machine with a VPAT blade. This system is
not for an ARO machine. It shows the implement system in the BLADE LOWER condition.

The hydraulic pump provides oil flow to the steering and implement valve stack through the
inlet manifold. Oil flow is also supplied to the pressure reducing manifold, which produces
pilot pressure oil for operation of the implement control valves and the implement control
levers.

When the operator moves the dozer control lever from HOLD to LOWER, the dozer control
lever opens the BLADE LOWER pilot valve, which sends pilot pressure oil to the LOWER end
of the blade lift control valve. This pilot pressure moves the main valve spool to the LOWER
position. High pressure pump supply oil flows past the flow control spool and the main spool,
then out to the head ends of the blade lift cylinders and the blade lowers.

Oil from the rod ends of the lift cylinders returns through the blade lift control valve and flows
past the main valve spool to the hydraulic tank, through the implement return oil filter.
SERV7105-11 - 47 - NPI
Vol. 11, No. 1, 2005

During the BLADE LOWER operation, pressure builds in the head end of the lift cylinders as
the blade is forced into the ground. This pressure is equal to the external forces that might
resist the blade lowering. This pressure is called "work port pressure." The work port pressure
is the same through the entire activated circuit (from the pump, through the blade lift control
valve, and to the head ends of the blade lift cylinders). The work port pressure, or load sensing
signal, is transmitted through the center of the main valve spool and into signal resolver
network. If this is the highest signal from any of the implement control valves, the signal is
transmitted back to the pump compensator valve through the internal signal resolver network
and then through the external signal line. The pump's flow compensator valve is set to
command the pump to upstroke and increase pump flow to meet the demand, proportional to
the operator's request. This flow compensator valve setting will maintain a margin pressure of
approximately 305 psi (2103 kPa) above the work port pressure.
SERV7105-11 - 48 - NPI
Vol. 11, No. 1, 2005

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The hydraulic schematic shown above is that of an ARO machine with a VPAT blade. It shows
the implement hydraulic system in the BLADE LOWER condition, when the blade is being
automatically commanded to LOWER by the AccuGrade system.

Machines that are equipped with AccuGrade have an EH pilot manifold installed that contains
four proportional solenoid controlled pilot valves. The machine also uses an EH dozer control
lever (joystick). The solenoid controlled pilot valves are used to control BLADE RAISE,
BLADE LOWER, BLADE FLOAT, BLADE TILT LEFT, and BLADE TILT RIGHT.

The AccuGrade ECM sends a signal to the Machine ECM through the CAN (Controller Area
Network) data link when the the AccuGrade system commands the blade to LOWER. The
Machine ECM then sends a corresponding current to the solenoid controlled pilot valve for the
BLADE LOWER function. The pilot valve opens, sending pilot oil into the pilot chamber at
the LOWER end of the blade lift control valve. This pilot pressure moves the main valve spool
to the LOWER position and high pressure pump supply oil flows past the flow control spool
and the main valve spool, then out to the head ends of the blade lift cylinders and the blade
lowers.
SERV7105-11 - 49 - NPI
Oil from
Vol. 11, No.the rod ends
1, 2005 of the lift cylinders returns through the blade lift control valve as the
blade lowers. The return oil flows past the main valve spool to the hydraulic tank, through the
implement return oil filter.
SERV7105-11 - 50 - NPI
Vol. 11, No. 1, 2005

During the BLADE LOWER operation, pressure builds in the head ends of the lift cylinders as
the blade is forced into the ground. This pressure is equal to the external forces that might
resist the blade lowering. This pressure is called "work port pressure." The work port pressure
is the same through the entire activated circuit (from the pump, through the blade lift control
valve, and to the head ends of the blade lift cylinders). The work port pressure, or load sensing
signal, is transmitted through the center of the main valve spool and into signal resolver
network. If this is the highest signal from any of the implement control valves, the signal is
transmitted back to the pump compensator valve through the internal signal resolver network
and then through the external signal line. The pump's flow compensator valve is set to
command the pump to upstroke and increase pump flow to meet the demand, in proportion to
the operator's request. This flow compensator valve setting will maintain a margin pressure of
approximately 305 psi (2103 kPa) above the work port pressure.

The EH pilot manifold contains four proportional solenoid controlled pilot valves and it also
contains an AccuGrade Boost solenoid valve. This AccuGrade Boost solenoid valve uses an
ON/OFF solenoid. The AccuGrade Boost solenoid is ENERGIZED whenever the AccuGrade
system is activated, sending pilot pressure oil into the resolver network through the Float Pilot
Boost line. This pilot pressure oil (approximately 3250 kPa, or 475 psi) is sensed by the
pump's flow compensator valve and the pump upstrokes to maintain margin pressure
(approximately 305 psi) above this "signal" (475 psi pilot pressure).

The result of AccuGrade Boost strategy is that the implement system pressure is raised to
approximately 5378 kPa (780 psi) when the pump is in the LOW PRESSURE STANDBY
condition. This elevated standby pressure improves implement response time when a blade
function is automatically commanded, providing greater accuracy for the automated blade
function.

ARO machines also contain a pump discharge pressure sensor. This sensor is used to detect
changes in system pressure when performing the implement solenoid calibration routines, using
Cat ET. This pressure sensor is only present on ARO machines.
SERV7105-11 - 51 - NPI
Vol. 11, No. 1, 2005

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49

Shown above is a cutaway view of the blade lift control valve in the BLADE LOWER
condition.

High pressure supply oil from the implement pump flows past the flow control spool and the
load check valve when a BLADE LOWER command is requested. The supply oil then flows
past the main valve spool and out to the head ends of the lift cylinders and the blade lowers.
Oil from the rod ends of the lift cylinders returns through the rod end passage of the blade lift
control valve as the blade lowers. The return oil flows past the main valve spool and then into
the passage to the hydraulic oil tank.

At the same time, high pressure (work port pressure) oil from the cylinder head end passage of
the implement control valve flows into the hole in the right land of the main valve spool that is
exposed to the work port pressure in the head end passage. This is signal oil. This signal, or
work port pressure is transmitted through the axial passage in the center of the valve spool, into
the signal chamber, and is directed to the the signal resolver passage. If this is the highest
pressure in the signal resolver network, the signal resolver ball shifts to the right and the signal
is sent to the pump flow compensator.

The pump then UPSTROKES to meet the flow demand, proportional to the signal pressure.
The pump will maintain a margin pressure of approximately 2100 kPa (305 psi) above the
signal pressure if the compensator valve is properly adjusted.
SERV7105-11 - 52 - NPI
Vol. 11, No. 1, 2005

At the same time that the signal pressure is transmitted into the resolver network, the signal
pressure is also transferred to the spring chamber behind the flow control spool. This signal
pressure, plus the force of the spring, keeps the flow control spool in a position to meter the
pump supply oil. The flow control spool also maintains the proper flow of oil to the lift
cylinders regardless of changes in load on the lift cylinders or increased flow from the pump
due to the activation of another implement in the system. The flow of high pressure oil to the
cylinders is always proportional to the work port pressure, or signal.

Additionally, signal pressure in the signal chamber is also sensed by the signal limiter valve, at
the right end of the flow control spool spring chamber. The signal limiter valve is used to limit
the maximum pressure in the blade lift circuit in stall or heavy load situations, which protects
the hydraulic lines and components in the lift circuit. The signal limiter valve acts as a relief
valve for the signal pressure from the blade lift control valve. The signal limiter valve senses
the increasing signal oil pressure as signal oil fills the spring chamber behind the flow control
spool. When the pressure reaches the value of the spring in the signal limiter valve
(approximately 19300 kPa, or 2800 psi), the signal limiter valve opens, draining oil into the
tank passage and depressurizing the spring chamber. An orifice restricts the oil flow into the
spring chamber, causing the pressure at the left end of the flow control spool to become greater
than the pressure in the spring chamber plus the spring force. The high pressure supply oil then
moves the flow control spool to the right, reducing the flow of supply oil to the lift cylinders.

NOTE: The steering control valve is in series to the implement control valves. When a
steering request is made during the operation of an implement, flow to the implement
valves decreases and implement operation slows down.
Steering has priority over implement operation.
SERV7105-11 - 53 - NPI
Vol. 11, No. 1, 2005

3 4
2 5

1 6

50

The redesigned hydraulic oil tank (1) is located on the right fender. Service points identified in
the illustration above are:

2. implement return oil filter (internal)

3. vacuum breaker
4. case drain oil filter (internal)
5. hydraulic oil fill tube
6. fluid level sight glass

An ecology drain valve is located on the bottom of the tank (not visible, above) and may be
easily accessed through an opening on the underside of the fender.
SERV7105-11 - 54 - NPI
Vol. 11, No. 1, 2005

4
3
5

2
6

1
7

51

Service points on the back of the hydraulic oil tank that are identified above are:

1. implement pump suction port

2. valve stack end cover drain port
3. hydraulic oil temperature sensor
4. pilot valve drain port
5. case drain return port (to internal filter)
6. fitting for hose to hydraulic oil cooler (via bypass valve)
7. implement return oil port (to internal filter)
SERV7105-11 - 55 - NPI
Vol. 11, No. 1, 2005

6 7 1
5

52

The implement hydraulic pump (1) is mounted to the rear of the flywheel housing, at the upper
left corner. High pressure supply oil to the implement valve stack is directed through a hose
that connects to the pump discharge port (2). High pressure supply oil to the pressure reducing
manifold is directed through a hose that connects to the lower fitting (3) from the pump
discharge port.

A pump discharge pressure sensor (4) is installed on the opposite side of the "tee" fitting from
the pressure reducing manifold supply line. This pressure sensor is only present on machines
that are equipped with AccuGrade. It is a necessary component for the calibration of the four
proportional solenoids on the EH pilot manifold that are used for blade control. Machines that
are not equipped with AccuGrade will have an "L" fitting at this location, connecting the pump
supply line to the pressure reducing manifold.

Other components identified above are:

5. pump pressure and flow compensator valve
6. fitting for the load sensing signal line (from the signal resolver network)
7. fitting for the case drain line

This implement pump is identical to the implement pump used in the D6R Series II machines
with differential steering.
SERV7105-11 - 56 - NPI
Vol. 11, No. 1, 2005

8
7

53
5

3
2
1

11

12
10

54

9 13

The steering and implement control valve stack is mounted to a bracket inside the right fender,
below the right console in the operator compartment. The implement valve stack consists of
the inlet manifold (1), the steering valve (2), the blade lift control valve (3), the blade tilt
control valve (4), the blade angle control valve (5), the ripper (or winch) control valve (6), and
the end cover (8). The blade angle control valve and the ripper/winch control valve may not be
present, depending on how the machine is equipped.

The EH pilot manifold (7) for blade lift and tilt functions is mounted to the outboard side of the
valve stack bracket, if the machine is equipped with AccuGrade.

Components of the AccuGrade EH pilot manifold identified above are the blade raise
solenoid (9), the blade tilt right solenoid (10), the AccuGrade Boost solenoid (11), the blade tilt
left solenoid (12), and the blade lower solenoid (13).
SERV7105-11 - 57 - NPI
Vol. 11, No. 1, 2005

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The EH pilot manifold receives pilot supply oil from the pressure reducing manifold. The EH
pilot manifold contains four (proportional) solenoid controlled pilot valves that receive PWM
signals from the Machine ECM for operation of the blade lift and the blade tilt functions.
When ENERGIZED, the solenoid controlled pilot valve directs pilot supply oil to the end of
the corresponding implement control valve, in direct proportion to the movement of the dozer
control lever (or as automatically commanded by the AccuGrade system). The EH pilot
manifold also contains the AccuGrade Boost solenoid valve, which uses an ON/OFF solenoid.
The AccuGrade Boost strategy was discussed earlier in the Implement Hydraulics section of
this presentation.

The AccuGrade Boost solenoid valve directs pilot supply oil to an external resolver. The blade
lower solenoid controlled pilot valve also directs pilot supply oil to this same external resolver,
in addition to the pilot supply oil that is directed to the LOWER end of the blade lift control
valve. Pilot supply oil is directed (through the resolver) to the Float Pilot Boost line when
either solenoid is ENERGIZED. The Float Pilot Boost signal line enters the signal resolver
network through the end cover of the valve stack. In either situation, the pump's flow
compensator valve senses the pilot supply oil as a signal and the implement pump will upstroke
to maintain margin pressure above LOW PRESSURE STANDBY pressure. (If the steering
valve or another implement valve sends a higher signal into the resolver network, the higher
pressure is sensed by the compensator valve.)

This EH pilot manifold is only present on ARO machines.

SERV7105-11 - 58 - NPI
Vol. 11, No. 1, 2005

56

7
2 3
1

57
10

The pressure reducing manifold (1) is located inside the forward compartment on the right fender
and is situated outboard from the power train oil filter. Service points identified above are:
2. pilot relief valve
3. pressure reducing valve
4. implement pump discharge pressure test port (HA)
5. accumulator
6. implement lockout solenoid (ENERGIZED in the UNLOCKED condition)
7. pilot supply pressure test port (CP)
8. hydraulic oil sampling port (S•O•S)
9. accumulator pressure test port (CPG)
10. accumulator check valve (near, or left side of the implement lockout solenoid)
SERV7105-11 - 59 - NPI
Vol. 11, No. 1, 2005

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58

The pilot manifold supplies pilot pressure oil to the pilot operated implement controls (or the
solenoid controlled pilot valves, if the machine is equipped with EH control of the blade
functions).
The implement pump discharge oil flows through a screen before it reaches the pressure
reducing valve. The pressure reducing valve is infinitely variable, and meters the oil to provide
pilot supply pressure of approximately 3275 kPa (475 psi).
The pilot oil then flows through the accumulator check valve, which is installed upstream of the
hydraulic accumulator. The check valve prevents backflow in the pilot system, in case of low
pilot pressure conditions. The check valve also prevents the hydraulic accumulator from
discharging when the machine is shut down.
The oil then flows to the hydraulic accumulator and the pilot relief valve. The pilot relief valve
limits the pressure in the pilot oil system past the pressure reducing valve to protect the
accumulator. The pilot relief valve opens to dissipate excess pressure in the event of pressure
spikes in the pilot oil system.
The hydraulic accumulator stores energy (pilot pressure) allowing the implements to be lowered
in a dead engine situation.
SERV7105-11 - 60 - NPI
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The pilot oil then flows to the implement lockout valve. The implement lockout valve is
solenoid operated and it is ENERGIZED when in the UNLOCKED condition. The implement
lockout valve is controlled by the implement lockout switch, located on the right console in the
operator compartment. The pilot supply oil is blocked and the implements cannot be moved
using the implement controls when this valve is in the LOCKED, or DE-ENERGIZED
condition.

When the implement lockout valve is in the UNLOCKED condition, the pilot supply oil exits
the pilot manifold at the outlet. The pilot supply oil is then directed to the pilot operated
implement controls (and/or the solenoid controlled pilot valves, if the machine is equipped with
EH control of the blade functions).
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1
59

( # $ +#$ ( (# % #4$
7 +#$ !+" 8
( # $ +#$ ( (# % #4$
7 +#$ $2 8

! ( .
60

!#(
/''#,

! (-
$))/ $ $ /*! +
!2(#
+#$ !+" +#$ $2

The machine will have an EH pilot manifold installed for blade angle control (1) if the machine
is equipped with a VPAT blade. The EH pilot manifold for blade angle control is located in the
forward compartment on the right fender, directly below the pressure reducing manifold. The
ANGLE RIGHT solenoid controlled pilot valve (2) and the ANGLE LEFT solenoid controlled
pilot valve (3) are identified in the top illustration.

Illustration No. 60 shows the EH pilot manifold when the operator has moved the thumb rocker
switch to the BLADE ANGLE RIGHT position. The Machine ECM receives the signal from
the thumb rocker switch and sends a corresponding signal to the ANGLE RIGHT solenoid
controlled pilot valve and the solenoid is ENERGIZED. Pilot supply oil is then directed to the
appropriate end of the blade angle control valve.
SERV7105-11 - 62 - NPI
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Oil on the ANGLE LEFT end of the main valve spool is displaced as the main valve spool in
the control valve moves to the angle right position. This displaced oil returns through the right-
most pilot line to the BLADE ANGLE LEFT solenoid controlled pilot valve, where the
DE-ENERGIZED solenoid pilot valve directs the oil to the manifold drain line.
SERV7105-11 - 63 - NPI
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SystemOne“ U NDERCARRIAGE COMPONENTS

Idler Sprocket

Carrier Roller

Track
Guide
Link and Track
Assembly
Roller

61

UNDERCARRIAGE

The D6R Series III Track-type Tractor is available with the new SystemOne™ undercarriage as
standard equipment on all undercarriage arrangements (Std., XL, XW, and LGP). The older
style undercarriage (standard for earlier D6R machines) is also available as an option. The
SystemOne undercarriage system uses the following redesigned components:
- track links and track shoes
- sprocket segments
- track idlers
- track rollers
- carrier rollers
- track guides

A newly designed master link can be ordered and installed by the dealer after taking delivery of
the machine. Master links are not available from the factory. (The master link requires no new
tooling for separating and joining the track).

The interactive multi-media CD, "Introducing Cat SystemOne™ UnderCarriage" (AERV5766)

provides more information on the advantages of the new undercarriage and the changes to all of
the undercarriage components.
SERV7105-11 - 64 - NPI
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62

The SystemOne undercarriage link assembly uses only one type of track link (1). There are no
LEFT or RIGHT track links used. Every other track link is reversed, both inside and outside.

The track pins (2) are sealed for the life of the undercarriage.
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63

64

A "clamping" type master link (1) is available for the track link assembly, but it is not required.
The track bolts go through the track shoe and then the upper half of the link. They thread into
the lower portion of the link and clamp the link tight around the track pin.

If the track assembly does not have a master link, the chain may be taken apart at any joint.
Assembling and dis-assembling the track is accomplished with a new portable track press (2).

Tooling required for installation and removal of the SystemOne track and related service
information will be discussed in the section "NEW TOOLING/SKILLS REQUIRED FOR
SERVICE," later in this presentation.
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65

SIGNIFICANT MAINTENANCE CHANGES

Opening the left side engine compartment door gains access to the underhood worklight (1),
which illuminates the left side engine compartment for service work. The switch (2) for the
worklight is located above the worklight, at the rear of the left side engine compartment.
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1 66

67

The air conditioning compressor (1) is located on the left side of the engine, just below the
engine oil fill tube. It is accessible from the left side engine compartment.

The air conditioning system uses R-134A refrigerant and Poly-Alkaline Glycol (PAG)
lubricating oil for the compressor. The system is fully charged with both at the factory.

The air conditioning dryer bottle (2) is installed on the left side of the engine, rearward of, and
below the air-conditioning compressor.
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68

69

The air-conditioning accumulator (1) is mounted to the inside of the left frame rail, forward of
the equalizer bar.

The air-conditioning condenser (2) is mounted behind the left side of the radiator and is
accessible through the left side engine compartment door. A remote, rooftop air-conditioning
condenser is available as an attachment.
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70
1

4 5

7
71

The batteries (1) are located beneath the deck plate at the front of the left fender. The main
disconnect switch is located inside the compartment (2) on the front edge of the left fender.

Opening the battery box lid and removing the cover (3) on the left side of the cab gains access
to the automotive style fuses (4), the air conditioning remote condenser circuit breaker (5)
(if equipped), the HVAC blower motor circuit breaker (6), and the 175 amp alternator fuse (7).
These components are located in the same place as the D6R series II machine, but they are
arranged a bit differently.
SERV7105-11 - 70 - NPI
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+! $ !# =CC "(/ ) =CC "(/ )D

+! $ !# !# $ =CC "(/ ) =CC "(/ )D
( $ ! !# <CCC "(/ ) <CCC "(/ )
($ ! !# !# $ =CC "(/ ) <CCC "(/ )
, /#!* !# ;CCC "(/ ) ;CCC "(/ )
)$ ! !# $ =CC "(/ ) =CC "(/ )
, /#!* !# !# $ =CC "(/ ) =CC "(/ )
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$*( , /$# !# $ =CC "(/ ) =CC "(/ )

D ))/-$) /)$ (2 $*(--$ $ (!#) #2 ! $ 4 # (!# *" +$) $ $*(--$ $

"$ /)! + #$))$ + $ (!#)

72

Recommended Maintenance Intervals

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

Periodic maintenance item frequency interval recommendations are shown in the above chart.
Always refer to the Operation and Maintenance Manual (form SEBU7925) for detailed
information regarding scheduled maintenance recommendations.

NOTE: Engine oil and filter change intervals may be performed at 500 hours, under most
operating conditions. Engine load factor, sulfur levels in the fuel, oil quality, and altitude may
negatively affect oil change intervals. Regular engine oil samples (S•O•S) must be taken every
250 hours to confirm oil cleanliness, in all situations. The initial engine oil and filter change
should occur at 250 hours on new machines.
SERV7105-11 - 71 - NPI
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73

NEW TOOLING/SKILLS REQUIRED FOR SERVICE

The new SystemOne undercarriage is standard equipment for the D6R Series III machine. The
SystemOne undercarriage can also be retrofitted to any existing D6R Series II, D6R, or D6H
machine.

The illustration above shows the SystemOne Multi-Pitch Track Press Tool (1) being used to
remove the outside link. This tool will also remove the inside link and it is used to install links.
It may also be used to assemble and disassemble SystemOne track on other Cat machines.
There are a number of tools, including portable track press kits, that can be used to remove and
install the SystemOne track on the D6R machines, as well as other Caterpillar machines.

For more information about tooling and assembly/disassembly procedures, refer to the
following service information publications:
- "Installation and Removal of SystemOne™ Track on Machines With an Elevated
Sprocket," form No. REHS1110-01
- "Field Repair of SystemOne™ Track," Form No. REHS2496-00
- "Tool Operating Manual - 242-5360 Portable Track Press, D6H, D6R, and 963
SystemOne™ Undercarriage Operation, Maintenance, and Parts," Form No. NEHS0915
SERV7105-11 - 72 - NPI
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- "Installation and Removal of SystemOne Track on Machines With The Multi-Pitch

SystemOne™ Track Press Tool," Form No. REHS2403-00
- "Tool Operating Manual - Operation and Parts for Large Multi-Pitch SystemOne™ Track
Press Tool," Form No. NEHS0929-01
- "Installation and Removal of SystemOne Clamp Masters," Form No. REHS2220-00
- "Tool Operating Manual - Using the Master Clamp Tools to Connect and Disconnect
SystemOne™ Undercarriage Track," Form No. NEHS0923 (E.U. Compliant)
SERV7105-11 - 73 - NPI
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74

CONCLUSION

This presentation has provided preliminary New Product Introduction (NPI) information for the
Caterpillar D6R Series III Track-type Tractor. All new and major components of the machine
and their locations were identified and discussed. The information in this package will help the
serviceman locate and identify components and analyze problems in any of the major systems
of this tractor, when used in conjunction with the Service Manual (form No. RENR7960).
SERV7105-11 - 74 - NPI
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1
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. , 0 / , $* !( $ & "! $ !'$) 0 <) $))/ $ $ /* !(

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HYDRAULIC SCHEMATIC COLOR CODE

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