SERV1820 July 2006
GLOBA GL OBAL L SER SERVIC VICE E LEA LEARNI RNING NG TECHNICAL PRESENT PRESENTA ATION
"E" SERIES BACKHOE LOADERS INTRODUCTION, OPERATOR’S STATION, ENGINE, ENGIN E, ELECTRICAL ELECTRICAL SYSTE SYSTEM, M, AND POWER TRAIN (SECTION (SECT ION 1 OF 4 FOR SERV182 SERV1820) 0)
Service Training Meeting Guide (STMG)
"E" SERIES BACKHOE LOADERS INTRODUCTION, OPERATOR’S STATION, ENGINE, ENGI NE, ELECTRICA ELECTRICAL L SYS SYSTEM TEM,, AND POWER TRAIN SECTION 1 AUDIENCE Level II - Service personnel who understand the principles of machine system operation, diagnostic equipment, and procedures for testing and adjusting.
CONTENT This presentation is divided into four sections. Section 1 provides an introduction and describes the components and systems operation of the operator’s station, electrical system, and power train. Section 2 describes the the components and systems operation of the 416E, 422E, and428E implement and steering systems for for the "E" Series Backhoe Loader. Loader. Section 3 describes the components and systems operation of the 420E, 430E, 432E, 434E, 442E, and444E implement and steering systems for the the "E" Series Backhoe Loader. Loader. Section 4 consists of the handouts for for the first three sections. This presentation may also be used for for self-paced and self-directed learning.
OBJECTIVES After learning the information in this presentation, the technician will be able to: 1. identify the correct operation of the "E" Series Backhoe Loader operator’s station, electrical system, engine, and power train; and, 2. diagnose problems in the "E" Series Backhoe Loader electrical system, engine, and power train.
REFERENCES STMG "Distributor-type Mechanical Fuel Pump - 3044C/3046 Tier II Engines" STMG "D" Series Backhoe Loaders - Introduction TIM "Autoshift Transmission for Backhoe Loaders
Estimated Time: 3 Hours Illustrations: 81 Handouts: Section 4 Form: SER SERV1820 V1820 Section 1 Date: 07/06 © 2006 Caterpilla Caterpillarr Inc.
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TABLE OF CONTE CONTENTS NTS INTRODUCTION ................................................... ....................................................... .....................................................................5 ..............5 OPERATOR'S OPERA TOR'S ST STA ATION.............................................................. ..............................................19 ENGINE......................................................................................................................................41 ELECTRICAL SYSTEM ................................................ ........................................................ ...........................................................53 ...53 Caterpillar Immobilizer System............................................................................................63 POWER TRAIN ..................................................... ............................................................................................................. ....................................................................67 ............67 Standard Transmission..........................................................................................................67 Autoshift Transmission.........................................................................................................72 Axles and Brakes ....................................................... ............................................................................................................... ...........................................................86 ...86 CONCLUSION...........................................................................................................................95
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PREREQUISITES "Fundamentals of Engines Self Study Course" "Fundamentals of Power Train Self Study Course" "Fundamentals of Electrical Systems Self Study Course"
TEMC3001 TEMC3003 TEMC3004
ADDITIONAL REFERENCES Specalogs - Center Pivot Backhoes: "416E Backhoe Loader" "420E/420E IT Backhoe Loader" "430E/430E IT Backhoe Loader" 416E, 420E/420E IT, 430E/430E IT, 446D Backhoe Loaders Field Reference Guide Reference Guide
AEXQ0072
Specalogs - Side Shift Backhoes: "422E Backhoe Loader (EAME and "428E Backhoe Loader (EAME and "432E Backhoe Loader (EAME and "442E Backhoe Loader (EAME and
HEHB3123 HEHB3124 HEHB3125 HEHB3126
LACD only)" LACD only)" LACD only)" LACD only)"
Multimedia: DVD "Backhoe Loader, E-Series Walkaround" CD "Backhoe Loader, E-Series Walkaround" CD "416E / 420E / 430E Backhoe Loader NPI eLearning - English"
NOTES
AEHQ5684 AEHQ5685 AEHQ5686
AEVD6065 AERV6065 TERV9003
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"E" SERIES BACKHOE LOADERS iNTRODUCTION, OPERATOR’S STATION, ENGINE, ELECTRICAL, AND POWER TRAIN
© 2006 Caterpillar Inc.
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INTRODUCTION
The "E" Series Backhoe Loader family is the latest generation of Caterpillar Backhoe Loaders, retaining many of the features proven on the "D" Series machines, along with additional performance and design improvements. This presentation discusses the components and system operation of the "E" Series Backhoe Loaders. The hydraulic system has been changed from a Load Sensing/Pressure Compensated (LS/PC) system to a Proportional Priority, Pressure Compensated (PPPC) system. Two types of PPPC systems are used. The 416E, 422E, and 428E machines with mechanically controlled implement hydraulic valves use one type of PPPC system. The 420E, 430E, 432E, 434E, 442E, and 444E machines use another type of PPPC system. The "E" Series BHL product line is the first new complete redesign since the "C" Series, and brings significant improvements in performance, operator comfort, controllability, versatility, and styling.
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" E" SERIES BACKHOE LOADER MACHINE SYSTEMS MODEL
416E 420E
LOADER LINKAGE Single Tilt
BACKHOE LINKAGE Center Pivot
Mechanical
420E IT
Parallel Li ft
422E
Single Tilt Parallel Li ft
Mechanical Mechanical
Single Tilt Center Pivot
428E
BACKHOE LOADER TRANSMISSION POWER TRAIN STEERING HYDRAULICS HYDRAULICS
Pilot Pilot
Side Shift
Mechanical
Side Shift
Mechanical
Center Pivot
Pilot
Mechanical
2WD (O) AWD
2WS
Standard (O) Autoshift
2WD (O) AWD
2WS
Standard
2WD (O) AWD
2WS
Standard
ENGINE 3054C NA
BRAKES
No Boost
3054C Turbo 3054C Turbo
Boosted
3054C NA No Boost 3054C Turbo
Mechanical
Standard
AWD
2WS
3054C Turbo
No Boost
Mechanical
Standard (O) Autoshift
AWD
2WS
3054C Turbo
Boosted
430E
Single Tilt
430E IT
Parallel Li ft
432E
Parallel Li ft
Side Shift
Pilot
Pilot
Standard (O) Autoshift
AWD
2WS (O) AWS
3054C Turbo
Boosted
434E
Parallel Li ft
Side Shift
Pilot
Pilot
Standard (O) Autoshift
AWD
AWS
3054C Turbo
Boosted
442E
Parallel Li ft
Side Shift
Pilot
Pilot
Standard (O) Autoshift
AWD
2WS (O )AWS
3054C Turbo
Boosted
444E
Parallel Li ft
Side Shift
Pilot
Pilot
Standard (O) Autoshift
AWD
AWS
3054C Turbo
Boosted
Pilot
(O) Optio nal
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The "E" Series machines include models that are equipped with the center pivot backhoe and the sideshift backhoe. The sideshift models can be equipped with an optional powered sideshift. The sideshift models 434E and 444E are equipped with Equal Size Tires (EST). The last digit ("4") in the model number designates the EST option. The 416E and 422E models are equipped with a single tilt loader and the 420E and 430E models can be equipped with a single tilt or parallel lift loader. When equipped with the parallel lift linkage the 420E is referred to as the 420E IT and the 430E is referred to as the 430E IT. The 428E and the 432E through the 444E models come standard with the parallel lift loader. The 416E, 422E, and 428E models include mechanically controlled loader and backhoe implement hydraulic valves. The 420E and 430E models can be equipped with mechanically controlled or pilot controlled loader valves. The backhoe valves on the 420E and 430E models are pilot controlled. The loader and backhoe valves on the 432E through the 444E models are pilot controlled hydraulic valves. The "E" Series machines are equipped with either a two wheel drive or All Wheel Drive (AWD) power train and a standard or autoshift transmission. The standard countershaft transmission is available in all "E" Series models. The autoshift transmission is also available on the 420E, 430E, 432E, 434E, 442E, and 444E models.
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The standard and autoshift transmissions feature new control solenoids which provide improved clutch pressure modulation for smoother clutch engagement and longer life. An All Wheel Steer (AWS) system is available on the 432E and the 442E models and standard on the 434E and the 444E models. The "E" Series backhoe loaders are powered by direct injection, four cylinder Caterpillar 3054C diesel engines. Turbocharged engines are optional on the 416E and 422E models and standard on all other models. The 420E, 430E, 432E, 434E, 442E, and 444E machines are equipped with hydraulically assisted master cylinders to reduce the amount of pedal effort. An external brake boost valve uses oil from the pilot accumulator to add boost to the master cylinder. The hydraulic force multiplies the pedal effort so the operator can get more braking force with less effort.
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The "E" Series machines have many similarities to the machines they are replacing. The basic engine and fuel system are the same as the updated "D" Series Tier II machines. Glow plugs have replaced the thermal starting aid and a start aid relay has been added. The All Wheel Steer system is the same as the updated "D" Series machines. The Ride Control System is similar except for a second solenoid that has been added, which combines the check valve and shutoff valve. Most of the daily service fill and check points are the same and can be accessed through the hinged engine hood. The maintenance intervals are the same except the refrigerant dryer replacement interval has increased from one to two years. The standard brake system (non-boosted) on the 416E, 422E, and 428E machines is the same as the "D" Series machines. The transmission is similar to the "D" Series machines. Modulation valves have been added to the standard and autoshift transmissions to improve clutch modulation, which results in smoother transmission shifting. A forward drive gear has been added to the countershaft in the standard transmission. The forward drive gear increases the machine top speed to 40 km/h (25 mph), the same as the autoshift transmission.
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The "E" Series machines feature several changes over the previous models to improve operator comfort and machine performance. The operator compartment features new console layouts. The heating, ventilation, and air conditioning includes 15 louvers and air towers, which provide significant improvements to air circulation. The electrical system has changed significantly from the previous models. One fuse and relay block replaces the two fuse and relay blocks on the previous machine. The Cat ET connector is also located below the fuse panel and is now accessible without removing the fuse block access panel. The Machine ECM replaces the Auxiliary ECM and Autoshift ECM. The optional Machine Security System (MSS) is no longer used. I new Caterpillar Immobilizer System is used instead. This system uses all new components including a touchkey reader. The Caterpillar Immobilizer System will be available initially as an option only on sideshift machines. The transmission control valves include modulating relief valves and load pistons to provide smoother clutch engagements. The rear final drive planetary gears have been moved outboard of the differential. Brake inspection ports have been added to the axle. NOTE:
The brake inspection ports were on the "C" Series machines, but removed from the "D" Series machines.
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The differential lock is controlled by a solenoid rather than mechanically as on the "D" Series. The 420E, 430E, 432E, 434E, 442E, and 444E machines are now equipped with hydraulically assisted master cylinders, which decreases pedal effort when braking. The implement hydraulic system has changed from a LS/PC system to a PPPC system, which provides better performance when using multiple functions. Additional changes to the hydraulic system include: - A torque control solenoid has been added to the steering and implement pump on the 420E, 430E, 432E, 434E ,442E, and 444E machines, which provides a higher pump setting. - The steering system on the pilot machines includes a redesigned priority valve. - The pilot loader joysticks and pilot backhoe joysticks have been redesigned. - The pattern change valve is controlled by a switch and two solenoids rather than mechanically as on the "D" Series. - The sideshift machines can be equipped with an optional powered sideshift, which allows the backhoe to be hydraulically shifted across the slider. - The E-Stick uses an extendible slider with a new wear pad design.
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The new "E" Series cab with curved glass and contoured fenders gives the machine a distinct new look, improves serviceability, and provides superior visibility. The sleek hood is lowered for visibility and tilts forward for easy access. A new mainframe provides a longer wheelbase for improved balance and is designed to provide durability for improved performance. The swing casting has an improved geometry for hose routing clearance and increased durability. With replaceable bushings in the swing casting, adjustable shim packs in the E-Stick and sideshift stabilizer legs, and a Diagonal Retention System for bucket tooth tips, the "E" Series is easier to maintain. The 434E and 444E EST machines are equipped with a larger frame.
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Access to the top of the engine and several maintenance items is obtained by opening the hood (1). Service points accessible when the hood is opened are: - hydraulic tank fill tube (2)
- engine oil fill tube (5)
- washer fill bottle (3)
- engine oil dipstick (6)
- transmission oil fill tube and dipstick (4)
- air filter housing (7)
To inspect the air filter indicator (8) run the engine at high idle. If the yellow piston in the filter service indicator enters the red zone, service the air cleaner.
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The hydraulic oil sight gauge (1) and serial number plate (2) are located on the left side of the machine in front of the cab. The hydraulic oil filter (3) is located below the machine at the left frame rail. The hydraulic oil filter bypass switch (4) is mounted to the oil filter base.
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The left side of the engine (top illustrations) and right side of the engine (bottom illustrations) are accessed by removing the side panels. The side panels are light weight non-metallic for easy removal. The following components are visible with the side panels removed: - air conditioning compressor (1) - cold start temperature switch (2) - oil pressure switch (3) - hydraulic oil cooler (4) - coolant temperature sender (5) - coolant temperature switch (6) - transmission oil cooler (7)
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The new extendible stick (E-Stick) (1) uses an external slider (2) with a new wear pad design, which provides increased life and simplified serviceability. The E-Stick outer slider protects the inner slider from damage and debris and includes serrated gripping edges (3) for improved clamping capabilities. Provisions for mounting a hydraulically controlled thumb is standard equipment on some machines. NOTE:
Whenever the machine is equipped with a hydraulic hammer, the E-stick should be pinned to extend the life of the E-Stick components.
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The E-Stick is adjustable up and down by sliding the wedges (1) located at each end of the E-Stick. The wedges can be moved by loosening the two bolts (2) on the E-Stick and adjusting the set screw (3). Slide the wedges in to tighten and slide the wedges out to loosen the E-Stick. The E-Stick is adjustable back and forth by changing the amount of shims (4) located in two places along the side of the E-Stick. The shims can be accessed by removing four bolts and a plate (5) on the E-Stick. A pin is used to lock the E-Stick if a hammer is installed. The pin is removed in this illustration and is installed in the hole (6) at the top of the E-Stick.
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"E" Series sideshift machines have a new slide frame (top right illustration) with new externally serviceable slide frame lock cylinders (1) and reversible/replaceable wear plates (2). The lock cylinders can be serviced in the field with standard tools. The stabilizers (3) are now externally adjustable by using an adjustment bolt (4). A powered sideshift (5) is available, which allows the operator to hydraulically shift the backhoe across the slide rail. The powered sideshift uses two cylinders to move the boom on the slide rail. The 434E and 444E sideshift models are equipped with equal size tires as shown in this illustration. The equal size tires provide a lower ground pressure due to a larger tire footprint in contact with the ground, which improves traction. The equal size tires also improve loading characteristics.
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This illustration shows the optional powered sideshift (1) attachment. The powered sideshift moves the backhoe across the slider using two hydraulic cylinders (2). Wear pads (3) on the slider and powered sideshift assembly are serviceable. Also visible in this illustration are the swing lock pin (4) and lock pin holder (5).
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OPERATOR'S STATION
The new "E" Series cab offers an improved operator environment, with increased visibility, ergonomics, and comfort. This illustration shows a machine with mechanical backhoe controls. The pod-mounted joystick controls on machines with a pilot controlled backhoe valve offer increased comfort, control, and versatility. Cab features include: - automotive style finish - curved glass maximizes space within the cab and provides 360° visibility - air suspension seat - low effort machine controls - personal storage space - joystick pattern switch (pilot controlled machines) - continuous flow for auxiliary functions (optional on pilot machines)
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The air conditioning system performance has improved with 15 louvers and air towers at the rear. There is now a separate accumulator and dryer. The dryer requires replacement every 3000 hours or two years. The seat belt should always be securely fastened before operating the machine. Always check the condition of the seat belt and the seat belt mounting hardware before operating the machine. Replace any parts that are damaged or worn before operating the machine.
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The left turn and parking brake indicator (1) are located at the left side of the steering console. To the right is the high beam and right turn indicators (2). Also located on the steering console is the hazard switch (3). On the right of the steering column is the turn signal/lights/wiper control lever (4). The transmission control lever (5) is on the left of the steering column. Also visible is the optional AWS position indicator gauge (6).
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On the floor of the cab in front of the operator seat are the following components: - differential lock switch (1) - left brake pedal (2) - right brake pedal (3) - steering column tilt lever (4) - accelerator pedal (5) - storage compartment (6)
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To the left of the steering column are the following components: - Quick coupler pin switch (1) (if equipped): The quick coupler pin switch includes a red lock button. Pulling the red button down and pushing the top of the quick coupler pin switch will release the quick coupler. Pressing the top of the switch will engage the coupler. - Continuous loader flow switch (2) (if equipped): The continuous loader flow switch is a momentary switch that works with the thumb switch on the loader control lever. The operator selects the desired flow rate with the thumb switch and presses the continuous loader flow switch to maintain the desired oil flow. - 12 volt auxiliary circuit switch (3) (if equipped) - Transmission neutral switch (4): Pressing the top of the switch will lock the transmission direction control lever in the NEUTRAL position. Pressing the bottom of the switch will deactivate the transmission neutral lock. - Work tool control switch (5) (if equipped): Controls the work tool. The AWD switch (6, if equipped) is now a three-position switch. The three positions (from left to right) are AWD, AWD BRAKING, and OFF. When the AWD BRAKING position is selected, the machine will operate in two-wheel drive until the brake pedals are depressed. Depressing the brake pedals will activate the All Wheel Drive. On the left side of the console is the service hour meter (7).
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To the right of the steering column are the following components: - autoshift switch (1) (if equipped) - ride control switch (2) (if equipped) - roading lights switch (3) (if equipped) - horn switch (4) (if equipped) - All Wheel Steer control switch (5) (if equipped) - All Wheel Steer indicators (6) (if equipped) NOTE:
To switch AWS modes, the switch must be pulled out and then moved to one of three possible positions.
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Located to the right of the operator seat are the following components: - loader joystick (1) - parking brake lever (2) - switch panel (3) - gauge cluster (4) - governor lever (5) - left stabilizer control lever (6) - right stabilizer control lever (7) - boom lock lever (8)
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The right console contains the key start switch (1), located to the left of the gauge cluster. The gauge cluster includes the engine coolant temperature gauge (2), torque converter outlet temperature gauge (3), fuel level gauge (4), and tachometer gauge (5). The indicator panel (6) is in the center of the gauge cluster. Below the gauge cluster are the following switches: - starting aid (7) - rotating beacon (8) - rear fog light (9) (if equipped) - spare (10) - rear wiper and washer (11) - implement lockout (for pilot controlled circuits) (12) - heater A/C (13)
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- front flood lights (14) - temperature control knob (15) - rear flood lights (16) - fan speed (17) - sideshift control switch for powered sideshift machines (18) (if equipped) - continuous backhoe flow switch (19) (if equipped - solenoid controlled auxiliary circuit) - Caterpillar immobilizer system indicator (20) (if equipped) NOTE:
The mechanical sideshift control switch is not shown in this illustration.
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The indicator panel located in the center of the right console dash includes the following indicators: On 416E, 422E, and 428E machines (shown in this illustration) the coolant temperature alert indicator (1) illuminates when the coolant temperature is too high. NOTE:
On 420E, 430E, 432E, 434E, 442E, and 444E machines an action lamp is located in this position and flashes when a malfunction occurs in a machine system.
The hydraulic oil temperature alert indicator (2) will light and the action lamp (if equipped) will flash when the hydraulic oil temperature is too high. The engine oil pressure alert indicator (3) will light, the action lamp (if equipped) will flash, and an audible alarm will sound when the engine oil pressure is low. The hydraulic oil filter bypass alert indicator (4) will light and the action lamp (if equipped) will flash when the hydraulic oil filter becomes clogged. The brake oil level alert indicator (5) will light, the action lamp (if equipped) will flash, and an audible alarm will sound when the brake reservoir oil is low. The air filter alert indicator (6) will light when the air filter becomes clogged. The charging system alert indicator (7) will light, the action lamp (if equipped) will flash, and an audible alarm will sound if the battery voltage is too low. The fuel system water separator alert indicator (8) indicates a plugged fuel/water separator.
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These illustrations show the loader joystick (1) for a pilot controlled loader valve group. The pilot controlled loader valve joystick includes a thumbwheel switch (2) that controls the auxiliary functions and two buttons (3) that control the AWS maneuvering. Also located on the front of the joystick is the transmission neutralizer and downshift switch (4). In Autoshift Mode, if the switch is depressed for less than one second the transmission downshifts. If the switch is held longer, the transmission is neutralized. In Manual Mode, the switch will not downshift the transmission.
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This illustration shows the loader joystick (1) with a mechanically controlled loader valve. With a mechanically controlled loader control valve an auxiliary control lever (2) is located between the joystick and parking brake lever (3). Also located on the front of the joystick is the transmission neutralizer switch (4). The neutralizer switch disengages the transmission. The parking brake release lever (5) is located at the front of the parking brake lever. Also visible in this illustration is the transmission shift lever (6) for machines equipped with the standard transmission. A transmission neutralizer switch (7) is also located on the front of the transmission shift lever. When making speed shifts, press the neutralizer switch first and then move the lever to the desired range. The neutralizer switch de-energizes the transmission solenoids to release the directional clutch.
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This illustration shows the backhoe joysticks (1) with a pilot controlled backhoe valve. The left pilot joystick is equipped with a thumbswitch (2) to control the auxiliary functions (if equipped) and a horn switch (3). The right joystick is equipped with a thumbswitch (4) to control the E-Stick (if equipped) or a hammer (if installed). The boom lock lever (5) locks the boom in place for machine travel. The pilot control pod lever (6) allows adjustment of the pilot lever pods. The joystick default pattern is the excavator pattern. An alternate backhoe pattern can be selected using the joystick pattern switch (not visible) located to the right of the operator's seat (when facing toward rear).
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The joystick excavator pattern is: Left joystick:
Right joystick:
- forward: STICK OUT
- forward: BOOM LOWER
- rear: STICK IN
- rear: BOOM RAISE
- right: SWING RIGHT
- right: BUCKET DUMP
- left: SWING LEFT
- left: BUCKET CLOSE
The joystick backhoe pattern is: Left joystick:
Right joystick:
- forward: BOOM LOWER
- forward: STICK IN
- rear: BOOM RAISE
- rear: STICK OUT
- right: SWING RIGHT
- right: BUCKET DUMP
- left: SWING LEFT
- left: BUCKET CLOSE
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The joystick pattern changer switch (1) is located to the right of the operator's seat (when facing toward the rear) on machines with a pilot controlled backhoe. The joystick pattern changer switch controls two solenoids that allow the backhoe controls to change from an excavator to a backhoe control pattern. Press the top of the switch to select the excavator pattern. Press the bottom of the switch to select the backhoe pattern. A decal (2) illustrates the joystick pattern options. The top half of the decal shows the excavator pattern and the bottom half of the decal shows the backhoe pattern. Also located next to the joystick pattern switch is a storage compartment (3).
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This illustrations shows the backhoe controls with a mechanically controlled backhoe valve. The standard control pattern for the "E" Series is the same as on all previous backhoe models. When sitting in the seat facing the rear of the machine to operate the backhoe the right joystick (1) is used to control the bucket and stick functions. The left joystick (2) is used to control the boom and swing functions. The pedal (3) on the floor to the right of the joysticks controls the E-Stick (if equipped) or a hammer (if installed). NOTE:
The auxiliary functions (if installed) are controlled by a pedal (not shown) on on the other side of the loader tower (7) from the E-Stick pedal.
The stabilizer controls (4), boom lock lever (5), and governor control lever (6) on the side console are in easy reach of the operator
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The joysticks can be changed from the standard backhoe control pattern to the excavator pattern by rotating the universal joint (3) and switching the right and left joystick levers. NOTE:
For detailed information on changing the joystick pattern, refer to Special Instruction "Installation of a Backhoe Control STANDARD/CROSS Pattern Set" (REHS1023).
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Located inside the door on each side of the machine are 12 volt power ports (1). NOTE:
The 12 volt power port on the left side of the machine is not available on the 416E, 422E, and 428E machines.
Also located inside the right door is the Cat ET connector (2) and the fuse panel (3). The fuse panel cover has been removed in the top illustration.
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This illustration shows the fuse panel (1) with the cover (2) removed. The fuse panel includes a decal (3) that lists the machine fuses and relays.
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The machine relays are: - K1 Backup alarm (1) - K2 Horn (2) - K3 Position lamp (3) - K4 Differential lock (4) - K5 Not used (5) - K6 Not used (6) - K7 Ride control (7) - K8 AWD brake (8) - K9 Implement enable (9) NOTE:
The torque limiter relay and flasher relay are located above and behind the fuse panel.
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Three power relay modules (1) are located next to the fuse panel. Part of the console must be removed to access the power relay modules. There are two fuses located below each power relay module. The fuses can be accessed by removing the fuse covers (2).
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The cab air filter (1) is located behind a panel (2) on the right side of the operator's station. The cab air filter is accessed by opening a panel (3) on the right fender. Inspect the filter element for damaged pleats, gaskets, or seals. If the filter element is dirty clean the element with water at a maximum of 240 kPa (40 psi) water pressure or with air at a maximum of 205 kPa (30 psi) air pressure. A clean air intake vent (4) is also located on the right side of the cab.
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ENGINE
The "E" Series Backhoe Loaders are equipped with a 3054C engine (1). The 3054C engine meets EPA Tier II emissions requirements, the same as the "D" Series update machines. The standard engine for the 416E and 422E is the 3054C DINA (Direct Injection Naturally Aspirated) engine which maintains the same horsepower as the previous machines at 55 kW (74 hp). The optional engine for the 416E and 422E is the 3054C DIT (Direct Injection Turbocharged) engine. The horsepower has been increased from 60 kW (80 hp) in the "D" Series models to 66 kW (89 hp) in the "E" Series models. The 420E/428E/430E/432E/434E/442E and 444E machines are all equipped with the 3054C turbocharged engine. Horsepower ratings are: - 420E/428E/432E/434E with standard transmission: 66 kW (89 hp) - 428E/430E/442E/444E with standard transmission: 72 kW (97 hp) - 420E/430E/432E/434E/442E/444E with autoshift transmission: 72 kW (97 hp) The cooling package (2) is located at the front of the engine. Always add additional coolant through the cap on the coolant reservoir (3). Air conditioning is an option. The compressor (4) is mounted on the left side of the engine.
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1 2
3
4
38
2
The air filter (1) is similar to the air filter used on the the updated "D" Series Backhoe Loaders, but the air intake (2) is from the top of the air filter on the "E" Series machines. Air is vented from the fan to the the air filter through a duct (3) and an opening (4) in the hood. The air filter filter incorporates both the precleaner and air cleaner functions. When servicing the primary and secondary elements do not tap or strike the filter elements to remove dust or dirt. Do not wash the filter filter elements. Use low pressure compressed air to remove dust from the filter elements. elements. Air pressure must not exceed 207 kPa (30 psi). Do not use air filters with damaged pleats, gaskets, or seals. Dirt entering the engine will cause damage to engine components.
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5
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3 1
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3 1
The top illustration shows the fuel tank on the 416E/420E/422E/428E/430E/432E and 442E machines. The bottom illustration shows the fuel tank on the 434E/444E equal size tire tire machines. The fuel tank (1) is located located on the left side of the machine. The fuel level sender (2) is located on the top of the fuel tank. The fuel tank drain valve (3) is located on the lower right corner on the front of the fuel tank. tank. The fuel tank drain plug can be removed to drain the the water and sediment from the tank. The fuel fill tube (4) can be removed to clean the tank. A decal (5), which indicates the location of the fuel filer water separator, is located on the left frame rail. The fuel tank capacity has been increased by 13 percent.
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An electric fuel priming pump (1) (1) is used on all "E" Series Series Backhoe Loaders. This primer pump replaces the manually controlled lift pump used on previous backhoe engines. The fuel priming pump and fuel filter water separator (2) are located inside the left front frame rail next to the engine oil filter (3). The fuel filter water separator drain plug (4) is visible from below the engine. Also located next to the fuel filter is the priming pump relay (5).
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The "E" Series Backhoe Loaders use different fuel pumps depending on whether the engine is naturally aspirated or turbocharged. Both fuel pumps have been used before on other Caterpillar products. These fuel pumps are not repairable except by the manufacturer's certified service centers. However, the low idle can be adjusted and the engine shutdown solenoid (1) can be replaced in-chassis. Machines equipped with a naturally aspirated 3054C DINA engine (not shown) will have a Bosch distributor-type mechanical fuel pump. These fuel pumps use a cam plate, rollers, and springs to move the distributor plunger in and out of the fuel pump housing. This motion creates pressurized fuel which is distributed to the injectors. Machines equipped with a turbocharged 3054C DIT engine will have a Delphi distributor-type, plunger-type mechanical fuel pump (2). These fuel pumps contain plungers, a cam ring, and shoes in the rotor assembly. As the rotor turns, the cam ring forces the shoes and plungers in to increase the fuel pressure. The pressurized fuel is then directed to the injectors. Both fuel pumps are also equipped with an automatic advance mechanism (3) and a cold start advance solenoid (4). The automatic advance mechanism controls the advance of injection, while the cold start advance solenoid is used at startup to reduce white smoke by advancing the engine timing to improve cold idling combustion capability.
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If a new pump is installed on the engine, a locking bolt (3) and a two position spacer in the pump flange below the timing mark on the pump engine flange must be loosened after installing the pump on the engine. In the locked position, the bolt prevents the pump drive shaft from turning. Move the spacer to provide additional clearance between the bolt head and the pump flange to unlock the pump drive shaft. If this procedure is not performed, the fuel pump will be damaged if an attempt is made to start the engine. If the screw is removed before being installed on the engine, the fuel pump will no longer be timed and will require retiming at the manufacturer's service center.
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This cutaway illustration shows the Bosch distributor-type injection pump used on the naturally aspirated 3054C which is standard on the 416E/422E models. The distributor pump has only one high pressure pump chamber and one plunger regardless of the number of cylinders in the engine. The fuel is delivered through a groove in the plunger to the outlet ports as determined by the number of cylinders in the engine. The injection pump consists of the following subassemblies: Feed pump: Consists of a vane-type pump that pulls fuel from the tank and supplies fuel to the high pressure pump chamber. The feed pump is driven by the pump drive shaft. High pressure pump with distributor: Delivers fuel under high pressure through a plunger to the delivery valves. The plunger moves axially due to the rotation of the cam plate. The plunger is also driven by the pump drive shaft. Mechanical governor: Controls engine speed through various load ranges. The flyweights control the governor lever position. Timing advance mechanism: Adjusts the start of fuel delivery as a function of pump speed and load. Engine shutoff solenoid: When de-energized, blocks fuel to the plunger fill port to stop the engine. NOTE:
Refer to "Distributor-type Mechanical Fuel Pump-3044C/3046 Tier II Engines" (SERV1777) for more information on the distributor-type mechanical fuel pump.
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This illustration shows the Delphi distributor-type fuel injection pump used on the turbocharged 3054C engines. Fuel is drawn by the transfer pump through the pressure regulator and sent to the metering valve when the solenoid is energized. The fuel also flows through an annular groove around the rotor to the orifice check valve and the automatic advance mechanism. The metering valve controls the amount of fuel sent to the pumping elements inside the rotor (plungers, cam ring, and shoes). As the rotor turns, the cam ring forces the shoes and plungers in to increase the fuel pressure. The pressurized fuel is then directed to the injectors.
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3054C TURBO TIER II FUEL HYDRAULIC SYSTEM ENGINE RUNNING / COLD START ADVANCE POSITION Priming Pump/ Filter / Water Separator
Boost Pressure
Fuel Tank Boost Controller
Transfer Pressure Regulator
Main Filter
Feed Pump Shutoff Solenoid
Fuel Return Check Valve
Injector Torque Trimmer
Vent Orifice Delivery Valve Rotor
Cam Ring
Rollers
Transfer Pump Metering Valve
Plungers Cold Start Advanc e Solenoid Shoes
Flat Auto mati c Advan ce Mechanism
Scroll Plates
Hydraulic Head
Orifice Check Valve Light Load Advan ce Valv e
Latch Valve
46
This illustration shows the schematic for the 3054C turbocharged Tier II engine. All components shown in the schematic except for the fuel tank, priming (lift) pump/filter/water separator, lift pump (mechanical), fuel filter, and injector are part of the fuel injection pump. The system is shown in the START ADVANCE POSITION. The mechanical feed or lift pump is used to move fuel from the fuel tank to a higher level on the machine. The pump is also used to prime the system. The water separator portion of the fuel filter removes water from the fuel. Since the fuel injection pump is lubricated by fuel, it is extremely important that water does not enter the pump. Water will cause the pump to malfunction and will lead to the rotor and plungers locking up. The water separator should be serviced daily. Combined with the filter/water separator is an electric priming or lift pump to assist in priming the fuel pump. The transfer pump draws fuel from the tank and supplies fuel to the injection pump.
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The hydraulic head is machined with bores and passages which allow fuel to flow to and from a specific point. For example, fuel flows from the transfer pump to the metering valve or from the metering valve to the inlet passage to the rotor. The rotor is located in the hydraulic head. The rotor distributes fuel to the delivery valves. The rotor has four inlet passages and one outlet passage. As the rotor turns, fuel enters the passages in the rotor and forces the plungers in the drive end of the rotor outward. As the rotor continues to turn, the inlet passage closes. As the plungers are forced inward by the cam ring and rollers, the fuel pressure in the rotor increases. At the same time, the outlet passage opens and fuel exits the rotor through the delivery valves to the injectors. The transfer pressure regulator controls the fuel transfer pressure within the injection pump. Transfer pressure will increase as engine speed increases. The regulator also permits the fuel to bypass the transfer pump when the fuel system is being primed. The shutoff solenoid allows fuel to enter the fuel injection pump when the solenoid is energized. When the key start switch is moved to the OFF position, the solenoid is de-energized and a spring moves the plunger in the solenoid to block fuel flow. The metering valve controls the amount of fuel to the hydraulic head or rotor. The valve is connected to a mechanical governor and the throttle or governor control lever. As the metering valve is rotated within the hydraulic head, a delivery control groove in the valve precisely meters fuel to the rotor. A tapered flat on the metering valve works with the light load valve. The flat is machined in line with the delivery control groove. The light load advance valve and metering valve work with two control orifices in the hydraulic head to override the normal speed advance system. During low load conditions, the outward travel of the rollers and shoes is reduced during the rotor filling cycle, which delays the point of roller contact with the cam lobes resulting in retarded injection. The light load advance compensates for this delay by advancing injection at reduced fuel levels. Passageways are drilled within the hydraulic head body to connect the metering valve "flat" with the pressure end of the advance device (through a second control orifice) and the pump cambox. As the metering valve is rotated in the hydraulic head by the governor, a larger or smaller flow path from the advance piston to the cambox is created. The relationship between the "flat" with the delivery control groove is arranged so that, as delivery is reduced, flow past the flat is also reduced. Thus, the pressure signal applied to the advance piston is increased to advance the timing.
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The boost controller adjusts the maximum fuel delivery based on variations in the boost pressure from the turbocharger. As boost pressure increases, the scroll plates rotate and allow the plunger travel to increase. This action permits an increase in fuel delivery resulting in more engine horsepower. The torque trimmer provides a means to regulate the volume of fuel being delivered at full load. The torque trimmer provides the maximum amount of fuel in the loadable range of the engine which can be burned smoke free. The delivery valves are check valves which open to allow fuel from the pumping mechanism to the injectors. There is one delivery valve per injector. The valves rapidly reduce pressure in the injector lines at the end of the injection cycle to ensure a rapid closure of the injector nozzles and, in conjunction with the cam ring profile, maintain a residual pressure in the fuel lines to the injectors. The latch valve prevents transfer pressure from reaching the automatic advance mechanism during cranking until the engine is started to prevent premature advance timing. The automatic advance mechanism progressively advances the start of injection as engine speed increases. The automatic advance mechanism causes the cam ring to rotate in the pump housing. The spring in the mechanism moves the piston and cam ring to retard the timing, while transfer pressure sensed on the right side of the piston works against the spring to advance the timing. The check valve prevents reverse fuel flow from the automatic advance due to cam loading. The orifice permits fuel to vent from the automatic advance when the engine rpm is reduced. The cold start advance solenoid is used to reduce white smoke by advancing the engine timing to improve cold idling combustion capability. At start-up, the cold start advance solenoid is energized, pushing the solenoid pin against the piston in the automatic advance mechanism. This action moves the piston and cam ring to the "start advance position." In this position the spring is prevented from fully retarding the engine timing. After the engine is started and allowed to warm up to a specified temperature, a coolant switch opens and the cold start advance solenoid is de-energized. The solenoid pin is retracted and the automatic advance piston is permitted its full range of travel to advance or retard the timing. The fuel return check valve maintains a slight pressure in the fuel injection pump to ensure good lubrication. The fuel return check valve also allows hot fuel to bleed from the injection pump for cooling.
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This representation of the cold start advance solenoid and automatic advance mechanism has not been confirmed by engineering. The position of the piston has been exaggerated to show separation from the housing and the piston on the left end. The purpose of the illustration is to help explain only the concept of "start advance." The various color codes which are used in this presentation to identify oil flow and pressures for the fuel hydraulic system are as follows: Pink - Reduced transfer pressure Red Dots - Transfer pressure Red - High pressure fuel Blue - Blocked fuel Green - Suction or drain fuel Purple - Boost air pressure
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ELECTRICAL SYSTEM
The "E" Series backhoe loaders are equipped with conventional 12 volt electrical systems with negative ground and either a 100 amp alternator or a 120 amp alternator. The 100 amp alternator is installed on the 416E/422E machines. The 420E/428E/430E/432E/434E/442E and 444E machines are equipped with a 120 amp alternator. The batteries (1) are located below the cab on the right side of the machine. The batteries are accessed by opening a panel (2) below the step to the cab. The standard machines are equipped with a 12 volt maintenance free battery to supply power to the system. The machines can be equipped with two batteries along with a heavy duty alternator for cold weather climates or for use with additional operating lights (attachments). The system does not have a disconnect switch. To disable the electrical system, remove the battery ground cable from the main frame. The starting system is a key start and key stop system.
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This schematic shows the starting and charging system in the START position for engines equipped with turbochargers. The red coded wires have battery voltage with the key start switch in the OFF position. When the key start switch is turned to the START position, power from the key start switch is directed to the shuttle control through a 307 OR wire. When the shift handle of the shuttle control is in NEUTRAL, power flows to the starter relay through a 306 GN wire. When the starter relay closes, power from the battery energizes the starter solenoid and motor. The starter then engages the flywheel ring gear and cranks the engine. If the fuel shutoff solenoid is energized and the fuel lift pump motor is operating the engine will start. At the same time power is going to the starter relay, the key start switch is directing power through the 308 YL wires to energize the coils in Power Modules 1 and 2 to close the relays in the two modules. When Power Module 1 relay closes, power is directed through the lift pump fuse to provide power to the excitation resistor, the fuel lift pump relay, the cold start temperature switch, and the start aid relay through the 123 W wires.
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In the Start Mode, power is directed to the fuel lift pump arc suppressor through a 307 OR wire. The lift pump will only start to operate when the key start switch is to turned to the START position. Power to the lift pump arc suppressor goes through the arc suppressor to the fuel pump relay to energize the coil electric lift pump. Once the lift pump relay coil is energized the relay closes and power flows through the lift pump relay to operate the fuel lift pump motor. Once the lift pump coil is energized the relay will stay closed when the key switch is moved to the RUN position. When the key is in either the START or RUN position, the fuel shutoff solenoid is energized and allows fuel to flow through the fuel injection pump. Thus, the solenoid is "energized to run." For cold starts, the start aid switch can be used to energize the glow plugs. The glow plugs are energized by the start aid relay. The glow plugs replaced the thermal starting aid coil used on the "D" Series. For cold starts, the start aid switch can be used while cranking the engine. The start aid switch will close the start aid relay. When the start aid relay closes, power is directed to energize the glow plugs in the cylinder head. The glow plugs heat the fuel that is injected into the cylinders to ease starting. Also, during cold starts the cold start temperature switch is closed, which directs power to energize the cold start advance solenoid. With the cold start advance solenoid energized, the automatic advance piston on the fuel pump is moved to the start advance position. Without moving the piston to the start advance position, the fuel pump would start in the fully retarded position. The fully retarded position is not desirable. By advancing the injection timing during starting white smoke is reduced and cold idling combustion capability is improve. As the engine coolant warms up, the cold start temperature switch will open causing the cold start advance solenoid to de-energize. With the solenoid de-energized the piston in the automatic advance mechanism is allowed its full range of movement for controlling the injection timing.
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This schematic shows the starting and charging system in the RUN position. With the key start switch in the RUN position, power is directed through the Power Modules 1 and 2 to the accessories. The batteries are charged by a belt-driven alternator. Also, the tachometer is powered by the alternator. When the key start switch is in the RUN position, power from the battery goes through Power Module No. 1 through the excitation resistor to the "D+" terminal of the alternator to "excite" the alternator field. When the alternator field is "excited," the alternator will turn ON at a lower engine rpm to start charging the batteries. (If the alternator only turns ON at high engine idle, check the "D+" circuit.) If starter, battery, or alternator tests are being made, remove the 123-WH wire from the fuel shutoff solenoid. Removing the wire will prevent the shutoff solenoid from being energized, thus preventing the engine from starting.
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The starting and charging system for the naturally aspirated engines is very similar to the turbocharged engines. The fuel shutoff solenoid is a different design and is grounded differently. When Power Module 1 relay closes, power is directed through the load check fuse instead of the lift pump fuses to provide power to the excitation resistor, the fuel lift pump relay, the cold start temperature switch, and the start aid relay through the 123 W wires.
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The Machine ECM (1) now controls most of the machine functions and replaces the Auxiliary Control ECM and the Autoshift ECM on machines equipped with a pilot controlled backhoe valve. The Machine ECM is mounted to the bottom of the cab floor plate (2). The Machine ECM includes two 70 pin connectors (3). The Machine ECM is not installed on machines equipped with a mechanical backhoe valve (416E/422E/428E).
NOTE:
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This illustration shows the Machine ECM input and output components on machines equipped with a pilot controlled backhoe valve and a direct drive transmission. The Machine ECM receives signals from the machine input components and sends corresponding signals to the machine output components to control several of the hydraulic functions and the direct drive transmission forward and reverse solenoid valves. The Machine ECM communicates on the Cat Data Link with Cat ET and on the J1939 CAN Data Bus with Product Link (if equipped).
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This illustration shows the Machine ECM input and output components on machines equipped with a pilot controlled backhoe valve and an autoshift transmission. The Machine ECM receives signals from the machine input components and sends corresponding signals to the machine output components to control several of the hydraulic functions and the autoshift transmission shifting. NOTE:
The Autoshift ECM has been eliminated. The power train is now controlled by the Machine ECM.
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54
The Configuration screen in Cat ET shows the types of configurations that can be changed on the "E" Series Backhoes. The left side of the screen also shows the available ECMs: Machine Control, Product Link, and Shift Lever. NOTE:
Only The Machine ECM and Product Link can be flashed.
The configurations will be discussed later in the presentation.
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This illustration shows the Machine Status screen. Although the engine is not electronically controlled, the Machine ECM monitors several engine parameters.
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56 Caterpillar Immobilizer System
The Caterpillar Immobilizer System is a theft deterrent system that reduces the chance of unwanted machine operation. The Immobilizer System is optional on the 422E, 428E, 432E, 434E, 442E, and 444E models. The Immobilizer System uses a touchkey reader or touch pad mounted in the side console, which reads a key fob attached to the key. A coded key fob is used to disarm the system. Without the correctly coded key fob, the machine will not start. The immobilizer security valve is electronically coded at the factory and is tamper proof. The valve is specifically designed to immobilize diesel engines and cannot be electrically bypassed. The security valve controls the solid state relay. The solid state relay provides power to the fuel shutoff solenoid on the injector pump. The diode assembly protects part of the security system from being bypassed by preventing power from being back fed to the fuel shutoff solenoid.
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The crank interrupt relay prevents the engine from cranking if the Immobilizer System has not been disarmed. Arming the system:
The system will automatically arm itself 30 seconds after the engine is turned off; no other action is necessary. However, the engine may be restarted any time within the 30 second period without needing to present the key fob. In the armed condition the red LED on the reader will flash approximately once per second. Disarming the system:
- Turn the key switch to the ON position. - Touch the metal "button" of the key fob against the reader to extinguish the red LED on the reader, indicating that the system is now disarmed. - Start the engine in the normal way by turning the key switch to the START position. If after disarming the system the engine is not started within 30 seconds, the system will automatically re-arm. Programming additional user (black) key fobs:
- Turn the key switch to the position. - Touch the metal "button" of a Master (yellow) key fob against the reader. This will extinguish the red LED on the reader, indicating that the system is now disarmed. - Within 5 seconds touch the key fob to be programmed against the reader. NOTE:
there will be no visible indication that the system has registered the new key
fob.
-Turn the key switch off. To program a second key fob wait until the LED is flashing, then repeat the above procedure. NOTE:
The Immobilizer System may be referred to as the Machine Security System (MSS) in some Caterpillar literature. The Immobilizer System is preprogrammed from the factory and a less expensive system than the MSS.
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2
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The touchkey (pad ) reader (1) is located next to the key start switch in the cab. When the key fob (2) touches the reader, the Immobilizer System is disarmed. Three key fobs are shipped with each machine, two master (yellow) fobs and one user (black) fob. These two master key fobs are attached to the Operation and Maintenance Manual lanyard (not shown). In the center of the touch (pad) reader is an LED (3). The light will flash red when the system is active. The system must be deactivated before the machine will start. The sequence to deactivate the system can be performed with the engine start switch in the ON or OFF position. In order to deactivate the system, perform the following procedure: 1. Touch the key fob to the touch reader. The system will deactivate. When the system is deactivated, the light in the touch pad will stop flashing. If the indicator does not stop blinking, the system did not recognize the coding of the key fob. 2. Turn the engine start switch to the ON position within 30 seconds of deactivating the system. If the engine start switch is not turned to the ON position within 30 seconds, the system will reactivate. The system will reactivate within 30 seconds of the engine start switch being turned to the OFF position. Additional key fobs can be programmed into the immobilizer system in order to allow additional operators to start the machine.
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The machine immobilizer security valve, diode assembly, and solid state relay are located behind a protective cover (arrow) on the left side of the engine. To remove the cover, the security bolts must be removed with a small drift punch or a stud/bolt removal tool. The security bolts must be replaced when the cover is reinstalled. The crank interrupt relay (not shown) is located to the right of the floor plate below the cab.
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POWER TRAIN Standard Transmission
The standard countershaft transmission is similar to the "D" Series transmission. The standard transmission is available on all models. A forward drive gear has been added to the countershaft, which increases the machine top speed to 40 km/h (25 mph) the same as the Autoshift transmission. The new gear is labeled in red for both the two wheel drive transmission (top illustration) and AWD transmission (lower illustration). The four-speed forward/four-speed reverse, helical gear, constant mesh, synchronized standard transmission is coupled with hydraulically engaged FORWARD and REVERSE clutches. Each multiple disc clutch pack is controlled by a solenoid valve. Fourth gear can be locked mechanically.
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A manually actuated lever and shifter fork arrangement shifts the transmission through the four fully synchronized speed ranges. Power is transmitted from the torque converter to the input shaft. If FORWARD is selected, the FORWARD clutch is engaged and power flows from the input shaft to the countershaft. The countershaft causes all four speed gears to rotate. A synchronizer will engage one of the speed gears with the output shaft. Power is then directed to the rear axle. If the machine is equipped with AWD, a separate shaft and clutch are needed. An additional gear on the output shaft will transmit power to the AWD shaft. A multiple disc clutch is part of the AWD shaft group. The clutch is hydraulically engaged and spring released. A solenoid controlled valve (not shown) directs oil to pressurize or drain the clutch. The solenoid is energized by the AWD switch on the left front console in the cab. The front wheel drive axle can be engaged while the vehicle is moving by activating the AWD switch. NOTE:
The pressure taps or locations to insert pressure taps are in the same locations as they were on the "D" Series standard transmission.
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60
This illustration shows the power train hydraulic schematic for the standard transmission equipped with two wheel drive. Oil from the sump is drawn through a suction screen by a crescent-type gear pump located on the transmission input shaft. From the pump, the oil is sent through a spin-on filter to the transmission directional selector solenoid valve. In NEUTRAL, the oil flow is blocked by the directional selector solenoid valve. Therefore, the oil opens the relief valve and flows to the torque converter. A bypass orifice in the relief valve is located between the supply circuit and torque converter circuit to make sure that oil is always available to the torque converter when the machine is running. The torque converter inlet relief valve protects the automotive-type torque converter from high pressure (during cold start-up). Oil from the torque converter goes to the oil cooler, which is located in front of the radiator. From the cooler, the oil is used for lubrication. A passage directs lube oil to the input shaft of the transmission. Oil from the shaft cools and lubricates the clutch assembly and input shaft bearings. The output shaft, countershaft and reverse idler shaft are splash lubricated. The oil then returns to the sump.
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NOTE:
The lines and fittings from the torque converter and the oil cooler are sized to provide sufficient restriction to the oil in the torque converter. A torque converter outlet relief valve is not required.
Modulating valves have been added to the directional selector solenoid valve. The modulating valves improve clutch modulation, which results in smoother transmission shifting. The modulating valves consist of a modulating relief valve, orifice, and load piston. In this illustration, with the directional selector spool shifted to the FORWARD position, oil flows through an orifice and to the forward clutch. Oil also flows to one end of the modulating relief valve and through an orifice to the other end of the modulating relief valve and to the load piston. As the oil flows into the clutch and after the clutch fills, pressure increases and the clutch begins to engage. Oil pressure forces the modulating relief valve against the spring force, which allows some oil to flow through the relief valve to the tank. Oil flows at a constant rate through the orifice to the load piston. The load piston moves at a constant speed against the heavier spring force. At the same time the load piston moves to the right, the modulating relief valve will move up and down as the pressure increases above and below the modulating relief valves. The time it takes for the load piston to move right and to stop moving is the hold time of the modulation valve. The clutch fill time must be less than the hold time. When the load piston stops, the heavy spring is compressed. The relief valve limits the maximum clutch pressure. NOTE:
The load piston actually consists of a light spring and one heavier spring. Only one spring is shown in the illustration.
- The first movement of the modulating piston compresses the light spring only, which has a minimal affect on the pressure. This provides the fill time for the clutch. - After the clutch has filled the heavy spring starts to be compressed and this provides the modulation ramp. - When the modulating piston reaches the end of its travel the pressure goes up to system pressure. - The purpose of the orifice in the modulating piston is to give a beginning of fill pulse, which allows the clutch to fill faster. - Once the load piston moves far enough to the right, the orifice in the load piston no longer affects the load piston travel.
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61
This illustration shows the power train hydraulic schematic for the standard transmission equipped with AWD. The power train hydraulic system for AWD machines is the same as the two wheel drive machines except for an external supply line which directs supply oil to the AWD solenoid valve. When the solenoid is energized, oil engages the AWD clutch. This schematic shows that the directional selector solenoid valve has been energized. Supply oil flows through the valve to engage the FORWARD clutch. When the AWD BRAKING position is selected using the AWD switch in the cab, the machine will operate in two-wheel drive until the brake pedals are depressed. Depressing the brake pedals will activate the All Wheel Drive.
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62
Autoshift Transmission
The autoshift transmission is available on the 420E, 430E, 432E, 434E, 442E, and 444E models. The five-speed forward, three-speed reverse autoshift transmission is a constant-mesh, countershaft design. The transmission transfers power to the drive axles. The Machine ECM electronically controls the transmission by selectively energizing speed and directional solenoids. The transmission is equipped with three speed solenoids and three directional solenoids. One speed solenoid and one directional solenoid must be simultaneously energized for a transmission gear to be engaged. Transmissions with the optional AWD system (shown in this illustration) are equipped with an AWD solenoid and an additional output shaft. NOTE:
The reverse shaft and clutch are not shown in this sectional view. It is shown later in this presentation. The pressure taps or locations to insert pressure taps are in the same locations as they were on the "D" Series autoshift transmission.
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This illustration shows the power train hydraulic schematic for the autoshift transmission equipped with two wheel drive. Modulation valves have also been added to the forward low, forward high, and reverse clutch solenoids. The modulation valves operate the same as previously described in the standard transmission. The Autoshift ECM has been eliminated. The autoshift transmission is now controlled by the Machine ECM. The Machine ECM contains the software to control transmission shifting. The software compares the input information to the information stored in the Machine ECM to determine the appropriate gear for the machine. The Machine ECM then sends an output signal to energize solenoids for the appropriate clutch. Through Cat ET, FIRST gear can be ENABLED or DISABLED.
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FIRST gear is a relatively low (slow) gear ratio, and using it may not be necessary for normal loader work or for roading. If using AUTOSHIFT for either loading or roading, disabling FIRST gear eliminates an extra gear shift. In extreme hard digging conditions, the neutralizer button can be used to downshift to FIRST, and then AUTOSHIFT will upshift the transmission as the machine speed increases. In summary, disabling FIRST makes the machine more responsive, smoother, and efficient (more productive). Use FIRST gear only when required. NOTE:
Pressure taps are usually provided for regulated pressure and lube pressure.
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This illustration shows the power train hydraulic schematic for the autoshift transmission equipped with AWD. The power train hydraulic system for AWD machines is the same as the two wheel drive machines except for the AWD solenoid and clutch. When the AWD solenoid is energized, oil engages the AWD clutch. This schematic shows the No. 1 and No. 4 solenoids energized to engage the forward low directional clutch and the No. 1 speed clutch to obtain FIRST SPEED FORWARD. The relief valve limits the maximum clutch pressure.
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The five-speed forward, three-speed reverse transmission is equipped with six clutch packs. The autoshift transmission uses six solenoids to control the engagement of the clutch packs. Two clutch packs must be simultaneously engaged for the transmission to drive the machine. The above chart shows the energized solenoids and the engaged clutch packs for each gear. The solenoids are controlled by the Machine ECM. In NEUTRAL, none of the solenoids are energized. The chart can be used to identify which solenoids are energized to engage the speed and direction clutches to obtain the desired speed range. NOTE:
The Machine ECM does not provide shift protection on the "E" Series. Shift protection prevents the operator from changing directions at high speeds.
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This illustration shows the inputs and outputs used by the Machine ECM to control the autoshift transmission. The autoshift transmission has two modes of operation: Automatic and Manual. The modes are selected using the autoshift control switch on the right side of the front dash. In the Automatic Mode, the operator controls the highest desired gear and the transmission control automatically selects the proper gear based on machine ground speed. The transmission determines the ground speed through the transmission speed sensors and energized speed clutch. In the Manual Mode, the transmission operates very similar to the standard power shift transmission. When the key start switch is ON, the transmission shift lever control provides an input signal to the Machine ECM. The Machine ECM uses the shift lever control input to determine the gear range selected on the transmission shift lever and the position of the key start switch. If the shift lever control is not in NEUTRAL during starting, the Machine ECM will prevent the machine from starting.
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The parking brake switch provides an input signal to the Machine ECM. The Machine ECM prevents the transmission from shifting if the parking brake is engaged and also energizes the parking brake relay to sound the alarm. The transmission neutral lock switch also provides an input signal to the Machine ECM. If the transmission neutral lock switch is moved to the LOCK position, the Machine ECM shifts the transmission into NEUTRAL and prevents the transmission from shifting, regardless of the position of the shift lever control. The Machine ECM will not shift the transmission until after the shift lever control is moved into the NEUTRAL position and the transmission neutral lock switch is moved to the UNLOCK position. When the transmission neutralizer switch is activated by the operator, the transmission will momentarily neutralize by de-energizing the directional clutch. Only the directional clutch is de-energized. This will improve shift speed when the button is released and the machine is placed back into gear. In the Manual Mode, the Downshift/Neutralizer Switch will not permit the transmission to be downshifted. The transmission speed sensor provides output speed information to the Machine ECM. In the Automatic Mode, the operator controls the highest desired gear and the transmission control automatically selects the proper gear based on machine ground speed. The Machine ECM determines the ground speed through the transmission speed sensors and energized speed clutch. The Machine ECM uses the input signals described above to control transmission shifting through the transmission solenoid valves.
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With FIRST gear enabled, the following gears are available in the given conditions. Shift lever in FIRST:
The transmission will be held in FIRST gear.
Shift lever in SECOND:
The transmission will automatically shift between FIRST and SECOND in response to machine speed. Shift lever in THIRD:
The transmission will automatically shift between FIRST, SECOND, and THIRD in response to machine speed. The downshift switch can be used to force the transmission into FIRST or SECOND gear. The transmission will automatically shift between FIRST through FIFTH in response to machine speed. THIRD gear may be skipped by the software. The downshift switch can be used to force the transmission into FIRST, SECOND, THIRD, or FOURTH gear. Shift lever in FOURTH:
Whenever a machine is downshifted into a lower gear, the machine maximum gear will be limited to the lower gear for five seconds, then return to normal Automatic Mode.
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With FIRST gear disabled, the following gears are available in the given conditions. Shift lever in FIRST:
The transmission will be held in FIRST.
Shift lever in SECOND:
The transmission will be held in SECOND unless the operator forces the transmission into FIRST through the downshift switch. Shift lever in THIRD:
The transmission will automatically shift between SECOND and THIRD in response to machine speed. The downshift switch can be used to force the transmission into FIRST or SECOND gear. The transmission will automatically shift between SECOND through FIFTH in response to machine speed. THIRD gear may be skipped by the software. The downshift switch can be used to force the transmission into FIRST, SECOND, THIRD or FOURTH gear. Shift lever in FOURTH:
If the machine is downshifted into a lower gear, upshifts will be disabled for five seconds, then return to normal Automatic Mode.
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The Machine ECM status screens that are available to aid in autoshift transmission diagnosis are: - Transmission Basic - Transmission Neutralizer - Transmission Speed - Transmission Solenoids
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This transmission status screen shows the neutral status of the autoshift transmission.
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This transmission status screen shows the autoshift transmission gear status, engine speed, transmission output speed, and the ground speed/machine direction.
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This transmission status screen shows the status of the autoshift transmission solenoids in amps.
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This shift lever status screen shows the autoshift transmission gear lever status and load lever position.
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Axles and Brakes
The rear final drive planetary gears (1) have been moved outboard of the differential (2). There are now separate reservoirs for final drive and differential gear oil. Brake inspection ports have been added to the axle. The inspection ports allow for brake wear measurements with the axle installed in the machine. The differential lock can now be engaged on the move in either first or second gear, which improves differential lock functionality. The driveline parking brake disc (3) and parking brake pad assembly (4) are the same as the "D" Series. NOTE:
The differential lock must not be engaged in third or fourth gear. On machines with the autoshift transmission, the Machine ECM may limit the differential lock function depending on the selected gear.
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The differential lock (1) is now controlled by a solenoid valve in the "E" Series machines. The bottom left illustration shows the differential lock solenoid (2) on direct drive transmissions. On the standard transmission the solenoid is located at the top of the transmission. The bottom right illustration shows the differential lock solenoid (3) on a autoshift transmission. On the autoshift transmissions the solenoid is located on the left frame rail in front of the hydraulic oil filter (4).
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The brake inspection ports (1) are accessible from the rear with the axle installed in the machine. The differential oil level/fill plug (2) and drain plug (3) are also located at the rear of the axle.
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BRAK E MASTER CYLINDERS CYLINDERS Right Brake Released
Left Brake Engaged To Brake Piston
From Reservoir
To Brake Piston Supply Port
Valve Stem
Plunger
Compensation Valve
Plunger
Bridge Pipe Push Rod
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This illustration shows the master cylinders on the non-boosted 416E/422E/428E machines. Both the right and left master master cylinders are the same. Fluid from the brake fluid reservoir reservoir enters each master cylinder through the supply supply port. Fluid from the reservoir fills the spring chamber and the supply line to the brake piston. piston. The spring and plunger prevent the valve stem from closing the supply port. When the operator depresses one of the brake pedals, the push rod moves against the plunger. As the plunger moves up, trapped oil inside the plunger moves the valve stem up to block the supply port. Fluid pressure in the spring chamber increases. increases. As fluid pressure pressure in the spring chamber increases, the pressure unseats the compensation valve on the left allowing oil to flow to the other master cylinder through the bridge pipe. The compensation valve in the right master cylinder blocks the oil in the bridge pipe from entering the right master cylinder. cylinder. As the plunger continues to move up, it will eventually block the inlet to the compensation valve. At the same time that oil enters the compensation valve, oil enters the outlet pipe to the brake piston.
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As pressure increases behind the brake piston, the piston pushes the discs and plates together against the brake housing to ENGAGE the brake. If the operator engages both brakes simultaneously, both compensation valves open allowing the pressure in the spring chamber of both master cylinders to equalize. The distance the operator depresses the brake pedal determines the pressure that the piston exerts on the plates and discs. The farther the operator pushes the brake pedal, the the more pressure the piston applies app lies to the plates p lates and discs and, an d, therefore, the greater the braking force. When the operator releases the brake pedal, the spring in the master cylinder moves the valve stem away from the inlet port reducing the pressure behind the brake piston. A seal around the piston moves the piston away from the discs and plates to RELEASE the brakes.
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The 416E, 422E, and 428E machine brakes are not hydraulically assisted. This brake system is the same as the "D" Series machines. A brake reservoir supplies oil to the two brake master cylinders. The brake reservoir (arrow) is located at the rear of the engine compartment.
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BOOSTED BRAKE GROUP RELEASED
Plunger
Pilot Supply Port
Both Released
Secondary To Br ake Reservoir Piston Spring Chamber Act uato r
From Pilot Circuit
One Engaged
Primary Piston
ENGAGED
Drain Port
Passage
From Pilot Circuit
Large Spring Chamber
Reservoir
Compensation Port
To Br ake Act uato r Compensation Check Valve
Both Engaged
Primary Piston
Feedback Spring Chamber
Check Valve
Secondary Piston
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The 420E/430E/432E/434E/442E and 444E machines are equipped with hydraulically assisted master cylinders, which decreases the amount of pedal effort required when braking. This illustration shows a sectional view of the boosted brake valve group, which uses oil from the pilot accumulator to add boost to the master cylinder. The hydraulic force multiplies the pedal effort so the operator can get more braking force with less effort. In this illustration, the left brake (top illustration) is released and the right brake (bottom illustration) is engaged. Compensation check valves in the compensation ports are used to equalize the pressures in both brake actuators, when the brake pedals are depressed together. With the brake pedal released, the pilot oil is blocked from flowing to the left end of the secondary piston and to the center of the primary piston. The center of the primary piston and feedback spring chamber are also open to the reservoir through the drain port. The reservoir is located above the boosted brake group to supply oil to the boosted brake group. Oil from the reservoir is connected to the large spring chamber in the middle of the boosted brake group. Through a passage in the secondary piston, this oil is free to flow between the large spring chamber and the secondary piston spring chamber on the right end. The check valve in the secondary piston is unseated. The secondary piston spring chamber is connected by lines to the brake actuator.
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When the brake pedal is depressed, the brake linkage moves the primary piston to the right. Pilot oil is no longer blocked and flows to the left end of the secondary piston, to the center of the primary piston, and to the feedback spring chamber. As pressure increases on the left end of the secondary piston, the pressure assists the primary piston in moving the secondary piston to the right. Pressure sensed in the feedback spring chamber works with the spring to supply feedback or "feel" to the operator. As the secondary piston moves to the right, the check valve seats, blocking the oil in the secondary piston spring chamber. Oil in the secondary spring chamber is forced out of the chamber to engage the brake. The distance that the brake pedal is depressed determines the amount of oil flow to the brake actuator. The amount of flow determines how fully the brake is applied. The distance the pedal is pushed also determines how much pressure is in the secondary spring chamber and is felt at the brake actuator. Also, as the secondary piston moves to the right, oil flows into the compensation ports. When both brakes are applied, both compensation check valves will unseat to equalize the pressure to both brake actuators (cutaway view - lower right). When one pedal is depressed, both compensation check valves will move. However, one of them will seat to block the pressurized oil from entering the other brake cylinder (cutaway view - middle right). When the pedal is released, springs move the secondary piston and primary pistons back to the left reducing the pressure being sensed at the brake actuator. The check valve in the secondary piston unseats and the oil in the chamber on the right end of the secondary piston is free to mix with the reservoir oil in the large spring chamber. If the engine would stop while roading the machine, the brakes can still be applied, but more effort may be required of the operator. With the engine stopped, the pilot accumulator will still provide some boost for a limited number of brake applications.
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The brake boost valves are connected to the master cylinder (1) at each brake pedal (2). Oil enters the master cylinder through the supply hose (3) and exits the master cylinder through the return hose (4). The oil flows to the service brakes through the hoses (5) at the bottom of the master cylinder. The master cylinders can be removed from the machine from inside the operator's compartment.
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CONCLUSION
This presentation has provided service information on the components and systems operation of the operator’s station, engines, electrical system, and power train for the "E" Series Backhoe Loaders. This presentation supports the service manual. When used in conjunction with the service manual, the information in this package should permit the technician to do a thorough job of analyzing a problem in these systems. For service repairs, adjustments, and maintenance, always refer to the Owner and Operator Manual, Service Manuals, and other related service publications.
