Our Caterpillar 428 Series II Backhoe Loader OEM Parts Manual are a great value for any owner of these machines. Parts manuals outline the various components of your machine and offer exploded views of the parts it contains and the way in which they're assembled. Reference: For illustrated Specifications, refer to the Specifications For 416, 426, 428, 436, 438, & Series II Backhoe Loaders Transmission, Form No. If the specifications in Form No. SENR3131 are not the same as in the Systems Operation and the Testing and Adjusting, look at the date on the back cover of each book.
Usage:
Reference: For illustrated Specifications, refer to the Specifications For 416, 426, 428, 436, 438, & Series II Backhoe Loaders Transmission, Form No. SENR3131. If the specifications in Form No. SENR3131 are not the same as in the Systems Operation and the Testing and Adjusting, look at the date on the back cover of each book. Use the specifications given in the book with the latest date.
Make reference to the following warning and pressure tap locations for all checks and tests of the transmission hydraulic system. If the problem area is not known, do the checks and tests in the order they are given. For all tests, the oil must be at normal temperature of operation.
1. Move the machine to a smooth horizontal location. Move away from working machines and personnel.
2. Put the transmission forward/reverse shuttle control in the NEUTRAL position. Stop the engine.
3. Permit only one operator on the machine. Keep all other personnel either away from the machine or in view of the operator.
4. Activate the parking brakes.
5. Lower the buckets or implements (loader and backhoe) and stabilizers to the ground.
6. Make sure all hydraulic pressure is released before any fitting, hose or component is loosened, tightened, removed or adjusted.
Troubleshooting can be difficult. A list of possible problems and corrections is on the pages that follow.
This list of problems and corrections will only give an indication of where a problem can be and what repairs are needed. Normally, more or other repair work is needed beyond the recommendations on the list. Remember that a problem is not necessarily caused only by one part, but by the relation of one part with other parts. This list cannot give all possible problems and corrections. The serviceman must find the problem and its source, then make the necessary repairs.
Always make visual checks first. Check the operation of the machine and then check with instruments.
Transmission Hydraulic System In Neutral (Engine Running - Type 1 Control Valve Shown) (1) Forward clutch assembly. (2) Reverse clutch assembly. (3) Input shaft assembly. (4) Transmission control valve. (5) Neutralizer valve. (6) Neutralizer solenoid. (7) Flow control spool. (8) Forward/reverse selector valve. (9) Oil filter. (10) Load piston. (11) Oil pump. (12) Relief valve. (13) Check valve for load piston. (14) Orifice for load piston. (15) Inlet relief valve for torque converter. (16) Screen. (17) Oil cooler. (18) Oil reservoir. (19) Torque converter. (20) Orifice for torque converter bypass. (A) Pressure tap for reverse clutch. (B) Pressure tap for pump. (C) Pressure tap for forward clutch. (D) Pressure tap for torque converter inlet. (E) Pressure tap for torque converter outlet. (F) Pressure tap for lubrication and cooling. Location Of Pressure Taps(A) Pressure tap for reverse clutch. (C) Pressure tap for forward clutch. (F) Pressure tap for lubrication and cooling. (B) Pressure tap for pump. (D) Pressure tap for torque converter inlet. (E) Pressure tap for torque converter outlet. Visual Checks
During these checks, use a magnet to separate ferrous particles from nonferrous particles.
1. Check the oil level in the transmission. Look for air (bubbles) or water on the dipstick. Many problems in the transmission are caused by low oil level or air in the oil. Add oil to the transmission if it is needed.
2. Check all oil lines, hoses and connections for leaks and damage. Look for oil on the ground under the machine.
3. Move the levers for the speed control and the direction control to REVERSE and FORWARD and all SPEED positions. The detents must be felt in each speed position. The direction control actuation must give the same positive activation to the hydraulic control circuit for clutch engagement in both directions.
NOTE: There is an oil filter bypass valve on the inlet side of the transmission oil filter. The oil filter bypass valve will open and let oil bypass the oil filter element whenever the pressure difference between inlet oil and outlet oil through the oil filter gets above 117 to 131 kPa (17 to 19 psi). Any oil that does not go through the filter element goes directly into the hydraulic circuit. Dirty oil can cause a restriction in valve orifices and cause valves to stick.
4. Drain the oil from the transmission case. Inspect the strainer behind the transmission oil plug and the bottom of the case for debris. Remove and inspect the transmission oil filter for foreign material.
Operational Checks
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With the engine running and brakes on, move the lever for the forward/reverse shuttle and the lever for the transmission speeds.
Operate the machine in each direction and in all speeds. Make note of noises that are not normal and find their source. If the operation is not correct, make reference to the Check List During Operation for 'problems' and 'probable causes'.
Problem: Transmission does not operate in any speed or does not engage (slips) in all speeds.
Probable Cause:
Problem: Transmission does not shift.
Probable Cause:
Problem: Transmission gets hot.
Probable Cause:
Problem: Pump noise not normal.
Probable Cause:
Problem: Noise in the transmission which is not normal.
Probable Cause:
Problem: Transmission operates in forward speeds only.
Probable Cause:
Problem: Transmission operates in reverse speeds only.
Probable Cause:
Problem: Clutch engagement is slow and makes rough shifts.
Probable Cause:
Test 1: Transmission Oil Pump Pressure
This test will show if transmission oil pump is good.
Procedure:
1. At pressure tap (B), use a coupler and connect a pressure gauge [4000 kPa (600 psi)] to the nipple.
2. Place the forward/reverse shuttle in NEUTRAL, also place the speed shift lever in NEUTRAL.
3. With the parking brake activated, start and run the engine at LOW IDLE rpm.
4. Shift forward/reverse shuttle to FORWARD. Leave the transmission speed shift lever in NEUTRAL. The pressure on the gauge must be 1200 ± 100 kPa (175 ± 15 psi).
5. With the forward/reverse shuttle still in FORWARD and the speed shift lever in NEUTRAL, run the engine at HIGH IDLE rpm. The pressure on the gauge must be 1400 ± 100 kPa (205 ± 15 psi).
6. When this test is complete, place forward/reverse shuttle in NEUTRAL, stop engine and remove the test equipment.
Problem 1: Oil pressure too low.
Probable Cause:
Test 2. Torque Converter Outlet Pressure
This test will show if:
Procedure:
1. Install the 6V3121 Multitach Group on the engine. The 6V3121 Multitach Group can measure engine rpm by the use of the photo pickup and reflective tape. Special Instruction Form No. SEHS7807 has instructions for its use.
6V3121 Multitach Group
2. At pressure tap (E), disconnect wire from temperature sender and remove sender and seal.
3. Install 8T9107 Tee and 8T0151 Adapter with 3J1907 Seal.
4. Reinstall temperature sender and seal in the top part of the 8T9107 Tee.
5. Install 6V3965 Nipple Assembly in the port. This will be pressure tap (E).
6. Reconnect wire to temperature sender.
7. Connect a pressure gauge [700 kPa (100 psi)] to the nipple assembly.
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8. With the transmission shift lever in NEUTRAL position, make sure that HIGH IDLE rpm and LOW IDLE rpm are correct according to 4.236 Diesel engine, Form No. SENR3114.
9. With engine running at HIGH IDLE rpm and the transmission at normal operating temperature [59 to 71°C (138 to 160°F)], shift to FOURTH SPEED position. Shift forward/reverse shuttle to FORWARD and stall the torque converter until converter temperature reaches 90 to 93°C (194 to 200°F). With these conditions, stall rpm should be as per Stall RPM Chart and the pressure on the gauge should be 290 ± 50 kPa (42 ± 8 psi).
10. When the test is complete, put the forward/reverse shuttle in NEUTRAL and the shift lever in NEUTRAL. Stop the engine and remove test equipment.
Caterpillar 428 Series Ii Transmission Service Manual Online
Problem 1: Torque converter outlet pressure is too low.
Probable Cause:
Problem 2: The oil gets too hot during normal operation.
Probable Cause:
Problem 3: Torque converter outlet pressure is too high.
Probable Cause:
Problem 4: High idle is correct (Step 8), but stall rpm speed (in Step 9) is too high. Torque converter outlet pressure is correct.
Probable Cause:
Test 3. Forward and Reverse Clutch Pressure and Transmission Lubrication
This test will show if:
Procedure:
1. Install the 6V3121 Multitach Group on the engine. The 6V3121 Multitach Group can measure engine rpm by the use of the photo pickup and reflective tape. Special Instruction Form No. SEHS7807 has instructions for it use.
Cabernet swash font free download. 2. At pressure tap (A), disconnect wires from backup alarm switch and remove the backup alarm switch and seal.
3. Install 8T9107 Tee with 3J1907 Seal in pressure tap (A).
4. Reinstall backup alarm switch and seal in the top port of the 8T9107 Tee.
5. Install 6V3965 Nipple Assembly in the side port of the 8T9107 Tee.
6. Reconnect wires to backup alarm switch.
7. At pressure taps (C), (A) and (F) connect a hose group to the nipple assemblies.
8. At pressure tap (C) and (A) connect a pressure gauge [4000 kPa (600 psi)] to the hose group.
9. At pressure tap (F) connect a pressure gauge [400 kPa (60 psi)] to the hose group.
Caterpillar 428 Series Ii Transmission Service Manual Free Online
10. Start and run the engine at LOW IDLE rpm.
11. With the transmission speed shift lever in NEUTRAL, shift the forward/reverse shuttle to FORWARD. The pressure on the forward clutch gauge must be 1000 ± 100 kPa (145 ± 15 psi) and the lubrication gauge must be 45 ± 30 kPa (6.5 ± 4.5 psi). Reverse clutch gauge must be 0 kPa (0 psi).
12. Now shift the forward/reverse shuttle to REVERSE, transmission shift lever in NEUTRAL. The reverse clutch pressure shall be within ± 25 kPa (± 3.5 psi) of that in FORWARD, Step 11, at the same engine speed and lubrication must be 45 ± 30 kPa (6.5 ± 4.5 psi). Forward clutch gauge must be 0 kPa (0 psi).
13. When the test is complete, put the forward/reverse shuttle in NEUTRAL, engage the parking brakes and stop the engine. Remove test equipment.
Problem 1: Forward and reverse clutch pressure too low.
Probable Cause:
Problem 2: Forward or reverse clutch pressure too low.
Probable Cause:
1. Remove the transmission and torque converter from the vehicle as a unit.
2. Remove the torque converter from the transmission.
3. Put the flywheel side of the torque converter face down on blocks.
Torque Converter (1) Turbine hub.
4. Make an adjustment to 6V2169 Converter Checking Fixture so that the legs will go inside of turbine hub (1).
Caterpillar 428 Series Ii Transmission Service Manual Diagram
5. Install the fixture into hub (1) and adjust the fixture until the points on the legs are below the hub.
6. Install the 8S2328 Dial Indicator Group (A) so that the stylus is in contact with the fixture. Set the dial indicator to 0.
Turbine Hub End Play Check
7. Move the fixture up against the dial indicator with two screw drivers as shown.
8. The end play must not be more than 1.65 mm (.065 in.). If the end play is more than 1.65 mm (.065 in.), the torque converter must be replaced.
Transmission Shift Lever Adjustment (1) Lever. (2) Upper socket. (3) Bolt. (4) Gasket. (5) Lower socket. (6) Seal.
NOTE: If lower socket (5) has a 1.5 mm (.06 in.) deep relief (B), follow these instructions. If lower socket (5) has a 3.0 mm (.12 in.) deep relief (B), the transmission shift lever does not require any adjustment procedures.
1. Install lower socket (5), lever (1) and upper socket (2) without gasket (4) and O-ring seal(6).
2. Install and tighten three bolts (3) to 22 N·m (16 lb. ft.)
3. Measure gap (A).
4. Remove bolts, upper socket, lever and lower socket.
5. Install O-ring seal, lower socket and lever.
6. Install a gasket of a thickness of: gap dimension (A) plus 0.40 to 0.50 mm (.016 to .020 in.)
7. Install upper socket and bolts.
Transmission Shift Blockout Adjustment (1) Lever. (2) Bolt. (3) Locknut. (4) Lug. (4 Speed)
1. Place shift lever (1) into fourth gear.
2. Turn adjustment bolt (2) until it touches the shift lug (4).
3. Back bolt (2) out one turn and tighten locknut (3).
(3 Speed)
1. Place shift lever (1) in NEUTRAL.
2. Turn adjustment bolt (2) until it touches the shift lug (4).
3. Back bolt (2) out one turn and tighten locknut (3).
Forward/Reverse Control (1) Forward/reverse hand control. (2) Neutral lock. Transmission Control Valve (3) Control lever. (4) Adjustable rod.
1. Put forward/reverse hand control lever (1) in neutral position and engage neutral lock (2).
2. Put control lever (3) on transmission control valve in the neutral position (center detent position).
3. Adjust rod end (4) until it slips easily into hole in lever (3).
4. Attach rod end (4) and tighten all locknuts. How to play minecraft pc with xbox.
Usage:
NOTE: For Specifications with illustrations, make reference to the SPECIFICATIONS FOR BACKHOE LOADER DIFFERENTIAL, REAR AXLE AND BRAKES, Form No. SENR3156.
DIFFERENTIAL, REAR AXLE AND BRAKES
The differential, rear axle and brakes receive power from the engine through the transmission. The differential transmits this power to the drive wheels through final reduction gears and axle shafts.
This unit also contains a brake for each drive wheel and a differential lock.
COMPONENTS
1. Left sun gear and shaft.
2. Left planetary gears (three).
3. Left planetary gear needle bearings.
4. Left brake housing.
5. Left brake actuator rod.
6. Drive yoke.
7. Pinion shaft.
8. Pinion tapered roller bearings.
9. Differential lock lever. Focus 1 11.
10. Right brake actuator rod.
11. Right brake housing.
12. Right planetary gears (three).
13. Right planetary gear needle bearings.
14. Right sun gear and shaft.
15. Left axle seal.
16. Left axle bearing.
17. Left axle shaft.
18. Axle retaining bolt.
19. Left drive axle housing.
20. Left planetary ring gear.
21. Left brake revolving disc (four).
22. Left brake stationary disc (two).
23. Left brake actuator disc.
24. Differential case.
25. Differential ring gear.
26. Differential side gear (two).
27. Differential tapered roller bearings.
28. Differential lock coupling and spring.
29. Right brake actuator disc.
30. Right brake stationary disc (two).
31. Right brake revolving disc (four).
32. Right planetary ring gear.
33. Right drive axle housing.
34. Right axle shaft.
Operation
Power from the transmission output shaft is taken to the differential by the drive shaft coupling. Pinion shaft (7) is mounted in preloaded taper roller bearings (8). Differential ring gear (25) is riveted to differential case (24) and the drive from the case is transmitted through a conventional four pinion differential to sun gear and shaft (1), which is splined into side gears (26) of the differential. Differential ring gear (25) and differential assembly are partially immersed in oil thus providing adequate lubrication for bearings and bushings. Sun gear and shaft assemblies (1) and (14) project through side gears (26). This shaft ends as the sun gear of the (planetary) final reduction gear system. Planetary ring gears (20) and (32) are pressed into axle housings (19) and (33). Planetary gears (2) and (12) are mounted in carriers and are positioned around the sun gear on sun gear and shafts (1) and (14) within the planetary and ring gear. Planetary gears (2) and (12) are mounted to the carriers by shafts and rotate on uncaged needle bearings (3) and (13). The carrier has internal splines into which axle shafts (17) and (34) locate. As the sun gear and shafts are driven by the differential, the planet gears are forced to revolve inside the stationary planetary ring gear and in so doing they force the carriers to revolve at a lower speed than the sun gears.
Rear axle shafts (17) and (34) are mounted in taper roller bearings and the end play is adjusted by means of a selective shim held under retaining bolt (18). The axle shafts have flanges at the outside ends that facilitate wheel mounting.
OPERATOR CONTROLS 35. Left brake pedal. 36. Right brake pedal. 37. Differential lock.
The disc brakes consist of a series of stationary discs (22) and (30) and revolving discs (21) and (31), the latter of which are splined to sun gear and shafts (1) and (14). The actuator assembly (23) and (29) consists of two thrust plates with ramped pockets in which steel balls are located. The thrust plates, held in contact with the balls by four coil springs, are connected by linkages (5) and (10) with the appropriate foot brake pedal.
Operation of the foot brake pedal causes the rear brake actuating discs (thrust plates) to rotate in opposite directions and the balls to move up the ramped pockets. This expands the actuating disc, forcing the revolving discs (21) and (31) in contact with the stationary discs (22) and (30). Further expansion of the actuator stops the revolving brake discs (21) and (31) between the inner and outer brake housings.
Differential Lock
With the differential lock, improved traction is possible because the lock enables additional traction to be obtained from the wheel, which is on firm ground, thus enabling the vehicle to pull through a soft spot.
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Operation
Differential lock coupling (28) is located on the splines of differential side gear (26). This coupling has dog teeth which match with dog teeth on the differential lock adapter. The adapter dog teeth are in constant mesh with similar teeth machined on differential case (24). When one rear wheel of the tractor strikes a soft spot of ground and spins, the normal type of differential actions allows virtually all of the drive to be applied to this spinning wheel and little drive to the opposite rear wheel, which may be on firm ground. The result is that the vehicle is either brought to a complete stop or considerably slowed down. Depression of the differential lock foot pedal moves lever (9), compresses spring and moves coupling (28) to contact with the adaptor. As the dog teeth of the coupling come into alignment with the dog teeth in the fixed adapter, the spring tension will move the coupling into engagement with the adapter.
When full engagement has taken place (this will be noticeable by the reduced pedal pressure), the foot pedal should be released. The coupling and adapter dog teeth side forces, resulting from the transfer of power from one wheel to the other, will keep the coupling and adapter dog teeth in mesh. As the drive becomes more equally distributed, the compressed coupling spring overcomes the reduced dog teeth side forces and automatically disengages the differential lock.
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