Specifications

Reference: For Specifications with illustrations, make reference to Specifications for D4H, D4H Series II and D4H Series III Tractors Power Train, SENR3118. If the Specifications in SENR3118 are not the same as in the Systems Operation and the Testing and Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in the book with the latest date.

Troubleshooting

Use this as a reference for the location and correction of problems in the power train. When more checks are necessary, refer to Power Shift Transmission Testing And Adjusting, SENR3120 and see Direct Drive Transmission Testing And Adjusting in this module.

Always make visual checks first. Then check the operation of the machine and go on to check with the instruments.

Visual Checks

Do Visual Checks first when troubleshooting a problem. Make the checks with the engine OFF and the parking brakes ON. Put the transmission shift control lever in NEUTRAL. During these checks, if necessary, use a magnet to separate ferrous (iron) particles from non-ferrous particles (O-ring seals, aluminum, bronze, etc.).

Check 1:

Check the oil level in the power train sump. Look for air or water in the oil. Many problems in the transmission and power train are caused by low oil level or air in the oil. Add oil to the transmission oil sump if it is needed. Refer to Operation And Maintenance Manual for recommended oil grade and viscosity.

a. Air (bubbles) may be caused by a loose or damaged fitting that allows air to enter the suction side of the system along with allowing oil to leak out. Air may also be the result of gears agitating oil in the sump if the transmission oil level is too high (overfill).

b. Coolant in the oil can be caused by a leaking power train oil cooler. Water may enter the system if the filler cap or dipstick is not properly installed.

Check 2:

Inspect all oil lines, hoses, and connections for damage or leaks. Look for oil on the ground under the machine.

NOTE: If oil can leak out of a fitting or connection, air can leak in. Air in the system can be as harmful as not enough oil.

Check 3:

Remove the drain plug in the bottom of the main case. This will drain all of the oil out of the power train sump. Remove and clean suction screen. Inspect the oil and suction screen for foreign material. Remove and inspect (cut apart if necessary) the transmission oil filter for foreign material.

NOTE: There is an oil filter bypass valve on the inlet side of the transmission oil filter. The oil filter bypass will open and let oil bypass (go around) the oil filter element whenever the pressure difference between inlet oil and outlet oil through the oil filter gets above 296 ± 21 kPa (43 ± 3 psi). Any oil that does not go through the filter element, goes directly into the hydraulic control circuit. This dirty oil may cause restrictions in valve orifices, sticking valves, etc.

a. Rubber particles indicate seal or hose failure.

b. Shiny steel particles indicate mechanical failure or gear wear of the transmission or pump.

c. A heavy accumulation of fibrous material indicates worn clutch discs in the transmission or steering clutches.

d. Aluminum particles give an indication of torque converter wear or failure.

e. Iron or steel chips indicate broken components in the transmission, transfer and bevel gears, or steering clutches.

NOTE: If any of the above particles are found during any visual check, all components of the transmission hydraulic system must be cleaned. Do not use any damaged parts. Any damaged parts must be removed and new parts installed.

Check 4:

Check the control linkages for the transmission, the steering clutches, the brakes, and the parking brakes for damage and/or adjustment.

Check 5:

Check oil level of the final drives.

Check 6:

Check the adjustment of the track.

Checks During Operation

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When checks are made while the machine is in operation, make sure only one operator is on the machine. Keep other personnel away from the machine. Make sure checks are done in a flat and open area.

Operate the machine in each direction and in all speeds. Make note of all noises that are not normal and find their sources. If the operation is not correct, see the topic Check List During Operation for "problems" and "possible causes".

Check List During Operation

Troubleshooting can be complex. A list of possible problems and corrections is on the pages that follow.

This list of possible problems and their corrections will only give an indication of where a problem may 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 can not give all possible problems and corrections. The service personnel must find the problem and its source, then make the necessary repairs.

Transmission (Power Shift)

Problem: Transmission does not operate in any speed or does not engage (slips) in all speeds.

Possible Causes:

1. Low oil pressure caused by:

a. Low oil level.

b. Control linkage loose or adjustment not correct.

c. Failure of the oil pump or pump drive.

d. Air leaks on inlet side of pump.

e. Priority valve adjustment or operation not correct.

f. Leakage inside the transmission.

g. Adjustment of the modulation relief valve not correct, or valve does not close.

h. Load piston or differential valve operation not correct.

j. Adjustment of parking brake linkage not correct.

k. Leakage in the steering clutch or brake circuit.

l. Clutch or brake piston seals are damaged.

2. Mechanical failure in transmission.

3. Failure of torque converter.

4. Failure of transfer or bevel gears.

5. Steering clutch operation not correct.

6. Failure in final drives.

Problem: Transmission does not make a shift.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. Low oil level.

3. Low clutch pressures.

Problem: Slow shifts.

Possible Causes:

1. Low oil pressure.

2. Adjustment of control linkage not correct.

3. Air leaks on inlet side of pump.

4. Load piston or differential valve does not move.

Problem: Transmission engages very suddenly (rough shifting).

Possible Causes:

1. Initial pressure setting of modulation relief valve not correct.

2. Load piston or differential valve does not move.

3. Valve springs that are weak or have damage.

Problem: Transmission operates in FORWARD speeds only.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. No. 1 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission operates in REVERSE speeds only.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. No. 2 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission does not operate in First Speed FORWARD or REVERSE.

Possible Causes:

1. No. 5 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission does not operate in Second Speed FORWARD or REVERSE.

Possible Causes:

1. No. 4 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission does not operate in Third Speed FORWARD or REVERSE.

Possible Causes:

1. No. 3 clutch not engaged (slips) because of:

a. Low oil pressure, or oil leakage.

b. Discs and plates have too much wear.

c. Clutch has parts that are broken.

Problem: Transmission does not disengage (release) when the selection lever is in NEUTRAL.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. Direction clutch is engaged, and does not release.

Problem: Transmission engages but the machine does not move.

Possible Causes:

1. Failure in final drives.

2. Failure in steering clutches.

3. Failure in transfer or bevel gears.

4. Gears in the transmission will not move because of:

a. Too many clutches are engaged.

b. Mechanical failure in transmission.

5. Mechanical failure in torque divider or converter.

Problem: Transmission gets hot.

Possible Causes:

1. Low oil level.

2. High oil level.

3. Cores of oil cooler not completely open.

4. Low oil flow as a result of pump wear.

5. Long periods of operation with converter at or near stall speed.

6. Too much resistance between the plates and discs of the clutches when not engaged.

7. Incorrect transmission gear for the load on the machine. Shift to a lower gear.

Problem: Pump noise not normal.

Possible Causes:

1. Loud sounds at short intervals that give an indication that particles are going through the pump. These can be caused by pump cavitation.

2. A constant loud noise is an indication of pump failure.

3. Air at the inlet side of the pump.

Torque Converter

The information that follows must be used to diagnose problems in the torque converter. This information does not give every possible problem, but many of the common problems are given. The problem can be in the engine or transmission.

Problem: Torque converter gets hot.

Possible Causes:

1. Bad temperature gauge or sender.

2. Long periods of operation with converter at or near stall condition.

3. Cooling system operation not correct.

a. Cores of oil cooler not completely open.

b. Restriction in oil cooler lines.

4. Low oil pressure.

a. Low oil level.

b. Converter ratio valve not operating correctly.

c. Outlet relief valve not closing.

d. Leakage around torque converter seals.

5. Air in oil system.

6. Scavenge line not open.

7. Mechanical failure in torque converter.

8. Incorrect transmission gear for the load on the machine. Shift to a lower gear.

Problem: High converter inlet pressure.

Possible Causes:

1. Converter ratio valve not operating correctly.

2. Restrictions in outlet relief valve, outlet relief valve not operating correctly, or incorrectly set.

3. Restrictions in outlet line to oil cooler or in oil cooler.

Problem: Low inlet pressure.

Possible Causes:

1. Bad converter charging pump.

2. Converter ratio valve.

a. Dirt or foreign material will not let valve close.

3. Outlet relief valve.

a. Spring too weak.

b. Dirt or foreign material will not let valve close.

4. Seal leakage in torque converter.

Problem: Noises in torque converter that sound like metal in contact.

Possible Causes:

1. Bearings that have too much wear or damage.

2. Loose turbine, impeller or stator blades.

3. Too much side load on output shaft.

Steering and Brakes

Problem: Machine will not turn in one direction.

Possible Causes:

1. Adjustment of steering and brake control linkage is not correct or linkage is damaged.

2. Steering valve operation is not correct:

a. Spool assembly for the steering clutch circuit does not move freely.

b. Broken spring for spool assembly (for steering clutch circuit).

3. Steering clutch will not release:

a. Clutch piston will not move freely.

b. Discs or plates are warped.

Problem: Machine will not turn in either direction.

Possible Causes:

1. Adjustment of the steering control linkage is not correct or linkage is damaged.

2. Steering clutches will not release.

a. Clutch pistons will not move freely.

b. Discs or plates are warped.

Problem: Machine moves in one direction when the steering control levers are released.

Possible Causes:

1. Adjustments of steering and brake control linkages not correct or linkage is damaged.

2. Weak or broken springs for the brake spool assembly in the steering and brake control valve.

3. Weak or broken springs for the clutch spool assembly in the steering and brake control valve.

4. Spool assembly for the steering clutch circuit will not return to the closed position.

5. Steering clutch plates or discs have wear or damage.

6. Brake plates or discs are warped or damaged.

7. Leakage in the steering clutch and brake control valve or lines.

8. Seals on the same side brake piston are leaking.

9. Seals on the same side clutch piston are leaking.

10. Splines on the steering clutch hubs or axle shafts are damaged.

Problem: Slow steering.

Possible Causes:

1. Adjustments of steering and brake control linkages not correct or linkage is damaged.

2. Weak or broken Belleville spring in the brake.

3. Leaks in steering control valve or oil lines.

4. Spool assembly springs are weak (for the steering circuit).

5. Brakes plates or discs have wear or damage.

6. Splines on steering clutch hub or axle shafts are damaged.

7. Steering clutches do not fully release.

a. Clutch piston will not move freely.

b. Discs or plates are warped.

Problem: Brakes will not engage.

Possible Causes:

1. Operation of brake pedal linkage or adjustment of linkage is not correct.

2. Brake spool in steering and brake control valve will not move freely.

3. Brake plates or discs have wear or damage.

4. Broken Belleville spring.

5. Splines on steering clutch hub are damaged.

Problem: Both brakes will not release.

Possible Causes:

1. Operation of brake pedal linkage or adjustment of linkage is not correct.

2. Brake spool in steering and brake control valve will not move freely.

3. Spring for brake spool is weak or broken.

4. Leakage in the steering clutch and brake control valve or lines.

5. Seals on the brake pistons are leaking.

6. Parking brake valve does not work correctly, or parking brake linkage adjustment is not correct.

a. Check valve will not open.

b. Poppet valve will not close.

7. Low oil pressure to steering and brake control valve.

Transmission (Direct Drive)

Problem: Transmission does not operate in any speed or is not engaged (slips) in all speeds.

Possible Causes:

1. Failure in clutch control valve or clutch.

2. Mechanical failure in transmission.

3. Failure of bevel gear.

4. Failure in steering clutches.

5. Low oil pressure to flywheel clutch caused by:

a. Low oil flow.

b. Control linkage loose or adjustment not correct.

c. Excessive leakage through flywheel clutch seals.

d. Failure of the oil pump or pump drive.

e. Air leaks on inlet side of pump.

Problem: Transmission operates in REVERSE speeds only or FORWARD speeds only.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. Mechanical failure in transmission.

Problem: Transmission does not make a shift.

Possible Causes:

1. Transmission control linkage loose, bent or adjustment not correct.

2. Mechanical failure in transmission.

3. Clutch control linkage loose, bent or adjustment not correct.

Problem: Transmission does not remain in a speed when under load conditions.

Possible Causes:

1. Interlock linkage adjustment is not correct.

2. Interlock linkage has damage.

3. Interlock linkage spring is broken.

4. Ends of interlock plungers and/or notches in shift shafts have wear.

5. Interlock springs are weak or have damage.

Problem: Shifts of the transmission are not easy.

Possible Causes:

1. Shift forks have damage or wear.

2. Transmission brake has wear or is not engaging.

a. Low oil pressure.

b. Control valve linkage adjustment not correct.

c. Brake delay solenoid plugged with debris or stuck closed.

Problem: Gears in the transmission do not turn.

Possible Causes:

1. Failure of the bearings on one or more of the shafts.

2. Gear in transmission is broken.

3. One or more of the gears not correctly engaged (transmission in two speeds at the same time).

Problem: Transmission is in a speed when the control lever is in NEUTRAL.

Possible Causes:

1. Control linkage loose or adjustment not correct.

2. Mechanical failure in transmission.

Problem: Transmission gets hot.

Possible Causes:

1. High oil level.

2. Low oil flow because of a pump that has wear or leaks in the lubrication system.

3. Low oil level.

4. Core of oil cooler not completely open.

Problem: Pump noise not normal.

Possible Causes:

1. Loud sounds at short intervals that give an indication that particles are going through the pump. This can be caused by pump cavitation.

2. A constant loud noise is an indication of pump failure.

3. Air at the inlet side of the pump (aeration).

Direct Drive Hydraulic System Schematic

Direct Drive Power Train Oil System Schematic
(1) Transmission brake control valve (part of clutch and transmission control valve). (2) Transmission brake reducing valve. (3) Steering clutch and brake control valve. (4) Power train oil pump. (5) Priority valve. (6) Clutch relief valve. (7) Clutch control valve (part of clutch and transmission control valve). (8) Bevel gear case sump. (9) Clutch. (10) Transmission brake. (11) Lubrication relief valve. (12) Oil filter. (A) Pump pressure tap. (B) Clutch pressure tap. (C) Lubrication pressure tap. (D) Transmission brake pressure tap.

Direct Drive Transmission Testing and Adjusting

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When tests and adjustments are made of the transmission, the parking brake must be OFF. To prevent movement of the machine and personal injury, do the procedure that follows:

1. Lower the bulldozer and ripper to the ground.

2. Put blocks in front of and behind the tracks.

3. Let only approved personnel on the machine and keep other personnel off the machine and in clear view of the operator.

4. When testing must be done in a closed area and whenever possible, activate the service brakes if the parking brake can not be used.

NOTE: All tests and adjustments must be made within the oil in the power train hydraulic system at normal temperature for operation. Make sure that the linkage adjustments are correct before any tests are made.

Location of Pressure Taps
(A) Priority valve (pump pressure) tap. (B) Clutch pressure tap. (C) Lubrication pressure tap. (D) Transmission brake pressure tap.

Location of Lubrication Relief Valve
(11) Lubrication relief valve. (12) Oil filter.

Lubrication Relief Valve
(11) Lubrication relief valve. (17) Spacers.

Clutch and Transmission Brake Control Valve
(5) Priority valve. (6) Clutch relief valve. (13) Spacers. (14) Spacers.

Clutch and Transmission Brake Control Valve
(2) Transmission brake valve. (15) Spacers. (16) Spacers.

NOTE: For steering clutch and brake pressures, see Power Shift Transmission Testing And Adjusting, SENR3120.

7T4779 Transmission and Steering Clutch and Brake Lubrication Charging Pump

Type ... Gear

Number of sections ... Two

Rotation (seen from drive end) ... Counterclockwise

Output of transmission clutch control section:

Use SAE 10W oil at 49°C (120°F) ... 57 liter/min (15 U.S. gpm)

At a pump speed of ... 1800 rpm

At a pressure of ... 1725 kPa (250 psi)

Output of steering clutch and brake lube section:

Use SAE 10W oil at 49°C (120°F) ... 135 liter/min (35 U.S. gpm)

At a pump speed of ... 1800 rpm

At a pressure of ... 345 kPa (50 psi)

Linkage Adjustments (Direct Drive)

Clutch Control and Interlock Linkage

Clutch Control and Interlock Linkage
(1) Speed selector lever. (2) Clutch pedal. (3) Rod assembly. (4) Rod assembly. (5) Lever. (6) Rod assembly. (7) Lever. (8) Rod assembly.

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To prevent possible injury, make adjustments with the engine off and the parking brake engaged.

Torque for all 3/8 in. locknuts (jam nuts) that hold the rod ends in place on the rods ... 14 ± 4 N·m (10 ± 3 lb ft)

NOTE: All rod assembly measurements must be made in a straight line between the centerlines of the rod end mounting holes.

(3) Assembled length of rod assembly ... 390 ± 2 mm (15.35 ± .08 in)

(6) Assembled length of rod assembly ... 672 ± 2 mm (26.46 ± .08 in)

Procedure for Adjustment of Clutch and Shift Interlock Linkage

1. Install rod assemblies (3) and (6) after they have been adjusted to the correct length.

2. Install clutch pedal (2) on the shaft one spline tooth down from where timing mark on shaft is aligned with slot in pedal.

3. Rotate lever (5) as far to the rear as it will go (clutch engaged position).

4. Adjust the length of rod assembly (8) so that the front tread of clutch pedal (2) is dimension (A) of 152 ± 12 mm (6.0 ± .5 in) from the floor plate.

5. Let lever (5) return to the clutch disengaged position. (This is the position the lever will return to with the engine off and no other forces on the linkage or clutch pedal).

6. Disconnect rod (4) from lever (5).

7. Position gear shift lever (1) between neutral and any gear. This moves a plunger to its maximum retraction.

8. Rotate interlock lever (7) as far to the rear as it will go and adjust the length of rod (4) for free fit of bolt in lever (5).

9. Increase the length of rod (4) by eight turns of rod end [approximately 8.9 mm (.35 in)]. Tighten locknuts and reattach rod to lever (5).

NOTE: To bring pedal closer to operator, align timing mark on shaft with centerline of slot in pedal. This will give a dimension (A) of 181 ± 13 mm (7.1 ± .5 in)

See the topic Clutch And Transmission Brake Valve Linkage for adjustment of internal valve linkage.

Clutch and Transmission Brake Valve Linkage

Control Valve Linkage
(2) Roller. (3) Brake plunger. (4) Input piston. (5) Link. (6) Lever. (7) Switch. (8) Link.

Control Valve and Manifold
(Removed from Tractor)

NOTE: Earlier and later valve groups may be identified by checking switch (7). On earlier valve groups, switch (7) has two leads. On later valve groups, switch (7) has four leads.

Adjustment Procedure for Valve Linkage (Earlier)

NOTE: Adjustments must be made with the valve removed from the tractor.

1. Move piston (4) toward brake engaged position (piston moving out of valve body) until free movement stops. With piston (4) in this position, adjust link (8) until lever (6) closes switch (7) and allows current to flow.

2. Now move piston (4) toward clutch engaged position (piston moving into valve body) until free movement stops. With piston (4) in this position, and plunger (3) in its free position, adjust link (5) until roller (2) is at dimension (A) of 0.08 ± 0.08 mm (.003 ± .003 in) from link (5).

3. Make sure lever (6) is not in contact with switch (7) after piston (4) and plunger (3) are adjusted as described in Step 2.

Adjustment Procedure for Valve Linkage (Later)

NOTE: Adjustments must be made with the valve removed from the tractor.

1. Move piston (4) toward brake engaged position (piston moving out of valve body) until free movement stops. With piston (4) in this position, adjust link (8) until lever (6) closes switch (7) and allows current to flow.

2. Now move piston (4) toward clutch engaged position (piston moving into valve body) until free movement stops. With piston (4) in this position, and plunger (3) in its free position (no external force applied), adjust link (5) until roller (2) is at dimension (A) of 0.08 ± 0.08 mm (.003 ± .003 in) from the front face of link (5).

3. With piston (4) remaining toward the clutch engaged position, and plunger (3) in its free position, readjust link (8) until roller (2) is 1.50 ± 0.13 mm (.059 ± .005 in) from the front face of link (5).

4. Move piston (4) to the full clutch engaged position (piston moved into the valve body until bottomed). This compresses springs and will require that a lever be attached to the external shaft on the valve to gain the necessary leverage.

5. With piston (4) in the full clutch engaged position, there must be a minimum clearance of 0.08 mm (.003 in) between roller (2) and the rear face of link (5).

Forward-Reverse and Parking Brake Control Linkage

FORWARD-REVERSE and Parking Brake Control Linkage (Type 1 Shown)
(1) Direction selection lever. (2) Parking brake knob. (3) Lever. (4) Rod assembly. (5) Rod assembly. (6) Rod assembly. (7) Rod. (8) Lever. (9) Rod assembly. (10) Lever.

Type 1: 2AC1-2AC384, 3AC1-3AC466

Type 2: 2AC385-UP, 3AC467-UP, 4NK1-UP

NOTE: While the Type 1 and Type 2 linkages look somewhat different, the adjustment procedures are the same.

Torque for all 3/8 in. locknuts (jam nuts) that hold the rod ends in place on the rods ... 14 ± 4 N·m (10 ± 3 lb ft)

Torque for all 3/8 in. locknuts on rod end ball studs ... 25 ± 7 N·m (18 ± 5 lb ft)

Torque for all 1/2 in. locknuts (jam nuts) that hold the rod ends on the rods ... 45 ± 7 N·m (33 ± 5 lb ft)

Torque for knob (2) locknut ... 14 ± 4 N·m (10 ± 3 lb ft)

NOTE: All rod assembly measurements must be made in a straight line between the centerlines of the rod end mounting holes.

(5) Assembled length of rod assembly ... 317 ± 2 mm (12.5 ± .08 in)

(6) Assembled length of rod assembly:

Type 1 ... 202 ± 2 mm (8.0 ± .08 in)

Type 2 ... 195 ± 2 mm (7.7 ± .08 in)

Procedure to Adjust Forward-Reverse Linkage

1. Install adjusted rod assembly (5).

2. Position lever (1) centered in FORWARD-REVERSE slot (as shown).

3. Disconnect rod (7) at lever (8).

4. Move lever (8) to NEUTRAL position (as shown). This is approximately 5 degrees forward from vertical.

5. Adjust the length of rod assembly (7) to obtain a free fit of pin in lever (8).

Procedure for Adjustment of Parking Brake

NOTE: While the Type 1 and Type 2 linkages look somewhat different, the adjustment procedures are the same.

1. Set knob (2) to dimension (A) (parking brake ON position) of ... 106 ± 2 mm (4.2 ± .08 in)

2. Adjust the length of rod assembly (4) to obtain a free fit of pin in lever (3).

3. Install adjusted rod assembly (6).

NOTE: Do not change the length of rod assembly (6) in further adjustments.

4. Disconnect rod assembly (9) at its upper end.

5. Pull up on lever (10) until resistance is felt. Do not stretch spring can on rod (9) if so equipped. Adjust the length of rod assembly (9) until pin fits freely through upper rod end. Then turn upper rod end down two full turns (shorten) and install rod assembly (9).

6. To check parking brake adjustment, install a 0 to 4000 kPa (0 to 600 psi) pressure gauge on either the right or left brake pressure tap.

7. Start the engine and run it at LOW IDLE.

8. With parking brake knob (2) in the brake ON position (knob pulled UP), the pressure gauge must read less than 300 kPa (44 psi). If the pressure is more than 300 kPa (44 psi), make rod assembly (9) shorter and check the pressure again.

9. Push parking brake knob (2) down to the brake OFF position. The pressure gauge must read 2750 ± 150 kPa (400 ± 22 psi). If the pressure reading is low, make rod assembly (9) longer and check the pressure again.

10. After adjusting the linkage in Steps 8 and 9, attach a 0 to 4000 kPa (0 to 600 psi) gauge to the transmission pump pressure tap on the transmission. With the engine running at LOW IDLE, move parking brake knob from brake ON to brake OFF (full travel each way). The P1 pressure should read exactly the same with the parking brake fully ON or fully OFF.

11. If the transmission pump pressure is not the same with the parking brake ON as it is with the parking brake OFF, the parking brake valve is leaking oil and the linkage must be adjusted further using the following instructions:

a. If the transmission pump pressure with the parking brake OFF is less than the transmission pump pressure with the parking brake ON, lengthen rod assembly (9).

b. If the transmission pump pressure with the parking brake ON is less than the transmission pump pressure with the parking brake OFF, shorted rod assembly (9).

12. If linkage adjustments are made in Step 11, repeat the pressure checks in Steps 7, 8, and 9. Readjust as necessary until all pressures are correct.