Caterpillartrack-type tractor
Caterpillar D11N
Maintenance schedule, common problems & OEM parts breakdown
The Caterpillar D11N is a mechanical-drive track-type tractor (crawler dozer) and was Caterpillar's flagship large-class dozer from February 1986 through 1996, built at East Peoria, Illinois. It runs a Cat 3508 direct-injection V8 diesel with twin turbochargers and aftercooling, rated at 574 kW (770 hp) flywheel power, driving through a powershift transmission and torque converter to oil-clutch, multiple-disc steering and braking packs rather than differential steering. Operating weight runs from roughly 92,767 kg (204,517 lb) in base configuration up to about 102,490 kg (225,950 lb) with the impact ripper fitted, depending on blade and ripper choice. Caterpillar offered the D11N with the 11SU or 11U blade family and single-shank, multi-shank, or impact ripper attachments; no S/A/VPAT blade options exist on this class. Two serial-number prefixes cover the run: 74Z for early production from February 1986, and 4HK for later production through 1996. The D11N replaced the D10 and was itself replaced by the D11R in 1996.
Within its own production run the D11N stayed mechanically consistent; the 74Z-to-4HK serial change reflects ongoing production rather than a distinct new generation. The bigger shift came at the changeover to the D11R in 1996, which kept the 3508 architecture but moved to an EUI-fueled 3508B, added electronic clutch-brake (ECB) steering with single-lever fingertip control, and pushed output toward 850 hp along with a heavier operating weight. The D11T that followed in 2008 moved again, to the C32 ACERT engine family with further electronic controls. For today's used and parts market, the D11N stands as the last flagship-class Cat dozer built around a fully mechanical engine and oil-clutch steering system, with no engine electronics to fail and comparatively simple field diagnostics - traits that keep it in demand with mining and quarry operators who value repairability over refinement. Undercarriage components (track, rollers, idlers) share ground with later D11R/D11T running gear, but engine, torque converter, and steering clutch parts are specific to the mechanical 3508 driveline and grow scarcer as the fleet ages, sustaining a steady rebuild and used-parts trade around this model.
Below: full specifications, fluids & capacities, the factory service schedule, common service parts, verified fault codes, what owners discuss, attachment guidance, the complete assembly directory, and a serial-number reference. Complete parts lists with full OEM part numbers, exploded diagrams, quantities, and fitment data are available free in Heavy Parts AI.
Caterpillar D11N specifications
Overview
| Machine type | Track-type tractor (crawler dozer), mining/heavy construction class |
| Production span | 1986 to 1996, replaced the D10 and was succeeded by the D11R |
| Configuration offering | Sold as a single flagship platform, not split into Std/XL/LGP track-gauge variants like mid-size Cat dozers. Weight and blade capacity spread across sources comes from attachment choice (blade type, standard vs impact ripper), not from a separate undercarriage/track-gauge option |
| Engine/production note | Factory service literature references a 3508 EUI (electronic unit injection) engine supplement applicable to both D11N and D11R tractors, suggesting later-production D11N units may carry electronically controlled fuel injection rather than the original mechanical 3508. Confirm fuel-system type by serial number/engine arrangement number rather than assuming mechanical injection throughout the run |
Engine
| Engine model | Cat 3508, V-8, turbocharged diesel (later-build units possibly 3508 EUI, verify by serial number) |
| Displacement | 34.5 L (2,105 cu in) |
| Bore x stroke | 170 x 190 mm (6.69 x 7.48 in) |
| Rated speed | 1,800 rpm |
| Power rating | 574 kW (770 hp) net/flywheel; a gross (uncorrected) rating of 609 kW (817 hp) is also published. Use 770 hp as the flywheel figure — varies by measurement basis. |
| Aspiration | Turbocharged; no aftercooling documented for this series |
| Electrical system | 24V, alternator commonly listed at 50A output; 4 x 12V batteries rated 220 Ah each |
| Emissions | Built 1986-1996, predates nonroad diesel emissions tier regulation for this power class. No emissions certification applies |
Weights
| Operating weight, base/introductory spec | 92,767 kg (204,517 lb) as built at 1986 introduction |
| Operating weight, with hydraulic impact ripper (added 1987) | 102,490 kg (225,950 lb) |
| Operating weight, commonly tabulated aggregate figure | 95,846 kg (211,304 lb), the figure most current spec listings publish as a single headline number; likely a specific blade/fluid/ripper combination rather than a bare tractor |
| Weight range across configurations | Roughly 68,800-102,500 kg (151,750-225,950 lb) depending on blade and ripper fitted |
Dimensions
| Overall length with blade | 8.39-8.41 m (27.5-27.6 ft) |
| Overall length without blade | 6.16-6.19 m (20.2-20.3 ft) |
| Width over tracks | 3.78-3.81 m (12.4-12.5 ft) |
| Height to top of cab | 4.56-4.57 m (15.0 ft) |
| Ground clearance | 0.62-0.64 m (2.05-2.1 ft) |
| Track length on ground | 4.44-4.45 m (14.57-14.6 ft) |
| Track gauge (centerline to centerline) | 2.89-2.90 m (9.49-9.5 ft) |
| Standard track shoe width | 710 mm (28 in) is the standard shoe width; a wider 775 mm (30.5 in) option is also documented for this class. Varies by configuration/series |
| Ground contact area, standard shoe | 6.3 sq m (9,796 sq in) |
| Track rollers per side | 8 |
Performance
| Transmission | Powershift, 3 forward / 3 reverse speeds |
| Maximum travel speed, forward | 11.6-11.8 km/h (7.2-7.3 mph), top forward gear. Per-gear breakdown not published for this model |
| Maximum travel speed, reverse | 14.1-14.2 km/h (8.8 mph), top reverse gear. Per-gear breakdown not published for this model |
| Ground pressure, standard shoe | 149 kPa (21.6-21.7 psi) |
| Drawbar pull | Not published for the D11N specifically. A generic 'D11 family' figure near 330,000 lb circulates but isn't confirmed for this model — confirm with your dealer or a period performance handbook if precision is needed |
| Gradeability | Not published for this model — confirm application-specific limits with your dealer |
| Hydraulic relief valve pressure | 22,737-23,426 kPa (3,300-3,400 psi) depending on circuit (blade/ripper vs tilt) |
| Hydraulic pump flow | 579 L/min (153 gpm) per the factory spec sheet; some aggregator listings show up to 610 L/min (161 gpm) |
Blades
| Blade types offered | 11SU (semi-U) and 11U (full U) — the only two blade types cataloged for this class; no S, A, or VPAT blade is offered on the D11N |
| 11SU blade | 25.1 cu m (32.8 cu yd) capacity, 5.65 m (18.5 ft) wide, about 14.8 t (32,600 lb) blade weight (tilt cylinder included) |
| 11U blade | 32.3 cu m (42.2 cu yd) capacity, 6.41 m (21 ft) wide, about 16.8 t (37,000 lb) blade weight (tilt cylinder included). Dual-tilt option available on the 11U only, requires the added hydraulic-controls option |
| Blade cutting depth | 0.77 m (30.5 in) |
Service capacities
| Fuel tank | 1,490 L (394 gal), per the factory spec sheet |
| Hydraulic system (implement) capacity | 180 L (47.5 gal) tank-only, or 250 L (66 gal) with the optional four-valve hydraulic control group, per the factory spec sheet. Some aggregator listings show 169 L (44.7 gal), likely a usable-fill figure rather than total tank volume |
| Engine oil (with filter) | 106 L (28 gal), per the factory spec sheet. Some aggregator listings show a higher figure near 115.5 L (122 qt) |
| Cooling system | 215 L (56.8 gal), per the factory spec sheet |
Values vary by configuration, region, and serial range — confirm against your machine before planning transport or lifts.
D11N fluids & capacities
| System | Capacity | Recommended fluid |
|---|---|---|
| Engine crankcase (diesel engine, service refill) | 106 L (28 gal US) | Cat Diesel Engine Oil (DEO). Grade by ambient air temp at start-up: SAE 10W-30 below roughly 0 degC (32 degF), SAE 15W-40 multigrade for general all-season use, SAE 30 monograde acceptable in stable warm climates above about 10 degC (50 degF). Engine is the mechanical (non-electronic) Cat 3508, distinct from the 3508B EUI used in the later D11R and the C32 ACERT used in the D11T. |
| Cooling system | 215 L (56.8 gal US) | Factory fill for this era is Cat DEAC (Diesel Engine Antifreeze/Coolant), a conventional low-silicate ethylene-glycol coolant that needs periodic supplemental coolant additive (SCA) conditioning to hold corrosion/cavitation protection. Cat ELC (Extended Life Coolant, full OAT chemistry) is a later option some owners convert to at rebuild, not the original spec fill for this generation - do not mix ELC and DEAC in the same system. |
| Fuel tank | 1490 L (394 gal US) | Standard No. 2-D diesel fuel; use winterized/No. 1-D blends or a fuel conditioner in cold climates to prevent gelling. |
| Power train (powershift transmission, torque divider and bevel gear/steering compartment - the factory spec sheet lists this as one combined refill line, not split by compartment) | 243 L (64 gal US) | Cat TDTO (Transmission/Drive Train Oil) meeting the Cat TO-4 spec. Grade by ambient temp: SAE 10W below about -20 degC (-4 degF), SAE 30 for general use between 0 and 40 degC (32-104 degF), SAE 50 for sustained heat above roughly 30 degC (86 degF). |
| Final drives (each) | 17 L (4.5 gal US) | Cat TDTO, TO-4 spec, same climate-based viscosity bands as the power train (SAE 10W/30/50). |
| Roller frame (each) | 95 L (24.7 gal US) | Cat TDTO, TO-4 spec. Lubricates the bogie/idler suspension oil bath; same viscosity guidance as final drives. |
| Pivot shaft compartment | 61 L (16 gal US) | Cat TDTO, TO-4 spec. The pivot bushings run in an oil reservoir rather than being grease-packed; same climate-based viscosity bands as the power train. |
| Implement hydraulic system (tank) | 180 L (47.5 gal US) for the base tank-only configuration; 250 L (66 gal US) with the optional four-valve hydraulic control group | Cat HYDO (Hydraulic Oil) is the current first-choice fill. Cat TDTO (TO-4) is an accepted alternate to cut down on the number of oil types carried on site, and matches how this generation of dozer historically shared power-train oil with the implement hydraulics. Same SAE 10W/30/50 climate bands as the power train oils apply. Some spec aggregators quote a lower serviceable-fill figure near 169 L (44.7 gal) for this tank; treat that as the usable oil quantity below the tank's air/expansion space rather than the tank's total volume, and use the 180-250 L figures above as the tank capacity depending on hydraulic control configuration. |
| Grease - track, ripper, blade lift, steering clutch linkage and other pin/bushing points | Serviced by grease gun at scheduled intervals per point, not a bulk refill volume | Cat Multipurpose Grease (NLGI 2) for general service pins and bushings, effective roughly -30 to 40 degC (-22 to 104 degF). For heavily loaded, high-friction points (track, ripper, blade lift pins) use an EP moly grease such as Cat Advanced 3Moly or Ultra 5Moly Grease. Drop to a softer NLGI 1 or NLGI 0 grease in sustained cold below about -20 degC (-4 degF) for pumpability through the grease gun and lines. |
Capacities are refill values from factory literature — always fill to the dipstick/sight gauge, not the number.
Caterpillar D11N maintenance schedule
| Service interval | Tasks |
|---|---|
| Every 50 h |
|
| Every 250 h |
|
| Every 500 h |
|
| Every 1,000 h |
|
| Every 2,000 h |
|
| Every 6,000 h |
|
Servicing the D11N beyond the schedule
Predictive Maintenance & Fluid Analysis
D11N's Cat 3508 V8 runs a mechanical fuel system and twin turbochargers - track S.O.S samples on engine oil, power train (torque converter/transmission) oil, and final drive oil at every scheduled change to catch bearing and clutch-pack wear early. Because steering and braking rely on oil-cooled multi-disc clutches rather than electronics, sampling the power train case oil for friction material and metal counts is the earliest warning of clutch pack degradation before it shows up as pull under load.
Corrective & Common Repairs
Most D11N complaints trace to the elevated-sprocket undercarriage: dry, unlubricated track pins and bushings stretch the chain, open link gaps, and cause the machine to pull to one side under ripping load - not a steering clutch fault. Check joint temperature and pin/bushing wear before condemning the clutch packs. Other recurring jobs: torque converter output-divider universal joints, ripper lower-frame pivot bushings, and front track-frame pin bores, all of which loosen faster on machines run past track-sag tolerance.
Overhaul & Rebuild Points
Major rebuild targets on the D11N center on the mechanical driveline: steering clutch and brake disc packs, torque converter and transmission clutch assemblies, and the twin-turbo 3508 V8's cylinder packs and turbochargers at high hours. The high-drive final drive housings should be opened for planetary gear and seal inspection at major overhaul, since elevated-sprocket geometry keeps drives out of ground contact but does not eliminate internal wear. Track chains, rollers, sprockets, and idlers typically get turned or replaced as a set.
Seasonal & Environment Servicing
In cold climates, warm the 3508's engine oil and torque converter oil before high-load ripping to protect the oil-clutch steering brakes from cold-oil glazing. In abrasive or wet ground, check track sag more often - the D11N's high-drive design keeps final drives clear of the working face but the track and roller frame still take the abrasion, and dry-jointed chain wears fast in mud. Service the primary fuel/water separator and air cleaner restriction indicator more frequently in dusty or fine-material sites.
D11N common service parts
| Part number | Part | Notes | |
|---|---|---|---|
| 5P-2645 | Elbow-Unfiltered Fuel From Adapter | Fuel system service | Check fitment → |
| 255-2282 | Switch As-Pressure | Fuel system service | Check fitment → |
| 1R-0755 | Filter As-Fuel | Fuel system service | Check fitment → |
| 8H-2778 | Seal-Ring | Fuel system service | Check fitment → |
| 8H-7202 | Case As-Fuel Filter | Fuel system service | Check fitment → |
Always confirm against your machine's serial number — cross-check any part in Heavy Parts AI before ordering.
D11N fault codes & troubleshooting
| Code | Meaning | Likely cause | What to do |
|---|---|---|---|
| Engine Oil Pressure Warning (gauge red zone / warning lamp) | Engine oil pressure has dropped below the safe minimum for the current engine speed on the mechanical 3508 diesel. | Low oil level, a plugged filter or pickup screen, a worn oil pump, or a faulty pressure sender. | Stop and shut the engine down at once. Check oil level and filter condition before restart. |
| Coolant Temperature Warning (gauge redline / warning lamp) | Engine coolant temperature has risen above the normal operating range. | Low coolant level, a plugged radiator core or grille, a slipping or failed fan drive, or a thermostat stuck closed. | Idle the engine down. Once safe, check coolant level and inspect the radiator core and fan drive before returning to full load. |
| Torque Converter (Torque Divider) Oil Temperature Warning | Torque converter/torque divider output oil temperature has risen above the normal range, shown on the analog gauge cluster. | Sustained high-load stall condition, low power train oil level, or a plugged oil-to-water cooler. | Reduce load and let temperature drop. Check oil level and cooler for blockage once stopped. |
| Hydraulic (Implement) Oil Temperature Warning | Blade/ripper implement hydraulic oil temperature has risen above the normal range. | Low hydraulic oil level, a plugged hydraulic oil cooler, or a relief valve stuck open causing continuous high-pressure bypass. | Reduce hydraulic demand and idle down. Check oil level and cooler for debris; have relief valve settings checked if it recurs. |
| Air Filter Restriction Indicator | Intake air filter restriction has reached the service limit on the vacuum-type dash indicator. | Dust-loaded primary or secondary filter element, or a damaged intake seal. | Service or replace the filter element and reset the restriction indicator; check intake piping for leaks. |
| Charging System / Alternator Warning Lamp | Charging system output is below normal or the alternator is not charging the battery bank. | A worn or broken alternator belt, a faulty alternator, or loose/corroded charging circuit wiring. | Check belt tension and condition, inspect battery terminals and wiring, and test alternator output. |
Codes and remedies are general guidance for this model family — always confirm with diagnostic tooling and your dealer before major repairs.
D11N attachments & work tools
Blades (types S/SU/A, VPAT, widths/capacities)
Factory blade lineup for the D11N is limited to 11SU (semi-U) and 11U (full U) — no S-blade, A-blade, or VPAT is cataloged for this class; VPAT angling blades are a mid-size Cat dozer feature (D6-class and below), not offered on the D11N. 11SU: 25.1 m3 (32.8 yd3) capacity, 5.65 m (18'6") overall width over corner bits, about 14.8 t (32,597 lb) blade weight (tilt cylinder included, hydraulic controls not included). 11U: 32.3 m3 (42.2 yd3) capacity, 6.41 m (21'0") wide, about 16.8 t (37,008 lb) blade weight. Optional dual-tilt is offered for the 11U blade only (not available on 11SU) and requires the added hydraulic-controls option. Some later third-party aggregator figures quote a larger ~34 m3 (45 yd3) U-blade capacity; that number is not tied to D11N factory literature and is treated as unconfirmed for this series.
Rippers (single-shank vs multi-shank, weights)
Single-shank ripper: about 7.0 t (15,525 lb), vertical penetration force 267 kN (59,900 lb), pryout force 611 kN (137,330 lb), maximum penetration with standard tip 1.61 m (5'3"). A single-shank deep-ripping arrangement in the same force class (267 kN/611 kN) weighs about 7.3 t (16,182 lb) and reaches 2.18 m (7'2") of penetration, needing the pin-puller option. Multi-shank ripper: base weight with one shank about 7.7 t (17,045 lb), each added shank about 660 kg (1,454 lb), up to three shanks on a 3.33 m (10'11") beam, penetration force 256 kN (57,870 lb) with 602 kN (135,160 lb) pryout and 1.07 m (3'6") maximum penetration. Single-shank is favored for hard rock and deep ripping; multi-shank suits softer, mixed material and lets the operator run one, two, or three shanks depending on job conditions.
Winches (class fit, towing winch options)
D11N factory standard and optional equipment lists carry no powered winch of any kind — only a front pull device (tow/drawbar point) is standard equipment. Powered PTO or hydraulic towing winches are a feature associated with mid-size Cat dozer classes (roughly D7 through D9/D10 in period literature); it is not part of factory literature for the D11 series at all. Anyone needing winch capability on a D11N is looking at aftermarket rigging rather than a Cat factory option — confirm fitment and capacity with a specialist winch supplier and dealer.
Drawbars/counterweights
Optional rear-mounted counterweight adds about 4,994 kg (11,010 lb) to operating weight, used to rebalance the tractor in ripper-equipped configurations. Drawbar height from the ground face of the shoe is 777 mm (30.6"). The dozer itself uses a tag-link coupling (not a rear drawbar) that keeps the blade close-coupled to the tractor for balance and implement control; the front pull device is standard equipment separate from the rear counterweight option.
Cab/ROPS guarding options for forestry/waste configs
Standard cab is a sound-suppressed ROPS structure with FOPS rollbar, meeting ROPS criteria per SAE J395, SAE J1040c and ISO 3471, and FOPS criteria per SAE J231 and ISO 3449; the structure is certified for a machine operating weight up to 100,000 kg (220,460 lb). No dedicated forestry screen/guard package is documented in factory literature for the D11N — this class targets mining, quarry, and heavy reclamation dozing rather than forestry mulching or land-clearing, so debris screening isn't part of the cataloged option list for this model. Optional dry-chemical or Halon 2402 fire-suppression systems are available and relevant to high fire-risk waste or heavy-debris work, though they are general options rather than a forestry-specific package.
Hydraulic arrangement notes for front/rear tools
Standard hydraulic system is a 2-valve open circuit (blade raise/hold/lower/float, plus tilt) fed by a gear-type pump rated 579 L/min (153 gpm) at 6,895 kPa (1,000 psi/69 bar) and turning at 1,890 rpm at rated engine speed; tilt-cylinder flow is 144 L/min (38 gpm). Relief settings run 22,737 kPa (227 bar/3,300 psi) for the blade and ripper circuits and 23,426 kPa (234 bar/3,400 psi) for the tilt cylinder. A 2-valve option pack (4 valves total) is required to add ripper raise/lower/extend/return with hydraulic shank-pitch adjustment alongside blade tilt; the reservoir is fender-mounted, isolation-mounted, with 250 L (66 gal) tank capacity. Hydraulic pilot valves assist both ripper and blade-tilt operation from a single implement lever.
All D11N assemblies by section
Every catalogued assembly group for the Caterpillar D11N. Open an assembly to preview the parts inside — full OEM part numbers are available in Heavy Parts AI.
Air Inlet And Exhaust System
172-0209 Aftercooler Gp-Water
| 10***58 | Seal; (Aftercooler) | 2 |
| 17***09 | Aftercooler Group-Water | 1 |
| 26***05 | Core As-Aftercooler | 1 |
217-7086 Air Cleaner Gp
| 11***39 | Plate As | 1 |
| 1F***50 | Nut Rops Support | 4 |
| 1W***45 | Bracket As; (Lh) | 1 |
228-0692 Air Cleaner Gp
| 10***73 | Filter Element As-Air; (Secondary) | 1 |
| 13***68 | Filter Element As-Air; (Primary) | 1 |
| 22***92 | Air Cleaner Group | 1 |
230-1050 Lines Gp-Air
| 0S***09 | Bolt (3/4") Filler Tube Assembly To Transfer Drive Case | 6 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 10 |
| 0S***90 | Bolt; (3/8-16x2in)(Clip Thru Spacer To Bracket As) | 4 |
121-5731 Manifold Gp-Exhaust
| 10***19 | Sleeve-Exhaust Manifold | 2 |
| 11***71 | Manifold-Exhaust; (Rear, Rh) | 1 |
| 11***72 | Manifold-Exhaust; (Rear, Lh) | 1 |
133-5951 Shield Gp-Manifold
| 12***41 | Shield As-Manifold | 1 |
| 13***51 | Shield Group-Manifold | 1 |
| 13***52 | Strap As | 1 |
230-1060 Turbocharger Gp
| 11***25 | Housing | 1 |
| 20***80 | Cartridge Group-Turbocharger | 1 |
| 23***60 | Turbocharger Group | 1 |
204-5476 Turbocharger Gp
| 11***25 | Housing | 1 |
| 20***76 | Turbocharger Group | 1 |
| 20***80 | Cartridge Group-Turbocharger | 1 |
169-4801 Turbocharger Gp
| 12***36 | Gasket; (Turbocharger) | 2 |
| 12***14 | Coupling-Exhaust | 2 |
| 16***00 | Locknut; (High Temperature) | 8 |
174-7087 Turbocharger Gp
| 11***25 | Housing | 1 |
| 13***02 | Cover-Compressor | 1 |
| 17***86 | Cartridge Group-Turbocharger | 1 |
Basic Engine
101-0833 Balancer Gp -Front
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 4 |
| 10***33 | Balancer Group; -Front | 1 |
| 10***65 | Plate-Thrust | 1 |
247-8341 Base Gp-Valve Cover -Rocker Arm
| 11***38 | Spacer; (17.5x30.94x98-mm) | 1 |
| 11***39 | Spacer; (17.5x30.94x98-mm) | 1 |
| 12***39 | Washer-Spring | 1 |
120-7413 Base Gp-Valve Cover
| 11***38 | Spacer; (17.5x30.94x98-mm) | 1 |
| 11***39 | Spacer; (17.5x30.94x98-mm) | 1 |
| 12***39 | Washer-Spring | 1 |
106-4582 Camshaft Gp
| 0S***09 | Bolt (3/4") Filler Tube Assembly To Transfer Drive Case | 2 |
| 10***82 | Camshaft Group | 1 |
| 11***08 | Plate | 2 |
156-9844 Cover Gp-Accessory Drive
| 15***44 | Cover Group-Accessory Drive | 1 |
| 1A***29 | Bolt (1-1/8") Tube Assembly To Transfer Drive Case | 20 |
| 23***46 | Seal-O-Ring | 2 |
257-6340 Cover Gp-Cylinder Block -Central Structure
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 4 |
| 0S***90 | Bolt; (3/8-16x2in)(Clip Thru Spacer To Bracket As) | 2 |
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 52 |
257-6339 Cover Gp-Flywheel Housing -Rear Structure
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 3 |
| 0S***91 | Screw,Cap,Hexagon Bearing Retainer; Part Of Kit P/N 1w***82 | 2 |
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 15 |
7w-2378 Cover Gp-Front Housing -Lh
| 1A***29 | Bolt (1-1/8") Tube Assembly To Transfer Drive Case | 7 |
| 2W***85 | Cover | 1 |
| 5M***94 | Washer; Bracket To Tee, Bracket To Block, Tube As. To Tee, Tube As. To Oil Cooler | 7 |
101-0831 Cover Gp-Valve Mechanism
| 10***31 | Cover Group-Valve Mechanism | 1 |
| 10***97 | Cover | 1 |
| 1A***79 | Capscrew (5/16 - 18 Nc X 1 1/2 Gd5, Hex) | 4 |
241-0222 Crankshaft Gp
| 12***45 | Bolt As; (5/8-18x4.25-In)(Counterweight) | 18 |
| 14***31 | Bearing As-Main; (Standard) | 5 |
| 14***32 | Bearing-Main; (0.63-mm Us Id) | 0 |
101-1171 Cylinder Block As
| 10***71 | Cylinder Block As | 1 |
| 21***26 | Liner-Cylinder Block | 8 |
| 22***96 | Cap-Crankshaft Bearing | 5 |
350-1409 Cylinder Block As
| 22***96 | Cap-Crankshaft Bearing | 5 |
| 35***09 | Cylinder Block As | 1 |
| 4W***13 | Plug; (2-1/4-12 Thd) | 2 |
237-7957 Cylinder Block Gp
| 0S***95 | Bolt 1.25 In. (31.75 mm) Long Guard Assemblies To Radiator Guard | 2 |
| 10***71 | Cylinder Block As | 1 |
| 10***98 | Bearing-Camshaft | 10 |
154-1612 Cylinder Head As
| 13***07 | Insert-Valve Seat; (Standard)(Intake) | 2 |
| 13***08 | Insert-Valve Seat; (Standard)(Exhaust) | 2 |
| 14***81 | Insert-Valve Seat; (0.51-mm Os Od)(Intake) | 0 |
242-5328 Cylinder Head As
| 13***06 | Guide-Valve; (Standard)(Intake) | 2 |
| 14***82 | Guide-Valve; (0.508mm Os Od)(Exhaust) | 0 |
| 19***95 | Guide-Valve; (Standard)(Exhaust) | 2 |
201-4257 Cylinder Head Gp
| 13***06 | Guide-Valve; (Standard)(Intake) | 2 |
| 14***82 | Guide-Valve; (0.508mm Os Od)(Exhaust) | 0 |
| 15***12 | Cylinder Head As | 1 |
145-3216 Cylinder Head Gp
| 10***77 | Spring-Valve; (Inner) | 4 |
| 10***80 | Spring-Valve; (Outer) | 4 |
| 13***06 | Guide-Valve; (Standard)(Intake) | 4 |
101-0830 Cylinder Head Gp
| 10***30 | Cylinder Head Group | 1 |
| 11***91 | Gasket-Cylinder Head | 1 |
| 13***20 | Fastener Group-Cylinder Head | 6 |
317-2440 Cylinder Head Gp
| 13***06 | Guide-Valve; (Standard)(Intake) | 2 |
| 14***82 | Guide-Valve; (0.508mm Os Od)(Exhaust) | 0 |
| 15***12 | Cylinder Head As | 1 |
240-7762 Damper Gp
| 1N***82 | Adapter | 1 |
| 24***62 | Damper Group | 1 |
| 24***08 | Damper Group | 1 |
244-4508 Damper Gp
| 15***63 | Washer; (10.35x16x2-mm Thk) | 2 |
| 1A***29 | Bolt (1-1/8") Tube Assembly To Transfer Drive Case | 48 |
| 22***01 | Plug | 2 |
8n-8161 Drive Gp-Accessory
| 13***98 | Bearing-Sleeve | 1 |
| 16***00 | Cage As | 1 |
| 1A***60 | Capscrew, Hex Head (1/2 - 13 X 2 G5); (Hex Head) (1/2-13x2 Gd 8 Z) | 4 |
156-9812 Drive Gp-Accessory -Lower, Lh
| 0S***92 | Bolt--Cover To Flywheel Housing | 2 |
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 6 |
| 0T***55 | Bolt; (3/8-16x4.25-In)(Location S) | 1 |
7e-6620 Drive Gp-Accessory
| 0L***26 | Plug -13mm(.512 In.) Outside Dia. | 3 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 36 |
| 10***48 | Gear-Auxiliary Drive; (75-Teeth) | 2 |
7e-6612 Drive Gp-Auxiliary
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 2 |
| 10***21 | Seal; (Dirt) | 1 |
| 11***55 | Seal-Lip Type; (Type) | 1 |
257-6337 Fastener Gp-Front Housing
| 1A***68 | Bolt 7.50 In. (19.05 cm) Long | 1 |
| 1D***97 | Bolt 16.5cm(6.5in.)Long | 2 |
| 25***37 | Fastener Group-Front Housing | 1 |
9y-7211 Flywheel Gp
| 5P***55 | Bolt-12 Point Head; (1/2-13x1.75-In) | 16 |
| 5P***39 | Washer-Hard; (28x42x4-mm Thk) | 12 |
| 6V***61 | Bolt-12 Point Head; (1-14-Thd) | 12 |
8n-7174 Gear Gp-Front -Standard Rotation
| 0S***90 | Bolt; (3/8-16x2in)(Clip Thru Spacer To Bracket As) | 5 |
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 2 |
| 0T***55 | Bolt; (3/8-16x4.25-In)(Location S) | 1 |
101-1361 Gear Gp-Rear
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 4 |
| 10***61 | Gear Group-Rear | 1 |
| 10***64 | Gear As-Idler; (69-Teeth)(Camshaft) | 2 |
106-7600 Housing Gp-Flywheel
| 0S***95 | Bolt 1.25 In. (31.75 mm) Long Guard Assemblies To Radiator Guard | 7 |
| 10***67 | Adapter | 1 |
| 10***98 | Housing As-Flywheel | 1 |
4p-5426 Housing Gp-Front -Accessory Drive
| 0S***87 | Bolt-Bracket Assembly To Timing Gear | 4 |
| 10***34 | Housing-Accessory Drive | 1 |
| 1B***18 | Washer; (25/64 X 5/8 X .064in Thk) | 6 |
194-4898 Lifting Gp-Engine
| 0S***09 | Bolt (3/4") Filler Tube Assembly To Transfer Drive Case | 4 |
| 15***26 | Bracket As | 2 |
| 19***98 | Lifting Group-Engine | 1 |
184-3239 Mounting Gp-Alternator
| 0S***89 | Bolt, Hex. Hd., 5/8"-11 N.C. X 1 3/4" | 1 |
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 4 |
| 10***24 | Pulley; (8-Groove) | 1 |
7e-6103 Pan Gp-Oil -Engine
| 0S***71 | Screw,Cap,Hexagon; Tube Assembly To Turbocharger And Elbow Mounting | 8 |
| 0S***87 | Bolt-Bracket Assembly To Timing Gear | 2 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 2 |
281-6139 Piston & Rod Gp
| 0T***02 | Bolt; (3/8-16x0.625-In)(Shield To Head) | 1 |
| 10***30 | Bearing-Connecting Rod; (Standard) | 1 |
| 10***31 | Bearing-Connecting Rod; (0.63-mm Us Id) | 0 |
184-2444 Seal Gp-Crankshaft
| 11***32 | Seal Group-Crankshaft; (Cw Rotation) | 1 |
| 18***43 | Seal; (Dirt) | 1 |
| 18***44 | Seal Group-Crankshaft | 1 |
7n-1863 Trunnion Gp-Engine
| 1D***66 | Bolt Bracket Assembly To Yoke | 20 |
| 5P***45 | Washer-Hard; (13.5x25.5x3-mm Thk)(Turbocharger Blanking Plate) | 20 |
| 5P***46 | Washer-Hard; (15.5x29x3-mm Thk) | 16 |
224-9869 Valve Mechanism Gp
| 0L***70 | Bolt (2-1/4") Filler Tube Assembly To Transfer Drive Case | 2 |
| 0S***15 | Bolt 19 mm (.75 In.) Long Return Air Console To Enclosed Rops | 1 |
| 10***77 | Retainer-Spring | 1 |
Cooling System
127-4451 Connection Gp-Water
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 5 |
| 12***51 | Connection Group-Water | 1 |
| 13***06 | Elbow | 1 |
4w-5893 Cooler Gp-Engine Oil
| 10***32 | Seal-O-Ring | 2 |
| 12***42 | Core As-Oil Cooler; (Engine) | 1 |
| 1A***83 | Bolt (4.75" Long-Location "B") | 3 |
4w-5363 Core Gp-Oil Cooler
| 4W***63 | Core Group-Oil Cooler; -Transmission | 1 |
| 6V***49 | Seal-O-Ring (Id=11.89mm); (11.89-mm Id) | 1 |
| 9S***91 | Plug,Machine Thread Fuel Injection Pump | 1 |
170-1152 Housing & Regulator Gp
| 17***51 | Housing As-Regulator | 1 |
| 17***52 | Housing & Regulator Group | 1 |
| 24***13 | Regulator-Water Temperature; (92-Deg C)(Water, Coolant Temperature) | 4 |
156-9840 Lines Gp-Water -Bypass
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 9 |
| 0S***21 | Bolt --Brace To Starting Engine Mounting Pad; Bolt-- Brace To Starting Engine Mounting Pad | 3 |
| 0T***65 | Bolt--3/8" X 3 1/2"--Use As Required; Bolt 5t***56 Plate To Cover Gp 4n***72 | 1 |
156-9815 Lines Gp-Water -Aftercooler
| 03***78 | Connector-Filtered Fuel To Adapter | 1 |
| 03***43 | Adapter - 45 Degrees - 8 Valve Ports P, T, C1, C2 | 1 |
| 03***62 | Elbow, Swivel Nut 45 Degrees (-6) | 1 |
169-4346 Lines Gp-Water -Turbocharger
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 1 |
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 4 |
| 0S***08 | Bolt-Support To Starting Engine Timing Gear Housing | 2 |
4p-5540 Lines Gp-Water -Lower
| 0S***85 | Bolt; 12.7 mm (1/2") Diameter X 38.1 mm (1 1/2") Length Generator To Engine | 2 |
| 1A***29 | Bolt (1-1/8") Tube Assembly To Transfer Drive Case | 2 |
| 1D***06 | Bolt; (3/8-16x6-In)(Locations Y) | 2 |
217-7041 Lines Gp-Water -Cab Heater
| 00***14 | Coupling-Pipe | 2 |
| 00***26 | Connector; (Flared)(3/4-16 Thd, 47 mm Long) | 1 |
| 00***89 | Valve As-Drain | 2 |
172-0199 Lines Gp-Water -Upper
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 23 |
| 0S***18 | Bolt; (5/16-18x1-In)(Hydraulic Pump) | 30 |
| 12***56 | Gasket | 2 |
212-8167 Pump Gp-Auxiliary Water
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 4 |
| 0S***18 | Bolt; (5/16-18x1-In)(Hydraulic Pump) | 2 |
| 15***49 | Housing As | 1 |
156-9817 Pump Gp-Auxiliary Water
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 4 |
| 0S***18 | Bolt; (5/16-18x1-In)(Hydraulic Pump) | 2 |
| 15***17 | Pump Group-Auxiliary Water | 1 |
156-9850 Pump Gp-Auxiliary Water
| 15***17 | Pump Group-Auxiliary Water | 1 |
| 15***50 | Pump Group-Auxiliary Water | 1 |
| 2M***53 | Seal--To Seal Brake Housing To Main Housing | 1 |
212-8175 Pump Gp-Water
| 0S***18 | Bolt; (5/16-18x1-In)(Hydraulic Pump) | 2 |
| 16***74 | Ring As | 1 |
| 16***76 | Seal Group-Water Pump; (Face Type) | 1 |
169-4691 Pump Gp-Water
| 16***80 | Pump Group-Water | 1 |
| 16***91 | Pump Group-Water; -Jacket | 1 |
| 1H***78 | Seal-O-Ring | 1 |
166-4380 Pump Gp-Water
| 0S***18 | Bolt; (5/16-18x1-In)(Hydraulic Pump) | 2 |
| 16***74 | Ring As | 1 |
| 16***76 | Seal Group-Water Pump; (Face Type) | 1 |
Electrical And Starting System
197-8820 Alternator Gp-Charging
| 18***38 | Collar | 2 |
| 18***39 | Fan As; (Alternator) | 1 |
| 18***44 | Coil Assem. | 1 |
175-5213 Control & Mtg Gp-Engine Elek
| 11***60 | Bracket | 1 |
| 11***87 | Elbow | 2 |
| 13***00 | Control Group-Engine Electronic; -Rear Ecm-Front Ecm | 1 |
176-7503 Control Gp-Engine Electronic
| 10***87 | Bolt; (M5x0.8x12-mm) | 4 |
| 11***11 | Cover | 1 |
| 12***74 | Screw-Pan Head; (8-32x9.52-mm) | 1 |
132-8900 Control Gp-Engine Electronic
| 13***00 | Control Group-Engine Electronic; -Rear Ecm-Front Ecm | 1 |
| 17***03 | Control Group-Engine Electronic; -Rear Ecm-Front Ecm | 1 |
130-7481 Control Gp-Engine Electronic
| 10***87 | Bolt; (M5x0.8x12-mm) | 4 |
| 11***11 | Cover | 1 |
| 12***74 | Screw-Pan Head; (8-32x9.52-mm) | 1 |
194-6724 Sensor Gp-Pressure
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 1 |
| 19***26 | Harness As-Sensor; (16-18 Ga Wire)(Engine Oil Temperature) | 3 |
| 19***24 | Sensor Group-Pressure; -Air Inlet Manifold | 1 |
161-9926 Sensor Gp-Pressure
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 1 |
| 16***26 | Sensor Group-Pressure; -Atmospheric Air, Turbo Inlet | 1 |
| 18***40 | Socket-Connector; (14-Ga To 18-Ga)(14-Ga To 18-Ga) | 3 |
265-9033 Sensor Gp-Speed
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 2 |
| 19***26 | Harness As-Sensor; (16-18 Ga Wire)(Engine Oil Temperature) | 3 |
| 19***27 | Harness As-Sensor; (14-Ga Wire)(Engine Oil Temperature) | 3 |
129-6628 Sensor Gp-Speed
| 10***13 | Seal; (3 Pin Plug) | 1 |
| 12***28 | Sensor Group-Speed; -Engine Speed/Timing | 1 |
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 1 |
273-5041 Sensor Gp-Speed
| 11***66 | Seal-O-Ring | 1 |
| 13***07 | Washer; (21.1x28.1x0.9-mm Thk) | 1 |
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 1 |
179-7092 Starting Aid Gp-Ether
| 0S***09 | Bolt (3/4") Filler Tube Assembly To Transfer Drive Case | 2 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 2 |
| 11***54 | Nozzle As-Ether | 2 |
6v-0889 Starting Motor Gp-Electric
| 03***21 | Shim Lever Housing | 1 |
| 03***23 | Bolt; (1/4-28x1-In) | 13 |
| 04***65 | Screw 19.05 mm(.750 In.) Long | 4 |
6v-0513 Starting Motor Gp-Electric
| 03***21 | Shim Lever Housing | 1 |
| 03***23 | Bolt; (1/4-28x1-In) | 13 |
| 04***65 | Screw 19.05 mm(.750 In.) Long | 4 |
266-9273 Starting Motor Gp-Electric
| 11***91 | Cable As | 1 |
| 1S***51 | Terminal-Cable; (00-Ga, 1/2-In Screw) | 1 |
| 26***73 | Starting Motor Group-Electric | 1 |
171-8708 Switch Gp-Flow
| 10***02 | Kit-Receptacle; (2-Pin)(Engine Sensor Wiring Harness) | 1 |
| 17***08 | Switch Group-Flow; -Engine Coolant | 1 |
| 18***35 | Pin-Connector; (16-Ga To 18-Ga) | 2 |
247-3807 Wiring Gp-Engine
| 00***40 | Connector; (Flared) | 1 |
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 6 |
| 0S***09 | Bolt (3/4") Filler Tube Assembly To Transfer Drive Case | 8 |
Engine Arrangement
309-8801 Conversion Ar-Engine
| 29***52 | Engine Ar | 1 |
| 30***01 | Conversion Ar-Engine | 1 |
294-9552 Engine Ar
| 10***80 | Pump Group-Fuel Injection | 8 |
| 10***30 | Cylinder Head Group | 8 |
| 10***31 | Cover Group-Valve Mechanism | 6 |
Fuel System
6i-4468 Filter Gp-Primary Fuel
| 0S***71 | Screw,Cap,Hexagon; Tube Assembly To Turbocharger And Elbow Mounting | 3 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 8 |
| 0S***91 | Screw,Cap,Hexagon Bearing Retainer; Part Of Kit P/N 1w***82 | 2 |
150-4453 Injector Gp-Fuel
| 15***53 | Injector Group-Fuel | 1 |
| 19***84 | Seal-O-Ring | 1 |
| 9X***35 | Seal-O-Ring | 1 |
117-0078 Lines Gp-Fuel Injection
| 03***82 | Union-Flared | 1 |
| 06***74 | Elbow | 1 |
| 09***81 | Spacer; (10.5x20x10.0mm Thk) | 2 |
156-9751 Manifold Gp-Fuel -Lh
| 10***37 | Grommet | 8 |
| 14***45 | Washer-Retaining | 4 |
| 15***48 | Clamp | 4 |
156-9752 Manifold Gp-Fuel -Rh
| 10***37 | Grommet | 8 |
| 14***45 | Washer-Retaining | 4 |
| 15***48 | Clamp | 4 |
100-8780 Pump Gp-Fuel Injection
| 10***80 | Pump Group-Fuel Injection | 1 |
| 23***82 | Plug | 1 |
| 24***07 | Seal-O-Ring | 1 |
165-9154 Pump Gp-Fuel Priming
| 16***54 | Pump Group-Fuel Priming; -Manual | 1 |
| 18***23 | Pump As-Fuel Priming | 1 |
| 7X***01 | Bolt-Plt; (1/4unc X 1 1/4) | 1 |
8n-6151 Pump Gp-Fuel Transfer
| 16***15 | Pump Group-Fuel Transfer | 1 |
| 1H***96 | Packing,Preformed Cartridge Part Of Kit P/N 4j***80 | 1 |
| 1N***36 | Coupling-Drive | 1 |
313-7770 Pump Gp-Fuel Transfer
| 25***91 | Kit-Seal | 1 |
| 25***92 | Kit-Repair; (Gear, Shaft) | 1 |
| 31***70 | Pump Group-Fuel Transfer; -1-Section Gear | 1 |
169-8615 Pump Gp-Fuel Transfer
| 11***97 | Seal-Lip; (Inner) | 1 |
| 12***37 | Shaft As-Drive | 1 |
| 16***15 | Pump Group-Fuel Transfer | 1 |
225-4260 Pump Gp-Fuel Transfer
| 11***97 | Seal-Lip; (Inner) | 1 |
| 16***17 | Seal-Lip Type; (Outer) | 1 |
| 1W***03 | Gear As-Idler | 1 |
6i-1792 Shield Gp-Fuel Lines
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 9 |
| 0S***09 | Bolt (3/4") Filler Tube Assembly To Transfer Drive Case | 2 |
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 6 |
Hydraulic System
7n-9182 Cooler Gp-Hydraulic Oil
| 4W***63 | Core Group-Oil Cooler; -Transmission | 1 |
| 7N***82 | Hydraulic Oil Cooler Group | 1 |
| 9M***46 | Gasket | 2 |
Lubrication System
7e-9081 Breather Gp
| 03***31 | Seal-O-Ring | 1 |
| 10***99 | Cover As | 1 |
| 1A***79 | Capscrew (5/16 - 18 Nc X 1 1/2 Gd5, Hex) | 4 |
1w-0419 Filler Gp-Engine Oil
| 03***37 | Bolt-Shoulder; (1/4-20x1-In) | 1 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 2 |
| 0T***55 | Bolt; (3/8-16x4.25-In)(Location S) | 1 |
1w-0714 Filter Gp-Engine Oil
| 0S***71 | Screw,Cap,Hexagon; Tube Assembly To Turbocharger And Elbow Mounting | 6 |
| 0S***91 | Screw,Cap,Hexagon Bearing Retainer; Part Of Kit P/N 1w***82 | 6 |
| 0S***08 | Bolt-Support To Starting Engine Timing Gear Housing | 1 |
230-1069 Fumes Disposal Gp
| 1W***24 | Clamp-Hose | 2 |
| 20***45 | Mount; (Dual Swivel) | 1 |
| 20***81 | Strap-Cable | 2 |
1w-0417 Gauge Gp-Oil Level (Dipstick) -Engine
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 1 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 2 |
| 10***34 | Grommet | 1 |
1w-0717 Lines Gp-Engine Oil
| 06***56 | Seal-O-Ring | 4 |
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 4 |
| 0S***71 | Screw,Cap,Hexagon; Tube Assembly To Turbocharger And Elbow Mounting | 2 |
109-8082 Lines Gp-Turbocharger Oil
| 03***36 | Tee-Flared | 1 |
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 2 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 8 |
7n-8715 Pump Gp-Engine Oil -2-Section Gear
| 29***87 | Seal-O-Ring | 1 |
| 4S***82 | Bolt 7.25 In. (18.42 cm) Long | 3 |
| 5P***45 | Washer-Hard; (13.5x25.5x3-mm Thk)(Turbocharger Blanking Plate) | 3 |
7w-0053 Pump Gp-Engine Oil -2-Section Gear
| 0S***85 | Bolt; 12.7 mm (1/2") Diameter X 38.1 mm (1 1/2") Length Generator To Engine | 6 |
| 0S***90 | Bolt; (3/8-16x2in)(Clip Thru Spacer To Bracket As) | 9 |
| 11***49 | Gasket | 1 |
1n-3240 Pump Gp-Scavenge
| 03***74 | Bolt; (3/8-16x3.375-In) | 2 |
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 3 |
| 0S***90 | Bolt; (3/8-16x2in)(Clip Thru Spacer To Bracket As) | 2 |
8n-9164 Pump Gp-Scavenge -1-Section Gear
| 05***79 | Washer; (13.5x44.45x10-mm Thk) | 1 |
| 0S***84 | Cap Screw (2 1/4" Long) | 1 |
| 0S***87 | Bolt-Bracket Assembly To Timing Gear | 4 |
Operator Station
141-7105 Compressor Gp-Refrigerant
| 10***83 | Support | 1 |
| 10***84 | Plate | 1 |
| 10***85 | Plate | 1 |
3e-1906 Compressor Gp-Refrigerant
| 10***02 | Kit-Receptacle; (2-Pin)(Engine Sensor Wiring Harness) | 1 |
| 18***39 | Pin-Connector; (14-Ga To 18-Ga)(For 14 Gauge Wire) | 2 |
| 31***18 | Valve As-Pressure Relief; (Refrigerant Compressor) | 1 |
D11N serial number reference
On the D11N the serial (PIN) plate is a riveted metal tag on the machine's main frame, backed up by a number stamped directly into the frame. The full serial runs eight characters: a three-character prefix identifying the model and production block (74Z or 4HK for D11N), followed by five digits for the sequential build number within that block. Always cross-check the machine PIN against the 3508 engine's own serial plate -- the two numbers are independent and will differ.
| Prefix | Identifies | Notes |
|---|---|---|
| 74Z | D11N Track-Type Tractor, Power Shift | Earliest D11N build series, serial range 74Z00001-up, corresponding to the model's introduction in February 1986. Powered by the 3508 V-8 diesel engine rated 574 kW (770 hp) net at the flywheel. Steering and braking via hydraulically applied multiple-disc clutch/brake packs, not differential steering. Assembled at the East Peoria, Illinois plant. Covers the original tractor and the 1987-and-later machine fitted with the impact ripper attachment; no separate prefix is documented for the ripper option. Built only in this single large-frame configuration; no LGP/XL/Carrydozer variant is documented for this model. |
| 4HK | D11N Track-Type Tractor, Power Shift | Later D11N build series, serial range 4HK00001-up, continuing production until the D11R superseded the D11N in 1996. Same 3508 V-8 engine and hydraulic clutch/brake steering as the 74Z series. Also assembled at East Peoria, Illinois. Exact cutover date between 74Z and 4HK is not documented in sources reviewed -- confirm with dealer/SIS lookup if precision is needed. |
Frequently asked questions
What engine does the Caterpillar D11N use?
The D11N is powered by the Caterpillar 3508, a mechanical, direct-injection V8 diesel with twin turbochargers and aftercooling, displacing about 34.5 liters and rated at 574 kW (770 hp) flywheel power. It runs a mechanical fuel system rather than electronic engine management.
What is the operating weight of the Caterpillar D11N?
Base operating weight is roughly 92,767 kg (204,517 lb). Fitted with the impact ripper, weight rises to about 102,490 kg (225,950 lb). Exact figures vary by blade (11SU or 11U) and ripper configuration, so check the machine's own spec plate for the as-built figure.
What replaced the Caterpillar D11N?
Caterpillar replaced the D11N with the D11R in 1996, which added electronic clutch-brake steering with single-lever fingertip control and an uprated 3508B engine. The D11R was later replaced by the D11T in 2008, which moved to the C32 ACERT engine family. The D11N itself had replaced the D10 in 1986.
What D11N owners discuss
A D11N tracks straight when running empty but pulls hard to one side under a heavy rip or push. What's the field diagnosis?
Community troubleshooting on this starts with the undercarriage, not the steering clutches. A track chain that has run dry or under-lubricated stretches unevenly link to link, and the resulting slack changes effective track speed on that side once the machine loads up. Next check is a slipping steering clutch: chalk-mark the final drive hub against the sprocket or case on each side, run the machine under load, and see if the marks move relative to one another. A bent ripper shank or worn ripper-frame pivot bushing can also act like a rudder and pull the machine off line, so the ripper mount gets checked before assuming a drivetrain fault. Root cause on documented field cases traces back to bushings and pins that were not kept properly oiled and sealed, letting link gaps grow unevenly across the chain. Because clutch/brake steering is how this machine turns and stops, have your dealer verify clutch and brake band adjustment and holding capacity before returning it to work.
The 3508 mechanical engine in a D11N feels sluggish, down on power, or stalls under load. What quirks come up again and again?
The D11N's 3508 V8 is the original mechanically governed unit injector engine, not one of the later electronically controlled 3500-series engines, so power and response complaints get chased mechanically rather than with a scan tool. A plugged atmospheric breather on the governor cap is a cheap, common first check, since it changes internal case pressure and mimics the same lack-of-power symptom as a worn governor. Gummed or worn control linkage between the throttle and fuel rack gets checked at the same time. Separately, stalling or power loss under load points owners toward the fuel side: a clogged filter or a suction-side air leak ahead of the transfer pump is the usual first answer, and a weakening transfer pump can send debris downstream that contaminates the injection pump over time. Because the governor is a precision mechanical assembly, a suspect unit typically goes out to a specialist shop for calibration rather than a shop-floor rebuild. Some higher-hour D11N units in the field have since been repowered with an electronically controlled unit injector conversion, so confirm which fuel system a given machine actually has before troubleshooting it as the original mechanical setup.
What undercarriage wear pattern is typical on a D11N, and what keeps it in check?
The D11N carries its final drives above the track frame on an elevated-sprocket undercarriage, which keeps ground impact and shock loading off the drive train and extends drivetrain life compared with a direct final-drive layout. That design shifts the wear burden onto the track rollers, idlers, sprocket segments, and chain bushings instead, so track tension becomes the main lever an owner has over undercarriage life: too tight accelerates roller and idler wear, too loose invites derailment. On a machine this size doing sustained ripping or heavy pushing, link and bushing wear accelerates fastest once the lubrication or seal schedule slips, since dry bushings both wear faster and let the chain stretch unevenly side to side (the same failure mode behind one-side pulling complaints). Typical rebuild options once wear reaches limits are bushing turns, roller reshelling, and idler resurfacing rather than wholesale replacement.
A D11N's blade or ripper creeps down or is slow to respond even with the lever centered. What's the usual cause?
Slow or drifting blade and ripper circuits trace first to the pilot control valve and its centering springs rather than the main hydraulic pump. A worn pilot spool or seal lets oil bypass internally, so the cylinder creeps down under load even with the control centered, and a weak or broken centering spring on a raise or shank lever keeps that valve from returning fully to neutral, which reads the same as drift on the implement. Low fluid, a worn implement pump, or air pulled in on the suction side can produce a similar general slowdown in cycle time, so tank level and suction-side fittings get checked alongside the pilot valve. Because an unexpected blade or ripper drop is a crush hazard to anyone working near or under the implement, treat any new drift as a hydraulic fault to isolate before working under a raised blade or ripper. Have your dealer verify pilot valve and cylinder condition before the machine goes back into service with ground crew nearby.
What electrical issues actually come up on an older D11N, and what about the factory air conditioning?
The D11N predates electronic engine and machine controls, so its electrical system is simple: analog gauges fed by pressure and temperature senders, an alternator, and a wiring harness, with none of the ECM fault-code complexity seen on later Cat dozers. On machines this age, the recurring complaint is rarely a failed component and almost always corroded battery or ground terminals, cracked insulation on a decades-old harness, or a dirty ground strap causing intermittent gauge readings or hard starting. Routine terminal cleaning, a harness inspection for chafe points near the engine and frame rails, and confirming a solid engine-to-frame ground are the usual fixes before anyone replaces an alternator or a gauge sender. Factory air conditioning on high-hour D11N machines is very often dead, frequently because it was an early refrigerant-era system nobody kept charged over the decades, and the common fix is a full aftermarket retrofit (ceiling-mount evaporator inside the cab, external condenser) rather than chasing the original system. Any condenser bracket that requires drilling or welding on the cab roof needs care, since unauthorized holes or welds can de-certify the ROPS/FOPS structure - have your dealer verify any cab-mounted A/C installation doesn't compromise ROPS/FOPS certification.
What do owners say about cold-starting a D11N, and is ether safe to use on the 3508?
Starting the 3508 V8 in cold weather is a bigger ask than on smaller Cat engines because of its cylinder count and displacement, so the D11N carries a bank of four 12-volt batteries to get enough cranking amperage. Community advice on ether is consistent: spray only while the engine is actually cranking, and don't over-apply it, since excess ether or starting fluid can crack piston rings or damage piston lands on this engine. When a machine cranks slowly in the cold, the fault often traces to just one weak battery dragging down the whole bank rather than a starter or wiring fault, so load-testing each battery individually is a standard first step before condemning the starting motor.
What should a buyer check before purchasing a used D11N?
Buyers evaluating a used D11N focus on undercarriage life remaining (rail height, bushing and pin wear, track tension history), since a full undercarriage replacement is a major cost on a machine this size. Confirm the engine is still the original mechanical 3508 fuel system and not a field electronic-injection conversion, since parts support and troubleshooting differ between the two. Test steering clutches and brakes on both sides - chalk-mark the final drive hubs and confirm each side holds and releases cleanly with proper lever free-play rather than slipping, since clutch/brake steering is this machine's only way to turn and stop. Cycle the blade, tilt, and ripper and time them; slow or drifting cycles flag pilot valve, pump, or cylinder seal wear. Check welds around the mainframe, equalizer bar pins, and ripper mounts for reinforcement or repair that suggests past structural stress. Compare hours on the meter against wear on pedals, steps, and seat to catch a meter that doesn't match actual use, and ask for any maintenance or oil-sample history available. Because steering, braking, and mainframe integrity are safety items on a machine this size, have your dealer verify undercarriage condition, steering clutch/brake performance, and mainframe welds with a full inspection before you buy.
Compiled from owner and technician discussions across the industry — experiences vary by serial range and machine history.
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