Caterpillartrack-type tractor
Caterpillar D8L
Maintenance schedule, common problems & OEM parts breakdown
The Caterpillar D8L is a large track-type tractor (crawler dozer) built from 1982 into the mid-1980s, replacing the D8K and later succeeded by the D8N. Standard and LGP (low ground pressure) versions run a Cat 3408 V8 diesel, 18.0 L displacement, mechanical fuel injection, rated at roughly 335 hp (250 kW) gross, paired with a 3-speed powershift transmission and conventional clutch-and-brake steering. Operating weight runs from about 38,100 kg (84,011 lb) in standard trim up to about 39,500 kg (87,045 lb) for the LGP. A D8L SA (Special Application) agricultural variant used a turbocharged and aftercooled version of the same 3408 block, rated near 400 hp, with a direct-drive 6-speed transmission and a 3-point linkage for tillage and towing work, and ran roughly two tonnes lighter than the powershift machines. Across the range, the D8L carries a 753 L (198.9 US gal) fuel tank, an elevated-sprocket undercarriage, S/SU/U moldboard blade choices, single-shank or multi-shank ripper options, and PTO-driven rear winch fitment.
The D8L's main break from the D8K was Caterpillar's elevated-sprocket track system, which lifts the final drives above the track roller frame and out of ground contact and impact, extending final-drive and undercarriage life over older direct-drive designs. Within the D8L line itself, the biggest split is driveline rather than model year: powershift Standard/LGP dozers built for construction, quarry, and land-clearing work versus the direct-drive SA variant built for row-crop and heavy-tillage duty. On today's used and parts market the D8L still turns over steadily: its all-mechanical, pre-electronic 3408 engine and powershift/final-drive architecture can be diagnosed and rebuilt without OEM diagnostic tools, take-off parts and undercarriage components stay in active circulation through dismantlers, and well-kept units still see daily work in land clearing, ranch, and utility fleets long after the factory stopped building them.
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 D8L specifications
Engine
| Engine model | Caterpillar 3408, V8 diesel, direct injection. |
| Standard gross power | 250 kW (335 hp) gross. |
| SA (Special Application) gross power | 298 kW (400 hp) at 1900 rpm, turbocharged and aftercooled. Factory high-output package, not the standard rating; single-sourced, confirm before quoting. |
| Displacement | 18.0 L (1098.5 cu in). |
| Bore x stroke | 137 mm x 152 mm (5.4 in x 6.0 in). |
| Aspiration | Turbocharged and aftercooled on the SA package. Sources disagree on whether the base 335 hp rating is naturally aspirated or turbocharged — check the engine arrangement number on the machine. |
| Emissions | Pre-emissions-era diesel, built 1982 through the mid-1990s. No EPA or EU tier certification applies. |
| Production / series note | Introduced 1982 as successor to the D8K. First D8 with the elevated (high-drive) sprocket undercarriage. Superseded by the D8N around 1987. |
Weights
| Operating weight, Standard (S-blade, standard-gauge shoes) | 38107 kg (84,012 lb). |
| Operating weight, LGP (wide-gauge, wide shoes) | 39483 kg (87,045 lb). |
| Operating weight, SA configuration | 36657 kg (80,820 lb). Lighter special-duty package paired with the higher-output engine rating. |
| Weight note | Weight varies with blade type, counterweight, and attachments. Figures above are base machine with the standard S-blade, per configuration. |
Dimensions
| Length with blade, Standard | 6220 mm (20 ft 5 in). |
| Length without blade, Standard | 4950 mm (16 ft 3 in). |
| Length with blade, LGP | 6230 mm (20 ft 5 in). |
| Width over tracks, Standard | 2840 mm (9 ft 4 in). |
| Width over tracks, LGP | 3180 mm (10 ft 5 in). |
| Height to top of cab | 3870 mm (12 ft 8 in). Same for Standard and LGP. |
| Ground clearance, Standard | 456 mm (1 ft 6 in). |
| Ground clearance, LGP | 458 mm (1 ft 6 in). |
| Track length on ground, Standard | 3220 mm (10 ft 7 in). |
| Track gauge, Standard | 2280 mm (7 ft 6 in). |
| Track gauge, LGP | 2540 mm (8 ft 4 in). |
| Track shoe width, Standard | 560 mm (22 in). |
| Track shoe width, LGP | 914 mm (36 in). |
| Blade width, standard S-blade (both chassis) | 4170 mm (13.7 ft). |
Performance
| Travel speed, forward (top of 3 powershift speeds) | 11.9 km/h (7.4 mph). Same for Standard and LGP. |
| Travel speed, reverse (top of 3 powershift speeds) | 14.8 km/h (9.2 mph). |
| Transmission | Powershift, 3 speeds forward, 3 speeds reverse. |
| Ground pressure, Standard shoes | 103.8 kPa (15.1 psi). |
| Ground pressure, LGP wide shoes | About 66 kPa (9.6 psi), calculated from published LGP operating weight and ground-contact area. Not a directly published dealer figure — treat as approximate. |
| Drawbar pull | Not consistently published for this exact model and configuration. General D8-class estimates run near 600 kN (135,000 lbf) but are not confirmed specific to the L-series. Confirm against dealer performance charts for your serial range. |
| Gradeability | Not documented in available spec sheets for this model. |
Blades
| Standard S-blade width | 4170 mm (13.7 ft). |
| Standard S-blade height | 1803 mm (71 in). |
| Standard S-blade capacity | 11 m3 (14.4 yd3). |
| Standard S-blade max cutting depth | 657 mm (25.9 in). |
| Other blade types | S, SU (semi-U), and U blades were offered across D8-class dozers of this era. Capacity and dimension figures for SU/U blades specific to the D8L were not found apart from the wider D8 lineup — confirm with dealer literature before quoting for this exact model. |
Service Capacities
| Fuel tank | 753 L (199 gal). |
| Cooling system | About 93 L (24.5 gal), reported for the SA turbocharged/aftercooled engine package. Not confirmed as the same figure for the standard-rating engine — check the specific engine arrangement. |
| Engine oil (sump) | Roughly 38 to 60 L (10 to 16 gal) across the 3408 engine family, depending on oil pan/sump arrangement. No single figure confirmed specific to this installation — check the oil pan arrangement on the machine. |
| Hydraulic system | Not found in available published spec sheets for this model. Confirm capacity with service literature for your serial range. |
Values vary by configuration, region, and serial range — confirm against your machine before planning transport or lifts.
D8L fluids & capacities
| System | Capacity | Recommended fluid |
|---|---|---|
| Engine crankcase (with filter) | Not confirmed for the D8L installation from available public sources. Generic literature for the bare Cat 3408 engine cites roughly 38 L (10 US gal); actual capacity depends on oil pan and cooler configuration on this chassis. Confirm against the OMM refill chart before servicing. | Cat DEO-ULS or Cat DEO diesel engine oil, SAE 15W-40 for temperate climates. Cold-start viscosity: SAE 10W-30 down to about -18°C (0°F); Cat DEO Cold Weather SAE 0W-40 for colder starts. This mechanical, pre-emissions 3408 predates ECM-era oils but current Cat DEO products are backward compatible. |
| Cooling system | Not confirmed for the D8L radiator system from available public sources. Generic bare-engine 3408 literature cites a total cooling system volume near 114 L (30 US gal) for mobile installations; the machine-specific radiator capacity is not independently verified. Confirm against the OMM refill chart. | 50/50 water-glycol finished coolant, minimum 30% glycol (50% recommended). Cat ELC (Extended Life Coolant) preferred; Cat DEAC conventional heavy-duty antifreeze/coolant with periodic SCA treatment is the acceptable alternative. Use water meeting Cat's minimum quality limits (chloride, sulfate, hardness, pH) or distilled/deionized water. |
| Fuel tank | 753 L (198.9 US gal). | No. 2-D distillate diesel fuel; blend with No. 1-D in cold climates for cold-flow performance. This mechanical fuel system predates ULSD mandates -- low-sulfur or ULSD fuel is acceptable but not required. |
| Transmission/powertrain (powershift transmission, bevel gear and steering clutch compartments) | Not consistently documented per compartment for the D8L in available public sources; varies by configuration and serial-number range. Confirm against the OMM refill chart or your dealer. | Cat TDTO (TO-4 performance) across the powershift transmission and the bevel-gear/steering-clutch compartments -- these compartments typically share one fluid family on this class of dozer. Viscosity by climate: SAE 10W below about -20°C (-4°F); SAE 30 for 0 to 35°C (32 to 95°F), the typical factory-fill grade; SAE 50 above about 10°C (50°F); Cat TDTO Cold Weather SAE 0W-20 for extreme cold down to -40°C (-40°F); Cat TDTO-TMS multigrade where wide seasonal swings occur. |
| Final drives (each side) | Not consistently documented per side for the D8L in available public sources. Confirm against the OMM refill chart. | D8L uses the elevated-sprocket final drive design (the first D8 generation with the elevated drive sprocket), grouped under Cat's elevated-track-type-tractor final drive guidance. Cat FDAO SAE 60 is preferred for moderate/intermittent duty (roughly -25 to 50°C / -13 to 122°F); Cat TDTO SAE 50 or SAE 30 (TO-4) is acceptable. For severe/continuous duty, use Cat FDAO SAE 60 or Cat FDAO SYN multigrade, or Cat TDTO SAE 50/30 at correspondingly lower minimum start temperatures. |
| Hydraulic system/tank | Not confirmed for the D8L specifically from available public sources. Confirm against the OMM refill chart. | Cat HYDO Advanced is preferred (SAE 10W below about -20°C/-4°F, SAE 20W around -5 to 45°C/23 to 113°F, SAE 30 above 0°C/32°F). Cat TDTO (TO-4) is an acceptable second-choice fluid and was commonly used as factory-fill hydraulic oil on Cat track-type tractors of this vintage. |
| Pivot shaft (track roller frame recoil spring / pivot shaft bearings) | No published fill volume -- serviced at the lubrication fitting or level plug, not a bulk-fill compartment. | Cat TDTO (TO-4), same viscosity-by-climate grades as the transmission/final-drive group: SAE 0W-20 (Cold Weather) down to -40°C (-40°F); SAE 10W down to about -30°C (-22°F); SAE 30 for -20 to 25°C (-4 to 77°F); SAE 50 for 0 to 50°C (32 to 122°F); Cat TDTO-TMS multigrade for wide seasonal ranges. |
| Grease (pin joints, bearings, and lube points) | N/A -- applied at individual grease points per the service schedule, not a bulk-fill capacity. | Load- and climate-based Cat grease selection: Cat Extreme Application Grease NLGI 1 for cold/high-load service (about -35 to 40°C / -31 to 104°F) or NLGI 2 for moderate-to-high-temperature high-load service (-30 to 50°C / -22 to 122°F); Cat Prime Application Grease NLGI 2 for medium-load general service (-20 to 40°C / -4 to 104°F); Cat Utility Grease NLGI 2 for light-duty/low-load points (-30 to 40°C / -22 to 104°F). Fan drive bearings: Cat Ball Bearing Grease NLGI 2 (-20 to 40°C / -4 to 104°F). |
Capacities are refill values from factory literature — always fill to the dipstick/sight gauge, not the number.
Caterpillar D8L 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 D8L beyond the schedule
Predictive Maintenance & Fluid Analysis
The D8L has no ECM, so scheduled oil sampling is the main early-warning tool on this machine. Pull samples from the engine, powershift transmission/torque converter, and final drives at each service interval, and watch the transmission sample for clutch-pack or gear metal before it shows up as slipping or overheating. Check coolant additive levels on the 3408's wet-liner block to catch cylinder liner cavitation early. Track undercarriage wear by measuring pins, bushings, and sprocket teeth on a set schedule instead of waiting for visible failure.
Corrective & Common Repairs
Expect steering clutch and brake pack wear on machines run with frequent, hard turns, since the D8L steers by conventional clutch-and-brake rather than differential steering. Watch for oil leaks at the elevated-sprocket final drive seals and the torque converter housing. On the mechanical 3408, worn injection pump and nozzles show up as rough idle, smoke, or lost power, and call for pump timing checks and nozzle testing. Clogged radiator cores and oil coolers are a frequent cause of overheating, since the engine has no electronic derate to protect itself.
Overhaul & Rebuild Points
Major overhaul points on the D8L center on the 3408 inline engine (liners, bearings, injection pump), the powershift transmission and torque converter, and the steering clutch/brake packs, which tend to wear out together on high-hour machines. Because the elevated-sprocket design keeps final drives out of ground contact, undercarriage rebuilds usually focus on track chains, rollers, idlers, and sprockets rather than final-drive housings. Ripper shank pins and bushings and blade lift-arm pins are common wear points worth checking at the same time as an undercarriage rebuild.
Seasonal & Environment Servicing
In cold climates, plan on ether-assisted or block-heater starting aids for the mechanical 3408, since there is no electronic cold-start strategy, and let transmission and hydraulic oil warm up before working under load. In hot, dusty conditions, clean the radiator core, oil coolers, and screens often, since the engine has no software-managed derate to fall back on. LGP machines on wet ground need extra care on track pivot and steering clutch/brake seals to keep out water and grit, and SA units in the field should have PTO and 3-point linkage seals checked after dusty tillage work.
D8L common service parts
| Part number | Part | Notes | |
|---|---|---|---|
| 165-1689 | Filter Element As-Air | Air intake service | Check fitment → |
| 1R-0716 | Filter As-Engine Oil | Lubrication service | Check fitment → |
| 8T-6765 | Plug-Pipe | Scheduled service item | Check fitment → |
| 9S-8752 | Nut-Full | Scheduled service item | Check fitment → |
| 119-3025 | Filter | Scheduled service item | Check fitment → |
Always confirm against your machine's serial number — cross-check any part in Heavy Parts AI before ordering.
D8L fault codes & troubleshooting
| Code | Meaning | Likely cause | What to do |
|---|---|---|---|
| Coolant Temperature Gauge - red/high range | Dash gauge needle moves into the red band, showing engine coolant temperature above normal operating range. The mechanical 3408 has no ECM, so no numeric code is stored or displayed. | Low coolant level, plugged radiator core or fins, slipping/worn fan drive, stuck thermostat, or sustained engine overload. | Reduce load and idle down to cool, check coolant level and radiator fins for debris, verify fan drive and thermostat operation before returning to full-load work. |
| Torque Converter (Power Train) Oil Temperature Gauge - red/high range | Gauge needle rises into the high range, showing torque converter/power train oil overheating. This is the most commonly reported dash warning on this machine and is read from the analog gauge, not a stored code. | Low or degraded transmission/torque converter oil, plugged oil cooler, restricted scavenge line or screen, or an internal clutch slipping and generating excess heat. | Stop and idle down, check oil level and condition, inspect the oil cooler and scavenge screen for restriction, and check return oil volume for signs of a scavenge blockage before resuming work. |
| Engine Oil Pressure warning lamp | Warning lamp (often with buzzer) lights when engine oil pressure on the mechanical 3408 drops below the safe minimum. | Low oil level, worn oil pump, plugged suction screen, or a failing pressure sender/switch. | Shut down immediately, check oil level and look for external leaks, and verify the sender before restarting; do not continue running with the lamp on. |
| Alternator/Charging System warning lamp | Lamp stays lit with the engine running, showing the charging circuit is not delivering adequate voltage to the batteries. | Loose or worn alternator belt, failed alternator, faulty voltage regulator, or loose/corroded battery and wiring connections. | Check belt tension and wiring connections, test alternator output, and inspect the batteries; correct before extended operation to avoid a dead-battery shutdown. |
| Air Cleaner Service (restriction) indicator | Vacuum-type indicator or pop-up flag shows intake air restriction has reached the service limit. | Dirty or clogged primary air filter element, a damaged element, or a collapsed intake hose. | Service or replace the affected filter element and reset the indicator; inspect intake piping and connections for damage or leaks. |
| Power Train Oil Filter bypass indicator | Mechanical pop-up indicator or lamp shows the power train (torque converter/transmission) oil filter has gone into bypass from excess restriction. | Overdue filter change, cold/thickened oil, or internal transmission wear debris loading the filter. | Change the power train filter and oil on schedule and inspect the old filter for metal contamination that would point to internal wear. |
| Coolant Level warning lamp | Lamp indicates coolant level in the recovery tank or radiator has dropped below the sensor point, on machines equipped with a level sensor. | External coolant leak, failed hose or water pump seal, or gradual loss without top-off. | Let the engine cool, inspect for external leaks, top off with the correct coolant, and pressure-test the cooling system if the lamp recurs. |
Codes and remedies are general guidance for this model family — always confirm with diagnostic tooling and your dealer before major repairs.
D8L attachments & work tools
Blades
D8L blade line covers straight (S), semi-universal (SU), and universal (U) moldboards. Standard S-blade rates about 11 m3 (14.4 yd3) capacity, roughly 4.17 m (13.7 ft) wide by 1.8 m (71 in) tall, with about 660 mm (25.9 in) cutting depth; SU/U moldboards add curvature and side wings for more carry capacity at some cost to fine-grading precision, and pair commonly with the wider LGP track option for land-fill and stockpile push work. Power-angle-tilt (PAT) hydraulic angling is the norm for this generation; variable-pitch VPAT blades belong to the later D6M/D7R/D8T-generation lineup and are not a D8L option.
Rippers
Two ripper families fit the D8L rear frame: a single-shank parallelogram ripper for deep, high-penetration ripping in hard rock or heavily compacted material, and a multi-shank parallelogram ripper for lighter, faster-coverage ripping in shale, coal, or weathered rock. Shank/tip hardware runs in the low hundreds of kilograms per shank depending on beam and tip style; total ripper-group weight varies with shank count and is not a fixed figure across the line. Some single-shank ripper groups carried over from the D8K generation onto the D8L with an adapter and pin-puller modification, reflecting shared ripper hardware across that transition.
Winches
The D8L falls in the size class (broadly the D7R-through-D10T range) that supports a PTO-driven rear winch, powered off the torque-converter power take-off rather than a separate engine-driven pump. These rear winches are used for logging (tree pulling and skidding), cable-pulling, and self-recovery, and mount at the same rear frame position as a ripper or drawbar, so a winch replaces rather than adds to those attachments.
Drawbars/counterweights
A swinging drawbar group is the standard rear-towing attachment when no ripper or winch is fitted. A rear counterweight-and-guard group is recommended whenever the rear carries no other attachment, to restore the balance and undercarriage loading otherwise provided by a ripper or winch. The D8L SA (special application) farm variant substitutes a three-point hitch for towed or mounted implements in place of the standard drawbar.
Cab/ROPS guarding forestry/waste
The D8L cab is a rollover/falling-object protective structure; forestry and land-clearing service adds bolt-on brush guards, mesh screening over glass and openings, and limb risers ahead of the cab to deflect branches and debris up and over the operator station rather than into it. Waste and landfill duty adds sealed radiator/grille screens, belly guards, and striker-bar protection around the undercarriage and hydraulic lines to resist debris packing and punctures. This guarding is cataloged more fully as factory packages on later D8 generations, but the same guard classes apply as add-on protection to D8L-era machines in equivalent service.
Hydraulic arrangement notes
Front blade circuit carries lift and tilt cylinders: straight S-blades tilt from one side, while PAT-equipped SU/U blades tilt independently left and right for finer grade control, with hydraulic angling built into the PAT arrangement. The rear ripper circuit is independent, with its own lift and tilt cylinders fed from a rear-mounted control valve, separate from the blade circuit. Because ripper, winch, drawbar, and counterweight all occupy the same rear frame position, only one of these can be fitted at a time; a rear tool runs alongside the front blade, but not alongside a second rear tool.
All D8L assemblies by section
Every catalogued assembly group for the Caterpillar D8L. Open an assembly to preview the parts inside — full OEM part numbers are available in Heavy Parts AI.
Air Inlet And Exhaust System
163-5804 Aftercooler Gp-Water
| 03***19 | Cap As-Radiator | 1 |
| 15***15 | Neck-Filler | 1 |
| 16***04 | Aftercooler Group-Water | 1 |
163-5812 Air Cleaner Gp
| 09***81 | Spacer; (10.5x20x10.0mm Thk) | 1 |
| 0S***87 | Bolt-Bracket Assembly To Timing Gear | 2 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 4 |
165-1684 Air Cleaner Gp
| 0S***91 | Screw,Cap,Hexagon Bearing Retainer; Part Of Kit P/N 1w***82 | 1 |
| 16***84 | Air Cleaner Group | 2 |
| 16***17 | Body As-Precleaner | 1 |
163-5815 Dust Ejector Gp
| 16***15 | Dust Ejector Group | 1 |
| 16***87 | Cup As-Air Cleaner | 1 |
| 16***89 | Filter Element As-Air; (Primary) | 1 |
163-5803 Lines Gp-Air
| 16***03 | Lines Group-Air | 1 |
| 17***30 | Elbow | 1 |
| 2K***73 | Locknut Inside Guard Assembly | 1 |
163-5817 Lines Gp-Air
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 6 |
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 2 |
| 0S***09 | Bolt (3/4") Filler Tube Assembly To Transfer Drive Case | 3 |
179-7023 Manifold Gp-Exhaust
| 16***26 | Sensor Group-Pressure; -Atmospheric Air, Turbo Inlet | 1 |
| 16***19 | Support As | 1 |
| 17***23 | Manifold Group-Exhaust | 1 |
163-8416 Muffler Gp
| 10***01 | Seal As-Exhaust | 4 |
| 10***12 | Spacer; (11.13x19.05x53-mm Thk) | 16 |
| 11***50 | Manifold-Exhaust; (Rear, Lh) | 1 |
126-5396 Shield Gp-Manifold
| 0S***87 | Bolt-Bracket Assembly To Timing Gear | 4 |
| 12***96 | Shield Group-Manifold | 1 |
| 7D***49 | Washer (Flywheel Counter Balance Weight) | 4 |
174-1472 Turbocharger Gp
| 17***72 | Turbocharger Group | 2 |
| 1S***95 | Gasket-Turbocharger To Manifold; Gasket Turbocharger To Manifold | 1 |
| 2N***65 | Bolt-High Temperature; (3/8-16x1.75-In) | 4 |
163-5802 Turbocharger Gp
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 1 |
| 0S***71 | Screw,Cap,Hexagon; Tube Assembly To Turbocharger And Elbow Mounting | 2 |
| 0S***87 | Bolt-Bracket Assembly To Timing Gear | 4 |
Basic Engine
186-2397 Camshaft Gp
| 0S***09 | Bolt (3/4") Filler Tube Assembly To Transfer Drive Case | 2 |
| 10***74 | Gear-Camshaft Drive; (86-Teeth) | 1 |
| 18***96 | Camshaft As | 1 |
227-7512 Clutch Gp-Fan
| 11***66 | Sensor Group-Speed; -Fan Drive | 1 |
| 18***48 | Seal Kit; (Fan Clutch) | 1 |
| 22***12 | Clutch Group-Fan | 1 |
130-7301 Cover Gp-Cylinder Block
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 9 |
| 13***01 | Cover Group-Cylinder Block | 1 |
| 4N***64 | Gasket (Bonnet To Block) | 1 |
163-5799 Cover Gp-Cylinder Block
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 2 |
| 0S***90 | Bolt; (3/8-16x2in)(Clip Thru Spacer To Bracket As) | 2 |
| 0S***91 | Screw,Cap,Hexagon Bearing Retainer; Part Of Kit P/N 1w***82 | 4 |
4n-6876 Cover Gp-Flywheel Housing
| 0S***66 | Bolt-Pulley To Crankshaft Adapter | 3 |
| 4N***14 | Cover | 1 |
| 4N***76 | Cover Group-Flywheel Housing; Flywheel Housing Cover Group | 1 |
130-7302 Cover Gp-Valve Mechanism
| 10***88 | Base-Valve Mechanism Cover | 4 |
| 11***84 | Cover-Valve Mechanism | 1 |
| 11***15 | Cover As-Valve | 3 |
1w-5009 Crankshaft As
| 1W***09 | Crankshaft As | 1 |
| 4N***84 | Dowel; (.75 Long) | 1 |
| 7N***91 | Gear-Crankshaft; (80-Teeth) | 1 |
1w-5010 Crankshaft Gp
| 1W***09 | Crankshaft As | 1 |
| 1W***10 | Crankshaft Group; Crankshaft Group | 1 |
| 25***52 | Plate-Thrust; (Crankshaft) | 2 |
110-3779 Cylinder Block As
| 11***20 | Seal-O-Ring; (Mid-Liner) | 8 |
| 11***79 | Cylinder Block As | 1 |
| 14***17 | Seal-O-Ring; (140.20mm Id) | 8 |
109-9009 Cylinder Block Gp
| 10***17 | Stud-Taperlock | 18 |
| 10***09 | Cylinder Block Group | 1 |
| 11***09 | Cylinder Block As | 1 |
143-3614 Cylinder Head As
| 10***94 | Dowel | 2 |
| 14***40 | Cylinder Head As | 1 |
| 14***14 | Cylinder Head As | 1 |
143-0040 Cylinder Head As
| 14***40 | Cylinder Head As | 1 |
| 1W***83 | Insert-Valve Seat; (Exhaust)(Standard) | 8 |
| 3B***23 | Core Plug--Flywheel Housing Pinion Shaft Hole | 8 |
107-7320 Cylinder Head Gp
| 10***20 | Cylinder Head Group | 1 |
| 12***21 | Valve-Exhaust | 8 |
| 12***22 | Valve-Inlet | 8 |
164-2208 Cylinder Head Gp
| 03***27 | Seal-O-Ring; (19.18mm Id) | 2 |
| 06***61 | Seal-O-Ring (Id=40.87mm) | 8 |
| 10***92 | Stud-Taperlock; (3/8-16x3.93in) | 16 |
4w-5973 Damper Gp
| 2S***93 | Washer- 5mm (.196 In.) Thick | 6 |
| 4N***09 | Adapter (Damper) | 1 |
| 4W***73 | Damper Group | 1 |
165-9055 Drive Gp-Fan
| 11***22 | Bolt; (5/8-18x7-In) | 6 |
| 13***16 | Bracket As-Fan | 1 |
| 13***16 | Pulley; (5-Groove) | 1 |
2w-8025 Flywheel Gp
| 10***92 | Flywheel As | 1 |
| 2W***25 | Flywheel Group | 1 |
| 4D***04 | Washer,Flat Cover Mtg,Accessory Drive | 12 |
168-4592 Gear Gp-Front
| 0S***71 | Screw,Cap,Hexagon; Tube Assembly To Turbocharger And Elbow Mounting | 1 |
| 0T***73 | Bolt (3/8) (63.5mm Long) (On Cab Of Cover Assem.) | 1 |
| 10***80 | Bearing-Sleeve | 1 |
112-3441 Gear Gp-Rear
| 03***94 | Connector-Flared | 1 |
| 03***67 | Connector-Flared -- Adapter To Hose As. | 1 |
| 0S***95 | Bolt 1.25 In. (31.75 mm) Long Guard Assemblies To Radiator Guard | 2 |
128-2982 Housing Gp-Flywheel
| 0L***52 | Capscrew (3/8 - 16 Nc X 3 1/4 Gd8, Hex) | 1 |
| 0S***90 | Bolt; (3/8-16x2in)(Clip Thru Spacer To Bracket As) | 6 |
| 0S***19 | Bolt,Machine Gear Retaining Part Of Kit P/N 1w***46 | 4 |
127-3514 Housing Gp-Front
| 0L***52 | Capscrew (3/8 - 16 Nc X 3 1/4 Gd8, Hex) | 2 |
| 0T***73 | Bolt (3/8) (63.5mm Long) (On Cab Of Cover Assem.) | 3 |
| 12***14 | Housing Group-Front | 1 |
124-4461 Lifting Gp-Engine
| 11***75 | Bracket-Lifting; (Right) | 1 |
| 11***15 | Bracket-Lifting; (Left) | 1 |
| 12***61 | Lifting Group-Engine | 1 |
7w-6381 Pan Gp-Oil -Engine
| 0S***87 | Bolt-Bracket Assembly To Timing Gear | 2 |
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 2 |
| 18***38 | Pan-Oil | 1 |
192-8809 Piston & Rod Gp
| 13***61 | Ring-Piston; (Top)(Top) | 1 |
| 15***56 | Bolt-Special; (Oil Jet) | 1 |
| 16***78 | Rod As-Connecting | 1 |
134-2596 Plug Gp-Cylinder Block
| 13***96 | Plug Group-Cylinder Block | 1 |
| 5P***04 | Adapter-O-Ring | 1 |
| 6V***52 | Cap-Dust; (Fuel Supply Tee Connection) | 1 |
124-4456 Plug Gp-Cylinder Head
| 12***56 | Plug Group-Cylinder Head | 1 |
| 4N***32 | Plug-Cup | 2 |
| 5P***63 | Plug-Cup | 3 |
107-1954 Rocker Arm Gp
| 10***54 | Rocker Arm Group | 1 |
| 10***03 | Screw; (3/8-24x1.67-In)(Intake) | 2 |
| 12***63 | Bracket-Shaft | 1 |
319-7401 Seal Gp-Crankshaft -Front
| 14***67 | Seal Group-Crankshaft; (Front) | 1 |
| 31***01 | Seal Group-Crankshaft; -Front | 1 |
319-0785 Seal Gp-Crankshaft -Rear
| 14***68 | Seal-Crankshaft; (Rear)(Flywheel Housing) | 1 |
| 31***85 | Seal Group-Crankshaft; -Rear | 1 |
190-4184 Support Gp-Engine
| 19***27 | Support As-Engine | 1 |
| 19***84 | Support Group-Engine | 1 |
| 7X***45 | Bolt 5/8" X 1 3/4" Long (First Type) | 4 |
179-7086 Trunnion Gp-Engine
| 0S***73 | Bolt (102mm Long); (1/2-13x4-In) | 8 |
| 17***86 | Trunnion Group-Engine | 1 |
| 1W***14 | Adapter As | 1 |
108-1551 Valve Mechanism Gp
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 8 |
| 10***89 | Bridge-Valve | 16 |
| 10***88 | Valve Lifter Assem | 16 |
Cooling System
163-5811 Fan Gp-Blower
| 16***11 | Fan Group-Blower | 1 |
| 17***16 | Manifold As | 1 |
| 17***21 | Valve Group-Modulating; -Pilot Oil-Hydraulic Fan Oil | 1 |
163-5801 Lines Gp-Water
| 0S***94 | Bolt (1 In. Long 3/8 In. Dia.); Plate Assembly To Support Assembly | 8 |
| 13***87 | Hose As | 1 |
| 16***01 | Lines Group-Water | 1 |
165-5137 Lines Gp-Water
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 1 |
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 3 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 9 |
130-7310 Lines Gp-Water
| 13***10 | Lines Group-Water | 1 |
| 16***08 | Mount As | 12 |
| 17***77 | Guard As-Fan; (Lower, Rh) | 1 |
210-6222 Lines Gp-Water
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 1 |
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 3 |
| 0S***88 | Bolt,Machine; Hose Assembly Mounting,Hose Assembly To Transmission,And To Torque Converter | 9 |
175-4022 Pump Gp-Water
| 0T***65 | Bolt--3/8" X 3 1/2"--Use As Required; Bolt 5t***56 Plate To Cover Gp 4n***72 | 4 |
| 17***20 | Pulley; (2-Groove) | 1 |
| 17***22 | Pump Group-Water | 1 |
163-8398 Pump Gp-Water
| 0S***91 | Screw,Cap,Hexagon Bearing Retainer; Part Of Kit P/N 1w***82 | 1 |
| 10***30 | Bearing As-Roller | 1 |
| 11***21 | Plug-Felt; (Water Pump Housing) | 1 |
4n-5837 Pump Gp-Water
| 10***27 | Elbow | 1 |
| 11***44 | Support As | 1 |
| 11***37 | Bonnet | 1 |
175-4023 Pump Gp-Water
| 11***25 | Filter; (Water)(Pump) | 1 |
| 12***70 | Shaft Assem. | 1 |
| 14***88 | Seal As; (Water Pump) | 1 |
137-1339 Pump Gp-Water
| 10***49 | Adapter-Inlet | 1 |
| 11***79 | Seal-O-Ring | 1 |
| 11***80 | Seal-O-Ring | 1 |
163-5813 Radiator Gp
| 16***13 | Radiator Group | 1 |
| 17***18 | Cover | 1 |
| 17***22 | Pump Group-Water | 1 |
163-5814 Tank Gp-Coolant
| 03***49 | Elbow; (90 Degree, 37 Degree Flared) | 1 |
| 03***37 | Bolt-Self Locking; 3.81cm(1.5 In.)Long | 6 |
| 03***20 | Bolt; (1/2-13x1.45-In) | 4 |
169-0156 Tank Gp-Coolant
| 03***63 | Adapter - 45degrees - 8 Valve Ports P, T, C1, C2; (45°) (-8, Valve Ports, P, T, C1, C2) | 2 |
| 16***56 | Tank Group-Coolant | 2 |
| 1P***78 | Clamp; (Hose) | 3 |
Electrical And Starting System
200-8281 Alternator Gp-Charging
| 17***08 | Cable As | 1 |
| 18***34 | Pan As-Drip | 1 |
| 19***01 | V-Belt; (Alternator)(Includes 2 Belts) | 1 |
163-5820 Alternator Gp-Charging
| 03***28 | Seal-O-Ring | 1 |
| 03***39 | Seal-O-Ring (Id=9.25mm) | 1 |
| 12***32 | Ring-Backup | 1 |
165-5068 Connection Gp-Electrical
| 10***31 | Fan-Alternator; (11-Blade) | 1 |
| 16***68 | Connection Group-Electrical | 1 |
| 18***34 | Nut-Flange; (5/8-18-Thd) | 1 |
196-3736 Control & Mtg Gp-Engine Elek
| 10***25 | Stud; (3/8-16x1.25-In) | 1 |
| 19***36 | Control & Mtg Group-Engine Elek | 1 |
| 5P***75 | Washer-Hard; (10.2x22.5x3-mm Thk)(Shield To A/C) | 1 |
156-7172 Control Gp-Engine Electronic
| 15***72 | Control Group-Engine Electronic | 2 |
156-7171 Control Gp-Engine Electronic
| 11***69 | Spacer-Special; (8.2x25x89.7-mm Thk) | 4 |
| 15***71 | Control Group-Engine Electronic | 2 |
| 1B***71 | Spacer 2.54 cm(1 In.) Long | 2 |
266-1467 Sensor Gp-Position -Rotary
| 10***03 | Kit; (Receptacle) (3-Pin) (Includes Receptacle As & Wedge) | 1 |
| 26***67 | Sensor Group-Position; -Brake Pedal | 1 |
| 3E***71 | Wedge; (Receptacle Lock) (3 Pin) | 1 |
160-2443 Sensor Gp-Position
| 12***74 | Screw-Pan Head; (8-32x9.52-mm) | 1 |
| 13***26 | Washer; (4.52x8.28x0.76-mm Thk) | 1 |
| 16***43 | Sensor Group-Position; -Brake Pedal | 1 |
194-6724 Sensor Gp-Pressure
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 1 |
| 18***40 | Socket-Connector; (14-Ga To 18-Ga)(14-Ga To 18-Ga) | 3 |
| 19***24 | Sensor Group-Pressure; -Air Inlet Manifold | 1 |
194-6722 Sensor Gp-Pressure
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 1 |
| 19***22 | Sensor Group-Pressure; -Atmospheric Air | 1 |
| 9X***13 | Sleeve (Order By cm)(Use As Required) | 0 |
194-6725 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***25 | Sensor Group-Pressure; -Engine Oil | 1 |
161-9926 Sensor Gp-Pressure
| 10***03 | Kit; (Receptacle) (3-Pin) (Includes Receptacle As & Wedge) | 1 |
| 12***67 | Pin-Connector; (14-Ga To 16-Ga)(14-Ga Wire) | 3 |
| 16***26 | Sensor Group-Pressure; -Atmospheric Air, Turbo Inlet | 1 |
167-1709 Sensor Gp-Pressure
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 1 |
| 16***09 | Sensor Group-Pressure; -Injection Actuation Oil | 1 |
| 18***40 | Socket-Connector; (14-Ga To 18-Ga)(14-Ga To 18-Ga) | 3 |
265-9033 Sensor Gp-Speed
| 10***13 | Seal; (3 Pin Plug) | 1 |
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 1 |
| 18***36 | Socket-Connector; (16-Ga To 18-Ga) | 3 |
129-6628 Sensor Gp-Speed
| 10***02 | Kit-Receptacle; (2-Pin)(Engine Sensor Wiring Harness) | 1 |
| 12***28 | Sensor Group-Speed; -Engine Speed/Timing | 1 |
| 1V***41 | Seal | 1 |
119-4166 Sensor Gp-Speed
| 11***66 | Sensor Group-Speed; -Fan Drive | 1 |
| 15***60 | Kit-Connecting Plug; (3-Pin)(Engine Sensor Wiring Harness) | 1 |
| 18***40 | Socket-Connector; (14-Ga To 18-Ga)(14-Ga To 18-Ga) | 3 |
128-5109 Sensor Gp-Speed
| 03***33 | Seal-O-Ring; (12.42mm Id) | 1 |
| 10***03 | Kit; (Receptacle) (3-Pin) (Includes Receptacle As & Wedge) | 1 |
| 12***09 | Sensor Group-Speed | 1 |
106-0735 Sensor Gp-Temperature
| 10***35 | Sensor Group-Temperature; -Engine Oil | 1 |
| 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 |
100-4417 Switch Gp-Flow
163-5809 Wiring Gp-Engine
| 16***09 | Wiring Group-Engine | 1 |
| 17***08 | Switch Group-Flow; -Engine Coolant | 1 |
| 2B***95 | Cap Screw--Tube Assembly To Air Inlet Pipe | 2 |
109-0401 Wiring Gp-Unit Injector
| 09***81 | Spacer; (10.5x20x10.0mm Thk) | 1 |
| 0S***09 | Bolt (3/4") Filler Tube Assembly To Transfer Drive Case | 1 |
| 10***02 | Kit-Receptacle; (2-Pin)(Engine Sensor Wiring Harness) | 1 |
Engine Arrangement
256-7538 Engine Ar
| 10***17 | Switch Group-Flow; -Engine Coolant | 1 |
| 10***51 | Valve Mechanism Group | 1 |
| 10***01 | Wiring Group-Unit Injector | 4 |
263-5496 Kit-Conversion
| 11***61 | Cooler Group-Transmission Oil | 1 |
| 12***96 | Shield Group-Manifold | 1 |
| 16***68 | Cylinder & Lines Group-Lift; -Rh | 1 |
Frame And Body
170-1845 Door Gp-Access -Rh
| 17***45 | Door Group-Access; -Rh | 1 |
| 17***47 | Door As; (Rh) | 1 |
| 2K***73 | Locknut Inside Guard Assembly | 2 |
130-9195 Door Gp-Access -Lh
| 13***95 | Door Group-Access; -Lh | 1 |
| 13***45 | Door As | 1 |
| 2K***73 | Locknut Inside Guard Assembly | 2 |
248-4739 Enclosure Gp-Engine -Rh
| 11***91 | Baffle As; (Rh) | 1 |
| 11***92 | Baffle As | 1 |
| 12***98 | Plate As; (Rh) | 1 |
215-5594 Enclosure Gp-Engine
| 03***35 | Bolt 38.10 mm(1.50 In.)Long | 8 |
| 03***12 | Rivet (To Fuel Tank) | 9 |
| 05***45 | Bracket | 2 |
248-4740 Enclosure Gp-Engine -Lh
| 12***01 | Plate As; (Lh) | 1 |
| 12***05 | Plate As; (Lh) | 1 |
| 13***41 | Plate As; (Lh) | 1 |
Fuel System
180-6649 Drive Gp-Unit Inj Hyd Pump
| 11***35 | Pin | 1 |
| 18***49 | Drive Group-Unit Inj Hydraulic Pump | 2 |
| 19***22 | Sensor Group-Pressure; -Atmospheric Air | 1 |
125-3428 Drive Gp-Unit Inj Hyd Pump
| 0S***14 | Bolt (.25" Diameter-.50" Long) | 4 |
| 12***28 | Drive Group-Unit Inj Hydraulic Pump | 1 |
| 13***75 | Clamp As; (Service Repair) | 1 |
232-1173 Injector Gp-Fuel
| 03***01 | Bolt; --To Reverse Shaft Bearing Retainer | 2 |
| 0S***18 | Bolt; (5/16-18x1-In)(Hydraulic Pump) | 2 |
| 12***40 | Plate | 1 |
138-6256 Kit-Seal -Unit Injector Hydraulic Pump
| 11***98 | Adapter-Injection | 1 |
| 11***22 | Seal-Rectangular | 1 |
| 13***69 | Bolt-Socket Head | 2 |
163-5806 Lines Gp-Fuel Filter
| 03***53 | Seal-O-Ring; (08.92mm Id) | 3 |
| 03***27 | Seal-O-Ring; (19.18mm Id) | 2 |
| 03***39 | Seal-O-Ring (Id=9.25mm) | 1 |
163-8406 Lines Gp-Injector Hyd Pump
| 03***33 | Seal-O-Ring; (12.42mm Id) | 5 |
| 09***87 | Tee | 1 |
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 2 |
126-7292 Pump & Mtg Gp-Unit Inj Hyd
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 3 |
| 10***02 | Tube As | 1 |
| 11***21 | Elbow | 1 |
209-2785 Pump Gp-Fuel Injection
| 03***33 | Seal-O-Ring; (12.42mm Id) | 1 |
| 0L***70 | Bolt (2-1/4") Filler Tube Assembly To Transfer Drive Case | 1 |
| 0S***17 | Bolt --Use Open Hole In Compressor Body | 4 |
235-2024 Pump Gp-Unit Injector Hyd
| 10***26 | Clamp-Injector | 1 |
| 11***21 | Seal-Rectangular | 2 |
| 11***08 | Elbow-Injector | 1 |
235-2026 Pump Gp-Unit Injector Hyd
| 0S***17 | Bolt --Use Open Hole In Compressor Body | 4 |
| 11***20 | Coupling | 1 |
| 14***50 | Pump Group-Fuel Transfer | 1 |
102-7535 Valve Gp-Check
| 03***39 | Seal-O-Ring (Id=9.25mm) | 2 |
| 03***42 | Seal-O-Ring; (11.89mm Id) | 3 |
| 10***35 | Valve Group-Check; -Fuel Return Port | 1 |
161-2309 Valve Gp-Fuel
| 03***33 | Seal-O-Ring; (12.42mm Id) | 1 |
| 16***09 | Valve Group-Fuel | 1 |
| 6V***89 | Seal-O-Ring (Id=19.18mm) | 1 |
190-0016 Valve Gp-Fuel
| 03***43 | Seal-O-Ring | 1 |
| 10***06 | Seal-O-Ring (10.52mm Id) | 1 |
| 10***85 | Seal-O-Ring (6.07mm Id) | 2 |
165-1536 Valve Gp-Pressure Control
| 03***53 | Seal-O-Ring; (08.92mm Id) | 3 |
| 10***77 | Valve Group-Solenoid; -Pressure Control | 1 |
| 16***36 | Valve Group-Pressure Control | 1 |
107-0677 Valve Gp-Solenoid
| 03***27 | Seal-O-Ring; (19.18mm Id) | 2 |
| 03***28 | Seal-O-Ring | 1 |
| 10***77 | Valve Group-Solenoid; -Pressure Control | 1 |
Hydraulic System
169-7163 Cooler & Mtg Gp-Hydraulic Oil
| 03***37 | Bolt-Self Locking; 3.81cm(1.5 In.)Long | 2 |
| 12***35 | Valve As-Control | 1 |
| 16***08 | Mount As | 6 |
163-1268 Cylinder & Lines Gp-Lift -Rh
| 15***51 | Connector Assem. | 1 |
| 16***68 | Cylinder & Lines Group-Lift; -Rh | 1 |
| 16***18 | Hose As | 1 |
163-1269 Cylinder & Lines Gp-Lift -Lh
| 16***69 | Cylinder & Lines Group-Lift; -Lh | 1 |
| 16***18 | Hose As | 1 |
| 16***19 | Hose As | 1 |
165-8633 Cylinder Gp-Bulldozer Lift
| 10***17 | Washer; (36.7x77x6-mm Thk) | 1 |
| 13***84 | Ring-Wear | 1 |
| 13***23 | Piston As | 1 |
Lubrication System
4n-2481 Fastener Gp-Oil Pump Mounting -Engine
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 2 |
| 0S***90 | Bolt; (3/8-16x2in)(Clip Thru Spacer To Bracket As) | 1 |
| 4N***81 | Fastener Group-Oil Pump Mounting; Oil Pump Mounting Fastener Group | 1 |
127-9374 Filler Gp-Engine Oil
| 12***74 | Filler Group-Engine Oil | 1 |
| 12***97 | Tube As | 1 |
| 12***98 | Tube As-Oil Filler | 1 |
163-5800 Filter Gp-Engine Oil
| 06***40 | Seal-O-Ring (Id=37.69mm) | 1 |
| 0L***70 | Bolt (2-1/4") Filler Tube Assembly To Transfer Drive Case | 4 |
| 0S***71 | Screw,Cap,Hexagon; Tube Assembly To Turbocharger And Elbow Mounting | 4 |
130-7306 Gauge Gp-Oil Level (Dipstick) -Engine
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 1 |
| 11***68 | Seal-O-Ring; (15.54mm Id) | 1 |
| 13***06 | Gauge Group-Oil Level (Dipstick); -Engine | 1 |
7n-6700 Lines Gp-Engine Oil
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 1 |
| 0L***52 | Capscrew (3/8 - 16 Nc X 3 1/4 Gd8, Hex) | 2 |
| 0L***70 | Bolt (2-1/4") Filler Tube Assembly To Transfer Drive Case | 1 |
168-9243 Lines Gp-Oil Supply
| 03***33 | Seal-O-Ring; (12.42mm Id) | 2 |
| 11***72 | Hose Assem. | 1 |
| 12***95 | Hose As | 2 |
169-6547 Lines Gp-Turbocharger Oil
| 0L***43 | Bolt 63.5 mm (3/8" X 2 1/2" -Cover Assembly To Fender | 1 |
| 0L***51 | Bolt Starting Engine Fuel Tank Bracket To Diesel Intake Manifold | 2 |
| 0S***08 | Bolt-Support To Starting Engine Timing Gear Housing | 2 |
202-3575 Pump Gp-Engine Oil
| 14***03 | Shaft As-Idler | 1 |
| 1D***06 | Bolt; (3/8-16x6-In)(Locations Y) | 2 |
| 1M***44 | Bolt; (3/8-16x2-1/4 In) | 2 |
176-5321 Valve Gp-Modulating
| 11***03 | Kit-Seal; (Modulating Valve) | 1 |
| 16***08 | Washer; (13.03x25.4x2.38-mm Thk) | 1 |
| 16***24 | Nut-Self-Locking; (1/2-28-Thd) | 1 |
Operator Station
172-7938 Control Gp-Decelerator
| 10***15 | Gasket | 1 |
| 16***43 | Sensor Group-Position; -Brake Pedal | 1 |
| 17***38 | Control Group-Decelerator | 1 |
Power Train
111-3261 Cooler Gp-Transmission Oil
| 03***34 | Seal-O-Ring | 1 |
| 10***61 | Clip | 1 |
| 11***61 | Cooler Group-Transmission Oil | 1 |
192-0729 Manifold Gp-Control
| 10***41 | Core As; (Transmission Cooler) | 1 |
| 10***01 | Gasket | 2 |
| 19***29 | Manifold Group-Control; -Hydraulic Fan Pump | 1 |
Service Equipment And Supplies
166-5985 Kit-Compensator
| 16***85 | Kit-Compensator | 1 |
D8L serial number reference
The machine PIN plate on a D8L is riveted to the main frame near the front of the tractor, low on the left side by the radiator guard, and the number is usually re-stamped into the frame itself as a backup; the engine has its own separate serial plate on the block. Read the first three characters of the PIN as the model/production-series prefix, and the digits that follow as the tractor's sequential build number within that prefix run.
| Prefix | Identifies | Notes |
|---|---|---|
| 4FB | D8L SA (Special Application, agricultural direct-drive) | Direct-drive agricultural version of the D8L, introduced around 1984. Uses a direct-drive transmission with six forward and six reverse speeds instead of the standard power-shift box, runs roughly two tonnes lighter than the power-shift tractor, and adds a three-point hitch linkage for towed implements. Carries the 3408 diesel (18.0 L V8) tuned toward the high end of its rating for drawbar work. Tied to D8L SA in manual and parts-book listing references — confirm against the plate before ordering parts. |
| 7JC | D8L, standard/XL power-shift configuration | Standard production D8L: 3408 diesel (18.0 L V8), 3-speed power-shift transmission, elevated-sprocket undercarriage (the first D8-series model to use it). Falls within the D8L's early-to-mid production run alongside 7YB and 53Y; the same steering clutch-and-brake assembly is listed as fitting all three prefixes. |
| 7YB | D8L, standard/XL power-shift configuration | Standard production D8L: 3408 diesel (18.0 L V8), 3-speed power-shift transmission, elevated-sprocket undercarriage. Documented in factory service literature; shares its steering clutch-and-brake parts listing with 7JC and 53Y. |
| 53Y | D8L, standard/XL power-shift configuration, later production | Standard production D8L carried into the later part of the model run (machines built into the late 1980s are documented under this prefix). Same 3408 diesel (18.0 L V8) and power-shift driveline as 7YB/7JC, with the elevated-sprocket undercarriage. Groups with 7YB and 7JC on shared steering clutch-and-brake fitment. |
Frequently asked questions
What engine does the Caterpillar D8L use?
Standard and LGP D8L dozers use a Cat 3408 V8 diesel, 18.0 L displacement with mechanical fuel injection, rated at roughly 335 hp (250 kW) gross. Sources differ on whether this base rating is naturally aspirated or turbocharged — check the engine arrangement number on the machine. The D8L SA agricultural variant used a turbocharged and aftercooled version of the same 3408 block, rated near 400 hp, paired with a direct-drive transmission instead of the powershift used on Standard/LGP machines.
What is the operating weight of the Caterpillar D8L?
Operating weight varies by configuration: about 38,100 kg (84,011 lb) for the Standard dozer, about 39,500 kg (87,045 lb) for the LGP, and roughly two tonnes lighter, near 36,600 kg (80,820 lb), for the direct-drive SA agricultural variant.
What replaced the Caterpillar D8L?
The Caterpillar D8N succeeded the D8L in the mid-to-late 1980s, continuing the D8-size class with an updated engine and cab. The D8L itself had replaced the D8K in 1982.
What D8L owners discuss
What do owners and mechanics say about the D8L's transmission and torque converter running hot?
Overheating on the D8L powershift is more often traced to the transmission charging pump losing output than to the torque converter itself. A pump that has lost pressure tends to run hot to the touch and can pull the transmission filters in against their element hard enough to collapse them, choking flow further and making the problem worse. Before condemning the converter or the oil cooler, mechanics check transmission pressure at the test points and inspect the valve body for looseness or wear, since a loose valve body has caused the identical symptom on other machines in this D8 lineup. Oil cooler screen condition and flow matter as much as radiator condition on this platform, since a partially plugged cooler core or a stuck regulator valve shows up as a smaller than expected temperature drop across the cooler under load.
Why does a D8L sometimes feel like the brake is stuck on, even when it's released?
The D8L uses clutch and brake steering, not the differential steering Caterpillar introduced on later D8 models, so a phantom brake feel is almost always the steering clutches or the park and service brake linkage, not the transmission. The standard field check: on flat or slightly uphill ground, pull both steering clutch levers and see whether the machine stops without touching the brake pedal at all. If it keeps moving, the clutches are not disengaging fully and need adjustment. The other common cause is a park brake lever linkage that is not returning all the way, traced by pulling the floorboard and following the linkage down from the shift tower. Because a partially engaged brake or clutch affects both stopping and steering control, have your dealer or a qualified technician verify the clutch adjustment and brake band condition before the machine goes back to work.
What undercarriage wear patterns are typical on a D8L?
The D8L introduced Caterpillar's elevated (high) drive sprocket in this size class, keeping the final drive out of ground contact, which owners credit with better track and roller life than the low-drive D8K it replaced. On the suspended high-drive frame, the wear items flagged most are the rubber cushion pads at the bogie pivots, which split with age and load, and the bogie pivot pins themselves. A slow grease or oil weep at a pivot pin can go unnoticed until the pin seizes and becomes very difficult to press out, so any weeping there needs prompt attention. Inspectors also look for weld repairs or cracks on the track frames and bogie arms as a sign of hard use. A separate, well known quirk is track slap: a jerking felt in the undercarriage when turning or backing down a grade. Many owners fixed it by fitting a top carrier roller under the upper track run, something Caterpillar later offered as a factory option too.
What are the known quirks of the D8L's engine?
The D8L's mechanically governed V8 diesel is generally regarded as a strong, simple engine for its era, but a few wear patterns come up consistently. As the engine ages, gear lash in the front timing gear train and injection pump drive increases from thrust washer and gear wear; once lash grows enough, injection timing becomes erratic and shows up first as hard starting, misfiring, or a rough idle, well before it risks a broken gear tooth. Camshaft lobe pitting from marginal lubrication or a sticking lifter is another recognized failure mode on this engine family. Reduced power or sluggish turbo response is more often a clogged air filter or a worn turbocharger than a fuel problem, so owners check intake restriction first. Cooling complaints on the engine side, separate from transmission oil cooler issues, usually trace to water pump wear, a scaled up radiator, or a stuck thermostat or regulator rather than a fault in the engine itself.
Are there common gauge or sensor complaints on the D8L?
The D8L is a mechanical era machine with simple sender and gauge electrics rather than an electronic control system, so most owner reports of an electrical fault turn out to be a sender or wiring problem, not the engine or transmission. The most reported case is the torque converter temperature gauge and its high temperature warning light acting up: the warning can start flickering well below its intended trip point, which points to a failing or out of calibration sender rather than an actual overheating converter. The standard shop check is to disconnect the wire at the sender and ground it directly; if the gauge then swings to full hot, the wiring and gauge are good and the sender is the part at fault. Charging system complaints, slow charge or no charge, are usually traced to worn alternator brushes or bearings, a loose or glazed belt, or corroded connections rather than a design flaw in the charging circuit.
What hydraulic and final drive issues come up most with the D8L?
Blade lift cylinder rod seals are a recurring leak point, and the advice from experienced mechanics is consistent: keep hydraulic and lift system oil as clean as possible, since dirt pulled in through a weeping rod seal is what turns a minor leak into scored cylinder walls and a much bigger repair. On the final drives, the failure mode owners warn about most is the floating face seal at the hub. Once it starts to weep, gear oil and whatever contamination it has picked up gets shared across that final drive's internal compartments, and a full rebuild after a seal failure has gone unnoticed can cost more than the machine is worth at typical resale values. Because the final drives sit right alongside the steering and brake components on this machine, have your dealer verify final drive oil condition and seal integrity at the first sign of weeping at the hub, rather than running it until it fails.
What should I check before buying a used D8L?
Start with the elevated sprocket undercarriage: sprocket and bushing wear, rubber pad condition at the bogies, and any sign that a pivot pin has been leaking grease or oil, which can mean it is already partly seized. Next, check steering: with the machine on flat or slightly uphill ground, pull both steering clutch levers and confirm it stops without any help from the brake pedal; if it does not, the clutches are worn or out of adjustment. Run the machine up to operating temperature and watch the torque converter and transmission temperature, since overheating tied to pump pressure loss is the most reported drivetrain complaint on this model. Check the final drive housings at the hub for oil weeping, and if you can, pull a transmission or hydraulic filter to check for a collapsed element, a sign of a past pressure loss event. Walk the exterior for cracked or rattling sheet metal and a loose fuel tank mount, both flagged repeatedly as signs of a hard used, poorly maintained machine even when the core drivetrain checks out fine. Given how expensive final drive and steering clutch repairs are on this model, have your dealer or an independent Cat experienced technician verify undercarriage and drivetrain condition before you commit to a purchase.
Compiled from owner and technician discussions across the industry — experiences vary by serial range and machine history.
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