A 2008-10-27 CAT Test-Adjust

PowerSynchro Transmission
Systems Operation
Testing & Adjusting
Models
TH336, TH337,
TH406, TH407,
TH414, TH514,
TH417
S/N TDE00100 & After
S/N TDF00100 & After
S/N TBX00100 & After
S/N TBY00100 & After
S/N TBZ00100 & After
S/N TBW00100 & After
S/N TBT00100 & After
31200562
Original
October 27, 2008
i01658146
Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.
The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. If a tool,
procedure, work method or operating technique that is not specifically recommended by Caterpillar
is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that
the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.
When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.
Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
3
Table of Contents
Table of Contents
Systems Operation Section
Graphic Color Codes ............................................ 4
Introduction .......................................................... 5
General Information .............................................. 6
Location of Electrical Components ....................... 7
Location of Hydraulic Components ....................... 11
Electrical Input Components ................................. 13
Electronic Control Module ..................................... 16
Electrical Output Components .............................. 18
Data Link .............................................................. 19
Electrical Schematic ............................................. 19
Transmission Charge Pump ................................. 22
Modulating Valve (Transmission) .......................... 22
Solenoid Valves (Transmission) ............................ 22
Torque Converter ................................................. 24
Transmission ........................................................ 26
Cooler (Hydraulic Oil) ........................................... 36
Transmission Control (Shift Lever) ....................... 36
Transmission Power Flow .................................... 38
Hydraulic Schematic (Power Train System) ......... 43
Configuration Parameters ..................................... 46
Testing and Adjusting Section

Testing and Adjusting
Transmission Shift Rail - Calibrate ........................ 47
Transmission Fill - Calibrate ................................. 54
Torque Converter Stall - Test ................................ 61
Transmission Pressures - Test and Adjust ............ 62
Index Section
Index ..................................................................... 69
4
Systems Operation Section (I) Brown ............................................ Lubricating oil
(J) Orange Crosshatch ............. Second reduction in

i01971789 pilot, signal or torque converter oil
Graphic Color Codes (K) Yellow ............. Moving or activated components
SMCS Code: 4000 (L) Purple ................................. Pneumatic pressure
(M) Light Gray ..................................... Surface color
Note: The information that is covered in this manual

may not require all of the colors in Illustration 1.
g01023555
Illustration 1
(A) Red .......................................... High pressure oil
(B) Red Stripes and White

Stripes .......................... First pressure reduction
(C) Red Crosshatch ...... Second pressure reduction
(D) Pink ............................. Third pressure reduction
(E) Orange ......... Pilot, signal or torque converter oil
(F) Orange Stripes and White Stripes ........ Reduced

pilot, signal or torque converter oil
(G) Blue .................................................. Trapped oil
(H) Green ............................ Tank, sump or return oil

5
i02075104
Introduction
SMCS Code: 4000
Illustration 2
This module discusses the features and operation

of the power train. The following Transmission
arrangements are covered in this module:
• 4 Speed 323-8993
• 5 Speed 323-8994
The power train for these machines has the

following main components:
• Torque converter
• Transmission
• Front axle differential and rear axle differential
• Final drives for the front axle and final drives for
the rear axle
6
i02120607
General Information
SMCS Code: 3000; 4000
Illustration 3
(1) Torque converter (4) Front axle differential (7) Drive shaft (rear axle)
(2) Engine (5) Rear axle differential (8) Final drive (front axle)
(3) Transmission (6) Drive shaft (front axle) (9) Final drive (rear axle)
The power train consists of the following main Final drives (8) for the front axle and final drives
components: (9) for the rear axle – Power is transferred to the
final drives for the front axle and to the final drives
Torque converter (1) – The torque converter for the rear axle from differentials (4) and (5). The
transfers power from engine (2) to transmission (3). final drives in the front axle and in the rear axle have
The torque converter and the transmission are bolted planetary gears. The planetary gears provide the
as a unit to the flywheel housing on the engine. secondary reduction.
Transmission (3) – The transmission has spur The torque converter and the transmission have
gears and helical gears that are in constant mesh a common hydraulic system for operation, for
on all shafts in order to provide a range of forward lubrication, and for cooling. The transmission case
speeds and reverse speeds. The speed range and and the hydraulic tank serve as an oil reservoir. Oil
the direction (forward and reverse) are selected when flow through the system is provided by a pump that is
the clutches and synchronizers lock specific gears to mounted on the casing for the transmission.
the shafts.
Machines are equipped with one of the following
Front axle differential (4) and rear axle differential transmission arrangements:
(5) – Power is directed to the differentials from the
transmission via drive shafts (6) and (7). Each of the • Powersynchro transmission arrangement with four
differentials has a ring gear and a pinion (bevel gear speeds
set) in order to provide the primary reduction. The
differential for the front axle can be locked in order to • Powersynchro transmission arrangement with five
improve traction on adverse ground conditions. speeds
7
Note: The five speed Powersynchro transmission is • Position sensor for the shift rail (third gear and
an option on some machines. Your machine may not fourth gear)
have this option. The transmissions with five speeds
and the transmissions with four speeds are identical • Position sensor for the shift rail (fifth gear)
except for the added components for the fifth speed.
The Power Shuttle transmission is identical to the • Electronic Control Module (ECM)
Powersynchro transmission with the exception of the
mechanism for shifting the transmission. • Modulating valve
Note: This machine must be serviced by a • Solenoid valves
technician. The technician must be familiar with
Caterpillar Electronic Technician (ET). A number of • Transmission neutralizer override switch
parameters can be installed and modified through
the configuration screen. The configuration of the
machine may appear as a interlock. See TESTING
AND ADJUSTING, RENR5195, “ELECTRONIC
CONTROL MODULE (ECM) - CONFIGURE” for
information concerning the machine configuration.
The clutches and the synchronizers for the

Powersynchro transmission are engaged by oil
pressure. The oil pressure is controlled by solenoid
valves that are mounted on the transmission.
i02121625
Location of Electrical
Components
SMCS Code: 1400; 3030-PWT
The power train consists of the following

electrical components:
• Transmission neutralizer switch

• Parking brake switch Illustration 4
(1) Transmission neutralizer switch (on joystick)
• Service brake pressure switch (2) Parking brake switch
(3) Service brake pressure switch
• Transmission direction control lever (Power Shuttle (5) Transmission speed selector (powersynchro transmission )
transmission) (7) Transmission oil temperature sensor
(9) Engine speed sensor
(10) Torque converter output speed sensor
• Transmission speed selector (Powersynchro (11) Transmission intermediate speed sensor
transmission ) (12) Transmission output speed sensor
(13) Position sensor for the shift rail (first gear and second gear)
(14) Position sensor for the shift rail (third gear and fourth gear)
• Transmission oil temperature sensor (15) Position sensor for the shift rail (fifth gear)
(16) Electronic control module
(17) Modulating valve
• Engine speed sensor (18) First gear (solenoid valve)
(19) Second gear (solenoid valve)
• Torque converter output speed sensor (20) Third gear (solenoid valve)
(21) Fourth gear (solenoid valve)
• Transmission intermediate speed sensor (22) Fifth gear (solenoid valve (if equipped))
(23) Forward clutch solenoid valve
(24) Reverse clutch solenoid valve
• Transmission output speed sensor (25) Transmission neutralizer override switch
• Position sensor for the shift rail (first gear and

second gear)
8
Transmission Neutralizer Switch
Illustration 5
Powersynchro Transmission (Four Speed)
(7) Transmission oil temperature sensor (Torque Converter outlet )
(9) Engine speed sensor
(10) Torque converter output speed sensor
(11) Transmission intermediate speed sensor
(12) Transmission output speed sensor
(13) Position sensor for the shift rail (first gear and second gear)
(14) Position sensor for the shift rail (third gear and fourth gear)
Illustration 7
The neutralizer switch is located on the top of the

joystick lever. The neutralizer switch allows
the operator to neutralize the transmission during
transmission shifts.
Parking Brake Switch
g00890792
Illustration 6
(15) Position sensor for the shift rail (fifth gear)
Illustration 8
Parking brake switch (2) is located inside the housing

for the parking brake on the brake mechanism. The
parking brake switch sends a signal to the ECM when
the parking brake is applied.
9
Transmission Oil Temperature

Service Brake Pressure Switch Sensor
Transmission oil temperature sensor (7) is located
on the transmission housing next to the forward
and reverse solenoids. Refer to Illustration 5.
The transmission oil temperature sensor sends a
signal to the ECM regarding the temperature of the
transmission oil.
Engine Speed Sensor

Engine speed sensor (9) is located at the interface of
the torque converter housing and the engine. Refer
to Illustration 5. The engine speed sensor sends a
Illustration 9
g00903938 signal to the ECM regarding the speed of the engine.
Service brake pressure switch (3) is located on the Torque Converter Output Speed
end of the brake cylinder. Remove the cover from
the front of the cab in order to gain access to the Sensor
service brake pressure switch. The service brake
pressure switch sends a signal to the ECM in order Torque converter output speed sensor (10) is located
to neutralize the transmission when the brakes are on the transmission housing in front of the torque
applied. converter. Refer to Illustration 5. The torque converter
output speed sensor sends a signal to the ECM
regarding the speed of the torque converter.
Transmission Speed Selector
(Powersynchro Transmission) Transmission Intermediate Speed
Sensors
The transmission intermediate speed sensors (11)
are located on the transmission housing. Refer to
Illustration 5. The transmission intermediate speed
sensors send signals to the ECM regarding the
speed of the transmission shafts.
Transmission Output Speed Sensor

Transmission output speed sensor (12) is located
on the transmission housing above the yoke for
the drive shaft to the front axle. Refer to Illustration
5. The transmission output speed sensor sends a
Illustration 10 signal to the ECM regarding the output speed of the
transmission.
Lever (5) for the transmission speed selector is
located on the left side of the steering column. The
transmission speed selector sends a signal to the
ECM in order to control the speed and direction of
the machine.
10
Shift Rail Sensors Electronic Control Module

The position sensors for the shift rails are located
on the housing for the Powersynchro transmission.
Refer to Illustration 5. The position sensors for the
shift rails send signals to the ECM regarding the
position of the shift rails.
Machines with four speeds are equipped with the

following position sensors for the shift rails:
• Position sensor (13) for the shift rail (first gear and
second gear)
• Position sensor (14) for the shift rail (third gear and
fourth gear)
Machines with five speeds are equipped with the

following position sensors for the shift rails:
• Position sensor (13) for the shift rail (first gear and
second gear)
Illustration 11
• Position sensor (14) for the shift rail (third gear and
fourth gear) Electronic control module (16) is mounted under
the engine hood. The electronic control module
• Position sensor (15) for the shift rail (fifth gear) is required for machines with Powersynchro
transmission or the Power Shuttle transmission. The
ECM controls the operation of the power train.
Modulating Valve for the

Synchronizers
g00947395
Illustration 12
Modulating valve (17) for the powersynchro

transmission is mounted on the front of the
transmission. The modulating valve receives a signal
from the ECM in order to control the oil pressure that
is sent to the shift rails.
11
Solenoid Valves Transmission Neutralizer Override

Switch
Illustration 13
Illustration 15
The transmission neutralizer override switch (25)

is located on the left side of the dash panel.
When the brakes are applied the transmission
is neutralized in order to provide more hydraulic
power to the implement system. The transmission
neutralizer override switch may be used to prevent
the transmission from neutralizing when the brakes
are applied.
Reference: See Systems Operation/Testing and

Adjusting, “Electrical Input Components” for more
information on the electrical components.
g00947390
Illustration 14
Powersynchro Transmission with Five Speeds i01925762
(18) First gear (solenoid valve)
(19) Second gear (solenoid valve) Location of Hydraulic
(20)
(21)
Third gear (solenoid valve)
Fourth gear (solenoid valve) Components
(22) Fifth gear (solenoid valve (if equipped))
(23) Forward clutch (solenoid valve) SMCS Code: 5050
(24) Reverse clutch (solenoid valve)
The power train consists of the following
hydraulic components:
The solenoid valves receive signals from the ECM in
order to control the oil that is sent to the transmission
clutches and the shift rails. • Transmission charge pump
• Torque converter
• Hydraulic oil cooler
12
Torque Converter
g00908442
Illustration 18
Torque converter (2) is located at the interface

between the engine and the transmission. The torque
converter hydraulically connects the engine to the
transmission.
Hydraulic Oil Cooler
Illustration 16
(1) Transmission charge pump
(2) Torque converter
(3) Hydraulic oil cooler
Transmission Charge Pump
Illustration 19
Hydraulic oil cooler (3) is located inside the engine

enclosure to the right of the transmission. The
hydraulic oil cooler cools the hydraulic oil.
g00884634
Illustration 17
Transmission charge pump (1) is mounted on the

rear of the transmission. The transmission charge
pump supplies oil to the torque converter and the
solenoid valves in the power train.
13
i01904225
Electrical Input Components

SMCS Code: 1435; 1907; 3175; 509T
Illustration 20
Block Diagram of Input Components
Sensors Pulse Width Modulated Sensor (PWM) – This type

of sensor produces a digital signal with a duty cycle
Sensors provide information to the ECM about that varies as the condition changes. The frequency
changing conditions. The sensor signal changes of this signal is constant.
proportionally to the changing conditions. The
following type of sensor signals are recognized by
the machine ECM.
Frequency – This type of sensor produces a signal

that varies in frequency as the condition changes.
14
Speed Sensors Transmission Intermediate Speed Sensor
The transmission intermediate speed sensor (13)

is used in order to measure the intermediate shaft
speed of the transmission. The sensor is an input to
the ECM. The sensor connects to contact 18 and
contact 52.
Transmission Output Speed Sensor
g00899623
Illustration 22
The transmission output speed sensor (12) is

used in order to measure the output speed of the
transmission. The value that is measured is used in
order to control both upshifts and downshifts. The
sensor is an input to the ECM. The sensor connects
to contact 5 and contact 6.
g00899619
Illustration 21
Engine Speed Sensor (Mechanical Engine)
The engine speed sensor (14) is used to measure

the speed of the engine. The sensor is an input to
the ECM. The sensor connects to contact 62 and
contact 63.
Torque Converter Output Speed Sensor
The torque converter output speed sensor (11) is

used in order to measure the speed at the output of
the torque converter. The value that is measured is
compared with the value of the engine speed signal
from the engine speed sensor in order to calculate
the ratio of the torque converter output speed. The
sensor is an input to the ECM. The sensor connects
to contact 60 and contact 61.
15
Switches
Temperature Sensor (Transmission and
Hydraulic Oil) Switches provide an open signal, a ground signal, or
a +battery signal to the inputs of the ECM. Switches
are open or closed.
• When a switch is open, no signal is provided to the

corresponding input of the ECM. This “no signal”
condition is also called “floating”.
• When a switch is closed, a ground signal or a

+battery signal is provided to the corresponding
input of the ECM.
Switch (Parking Brake)
g00991216
Illustration 23
The hydraulic oil temperature sensor (1) is an input

to the ECM. The sensor provides an input signal to
the ECM . The sensor connects to the ECM through
contacts 36 and 56.
Sensor (Shift Rail 1), Sensor (Shift Rail Illustration 25

2), and Sensor (Shift Rail 3)
The parking brake switch (9) tells the ECM that the
operator has the parking brake lever in the PARK
position. When the operator places the parking brake
lever in the PARK position, the normally closed circuit
is open and the normally open circuit is closed to
ground. When the lever is NOT in the PARK position,
the normally closed circuit is open and the normally
open circuit is open. The switch connects to the ECM
through a CAN signal sent from the Machine Controller.
Switch (Service Brake Pressure)

The service brake pressure switch (10) is used to
g00901162
Illustration 24 monitor the pressure in the service brake system.
The service brake pressure switch sends a signal to
The sensors for the shift rails detect the position the ECM and the ECM neutralizes the transmission
of the shift rails. The sensors send a signal to the when the pressure reaches a set point. The ECM
ECM regarding the position of the rails. The ECM will will engage the transmission when the pressure
determine if the transmission has been neutralized by decreases below a set point. The switch is located on
the position of the rails. The sensors connect to the the brake cylinder. The switch connects to the ECM
ECM through the following contacts: 29,30,31,55, and 68. through a CAN signal sent from the Machine Controller.
16
i01904222
Inputs
Electronic Control Module The inputs describe the status of the machine
SMCS Code: 7610 systems. Two types of inputs exist. The inputs can
be either a switch type or a sensor type. Switches
provide an open, a ground, or a + battery signal to
the inputs of the controller. Sensors (frequency, PWM
or voltage) provide a changing signal to the sensor
inputs of the controller. The inputs to the ECM are
listed in table 1.
Outputs
The ECM responds to decisions by sending electrical
signals to the outputs. The outputs can create an
action or the outputs can provide information to the
operator or the service technician. The outputs of the
machine ECM are listed in table 1.
Input/Output
The CAN data link is used in order to provide a
connection for the service tool for troubleshooting ,
testing, and calibrations. The data link is bidirectional.
The data link allows the ECM to receive information.
Illustration 26 The data link allows the ECM to send information.
Electronic Control Module (ECM)
The control is used for the powersynchro transmissions.
The electronic control module (ECM) makes

decisions that are based on input information and
memory information. After the ECM receives the
input information, the ECM sends a corresponding
response to the outputs. The inputs and outputs of
the ECM are connected to the machine harness by
a 70 contact connector (J1 ). The ECM is
located on the right side of the machine inside the
engine compartment. The ECM sends the information
to the Caterpillar Electronic Technician on the CAN
data link.
Note: The ECM is not serviceable. The ECM must be

replaced if the ECM is damaged. Replace the ECM
if a failure is diagnosed.
17
Table 1
Contact Description Contact Description
No. Function Type No. Function Type
permanent +Battery synchronizer solenoid 5

1 +BATTERY 42 DRVR 5 HS
connection (HS / drive)
permanent -Battery synchronizer solenoid 5

2 -BATTERY 43 DRVR 5 LS
connection (LS / sense)
switched connection to sync modulation

3 KEY SWITCH 48 DRVR 6 HS
+Battery solenoid (HS / drive)
Differential Speed sync modulation

5 transmission output sp+ 49 DRVR 6 LS
Sensor Input 1+ solenoid (LS / sense)
Differential Speed xmsn forward clutch

6 transmission output sp- 50 DRVR 7 HS
Sensor Input 1- (HS / drive)
permanent +Batt xmsn forward clutch

14 +BATTERY 51 DRVR 7 LS
connection (LS / sense)
permanent -Battery Differential Speed

15 -BATTERY 52 intermediate xmsn spd -
connection Sensor Input 2-
intermediate xmsn spd Differential Speed CAN A Shield (CAN A

18 53 optional
+ Sensor Input 2+ SHIELD)
permanent +Batt return for shift rail Sensor Return

24 +BATTERY 55
connection sensors (VS_RETURN)
permanent -Battery return for 'bulk' oil temp Sensor Return

25 -BATTERY 56
connection sensor (VS_RETURN)
synchronizer solenoid 1 xmsn reverse clutch

26 DRVR 1 HS 58 DRVR 8 HS
(HS / drive) (HS / drive)
synchronizer solenoid 1 xmsn reverse clutch

27 DRVR 1 LS 59 DRVR 8 LS
(LS / sense) (LS / sense)
29 shift rail sensor 1 PWM/FREQ 4 convertor output speed Differential Speed

60
sensor+ Sensor Input 3+
30 shift rail sensor 2 PWM/FREQ 5
convertor output speed Differential Speed
31 shift rail sensor 3 PWM/FREQ 6 61
sensor- Sensor Input 3-
synchronizer solenoid 2 Differential Speed
32 DRVR 2 HS 62 engine speed sensor+
(HS / drive) Sensor Input 4+
synchronizer solenoid 2 Differential Speed
33 DRVR 2 LS 63 engine speed sensor-
(LS / sense) Sensor Input 4-
synchronizer solenoid 3
34 DRVR 3 HS 64 connection to CAN bus CAN A+ (CAN_A_HI)
(HS / drive)
35 DRVR 3 LS 65 connection to CAN bus CAN A- (CAN_A_LO)
(LS / sense)
xmsn 'bulk' oil temp ACTIVE/PASSIVE sensor supply for shift SENSOR POWER 1
36 68
sensor (passive) ANALOG IN 1 (AIN) rail sensors (VS_5_8_330MA)
40 DRVR 4 HS
(HS / drive)
The ECM responds to an active input only when all the
synchronizer solenoid 4 necessary conditions are satisfied.
41 DRVR 4 LS The connector contacts that are not listed are not used.
(LS / sense)
18
i01938988
Electrical Output Components

SMCS Code: 3155; 3174; 5479
Illustration 27
19
Table 2
Solenoid Function Directional Solenoids
Transmission Solenoid 1 This solenoid controls the • Solenoid Valve 1 (Reverse)
reverse direction clutch.
Transmission Solenoid 2 This solenoid controls the • Solenoid Valve 2 (Forward)
forward direction clutch.
• Modulation Valve (Synchronizer)
Transmission Solenoid 3 This solenoid engages the
first synchronizer.
second synchronizer.
third synchronizer.
fourth synchronizer.
fifth synchronizer.
The transmission solenoids use a combination of

proportional solenoids and on/off solenoids.
The directional solenoids are proportional solenoids.
The proportional solenoids allow better shift
modulation.
The speed or synchronizer solenoids will be on/off
solenoids.
g00899201
The synchronizer modulation valve aids in the shifting Illustration 29
of the transmission.
Synchronizer Solenoids Data Link

• Solenoid Valve 3 (Synchronizer 1)
• Solenoid Valve 4 (Synchronizer 2) CAN Data Link
The CAN Data Link is used in order to aid the
transmission ECM with the control of the transmission.
i01904226
Electrical Schematic
SMCS Code: 7566-PWT
This is a simplified schematic of the power train

system for the machine ECM. This schematic does
not show all possible harness connectors. Always
see the Electrical System Schematic in the Service
Manual for the machine for an accurate schematic
of a particular machine.
g01009007
Illustration 28
20
Illustration 30
21
22
i01897249 Ring Gear (5) – Rotor (4) is meshed with the rotor.
As the rotor and the ring gear rotate inside housing
Transmission Charge Pump (6), oil is drawn through the inlet. The oil is then
forced past a crescent and out of the outlet.
SMCS Code: 3066
Crescent (not shown) – Ring gear (5) is offset
from rotor (4), and the teeth of these components
only mesh on one side of the pump. The crescent
separates the ring gear and the rotor on the other
side of the pump. The pump creates oil flow from
the inlet port to the outlet port by trapping oil in the
spaces between the rotor, the teeth on the ring gear
and the crescent.
Seal (7) – The seal prevents oil from escaping

between rotating sleeve (1) and housing (6).
i01876669
Modulating Valve
(Transmission)
SMCS Code: 3073
The modulating valve that is used for controlling

the clutches and the synchronizer solenoids is a
proportional pressure reducing valve. The valve
reduces the system pressure in an inverse proportion
to the current that is supplied to the valve solenoid.
When no current is supplied, the outlet port is
connected to the tank and the supply is cut off. The
g00889728
valve is pilot operated. The force of the solenoid
Illustration 31 acts on a small pilot stage. This force allows the
(1) Sleeve main control spool to be hydraulically operated. The
(2) Pump drive shaft (transmission) relatively low force of the solenoid is magnified in
(3) Ball bearing
(4) Rotor order to enable a relatively large flow through the
(5) Ring Gear valve.
(6) Housing
(7) Seal Note: The maximum oil pressure that will flow through
the valve is always reduced. The valve reduces the
The charge pump for the torque converter and the system pressure by about 150 kPa (22 psi).
transmission is a crescent type gear pump that is
driven by the pump drive shaft of the transmission.
The clearances between the components within the i02121680
charge pump are very small in order to keep losses
in efficiency to a minimum. Solenoid Valves
(Transmission)
The charge pump consists of the following main
components: SMCS Code: 3030; 5479
Sleeve (1) – The sleeve is splined to pump drive The transmission solenoids are a combination of
shaft (2) of the transmission. The sleeve which has proportional solenoids and on/off solenoids.
external tangs rotates with the pump drive shaft on
ball bearing (3). The transmission direction control will energize the
solenoids in order to control the direction of the
Rotor (4) – Tangs on the outside of sleeve (1) drive output shaft. The transmission direction control also
the ring gear. energizes the solenoids in order to control the speeds
in the powersynchro transmission.
23
Reference: See Systems Operation/Testing and

Adjusting, “Location of Electrical Components” for
more information on the location of the solenoids.
The solenoids control the following functions on

the machine:
• Forward/Reverse Clutches
• Gear Selection (powersynchro transmission)
• Fifth Gear Selection (if equipped)
Directional Solenoids
The directional solenoids are proportional solenoids.
The proportional solenoids allow better directional
clutch pressure modulation as the solenoids are
energized in order to achieve smooth gear changes.
Speed or Synchronized Solenoids

The speed solenoids or synchronized solenoids
are on/off solenoids. The speed solenoids and
the synchronized solenoids are used on the
powersynchro transmission in order to control the
output direction and gear.
24
i01707223
Torque Converter
SMCS Code: 3101
g00889374
Illustration 32
(1) Housing (4) Impeller (7) Stator
(2) Engine flywheel (5) Turbine (8) Sleeve
(3) Drive plate (6) Transmission input shaft (9) Gear
The torque converter hydraulically connects the

engine to the transmission. There is no direct
mechanical connection between the engine and the
transmission.
25
Torque Converter
When the machine works against a load, the torque

converter can multiply the torque from the engine in
order to send a higher torque to the transmission.
The oil for the operation of the torque converter is
supplied by the charge pump for the transmission.
Refer to Systems Operation/Testing and Adjusting,
“Transmission Charge Pump” for further information.
The torque converter has the following main

components:
Housing (1) – The housing is connected to engine

flywheel (2) through drive plate (3).
Impeller (4) – The impeller, which is connected to

housing (1), rotates with engine flywheel (2) at engine
speed. When the housing and the impeller turn, oil
is directed toward the outside of the impeller and
against the blades of turbine (5).
Turbine (5) – The force of the oil that contacts the

turbine blades causes the turbine and input shaft
(6) for the transmission to rotate. The rotation of the
input shaft provides power to the transmission.
Stator (7) – The stator is splined to sleeve (8)

which is bolted to the torque converter casing. Oil is
directed back to impeller (4) through the stator vanes
which causes the torque to increase.
Gear (9) – The gear which is splined to impeller (4)

rotates at engine speed in order to supply power to
the fan drive shaft.
26
i01976280
Transmission
SMCS Code: 3030
Illustration 33
27
(1) Input shaft (13) Forward clutch (25) First gear

(2) Torque Converter (14) Forward primary gear (26) First gear
(3) Gear (15) Reverse clutch (27) Second gear
(4) Gear (16) Reverse primary gear (28) Second gear
(5) Fan drive shaft (17) Reverse idler shaft (29) Third gear
(6) Gear (18) Gear (30) Third gear
(7) Gear (19) Gear (31) Fourth gear
(8) Pump drive shaft (20) Countershaft (32) Fifth gear
(9) Gear (21) Fourth gear (33) Synchronizer (first/second speeds)
(10) Gear (22) Synchronizer (fifth speed) (34) Synchronizer (third speed and fourth
(11) Forward/Reverse shaft (23) Fifth gear speed)
(12) Input drive gear (24) Output shaft
Pump drive shaft (8) – Gear (9) that is on the pump

drive shaft for the implement pump is driven by gear
(6) on the fan drive shaft. Gear (9) is splined to the
pump drive shaft in order to provide drive to the
pump drive shaft. Power is transferred from gear (7)
to gear (10) that rotates on the pump drive shaft.
The pump drive shaft rotates at engine speed. A
needle bearing is located between gear (10) and the
pump drive shaft in order to allow the gear to rotate
independently of the pump drive shaft.
Forward/Reverse shaft (11) – Input drive gear (12)

that is splined to the forward/reverse shaft meshes
with gear (10) on the pump drive shaft. Power is
g00886748
transferred from gear (10) to the forward/reverse
Illustration 34 shaft via input drive gear (12).
Reverse Idler Shaft (Shown Outside of the Transmission for Clarity)
Forward clutch (13) – When the forward clutch is
Note: The transmission that is shown in Illustration engaged, forward primary gear (14) is locked to the
39 is a transmission with five speeds. The fifth gear forward/reverse shaft. When the forward clutch is not
(23) is removed when the machine has only four engaged, forward primary gear (14) can rotate freely
speeds. Also, synchronizer (22) is replaced by a on two needle bearings on the forward/reverse shaft.
spacer, and fifth gear (32) is replaced by a spacer. Refer to “Clutch Operation” for more information on
the operation of the forward clutch.
The transmission consists of the following main
components: Reverse clutch (15) – When the reverse clutch is
engaged, reverse primary gear (16) is locked to the
Input shaft (1) – Power from torque converter (2) is forward/reverse shaft. When the reverse clutch is not
transferred to the input shaft which causes the input engaged, reverse primary gear (16) can rotate freely
shaft to rotate. Gear (3) is splined to the input shaft, on two needle bearings on the forward/reverse shaft.
and gear (4) rotates freely on the input shaft at the Refer to “Clutch Operation” for more information on
engine speed. the operation of the reverse clutch.
Intermediate Idler shaft (5) - The shaft (5) is splined Reverse idler shaft (17) – Gear (18) on the reverse
to gear (6) which meshes with gear (4) on the input idler shaft meshes with reverse primary gear (16).
shaft. Power is transferred from gear (4) to gear (6) When reverse clutch (15) is engaged, power from
in order to cause the shaft (5) to rotate. Gear the reverse primary gear is transferred to the reverse
(7) meshes with gear (3) on the input shaft. Power idler shaft via gear (18). The power in the reverse
is transferred from gear (3) to gear (7) in order to idler shaft is transferred to gear (19).
cause gear (7) to rotate on the shaft (5). A
needle bearing is located between gear (7) and the
shaft (5) in order to allow the gear to rotate
independently of the shaft (5).
28
Countershaft (20) – Forward primary gear (14)

and gear (19) mesh with fourth gear (21) on the
countershaft. If the forward clutch is engaged, power
is transferred from the forward primary gear to the
fourth gear on the countershaft. The reverse idler
shaft will rotate freely in this case. If the reverse
clutch is engaged, power is transferred from gear
(19) to the fourth gear on the countershaft. Forward
primary gear will rotate freely in this case. The
countershaft has four gears that are integral to the
shaft, a fifth gear (if equipped) that rotates on two
needle bearings, and a synchronizer (if equipped).
When the synchronizer (22) is engaged, fifth gear
(23) is locked to the countershaft.
Output shaft (24) – The countershaft and the output

shaft have the following gear sets that are in constant
mesh:
• First gear (25) on the countershaft with first gear

(26) on the output shaft
• Second gear (27) on the countershaft with second

gear (28) on the output shaft
• Third gear (29) on the countershaft with third gear

(30) on the output shaft
• Fourth gear (21) on the countershaft with fourth

gear (31) on the output shaft
• Fifth gear (23) (if equipped) on the countershaft

with fifth gear (32) (if equipped) on the output shaft
The required gear ratio is selected by locking

the specific gear sets to the respective shafts by
engaging one of the following synchronizers:
• Synchronizer (33) for the first/second speed that is

on the output shaft
• Synchronizer (34) for the third/fourth speed that is

on the output shaft
• Synchronizer (22) (if equipped) for the fifth speed

that is on the countershaft

“Transmission Power Flow” for information on the
clutches and the synchronizers that are engaged for
each speed.
29
Clutch Operation
g00886075
Illustration 35
(11) Forward/reverse shaft (38) Clutch piston (44) Needle bearings
(14) Forward primary gear (39) Clutch pack (45) Spring
(16) Reverse primary gear (40) Outer discs (46) Needle bearings
(35) Seal rings (41) Inner discs (47) Spring retainer
(36) Control oil passage (42) Backing plate (48) Circlip
(37) Drum shaft assembly (43) Snap ring
The two clutches on the forward/reverse shaft Clutch pack (39) – The clutch packs consist of outer
operate in an identical manner. The forward clutch discs (40) with external splines on the outer diameter
and the reverse clutch have the following main and inner discs (41) with internal splines on the inner
components: diameter. The outer discs are made from steel and
the inner discs (friction) are made from steel and
Seal rings (35) – Three seal rings are located on a paper based material. An outer disc is installed
the end of forward/reverse shaft (11). Control oil first against clutch piston (38), and an inner disc is
is connected to each clutch through a series of then installed. The external splines on the outer disc
passages which are formed in the housings of the engage with corresponding splines in drum shaft
torque converter and the transmission. Control oil assembly (37). The discs are stacked alternately until
is connected to a control oil passage (36) in the six inner discs and six outer discs are installed. The
forward/reverse shaft. The control oil is prevented discs are held in position by backing plate (42) and
from leaking by seal rings (35). snap ring (43).
Drum shaft assembly (37) – Each clutch pack is The hub of forward primary gear (14) and the hub
installed in a drum shaft assembly which has internal of reverse primary gear (16) have external splines
splines. A section of the bore of drum shaft assembly which engage with the internal splines of inner discs
is smooth in order to allow operation of clutch piston (41). The inner discs and the primary gears which
(38). run on needle bearings (44) are free to increase in
speed and free to rotate in the opposite direction to
the outer discs provided that there is no oil pressure
in that specific clutch.
30
Clutch piston (38) – When the clutch is engaged, Operation of the Synchronizers
control oil pressure is transmitted into the area
behind the clutch piston. The oil pressure forces the The synchronizer for the first speed and second
clutch piston and clutch discs (40) and (41) against speed, and the synchronizer for the third speed
backing plate (42) in order to form a solid connection. and fourth speed are two-way synchronizers. The
The drive can then be transmitted from drum shaft synchronizer assemblies and the shift rails are
assembly (37) to the hub of forward primary gear (14) operated by solenoids. Each of these synchronizers
or reverse primary gear (16). can lock one of two output gears to the output shaft
ata time. The synchronizer for the fifth speed can
Spring (45) – The spring is located on spring guide only lock the fifth gear to the countershaft. All three
(46) between spring retainer (47) and clutch piston of the synchronizers are actuated with forks and a
(38). The spring is held under compression by circlip shift rail. The shift rails have a steel ball and spring
(48). The spring force is used to move clutch piston detents in order to hold the NEUTRAL position and
(38) away from clutch discs (40) and (41) in order the GEAR positions. The first/second synchronizer
to disengage the clutch. Oil from behind the clutch use a double clutch. The third/forth synchronizer
piston flows back through control oil passage (36) and the fifth synchronizer use a single cone clutch.
when the clutch is disengaged. The synchronizer assemblies are all strut type.
The following text explains the operation of the
When pressure is relieved from the clutch, drum synchronizer assemblies.
shaft assembly (37) can rotate with outer discs (40)
at a different speed to the forward primary gear (14)
or reverse primary gear (16) and inner discs (41).
Also, when pressure is relieved from the clutch, the
drum shaft assembly can rotate with the outer discs
in the opposite direction to the forward primary gear
or reverse primary gear and the inner discs.
31
Synchronizer for the First Speed and

Second Speed
g00886407
Illustration 36
Synchronizer for the First/Second speed
(24) Output shaft (53) Connecting block (58) Friction ring
(26) First gear (54) Strut (59) Inner cone
(28) Second gear (55) Spring (60) Plate
(49) Hub (56) Detent pin
(50) Sleeve (57) Outer cone
Sleeve (50) – Splines on the internal radius of

the sleeve are interlocked with the splines on the
outer radius of hub (49). A groove around the
circumference of the sleeve provides a location for
fork (51) which is attached to shift rail (52).
Connecting blocks (53) – Three connecting blocks

are located between hub (49) and sleeve (50). The
connecting blocks are positioned around the sleeve
at 120 degree intervals. The connecting blocks
connect the inner cone to the outer cone.
Struts (54) – Three struts are also located between

hub (49) and sleeve (50). Each strut is positioned
g00887427
directly opposite one of the connecting blocks (53).
Illustration 37 Each of the three struts have a spring (55) and detent
Output Shaft (Shown Outside of the Transmission for Clarity) pin (56). The head of the detent pin sits in a groove
(51) Fork on the inside of sleeve (50).
(52) Shift rail
Two outer cones (57) – Each outer cone sits in a
The synchronizer contains the following main circular channel on the side of hub (49). The outer
components: cones are driven by lugs which engage in slots in
the hub. The outer cones also have teeth on the
Hub (49) – The hub is splined to output shaft (24). circumference which can engage with the internal
The outer radius of the hub also has splines. teeth of the sleeve.
32
Two friction rings (58) – Each friction ring which When a transmission speed is selected the solenoid
sits between the inner cone and the outer cone (57) on the gear valve is switched on. Oil flows into the
can rotate independently of the cones. The friction actuator at the opposite end of the shift rail. The
ring drives the plate (60) via lugs. shift rail (52) moves in a direction that is parallel
to the output shaft. Fork (51), which is attached to
Two inner cones (59) – Each inner cone sits inside the shift rail, exerts a force on sleeve (50) and the
friction ring (58) and interlocks with connecting blocks sleeve begins to move toward the output gear. As
(53) to the outer cones. sleeve (50) moves toward output gear detent pins
(56) are dragged by the groove in sleeve (50). This
Two Plates (60) – Each plate (60) fits over an inner causes struts (54) to move until the struts contact
cone (59), a friction ring (58) and an outer cone (57). outer cone (57). The modulating valve drops the
The location lugs of friction rings (58) are interlocked pressure initially. The pressure then ramps up to a
with the alignment slots of the adjacent plate (60). predetermined level. When the surfaces of the struts
Each plate (60) is also splined with an output gear and the surfaces of the cones come together outer
that is on the output shaft. cone (57) will rotate by half a tooth. The chamfers
of the teeth on sleeve (50) contact the chamfers of
When the synchronizer is not engaged, the the teeth on outer cone (57). The force on sleeve
following components rotate with the output (50) is now transmitted to the cones by these tooth
gear: chamfers. Further movement of sleeve (50) is
blocked by the interaction of the synchronising torque
• Plate (60) and the indexing torque of the chamfers on the tooth.
The friction that is created causes the speed of the
• Friction ring (58) output gear and the speed of output shaft (24) to
become equal. Zero synchronising torque will result if
When the synchronizer is not engaged, the the speed of the output gear is equal to the speed of
following components rotate with the output the output shaft. The chamfers on the teeth are now
shaft: able to rotate outer cone (57) by half a tooth. Sleeve
(50) will then move up over the teeth on the outer
• Hub (49) cone and up to plate (60). The teeth on sleeve (50)
will engage with the teeth on plate (60). This action
• Inner cone (59) will fix the output gear to output shaft (24). Sleeve
(50) rides over the top of detent pins (56) so that no
• Outer cone (57) force is transmitted to struts (54).
• Connecting blocks (53) The pressure to the clutch is controlled by a

proportional pressure reducing valve. When the
• Strut (54) synchronizer is engaged, the output gear is locked to
the output shaft. Power flows through the system
• Detent pins (56) components in the following order:
• Springs (55) • Output gear

• Sleeve(50) • Synchronizer
• Output shaft
33
Synchronizer for the Third Speed and

Fourth Speed
g00888146
Illustration 38
Synchronizer for the Third/Fourth Speed
(24) Output shaft (50) Sleeve (61) Plate
(30) Third gear (54) Strut (62) Steel ball
(31) Fourth gear (55) Spring
(49) Hub (57) Outer cone
The synchronizer for the third/fourth speed has

the following components that operate in the
same way as the synchronizer for the first/second
speed:
• Sleeve (50)
• Strut (54)
• Springs (55)
• Outer cone (57)
• Hub (49)
g00888421
Illustration 39 The synchronizer for the third/fourth speed
Output Shaft (Shown Outside of the Transmission for Clarity) has the following components that operate
(63) Shift rail in a different way to the synchronizer for the
(64) Fork first/second speed:
The synchronizer for the third/fourth speed operates

on the same principles as the synchronizer for the
first/second speed, but it does not include all of the
same components. The components that are not
used in the synchronizer for the third/fourth speed
are the friction rings and the connecting blocks.
34
Plates (61) – The plate (61) for the third speed is Synchronizer for the Fifth Speed (If
splined to third gear (30) on output shaft (24). The Equipped)
plate (61) for the fourth speed is splined to fourth
gear (31) on output shaft (24). The plates (61) The synchronizer for the fifth speed operates on
have an inner cone that is machined into the inner the same principles as the synchronizer for the
circumference of the plates (61). The plates (61) also third/fourth speed. However, the synchronizer for
have teeth around the outer circumference. the fifth speed has the following differences to the
synchronizer for the third/fourth speed:
When third speed or fourth speed is selected, shift rail
(62) moves in a direction that is parallel to the output • The fifth speed cannot be selected manually.
shaft. Fork (63), which is attached to the shift rail,
exerts a force on sleeve (50) in order to initiate the • The fifth gear is engaged and disengaged
engagement of the synchronizer. The synchronizer automatically when the transmission is in fourth
for the third speed and fourth speed operates in the gear.
same way as the synchronizer for the first/second
speed. The frictional force that is required to equalize • The synchronizer for the fifth speed operates on
the speed of the output shaft and the speed of the one side instead of two sides.
output gear is produced between outer cone (57) and
the inner cone on plate (61). • The synchronizer operates on the countershaft
instead of the output shaft.
Steel balls (62) – The three steel balls will operate in
the same way as the detent pins on the synchronizer • The actuator is held hydraulically in the
for the first/second speed. The steel balls sit in a DISENGAGED position.
groove on the inside of outer ring (50). This action
causes the struts to move.
35
g00886408
Illustration 40
Synchronizer for the Fifth Speed
(20) Countershaft (50) Sleeve (57) Outer cone
(32) Fifth gear (54) Strut (61) Plate
(49) Hub (55) Spring (62) Steel ball
The fifth speed is automatically selected by the

machine when the output shaft reaches a set speed.
Shift rail (65) and forks (66) move outer ring (50)
in order to engage the synchronizer, and the fifth
gear is then locked to the countershaft. Power is
transferred through the system components in
the following order:
• Countershaft
• Synchronizer for the fifth speed
• Fifth gear on the countershaft
g00888072 • Fifth gear on the output shaft

Illustration 41
(65) Shift rail • Output shaft
(66) Fork
The synchronizer for the fifth speed operates in the Limits

same way as the top half of the synchronizer for
the third/fourth speed. The synchronizer for the fifth Several limits have been incorporated into the control
speed is only able to lock the fifth gear to the shaft. system of the transmission. The limits prevent
damage to the power train. The limits also prevent
overspeed of the engine.
• Transmission shifting through the gears will be

prevented when the torque converter has stalled.
36
• When a direction change from fourth gear forward i02121701

or fifth gear forward is received, this will be limited.
The ECM will change down the gears to third gear Transmission Control (Shift
in order to reach a suitable speed before changing Lever)
direction.
SMCS Code: 3065
• Shifting down causing engine overspeed will be
limited . Once the speed drops the shift will be
allowed.
• The ECM will allow directional changes at any

speed in third gear. Excessive numbers of
directional changes at any speed in third gear is
limited. Excessive numbers of directional changes
at any speed in third gear could damage the
integrity of the system.
• The machine has a downshift inhibitor in order to

prevent the engine from over-speeding. The ECM
will detect the current speed. The ECM will stop
the operator from selecting a lower gear while the
machine is coasting down a hill. Illustration 43
• The machine has a inhibitor on shifting for The transmission direction control is a sealed,
protection from rollback in order to prevent the nonserviceable unit which is mounted to the steering
machine from rolling back between shifts on a column. Movement of the control lever energizes
slope if the torque converter is near a stall. If solenoid valves for the direction clutches of the
the transmission output speed and the torque transmission.
converter ratio fall below the limit, the ECM will
not allow a downshift. The ECM will shift to the The control lever has the following positions:
requested gear when the limit has passed.
• FORWARD (F)
i01775101
• NEUTRAL (N)
Cooler (Hydraulic Oil)
• REVERSE (R)
SMCS Code: 1374
The control lever is pushed upward in order to travel
in a forward direction and the control lever is pulled
downward in order to travel in a reverse direction.
The transmission control lever sends a signal to the

machine ECM. The ECM interprets the signal as
either forward, neutral or reverse.
The transmission control lever needs to be in

NEUTRAL position before the engine will start.
When the ECM detects the transmission control lever

in the REVERSE position the ECM energizes the
back up alarm.
When the control lever is in the NEUTRAL position

a switch in the control group is closed and this
Illustration 42 completes a circuit between the engine start switch
and the start relay. The switch opens when the control
Oil from the torque converter flows into the hydraulic lever is in any other position which will prevent the
oil cooler. The cooled oil then flows into the engine from being started.
transmission housing.

“Location of Hydraulic Components” for the location
of the oil cooler.
37
When the control lever is in the REVERSE position, a

switch in the control closes. This activates the backup
Powersynchro Transmission
alarm and warning light of the machine.
A switch that is located below the parking brake

control is open in order to prevent the power to the
transmission control if the parking brake is not fully
disengaged.
A pressure switch that is located in the service

brake line is connected in series with a switch that
is located on the dash panel. When the switch on
the dash panel is in the ON position, the application
of the service brake prevents the power supply
to the transmission control which neutralizes the
transmission. This control is intended for use with
a machine that is equipped with a work tool. The
Illustration 44
control ensures that full engine power is available for
operating the hydraulics when the machine is held
On machines with a powersynchro transmission, the
stationary with the service brake.
required transmission speed is selected by rotating
the barrel of the control lever. The corresponding
solenoid valve on the transmission is energized in
order to select the desired transmission speed.
The following transmission speeds are available

when the control lever is in the FORWARD
position:
• First speed
• Second speed
• Third speed
• Fourth speed
Your machine may also be equipped with an
automatic fifth speed. Machines that are equipped
with this feature will automatically shift into fifth speed
when the appropriate ground speed is reached. Fifth
speed cannot be manually selected by the operator.
The following transmission speeds are available

when the control lever is in the REVERSE
position:
• First speed
• Second speed
• Third speed
38
i02138787
Transmission Power Flow

SMCS Code: 3030
g01007675
Illustration 45
(1) Input shaft (12) Reverse idler shaft (23) Fourth gear (output shaft)
(2) Gear (13) Gear (24) Fifth gear (output shaft)
(3) Gear (14) Fourth gear (countershaft) (25) Output shaft
(4) Fan drive shaft (15) Countershaft (F) Forward clutch
(5) Gear (16) First gear (countershaft) (R) Reverse clutch
(6) Pump drive shaft (17) Second gear (countershaft) (X) Synchronizer for the first speed and
(7) Input drive gear (18) Third gear (countershaft) second speed
(8) Forward/Reverse shaft (19) Fifth gear (countershaft) (Y) Synchronizer for the third speed and
(9) Forward primary gear (20) First gear (output shaft) fourth speed
(10) Reverse primary gear (21) Second gear (output shaft) (Z) Synchronizer for the fifth speed
(11) Gear (22) Third gear (output shaft)
Table 4 and Table 5 show the engagements of the

clutches and the synchronizers for different speed
selections.
39
Table 3 Table 4
FORWARD DIRECTION REVERSE DIRECTION

Selected Speed Engaged Clutches and Selected Speed Engaged Clutches and
Synchronizers Synchronizers
Neutral None Neutral None
First Speed Forward Forward clutch (F) and First Speed Reverse Reverse clutch (R) and
synchronizer (X) with synchronizer (X) with
first gear (20) first gear (20)
Second Speed Forward Forward clutch (F) and Second Speed Reverse Reverse clutch (R) and
synchronizer (X) with synchronizer (X) with
second gear (21) second gear (21)
Third Speed Forward Forward clutch (F) and Third Speed Reverse Reverse clutch (R) and
synchronizer (Y) with synchronizer (Y) with
third gear (22) third gear (22)
Fourth Speed Forward (1) Forward clutch (F) and Fourth Speed Reverse Reverse clutch (R) and
synchronizer (Y) with (Power Shuttle synchronizer (Y) with
fourth gear (23) Transmission ) third gear (23)
Fifth Speed Forward (if Forward clutch (F) and
equipped) (1) synchronizer (Z) with
fifth gear (19)
(1) Forward direction only
40
Examples of Power Flow Through

the Transmission
First Speed Forward
g00886981
Illustration 46
When first speed forward is selected, synchronizer • Countershaft (15)

(X) locks first gear (20) to output shaft (25). Also,
forward clutch (F) is hydraulically actuated in order • First gear (countershaft) (16)
to lock forward primary gear (9) to forward/reverse
shaft (8). • First gear (output shaft) (20)
Power will flow through components in the following • Synchronizer (X)
order:
• Output shaft (25)
• Input shaft (1)
• Gear (2)
• Gear (3)
• Gear (5)
• Input drive gear (7)
• Forward/Reverse shaft (8)
• Forward clutch (F)
• Forward primary gear (9)
• Fourth gear (countershaft) (14)
41
Second Speed Reverse
g00886984
Illustration 47
When second speed reverse is selected, • Countershaft (15)

synchronizer (X) locks second gear (21) to output
shaft (25). Also, reverse clutch (R) is hydraulically • Second gear (countershaft) (17)
actuated in order to lock reverse primary gear (10) to
forward/reverse shaft (8). • Second gear (output shaft) (21)
Power will flow through components in the following • Synchronizer (X)
order:
• Output shaft (25)
• Input shaft (1)
• Gear (2)
• Gear (3)
• Gear (5)
• Reverse clutch (R)
• Reverse primary gear (10)
• Gear (11)
• Reverse idler shaft (12)
• Gear (13)
42
Fifth Speed Forward (If Equipped)
g00886983
Illustration 48
When fifth speed forward is selected, synchronizer • Fifth gear (countershaft) (19)
(Z) locks fifth gear (19) to countershaft (15). Also,
forward clutch (F) is hydraulically actuated in order • Fifth gear (output shaft) (24)
to lock forward primary gear (9) to forward/reverse
shaft (8). • Output shaft (25)
Power will flow through components in the following
order:
• Input shaft (1)

• Gear (2)
• Gear (3)
• Gear (5)
• Forward clutch (F)
• Forward primary gear (9)
• Countershaft (15)
• Synchronizer (Z)
43
i02121712
Hydraulic Schematic (Power

Train System)
SMCS Code: 3030; 5050
Neutral (Powersynchro
Transmission)
Illustration 49
The Powersynchro transmission uses “ON/OFF”

Synchronizer solenoids that are controlled by the
Machine “ECM” in order to move the shift rails.
The synchronizers in the transmission are then
activated in order to select the appropriate gear.
The modulation of the pressure that is sent to
the Synchronizer solenoids is controlled by the
Synchronizer Modulation Solenoids.
44
Neutral into First Gear (Start of

shift)
Illustration 50
When you are shifting into a gear, the sensors for the
shift rail will check in order to ensure that the shift
rails are in the neutral position. The modulation valve
for the synchronizer is energized and the pressure is
dropped to approximately 455 kPa (66 psi) in order to
limit the speed of the movement of the synchronizer.
The appropriate synchronizer for the solenoid is
energized in order to direct the oil to the end of the
shift rail. The oil will then flow to the tank.
The modulation valve for the synchronizer begins

to ramp up the pressure to a set value which starts
moving the shift rail and the synchronizer toward the
appropriate gear. When the Machine “ECM” detects
the appropriate ratio between the intermediate shaft
speed and the output shaft speed, the synchronizer
for the modulation valve is de-energized. Full
pressure on the opposite end of the shift rail pushes
the synchronizer in order to engage the gear to the
shaft.
45
Neutral Into First Gear (End of

Shift) (FORWARD)
Illustration 51
The position sensor detects the position of the shift For example, the port for the small piston is blocked
rail. When the shift rail is in the ENGAGED Position, on the “in gear end” of the shift rail and the oil acts
the solenoid for the synchronizer that is on the on the large piston. The oil on the other end of the
opposite end of the same shift rail is energized. The shift rail is acting on the small piston. This imbalance
oil that is on that end of the shaft is sent to the tank. pushes the shift rail to the Neutral Position. As the
The gear is kept in the engaged position by the spring shift rail gets closer to the NEUTRAL Position, less
and ball detents that are in the synchronizers. oil acts on the large piston and more oil acts on the
small piston. When neutral for that particular shift rail
When a gear change is made, all energized solenoids is attained, oil on both ends of the shaft acts on the
for the synchronizer are de-energized. Oil is then small piston and the shaft stops moving. The spring
sent to both ends of the shift rail and the shift rail is and ball detents hold the shift rail in the NEUTRAL
moved to the NEUTRAL Position. There is a double Position.
piston arrangement on each end of each shift rail.
The smaller piston is used to push the shift rail When the transmission control lever is placed into
into gear and the larger piston is used to shift that the NEUTRAL Position, only the direction clutch is
particular shift rail into neutral. disengaged and the synchronizers stay in gear.
46
i02161085
Configuration Parameters
SMCS Code: 1400
g00993238
Illustration 52
This is a summary screen.
Some parameters need to be configured for the

machine to operate properly. The configuration
screen for the ECM can be accessed by using the
Cat Electronic Technician (ET). The configuration
screen for each ECM is accessed from the above
ECM summary screen by selecting “Configuration”
from the “Service” drop-down menu.
Reference: Refer to the service manual module

Testing and Adjusting, RENR5195, “Electronic
Control Module (ECM) - Configure” for further
instructions on configuring the ECM for your machine.
47
Testing and Adjusting • Loosen any fitting, any hose, or any component.
Section • Tighten any fitting, any hose, or any component.
• Remove any fitting, any hose, or any
component.
Testing and Adjusting
• Adjust any fitting, any hose, or any component.
i02124721
Warming the Transmission Oil
Transmission Shift Rail -
Increase the transmission oil temperature to at least
Calibrate 35 °C (95 °F).
SMCS Code: 3030-524 1. Apply the service brakes and start the engine.
This calibration procedure is for machines with the 2. Disengage the parking brake. Ensure that
powersynchro transmission. The sensors detect the the switch that disables the transmission
position of the shift rails and the sensors indicate to neutralizer control is in the OFF position. Refer
the machine ECM if the transmission is neutralized. to the Operation and Maintenance Manual,
“Transmission Neutralizer Control”.
Machine Preparation
3. Move the transmission control to the FOURTH
SPEED position with the drive in the NEUTRAL
position. Depress the accelerator pedal until the
engine speed has reached high idle. The high idle
Personal injury or death can result from sudden speed is 2350 ± 25 (rpm).
machine movement.
4. Move the transmission control to the FORWARD
Sudden movement of the machine can cause in- position and stall the torque converter until the
jury to persons on or near the machine. transmission oil temperature gauge in the cab
reads 3/4 of the way to the red line.
Prevent possible injury by performing the proce-
dure that follows before working on the machine. Note: To ensure that the transmission oil does not
get too hot, do not keep the torque converter in a full
1. Move the machine to a smooth, horizontal location stall condition for more than 10 seconds.
that is away from operating machines and away
from personnel. 5. Move the transmission control to the NEUTRAL
position and continue to run the engine at high idle
2. In order to prevent the drive wheel from turning until the needle of the transmission oil temperature
during the test, put the machine in position against returns to the middle of the scale.
a solid, stationary object such as a loading dock.
Engage the parking brake. Calibrate the Shift Rail
3. Permit only one operator on the machine. Keep Table 5
all other personnel away from the machine or in Required Tools
the operator’s sight.
Part Number Description Quantity
4. Move the transmission control to the NEUTRAL JEBD3003 Caterpillar Electronic 1
position. Technician (ET)
171-4400 Communications 1
5. Lower the boom. If equipped, lower the work tool
Adapter II
to the ground and stop the engine.
207-6845 Adapter Cable As 1
6. If the machine is in a confined area, ensure that
exhaust gases are vented to the outside when the
engine is operated. 9U-7400 Multitach Tool Group 1
7. Make sure that all the oil pressure is released

before you perform any of the following
procedures:
48
The Caterpillar Electronic Technician service tool The transmission ECM is located under the engine
(ET) is used to access the calibration procedures. hood.
A message on the ET screen will give instructions
that guide the user through the calibration procedure.
Refer to the Manual that is provided with the ET for
more information about ET.
Illustration 54
This is the location for the transmission ECM.
The transmission shift rail calibration should be

performed if any of the following items occur:
• The shifting is harsh or slow.

Illustration 53
• Seasonal transmission fluid changes.
This is the location of the service connector that contains the CAT
data link. The connector is located to the side and rear of the seat.
• Replacement of a rail sensor
• A sensor is repositioned.
• The transmission is removed or the transmission
is replaced.
• An active error code

Note: The following information is an example of
the calibration procedure. The actual calibration
screens may vary as new versions of the software
are released.
49
g00931831
Illustration 55
Note: Calibrate the position sensors for the

transmission shift rail first if the machine is equipped
with the powersynchro transmission.
To get to the calibration procedures for the

transmission, you click on the “Service” menu. Click
on “Calibration”. Click on the “Transmission Shift
Rail”. The “Transmission Shift Rail” is the last item on
the list. Next, the first calibration screen will appear.
50
g00927353
Illustration 56
There are up to 3 position sensors for the shift rail

in the automatic transmission. The shift rail position
sensor sends an input to the machine ECM if the
transmission is neutralized. 2 position sensors for
the shift rail are used in the automatic transmission
with four speeds. One rail sensor is for the one and
two synchronizers. The second rail sensor is used
for synchronizers three and four. The automatic
transmission with five speeds has a third shift rail
position sensor for the fifth speed.
After all of the conditions are met, click “Next” in order

to continue with the calibration procedure.
51
g00931874
Illustration 57
ET is calibrating the number one shift rail. If ET does

not calibrate the number one shift rail successfully,
ET will discontinue the calibration. A dialog box for
the failure will appear on the screen. A fault error
code will be displayed in the window. The error codes
are listed in table 7. If a failure occurs ET will not try
to calibrate the number two shift rail.
52
g00931882
Illustration 58
ET is now calibrating the number two shift rail. The

shift rails two and three are calibrated automatically
after the number one shift rail has been calibrated.
53
g00931892
Illustration 59
The calibration procedure was successful. A window Table 6

will appear if a failure occurs. Data in the window will TRANSMISSION SHIFT RAIL CALIBRATION
include an error code for the failure. The error codes ERROR CODES
are listed in table 7. After correcting the problem,
the calibration is repeated by pressing the “Restart” CODE Cause
button. You complete the process by clicking on the 0002 Active diagnostic present
“Finish” button.
0006 Aborted by user
Note: Turn off the ignition key, after the calibration 0009 Aborted by ECM
procedure is finished. Leave the key off for fifteen
seconds. The new parameters are then stored in the 1012 Engine RPM incorrect
ECM. 1018 Parking brake not engaged
101B Machine speed not zero
101F Direction lever not in NEUTRAL
1021 Transmission oil temperature too low
1022 Transmission oil temperature too high
108F Shift rail readings inconsistent
1090 Shift rail maximum position out of
range
1091 Shift rail detent position out of range
1092 Shift rail NEUTRAL position out of
range
54
i02124714 8. Install the 9U-7400 Multitach Tool Group or ET

on the engine in order to enable an accurate
Transmission Fill - Calibrate measurement of the engine speed (rpm). Refer
to Special Instruction, NEHS0605 for further
SMCS Code: 3030-524 information on the use of this equipment.
This calibration procedure is for calibrating the fill
time for the forward clutch and the reverse clutch.
This calibration procedure is done on the Power
Increase the transmission oil temperature to at least
Shuttle and the Powersynchro transmissions.
60 °C (140 °F).
Machine Preparation 1. Apply the service brakes and start the engine.
2. Run the engine at Low Idle for 2 minutes. Then

run the engine at High Idle for 2 minutes.
Personal injury or death can result from sudden 3. Disengage the parking brake. Ensure that
machine movement. the switch that disables the transmission
neutralizer control is in the OFF position. Refer
Sudden movement of the machine can cause in- to the Operation and Maintenance Manual,
jury to persons on or near the machine. “Transmission Neutralizer Control”.
Prevent possible injury by performing the proce- 4. Move the transmission control to the FOURTH
dure that follows before working on the machine. SPEED position with the drive in the NEUTRAL
1. Move the machine to a smooth, horizontal location engine speed has reached high idle. The high idle
that is away from operating machines and away speed is 2350 ± 25 (rpm).
from personnel.
2. In order to prevent the drive wheel from turning position and stall the torque converter until the
during the test, put the machine in position against transmission oil temperature gauge in the cab
a solid, stationary object such as a loading dock. reads 3/4 of the way to the red line.
Engage the parking brake.
Note: To ensure that the transmission oil does not
3. Permit only one operator on the machine. Keep get too hot, do not keep the torque converter in a full
all other personnel away from the machine or in stall condition for more than 10 seconds.
6. Move the transmission control to the NEUTRAL
4. Move the transmission control to the NEUTRAL position and continue to run the engine at high idle
position. until the needle of the transmission oil temperature
gauge returns to the middle of the scale.
to the ground and stop the engine. Calibration Procedure
6. If the machine is in a confined area, ensure that Table 7
exhaust gases are vented to the outside when the Required Tools
engine is operated.
Part Number Description Quantity
7. Make sure that all the oil pressure is released JEBD3003 Caterpillar Electronic 1
before you perform any of the following Technician (ET)
procedures:
171-4400 Communications 1
• Loosen any fitting, any hose, or any component. Adapter II
• Tighten any fitting, any hose, or any component.
• Remove any fitting, any hose, or any 9U-7400 Multitach Tool Group 1
component.

55
The Caterpillar Electronic Technician service tool The transmission fill calibration should be performed
(ET) is used to access the calibration procedures. if any of the following items occur:
A message on the ET screen will give instructions
that guide the user through the calibration procedure. • The shifting is harsh or slow.
Refer to the Manual that is provided with the ET for
more information about ET. • Seasonal transmission fluid changes.
• Replacement of a rail sensor
• A sensor is repositioned.
• The transmission is removed or the transmission
is replaced.
• An active error code

Note: The following information is an example of
the calibration procedure. The actual calibration
screens may vary as new versions of the software
are released.
Illustration 60
This is the location of the service connector that contains the CAT
data link. The connector is located to the side and rear of the seat.
The location for the machine ECM is under the

engine hood.
Illustration 61
This is the location for the machine ECM.
56
g00931831
Illustration 62
Note: Calibrate the position sensors for the

transmission shift rail first if the machine is equipped
with the powersynchro transmission.
Reference: For additional information about

calibrating the position sensors for the transmission
shift rail, refer to the Service Manual module Testing
and Adjusting, “Transmission Shift Rail - Calibrate”
for the machine that is being serviced.
To get to the calibration procedures for the

transmission, you click on the “Service” menu. Click
on “Calibration”. Click on the “Transmission Fill
Calibrate”. The “Transmission Fill Calibrate” is the
first item on the list. Next, the first calibration screen
will appear.
57
g00932422
Illustration 63
All requirements must be met in order to continue the

calibration. The screen illustrates that all conditions
are not met. In this particular case, the transmission
oil temperature is too low.
Note: Both calibration procedures involve heating the

transmission oil to a certain temperature and running
the engine at high idle.
Follow the instructions on the ET screens in order to

successfully complete the calibration procedure.
58
g00932434
Illustration 64
The number one clutch is the reverse clutch.
All the conditions have been met. ET is now

calibrating the number one clutch. If ET does not
calibrate the number one clutch successfully ET
will discontinue the calibration. A dialog box for the
failure will appear on the screen. A fault error code
will be displayed in the window. The error codes are
listed in table 9. If a failure occurs ET will not try to
calibrate the number two clutch.
59
g00932439
Illustration 65
The number two clutch is the forward clutch.
The second clutch is calibrated automatically after

the first clutch is calibrated.
60
g00932443
Illustration 66
The calibration procedure was successful. A window Table 8

will appear if a failure occurs. Data in the window will TRANSMISSION FILL CALIBRATION ERROR CODES
include an error code for the failure. The error codes
are listed in table 9. After correcting the problem, CODE Cause
the calibration is repeated by pressing the “Restart” 0002 Active diagnostic present
button. You complete the process by clicking on the
“Finish” button. 0006 Aborted by user
0009 Aborted by ECM
Note: Turn off the ignition key, after the calibration
procedure is finished. Leave the key off for fifteen 1012 Engine RPM incorrect
seconds. The new parameters are then stored in the
1018 Parking brake not engaged
ECM.
101B Machine speed not zero
101F Direction lever not in NEUTRAL
1021 Transmission oil temperature too low
61
i02120212
Torque Converter Stall - Test

When testing and adjusting the transmission and
SMCS Code: 3101-081-V8 power train, move the machine to an area clear of
obstructions, with safe exhaust ventilation for the
exhausts. Sudden movement of the machine or re-
Introduction lease of oil under pressure can cause injury to per-
sons on or near the machine. To prevent possible
The torque converter stall test is designed to test the injury, do the procedure that follows before testing
engine, the torque converter and the drive train. The and adjusting the transmission and power train.
engine speed indicates whether the engine and the
transmission are operating correctly under full load.
1. Move the machine to a smooth, horizontal location
If the engine performance is correct and the torque that is away from operating machines and away
converter stall speed is not correct, the problem is in from personnel.
the torque converter or in the transmission. To ensure
that the engine performance is not responsible for 2. In order to prevent the drive wheel from turning
the wrong torque converter stall speed, check the during the test, put the machine in position against
engine by other methods after the first test. a solid, stationary object such as a loading dock.
Engage the parking brake.
Note: Refer to Telehandlers Machine Systems
Troubleshooting, RENR5195 for problems that 3. Permit only one operator on the machine. Keep
involve the engine. all other personnel away from the machine or in
The service brakes must be applied when tests are
performed. Check the operation of the brakes before 4. Move the transmission control to the NEUTRAL
you perform any tests. position.
Reference: See Systems Operation/Testing and 5. Lower the boom. If equipped, lower the work tool
Adjusting, “Torque Converter” for more information to the ground and stop the engine.
on the torque converter.
Required Tools engine is operated.
Table 10 provides a list of the tools that are required 7. Make sure that all the oil pressure is released
to carry out the stall test for the torque converter. before you perform any of the following
Table 9
procedures:
Required Tools • Loosen any fitting, any hose, or any component.

Qty Part Number Description
• Tighten any fitting, any hose, or any component.
1 9U-7400 Multitach Tool Group
• Remove any fitting, any hose, or any
component.
Test Procedure
NOTICE
Care must be taken to ensure that fluids are contained 8. Install the 9U-7400 Multitach Tool Group or ET
during performance of inspection, maintenance, test- on the engine in order to enable an accurate
ing, adjusting and repair of the product. Be prepared to measurement of the engine speed (rpm). Refer
collect the fluid with suitable containers before open- to Special Instruction, NEHS0605 for further
ing any compartment or disassembling any compo- information on the use of this equipment.
nent containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar
Tools and Shop Products Guide” for tools and supplies In order to ensure that the transmission oil is at
suitable to collect and contain fluids on Caterpillar the normal operating temperature of 60° ± 10°C
products. (140° ± 18°F), complete the following procedure:
Dispose of all fluids according to local regulations and 1. Apply the service brakes and start the engine.
mandates.
62
2. Run the engine for 2 minutes at Low Idle. Then, 4. Move the transmission control to the FORWARD
run the engine for 2 minutes at High Idle. position and record the torque converter stall
speed after 10 seconds. The torque converter
3. Disengage the parking brake. Ensure that temperature during the stall test should be
the switch that disables the transmission 80° ± 10°C (176 ° ± 18 °F). Refer to Table 11 for
neutralizer control is in the OFF position. Refer the correct stall RPM of the various power ratings
to the Operation and Maintenance Manual, for the available engines.
“Transmission Neutralizer Control”.
Table 10
speed is 2350 ± 25 (rpm).

position and stall the torque converter until the Note: The stall speeds are calculated by using
transmission oil temperature gauge in the cab number 2 diesel fuel.
reads 3/4 of the way to the red line.
5. If you must repeat the test, keep the transmission
Note: To ensure that the transmission oil does not in neutral and wait for two minutes between tests.
stall condition for more than 10 seconds. 6. After the test, operate the engine for five minutes
at low idle in order to allow the temperature of the
6. Move the transmission control to the NEUTRAL components to equalize.
position and continue to run the engine at high idle
until the needle of the transmission oil temperature i02112505
gauge returns to the middle of the scale.
Transmission Pressures - Test
7. Repeat Step 5 and Step 6. Then follow the
procedure for “Measurement of the Stall Speed”
and Adjust
that is shown below.
SMCS Code: 3030-025-PX; 3030-081-PX;
3074-025-PX; 3074-081-PX
Measurement of the Stall Speed
Test the torque converter stall according to the
following procedure:
When testing and adjusting the transmission and
1. Apply the service brakes and start the engine. power train, move the machine to an area clear of
obstructions, with safe exhaust ventilation for the
2. Disengage the parking brake. Ensure that the exhausts. Sudden movement of the machine or re-
transmission neutralizer switch on the instrument lease of oil under pressure can cause injury to per-
panel is in the OFF position. sons on or near the machine. To prevent possible
injury, do the procedure that follows before testing
Note: To ensure that the transmission oil does not and adjusting the transmission and power train.
stall condition for more than 10 seconds. After the
torque converter is stalled, move the transmission
control to the NEUTRAL position and run the engine
at half speed.

speed is 2350 ± 25 (rpm). Check that the water
temperature gauge and the oil temperature gauge
are showing the correct reading.
63
NOTICE Pressure Test Points for the

Care must be taken to ensure that fluids are contained Powersynchro Transmission
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar

Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.
Dispose of all fluids according to local regulations and

mandates.
Table 11
Illustration 67
Required Tools
(1) Pressure test point (forward clutch)
Qty Part Number Description (2) Pressure test point (reverse clutch)
(3) Pressure test point (synchronizer for the fourth speed)
1 9U-7400 Multitach Tool Group (4) Pressure test point (synchronizer for the second speed)
(5) Pressure test point (synchronizer for the fifth speed)
1 8T-0855 Pressure Gauge (0 to 4,000
kPa (0 to 580 psi))
1 5P-4675 Adapter
1 6V-3966 Fitting
1 6V-4143 Coupler
1 177-7861 Hose As
1 6V-4142 Fitting
1 6V-4144 Coupler
Problems with the transmission may be caused

by mechanical faults, electrical faults or hydraulic
faults. The mechanical components and the electrical
g00888738
components must be in good condition and the Illustration 68
components must operate properly. In addition, (6) Pressure test point (regulated pump)
the correct operation of the transmission hydraulic (7) Pressure test point (torque converter inlet)
system is critical. The transmission oil circulates (8) Pressure test point (synchronizer for the third speed)
(9) Pressure test point (synchronizer for the first speed)
through the system for operation, for lubrication, and
for cooling.
The test points for the synchronizers are for
To ensure the correct operation of the torque the powersynchro transmission. The remaining
converter, the clutches, and the synchronizers in test points are able to be performed on both
the transmission, the oil must be supplied in the transmissions.
correct quantity. Also, the oil must be regulated at the
required temperature and the required pressures.
The operating temperatures and the operating

pressures can be checked in order to help you identify
problems when you are troubleshooting the system.
Note: If you have a power shuttle transmission, you

only need to do the test points that are common to
the manual transmission.
Test the transmission pressures according to the

following procedures:
64
Torque Converter Inlet Pressure

Oil Level Check
Pressure tests must be made with the oil in the Introduction
transmission at the correct level and at the normal
operating temperature. Use the following procedure The pressure test for the torque converter inlet is
to check the oil level: designed to test the operation of the relief valve
for the torque converter. If the pressure at the test
1. Operate the machine until the oil in the point for the torque converter inlet is within the given
transmission is at 30° ± 5°C (86° ± 9°F). parameters then it is likely that the relief valve for
the torque converter is operating correctly. If the
2. Operate the engine at low idle 950 rpm. pressure at the test point is not within the given
parameters refer to Telehandler Machine Systems
3. Check the level mark for the hydraulic oil system. Troubleshooting, RENR5195.
4. If necessary, add oil.

65
Test Procedure 11. The pressure should be 800 ± 100 kPa

(116 ± 15 psi) when the engine is operating
Pressure gauges are used in the following test at 2350 rpm at a temperature of 25° ± 5°C
procedure. (77° ± 9°F).
1. Move the machine to a smooth, horizontal location Note: This pressure is dependent on the oil
that is away from operating machines and away temperature. A temperature range from 120 °C
from personnel. (248 °F) to −30 °C (−22 °F) will cause the inlet oil
pressure to be from 500 kPa (73 psi) to 1100 kPa
2. Permit only one operator on the machine. Keep (160 psi).
all other personnel away from the machine or in
the operator’s sight. 12. Remove the fittings and install the plug that was
removed from the test point.
position.
Regulated Pump Pressure
to the ground. Required Tools
5. Engage the parking brake and stop the engine. Table 12 provides a list of the tools that are required
to carry out the test for the regulated pump pressure.
6. Place wheel blocks in front of the wheels and
behind the wheels. Test Procedure
7. If the machine is in a confined area, ensure that Pressure gauges are used in the following test
exhaust gases are vented to the outside when the procedure.
engine is operated.
8. Install the 9U-7400 Multitach Tool Group or that is away from operating machines and away
the Caterpillar Electronic Technician (ET) on from personnel.
the engine in order to enable an accurate
measurement of the engine speed (rpm). Refer 2. Permit only one operator on the machine. Keep
to Special Instruction, NEHS0605 for further all other personnel away from the machine or in
information on the use of the 9U-7400 Multitach the operator’s sight.
Tool Gp.
position.

to the ground.
5. Engage the parking brake and stop the engine.

behind the wheels.

engine is operated.
Illustration 69 8. Install the 9U-7400 Multitach Tool Group or ET

Pressure Test Point for the Torque Converter Inlet on the engine in order to enable an accurate
measurement of the engine speed (rpm). Refer
9. The torque converter inlet pressure can be tested to Special Instruction, NEHS0605 for further
at test point (7). Remove the plug from the test information on the use of this 9U-7400 Multitach
point. Use suitable fittings from Table 12 in order Tool Gp.
to install the 8T-0855 Pressure Gauge (0 to
4,000 kPa (0 to 580 psi)).
10. Start the engine and operate the engine at HIGH

IDLE 2350 rpm.
66
2. Permit only one operator on the machine. Keep

all other personnel away from the machine or in

position.

to the ground.
5. Engage the parking brake and stop the engine.

behind the wheels.
Illustration 70 7. If the machine is in a confined area, ensure that
Pressure Test Point for the regulated pump pressure exhaust gases are vented to the outside when the
engine is operated.
9. The regulated pump pressure can be tested at
test point (6). Remove the plug from the test point. 8. Install the 9U-7400 Multitach Tool Groupor the
Use suitable fittings from Table 12 in order to ET on the engine in order to enable an accurate
install the 8T-0855 Pressure Gauge (0 to 4,000 measurement of the engine speed (rpm). Refer
kPa (0 to 580 psi)). to Special Instruction, NEHS0605 for further
information on the use of this 9U-7400 Multitach
10. Start the engine and operate the engine at 2350 Tool Gp.
rpm +100 or - 50.
11. The pressure should be 1625 ± 75 kPa

(235 ± 11 psi) when the engine is operating at
HIGH IDLE at a temperature of 80 °C (176°F).
12. Remove the fittings and install the plug that was
Operating Pressures of Clutches

and Synchronizers
Introduction
g01075877
The pressure tests for the clutches and synchronizers Illustration 71
are designed to test the operation of the solenoid (1) Pressure test point (forward clutch)
valves for the transmission. If the pressures at the (2) Pressure test point (reverse clutch)
test points are within the given parameters then it is
likely that the solenoid valves for the transmission
are operating correctly. If the pressures at the test
points are not within the acceptable range refer to
Telehandler Machine Systems Troubleshooting,
RENR5195.
Test Procedure
Pressure gauges are used in the following test
procedure.

that is away from operating machines and away
from personnel.
Illustration 72
(8) Pressure test point (synchronizer for the third speed)
(9) Pressure test point (synchronizer for the first speed)
67
g01075880
Illustration 73
(3) Pressure test point (synchronizer for the fourth speed)
(4) Pressure test point (synchronizer for the second speed)
(5) Pressure test point (synchronizer for the fifth speed)
Note: The test point for the fifth speed is shown for
the optional five speed powersynchro transmission.
9. The operating pressures of clutches and

synchronizers can be tested at the test points that
are shown in Illustration 86, Illustration 87 and
Illustration 88. Remove the plug from the desired
test point. Use suitable fittings from Table 12 in
order to install the 8T-0855 Pressure Gauge (0 to
4,000 kPa (0 to 580 psi)).
10. Start the engine and operate the engine at LOW

IDLE 950 RPM.
11. Place the machine into forward gear in order

to test the forward clutch pressure. To test
the pressure for the reverse clutch, place the
transmission in reverse gear.
12. The correct oil pressures for each test point are
shown in Table 13 and table 14.
Table 12
Disengaged Engaged
Clutch
Low Idle 950 RPM Low Idle 950 RPM
Forward Clutch 10 ± 10 kPa (1.5 ± 1.5 psi) 1350 ± 100 kPa (195 ± 15 psi)
Reverse Clutch 10 ± 10 kPa (1.5 ± 1.5 psi) 1350 ± 100 kPa (195 ± 15 psi)
Table 13 is for both the power shuttle transmission

and the powersynchro transmission.
Cycle through the first gear, the second gear, the

third gear, the fourth gear and fifth gears for this
test on the powersynchro transmission.
68
Table 13
Disengaged Engaged
Synchronizer
Low Idle 950 RPM Low Idle 950 RPM
Synchronizer for the First Speed 1350 ± 100 kPa (195 ± 15 psi) 10 ± 10 kPa (1.5 ± 1.5 psi)
Synchronizer for the Second Speed 1350 ± 100 kPa (195 ± 15 psi) 10 ± 10 kPa (1.5 ± 1.5 psi)
Synchronizer for the Third Speed 1350 ± 100 kPa (195 ± 15 psi) 10 ± 10 kPa (1.5 ± 1.5 psi)
Synchronizer for the Fourth Speed 1350 ± 100 kPa (195 ± 15 psi) 10 ± 10 kPa (1.5 ± 1.5 psi)
Synchronizer for the Fifth Speed
10 ± 10 kPa (1.5 ± 1.5 psi) 1350 ± 100 kPa (195 ± 15 psi)
(if equipped)
Table 14 pertains to the powersyncro transmission.
13. Remove the fittings and install the plug that was
69
Index Section
Index
C
Torque Converter Output Speed Sensor............ 9
Configuration Parameters...................................... 46 Transmission Intermediate Speed Sensors ....... 10
Cooler (Hydraulic Oil) ............................................ 36 Transmission Neutralizer Override Switch ......... 11
Transmission Neutralizer Switch........................ 8
Transmission Oil Temperature Sensor............... 9
D Transmission Output Speed Sensor .................. 10
Transmission Speed Selector (Powersynchro
Data Link ............................................................... 19 Transmission)................................................... 9
CAN Data Link ................................................... 19 Location of Hydraulic Components........................ 11
Hydraulic Oil Cooler ........................................... 12
E Torque Converter ............................................... 12
Transmission Charge Pump .............................. 12
Electrical Input Components.................................. 13
Sensors.............................................................. 13 M
Switches............................................................. 15
Transmission Control ......................................... 16 Modulating Valve (Transmission)........................... 22
Electrical Output Components............................... 18
Directional Solenoids ......................................... 19 S
Synchronizer Solenoids ..................................... 19
Electrical Schematic .............................................. 19 Solenoid Valves (Transmission) ............................ 22
Electronic Control Module ..................................... 16 Directional Solenoids ......................................... 23
Input/Output ....................................................... 16 Speed or Synchronized Solenoids..................... 23
Inputs ................................................................. 16 Systems Operation Section ................................... 4
Outputs .............................................................. 16
T
G
General Information............................................... 6 Table of Contents................................................... 3

Graphic Color Codes ............................................. 4 Testing and Adjusting ............................................ 47
Testing and Adjusting Section ............................... 47
Torque Converter................................................... 24
H Torque Converter Stall - Test ................................. 61
Introduction ........................................................ 61
Hydraulic Schematic (Power Train System) .......... 43 Required Tools ................................................... 61
Neutral (Powersynchro Transmission) ............... 43 Test Procedure................................................... 61
Neutral Into First Gear (End of Shift) Transmission ......................................................... 26
(FORWARD) .................................................... 45 Clutch Operation ................................................ 29
Neutral into First Gear (Start of shift) ................. 44 Limits.................................................................. 35
Operation of the Synchronizers ......................... 30
Transmission Charge Pump .................................. 22
I Transmission Control (Shift Lever) ........................ 36
Powersynchro Transmission .............................. 37
Important Safety Information ................................. 2 Transmission Fill - Calibrate .................................. 54
Introduction............................................................ 5 Machine Preparation.......................................... 54
Transmission Power Flow ..................................... 38
L Examples of Power Flow Through the
Transmission .................................................... 40
Location of Electrical Components ........................ 7 Transmission Pressures - Test and Adjust ............ 62
Oil Level Check.................................................. 64
Electronic Control Module.................................. 10 Operating Pressures of Clutches and
Engine Speed Sensor ........................................ 9 Synchronizers .................................................. 66
Modulating Valve for the Synchronizers............. 10
Pressure Test Points for the Powersynchro
Parking Brake Switch......................................... 8
Transmission .................................................... 63
Service Brake Pressure Switch.......................... 9 Regulated Pump Pressure................................. 65
Shift Rail Sensors .............................................. 10 Torque Converter Inlet Pressure ........................ 64
Solenoid Valves ................................................. 11 Transmission Shift Rail - Calibrate ........................ 47
Torque Converter Output Sensor for the Machine Preparation.......................................... 47
Temperature of the Oil...................................... 9

A 2008-10-27 CAT Test-Adjust

Uploaded by

Copyright:

Available Formats

A 2008-10-27 CAT Test-Adjust

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

A 2008-10-27 CAT Test-Adjust

Uploaded by

Copyright:

Available Formats

PowerSynchro Transmission

Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Failure to heed this warning can lead to prema-

Testing and Adjusting Section

Systems Operation Section (I) Brown ............................................ Lubricating oil

(J) Orange Crosshatch ............. Second reduction in

SMCS Code: 4000 (L) Purple ................................. Pneumatic pressure

(M) Light Gray ..................................... Surface color

Note: The information that is covered in this manual

(A) Red .......................................... High pressure oil

(B) Red Stripes and White

(C) Red Crosshatch ...... Second pressure reduction

(D) Pink ............................. Third pressure reduction

(E) Orange ......... Pilot, signal or torque converter oil

(F) Orange Stripes and White Stripes ........ Reduced

(G) Blue .................................................. Trapped oil

(H) Green ............................ Tank, sump or return oil

This module discusses the features and operation

The power train for these machines has the

The clutches and the synchronizers for the

The power train consists of the following

• Transmission neutralizer switch

• Position sensor for the shift rail (first gear and

Transmission Neutralizer Switch

The neutralizer switch is located on the top of the

Parking Brake Switch

Parking brake switch (2) is located inside the housing

Transmission Oil Temperature

Engine Speed Sensor

Transmission Output Speed Sensor

Shift Rail Sensors Electronic Control Module

Machines with four speeds are equipped with the

Machines with five speeds are equipped with the

Modulating Valve for the

Modulating valve (17) for the powersynchro

Solenoid Valves Transmission Neutralizer Override

The transmission neutralizer override switch (25)

Reference: See Systems Operation/Testing and

Torque converter (2) is located at the interface

Hydraulic Oil Cooler

Transmission Charge Pump

Hydraulic oil cooler (3) is located inside the engine

Transmission charge pump (1) is mounted on the

Electrical Input Components

Sensors Pulse Width Modulated Sensor (PWM) – This type

Frequency – This type of sensor produces a signal

Speed Sensors Transmission Intermediate Speed Sensor

The transmission intermediate speed sensor (13)

Transmission Output Speed Sensor

The transmission output speed sensor (12) is

Engine Speed Sensor (Mechanical Engine)

The engine speed sensor (14) is used to measure

Torque Converter Output Speed Sensor

The torque converter output speed sensor (11) is

• When a switch is open, no signal is provided to the

• When a switch is closed, a ground signal or a