Caixa New Holand

LB90.
B
LB95.B
LB1ï0.B
LB115.B
SECTION 21 - TRANSMISSION
1. POWERSHUTTLE TRANSMISSION “TURNER MODEL COM-T4-2025” ................................................... 3

1.1 TECHNICAL SPECIFICATIONS............................................................................................................ 3
1.2 TIGHTENING TORQUES ...................................................................................................................... 5
1.3 TRANSMISSION CONTROLS............................................................................................................... 6
1.4 LUBRICATION..................................................................................................................................... 11
1.5 TRANSMISSION OIL FLOW AND SUPPLY........................................................................................ 12
1.6 TRANSMISSION HYDRAULIC VALVES AND PRESSURE TEST POINTS ....................................... 18
1.7 TRANSMISSION POWER FLOW........................................................................................................ 19
1.8 TRANSMISSION 2WD COMPONENTS.............................................................................................. 23
1.9 TRANSMISSION 4WD COMPONENTS.............................................................................................. 26
1.10 TRANSMISSION REMOVAL ............................................................................................................. 31
1.11 DISASSEMBLY AND ASSEMBLY..................................................................................................... 32
1.12 FAULT FINDING................................................................................................................................ 90
1.13 SPECIAL TOOLS............................................................................................................................... 93
2. POWERSHIFT TRANSMISSION “DANA T16000” ..................................................................................... 94
2.1 TECHNICAL SPECIFICATIONS.......................................................................................................... 94
2.2 TRANSMISSION CONTROLS............................................................................................................. 95
2.3 LUBRICATION................................................................................................................................... 105
2.4 PRESSURE SPECIFICATIONS AND CHECK POINTS.................................................................... 106
2.5 TRANSMISSION COOLER ............................................................................................................... 108
2.6 TRANSMISSION HYDRAULIC DIAGRAM ........................................................................................ 109
2.7 OPERATION...................................................................................................................................... 110
2.8 POWER FLOWS................................................................................................................................ 117
2.9 GEAR AND CLUTCH LAY OUT ........................................................................................................ 132
2.10 TRANSMISSION / ENGINE REMOVAL FROM LOADER............................................................... 133
2.11 TRANSMISSION COMPONENTS................................................................................................... 137
2.12 DISASSEMBLY AND ASSEMBLY................................................................................................... 155
2.13 SPECIAL TOOLS............................................................................................................................. 264
2.14 FAULT FINDING.............................................................................................................................. 265
2.15 FAULT FINDING.............................................................................................................................. 267
2 SECTION 21 - TRANSMISSION
SECTION 21 - TRANSMISSION 3
1. POWERSHUTTLE TRANSMISSION “TURNER MODEL COM-T4-2025”

This transmission is used on Powershuttle loader
backhoes models LB90.B - LB95.B - LB100.B.
The transmission consists of a torque converter, an
internal rotor-type hydraulic pump, an oil distributor,
a solenoid control valve assembly, two hydraulically
operated clutches, a 4-speed synchromesh
geartrain, transmission case and oil cooler tubes.
NOTE: a conventional clutch is not used with this

transmission.
The transmission case serves as an oil tank for the

torque converter and hydraulic clutch assemblies.
The transmission receives power from the engine (1)
by a fluid coupling in the torque converter (2) and hy-
draulic clutch assemblies in the transmission (3).
1.1 TECHNICAL SPECIFICATIONS
GEAR RATIO
Forward Reverse
1 2 3 4 1 2 3 4
4.824 2.998 1.408 0.792 4.020 2.496 1.173 0.660
COLD START BY-PASS VALVE SPRING

Free length.......................................................................................................................... 53.4 mm ± 0.96 mm
FORWARD CLUTCH SPRING

Free length............................................................................................................................................ 76.6 mm
CLUTCH PISTON SPRING

Free length............................................................................................................................................ 75.9 mm
DETENT SPRING
Free length (Approximately)................................................................................................................ 42.06 mm
END FLOAT
Input forward Primary Shaft ...................................................................................................... 0.0508-0.41 mm
Input reverse Primary Shaft ...................................................................................................... 0.0508-0.41 mm
Output shaft................................................................................................................ 1st Gear - 0.33-0.508 mm
.................................................................................................................................. 2nd Gear - 0.35-0.558 mm
...................................................................................................................................3rd Gear - 0.38-0.838 mm
...................................................................................................................................4th Gear - 0.20-0.558 mm
Four Wheel Drive Shaft............................................................................................................... 0.050-0.28 mm
Bearing End Floats.................................................................................................................... 0.025-0.076 mm
Bearing End Float Shims available ................................................... 0.050/0.076/0.127/0.177/0.381/0.508 mm
HYDRAULIC TESTS
Tachometer setting .......................................................................................................................2000 revs/min
Test temperature, oil ............................................................................................................................. 80-85 °C
Cold Start Valve (For reference only)........................................................................................................ 26 bar
System Pressure Test.................................................................................................................... 13.7-15.2 bar
Torque Converter ...................................................................................................................................7-11 bar
Reverse Clutch...............................................................................................................................13.7-15.2 bar
Forward Clutch...............................................................................................................................13.7-15.2 bar
Four Wheel Drive Supply ...............................................................................................................13.7-15.2 bar
COOLER FLOW TEST

Oil temperature 80-85 °C ..............................................Revs/min .........................................Oil Flow Litres/min
............................................................................................... 700 .......................................................12.5 litres
............................................................................................. 1000 .......................................................18.2 litres
............................................................................................ 1500 .......................................................22.1 litres
............................................................................................ 2000 .......................................................24.0 litres
............................................................................................ 2200 .......................................................24.5 litres
............................................................................................. 2500 .......................................................25.0 litres
1.2 TIGHTENING TORQUES
Strainer bolts.................................................................................................................................... 18 to 31 Nm
Pump retaining bolts ........................................................................................................................ 18 to 31 Nm
Output Yoke bolts ............................................................................................................................ 68 to 88 Nm
Pressure test plugs .......................................................................................................................... 41 to 54 Nm
Main transmission case bolts........................................................................................................... 45 to 64 Nm
Shift detent plug ...............................................................................................................................41 to 54 Nm
Shift fork screws...............................................................................................................................18 to 25 Nm
Shift lever assembly screws.............................................................................................................16 to 24 Nm
Drain plugs....................................................................................................................................... 34 to 54 Nm
Relief valve ......................................................................................................................................23 to 30 Nm
Pressure regulator valve .................................................................................................................. 46 to 60 Nm
Cold start valve ................................................................................................................................46 to 60 Nm
4WD solenoid valve spool................................................................................................................20 to 27 Nm
4WD Solenoid coil retaining nut ............................................................................................................... 5.4 Nm
Control valve retaining screws ....................................................................................................... 6.8 to 8.5 Nm
4WD hydraulic pipe connections.................................................................................................. 6.8 to 10.2 Nm
Filter housing bolts...........................................................................................................................45 to 64 Nm
Oil filter ...............................................................................................................................................7 to 10 Nm
Temperature sender ........................................................................................................................ 20 to 27 Nm
RECOMMENDED SEALANTS
Transmission case joint ................................................................................................................... Loctite 5203
4WD Output gear ...............................................................................................................................Loctite 649
4WD gear (Permanent 4WD assy) .................................................................................................... Loctite 649
4WD clutch supply pipe ..................................................................................................................... Loctite 542
Gear lever housing...................................................................................................................Loctite 5900 RTV
Shimming access plug ....................................................................................................................... Loctite 649
1.3 TRANSMISSION CONTROLS
4X4 POWERSHUTTLE TRANSMISSION CONTROLS
1. GEAR LEVER: Four gears are selectable for the 5. TRANSMISSION SHUTTLE DIRECTION LE-
required ground speeds in both forward or re- VER: Movement of this lever from the neutral
verse travel. position will engage forward or rearward travel.
2. TRANSMISSION DISCONNECT BUTTON: Prior
to changing gear depress and hold down this NOTE: in reverse gear an audible alarm device
switch which disengages transmission drive, se- sounds.
lect the required gear with the gear lever and re-
lease the switch to re-engage drive. 6. WARNING HORN BOTTON
3. LOADER ATTACHMENT CONTROL LEVER 7. TRANSMISSION DISCONNECT BUTTON (on
4. MECHANICAL DIFFERENTIAL LOCK PEDAL: the loader attachment control lever)
Depressing this pedal will lock both rear wheels 8. ROLLER FOR THE PROPORTIONAL CON-
together giving equal drive and will disengage TROL OF LOADER BUCKET 4X1
when wheel torque equalizes or foot brakes are
applied.
Transmission
The transmission is fully synchronized providing four
forward and four reverse speeds allowing gear ratio
changes on the move. A torque converter is used to
connect the engine to the transmission and the col-
umn mounted shuttle lever (4) enables shifts be-
tween forward and reverse travel without
disengaging gear ratios.
A device for “transmission decoupling” activates by
pushing button (2), placed on the gear shift lever (1)
or by pushing button (5), placed on the loader control
lever (3).
WARNING
Always apply the parking brake whenever the ma-
chine is parked as the machine is free to roll even
though the transmission gearshift lever and power
reversing lever may be “In Gear” and the engine is
turned “OFF”.
Gear Shift Lever

The single gearshift lever (1) is used to select any
one of the four gear ratios. The transmission discon-
nect button (2) is depressed and held as the lever is
shifted from one gear to another and then released
to re-connect transmission drive.
Forward/Reverse Powershuttle Lever

To select FORWARD travel, engage the required
gear ratio with the gearshift lever, then with the en-
gine idling lift the shuttle lever from the neutral lock
position (1) and move to the forward position (2). Use
the foot throttle to control the engine and ground
speed.
To reverse the direction of travel, reduce engine
speed and move the power reversing from neutral
lock position (1) and rearwards (3) for reverse travel
an audible alarm device sounds.
NOTE: the shuttle lever is equipped with a neutral

lock to prevent inadvertent engagement of the trans-
mission. With this design the power reversing lever
moves through a “T” slot for the forward and reverse
positions.
IMPORTANT: when operating in low ambient tem-

peratures with cold transmission oil, allow the oil to
warm up before attempting to shift the shuttle lever.
The transmission can be shifted normally after the oil
warms up.
NOTE: the horn will sound if the shuttle lever is op-

erated (forward or reverse) with the handbrake en-
gaged.
NOTE: the shuttle lever can be shifted at any engine

speed, however, for safe, smooth operation the en-
gine speed should be reduced to approximately
1200 rev/min.
This action is easily controlled by using the foot throt-
tle to control engine and ground speed.
Transmission Disconnect
The 4 x 4 transmission provides for easy upward and
downward gear ratio changes on the move. Howev-
er, as a clutch is not used between the engine and
transmission, the power flow from the engine to the
transmission must be interrupted to shift from one
gear ratio to another. This is accomplished by using
a transmission disconnect (dump) button.
The finger operated button (2) on the main gearshift
lever knob (1) is easy to operate.
WARNING
To avoid personal injury do not use the disconnect
switch control to coast down hill. Excessive speed
may cause loss of control, personal injury to a by-
stander or failure of the transmission.
To make upward gear ratio changes simply depress

and hold the button (2) on the gearshift lever (1),
while moving the lever from one gear ratio to anoth-
er. When the desired gear ratio has been selected
release the button and allow the unit to gain engine
speed and ground speed. If another higher ratio is re-
quired repeat the procedure.
IMPORTANT: to avoid possible damage to the

transmission hydraulic clutches never use the dis-
connect switch for inching the machine forward.
Inching the machine forward with the button will
cause the clutches to slip excessively and overheat.
To make downward gear ratio changes or reduce

ground speed, simply lower the engine speed, de-
press and hold the gearshift lever button and down-
shift the transmission.
When the desired gear ratio has been selected re-
lease the button and adjust the engine speed to suit
ground speed required.
Operating the machine in too high a gear or under
too heavy a load will cause the torque converter to
slip excessively and overheat. If the machine is over-
loaded, the engine speed will not exceed a range of
1800-2200 rev/min at maximum throttle and the
torque converter will “stall” bringing the machine to a
complete stop.
If “stall” does occur, there is still sufficient engine
power to operate the loader however, to prevent the
transmission from overheating, either reduce the
load on the machine or select a lower gear ratio.
IMPORTANT: operating at a “stall” for more than 20

seconds can cause the transmission to overheat and
can possibly damage the transmission. If the trans-
mission overheats the warning light (1) will illumi-
nate. Shift both the power reversing and gearshift
levers to neutral. Idle the engine at 1000 rev/min until
the transmission oil is cooled sufficiently for the
warning light (1) to go out. With the light extinguished
operations can be resumed.
DIFFERENTIAL LOCK PEDAL

In conditions inducing wheel slip, hold down the dif-
ferential lock pedal with your heel until the lock is felt
to engage. The lock will automatically disengage
when traction at the rear wheels equalizes. If a rear
wheel spins at speed, reduce the engine speed to
idle before engaging the differential lock to minimize
shock loads on the rear axle.
WARNING
Never use the differential lock at speeds above 8 km/h
or when turning the machine.
When engaged the lock will prevent the machine turn-
ing and personal injury could result.
1.4 LUBRICATION
To ensure proper lubrication and operating temperatures it is most important that appropriate lubricants are
used and that the correct oil level is maintained.
Oil level checking

The oil level should be checked daily and corrected if necessary.
The oil level must be checked with the engine idling and with the transmission oil cold.
In this condition the oil level should fall between the Max and Min marks on the dipstick.
At normal operating temperature, (80 Deg.C.) the oil level will rise to 20 - 30 mm above the maximum mark on
the dipstick.
Do not overfill the transmission as this may result in oil breakdown due to excessive heat and aeration from the
churning action of the gears. Early breakdown of the oil will result in heavy sludge deposits that block oil ports
and build up on splines and bearings. Overfilling may also cause oil leaks.
Oil changes
An initial oil change and flush is recommended after the transmission is placed in actual service.
This change should be made at any time following 50 hours in service, but should not exceed 100 hours.
When changing the oil it is essential to renew the oil filter and clean out the suction strainer.
The object in draining the oil is to eliminate possible bearing surface abrasion and attendant wear. Minute par-
ticles of metal, the result of normal wear in service are deposited in and circulated with the oil. Oil changes are
best carried out when the transmission is thoroughly warm.
WARNING
To prevent oil starvation and possible seizure of the transmission whilst towing the vehicle, it is imperative that
the propeller shafts are disconnected.
Failure to observe this precaution may result in extensive damage to the transmission.
Oil capacity: 18 litres
Suggested oil:
10W or 10W30 Grade mineral oils or automatic transmission fluids which meet at least one of the following
specifications are allowable for use in ambient temperatures of between -20 and 40 Deg.C:
Ambra Multi G NH 410 B.
1.5 TRANSMISSION OIL FLOW AND SUPPLY
Úîççêé
Pressure oil
Disengaged
Lubrication
OIL FLOW AND SUPPLY IN NEUTRAL POSITION
ï î í ì ë
ïê
Ú Î
ïë
ê
ïì
ïí
ïî
ïï ïð ç è
Úîççêè
Pump pressure Lubrication

Return to Sump Suction
Torque converter flow
1. Shuttle control solenoid valve oil 14 bar. 6. Cold Start Pressure protection Valve - Prevents
2. Torque Converter - Receives low pressure cir- system pressure exceeding 26 bar at initial cold
cuit oil at maximum 10 bar and returns oil to port start.
(10). 7. Oil Pump Port OUT, to oil filter assembly
3. Backhoe Boom Lock oil flow 14 bar. through internal drillings.
4. Pressure filter - Mounted to the left of the trans- 8. Oil returned from the oil cooler lubricates shafts,
mission viewed looking forward. gears and bearings and returns oil to tank.
5. FWD - Low pressure circuit oil supply received
from the filter at 14 bar and fed by external tube
to rear of transmission to the FWD.
OIL FLOW AND SUPPLY IN FORWARD POSITION
ï î í ì ë
ïê
Ú Î
ïë
ê
ïì
ïí
ïî
ïï ïð ç è
Úîççêç
Pump pressure Lubrication

Return to Sump Suction
Torque converter flow
1. Returned lubrication oil from the pump shaft 7. Torque Converter pressure regulating valve, re-
bush to tank. ceives oil from the sequencing valve (16) and
2. Torque Converter oil supply IN, received at returns oil in excess of 10 bar to tank.
maximum 10 bar. 8. System pressure sequencing valve - Maintains
3. Transmission Tank/System Capacity: 17 litres circuit oil at 14 bar and supplies a continuous oil
(2WD) 18 litres (4WD). feed to the torque converter regulating valve.
4. Oil Cooler - Mounted below the engine coolant
radiator.
5. Oil pump suction port IN, from the tank.
6. Torque Converter oil OUT, to oil cooler.
TRANSMISSION OIL SUPPLY PORT
Viewed From Front and Rear Housings

1. Oil supply port to Reverse clutch pack, rear cas- 10. System pressure sequencing valve.
ing. 11. Torque converter pressure regulating valve.
2. Oil supply port to forward clutch pack, rear cas- 12. Oil supply from pump to solenoid valve pack.
ing. 13. Oil supply port to Reverse clutch pack, front cas-
3. Oil supply port to pressure test reverse clutch ing.
pack. 14. Oil port to tank (dump) from solenoid.
4. Oil supply port too pressure test forward clutch 15. Oil supply port to Reverse clutch pack, front cas-
pack. ing.
5. Front Wheel Drive Solenoid. 16. Oil supply port to forward clutch pack, front cas-
6. System pressure test point, connected to test ing.
block. 17. Oil supply port to forward clutch pack, front cas-
7. Locating Dowel ing.
8. Cold start oil pressure protection valve. 18. Manufacturing drilling only.
9. Torque converter pressure test point, connected 19. Forward oil supply port (front casing)
to test block. 20. Forward oil supply port (rear casing)
TRANSMISSION OIL FLOW THROUGH SOLENOID VALVE

The solenoid valves forward (1) or reverse (2) fitted
at the top of the transmission housing controls the oil
flow to the forward/reverse clutch packs in the tran-
mission.
On the underside of the solenoid valve are the 4

ports for directional oil flow to and from the solenoid
valve.
1. Oil supply from the valve to the forward clutch
pack
2. Return oil to tank
3. Oil supply from the valve to the reverse clutch
pack
4. Oil supply from the pump into the valve
5. Locating Pin
When the shuttle lever in the cab is in neutral position

the solenoid valve spool (1) will be static and oil (2) ï î
will not flow into either reverse (3) or forward (4)
clutch pack oil gallery.
ì í Úîççéí
When forward direction is selected on the shuttle le-

ver the solenoid valve spool (1) will move to the left ï î
(as shown) and the oil (2) will flow into the forward
clutch pack oil gallery (4).
When reverse direction is selected on the shuttle le-
ver the solenoid valve spool (1) will move to the right
(not shown) and the oil (2) will flow into the reverse
clutch pack oil gallery (3).
ì í
Úîççéì
OIL FLOW SOLENOID CONTROL VALVE OPERATION (FORWARD DRIVE ONLY SHOWN)
The solenoid valve when in neutral position dead
heads the oil flow at the spool (1) from the supply ï
port and no oil is allowed to pass through the valve.
Therefore the oil in the galleries beyond the spool at
the fill time metering valve (2) remains static.
í
Úîççéë
Selection of the forward / reverse shuttle lever in the

cab directs a current flow to the forward or reverse ï
solenoid and the spool (1) will move in the direction
selected, reverse shown. The oil then flows past the
spool to the clutch pack and applies pressure to the
fill time metering valve (2), a small bore allows oil to
flow into the clutch feathering valve.
When valve (2) moves it partially uncovers a port to
the tank and also opens the control orifice within the î
valve. Therefore a precisely metered flow of oil is fed
to the pressure regulating (feathering) piston (3). As
this piston is pushed back against its spring the pres- í
sure at the clutch builds up gradually to give a Úîççéê
smooth jerk free clutch engagement.

When the piston reaches the end of its travel, clutch
pressure quickly builds up to full system pressure ei- ï
ther side of valve (2) so the light spring pushes the
valve covering the port to the tank.
The oil is dead headed at system pressure at the
clutch so ensuring full torque can be transmitted by
the clutch.
í
Úîççéé
NOTE: the control valve also includes a pressure Regulated Pressure Oil
regulating (feathering) valve and a fill time metering Return Oil
valve for the reverse clutch pack. Pressure Oil
1.6 TRANSMISSION HYDRAULIC VALVES AND PRESSURE TEST POINTS
NOTE: all pressure test ports are 9/16 in UNF thread

size.
1. Cold Start oil pressure relief valve 10. Torque converter pressure regulating valve
26 bar reference only 7-11 bar
2. Forward Solenoid valve 11. Oil in from cooler, test port
13.7-15.2 bar 3.5 bar
3. Test port for reverse clutch pack 12. Backhoe Boom Lock supply
13.7-15.2 bar 13.7-15.2 bar
4. Test port for forward clutch pack 13. System pressure test point
13.7-15.2 bar 13.7-15.2 bar
5. System pressure sequencing valve 14. Converter pressure oil test port
13.7-15.2 bar 7-11 bar
6. Oil flow OUT to cooler 15. Front Wheel Drive Solenoid
7. Oil OUT to cooler, test port 13.7-15.2 bar
6.5 bar 16. Oil Filter
8. Front Wheel Drive test point 17. Reverse Solenoid valve
13.7-15.2 bar 13.7-15.2 bar
9. Oil flow IN from cooler
1.7 TRANSMISSION POWER FLOW
When neutral is selected on the shuttle lever (1), the

transmission forward (3) and reverse hydraulic
clutch packs or (4) are free to rotate and hence there
is no drive in the transmission.
With Forward or Reverse selected on the shuttle le-

ver (1) power will be directed through the clutch
packs (3) or (4) to the gear train and selection of gear
on lever (2) will result in engagement of gears to the
output shafts.
Power for all four forward gear ratios is transmitted

from the front hydraulic clutch (3) on the input shaft.
The input shaft then transmits power to the counter
shaft forward gear and the countershaft in turn trans-
mits power to the output shaft.
Power flow for all four reverse gear ratios is the same
as for all four forward gear ratios except that the rear
clutch (4) is engaged to transmit power to the reverse
idler gear. The reverse idler gear in turn transmits
power to the gear on the countershaft and in turn
transmits power to the output shaft.
Because power is being transmitted through the re-

verse idler gear, the countershaft and output shaft
will rotate in the opposite direction as for forward
gear ratios. The rear input shaft will also rotate in the
opposite direction.
Úîççèð
Input Output
Intermediate
NOTE: four wheel drive shown.

NOTE: four wheel drive version shown.

1.8 TRANSMISSION 2WD COMPONENTS
Úîéëïð
Úîéëïï
1. Front gear case assembly 72. Circlip

2. Rear gear case assembly 73. Spring retainer
3. Plug and O-ring 74. Piston return spring
4. Cold start spring housing 75. Piston
5. Bolt 76. Piston sealing ring outer
6. Sealing cap 77. O-ring
7. Bolt 78. Piston sealing ring inner
8. Reverse shift hub sleeve 79. O-ring
9. Synchronizer assembly 80. Breather plug
10. Sealing ring 81. Capscrew
11. Copper washer 82. Breather
12. Thrust bearing 83. Needle bearing spacer
14. Thrust washer 84. Bolt
17. Ball 85. Needle bearing
18. Cold start spring 86. Temperature sender
19. O-ring 87. Output yoke washer
20. Plug 88. O-ring
21. Oil filter housing 89. Screw
22. Flywheel housing 90. O-ring
23. Washer 91. End yoke assembly
24. Filter housing gasket 92. Pump assembly
25. Bolt 93. Pump sealing ring
26. Cover plate 94. O-ring
27. Setscrew 95. Detent ball
28. 4th gear output shaft 96. Detent spring
29. 3rd gear output shaft 97. 1st/2nd shift fork
30. 2nd gear output shaft 98. 3rd/4th shift fork
31. 1st gear output shaft 99. 1st/2nd shift rod
32. Spacer 100. 3rd/4th shift rod
33. Bearing 101. Shift fork screw
34. 1st gear bearing spacer 102. Gear shift lever
35. 1st gear bearing sleeve 103. Bolt
36. Circlip 104. Gear lever seating
37. Expansion plug 105. Pin
38. Directional valve 106. Rubber boot
40. O-ring 107. O-ring
43. 4th gear thrust washer 108. Suction strainer
44. Bearing spacer 109. Pressure regulator valve
45. Shim 110. Plastic clip
50. Shim 111. Plastic clip
51. Bearing 112. Plug
52. Output shaft 113. Converter relief valve
53. Bearing 114. Setscrew
54. Bearing spacer 115. Oil seal
55. Shim 116. Oil filter
58. Shim 117. Oil filter adapter
59. Support washer 118. Drain plug
60. Bearing 120. Dowel
61. Bearing 121. Strainer cover plate
62. Thrust washer 127. Plug
63. Countershaft
64. Reverse idler gear
65. Input shaft assembly
66. Forward primary gear
67. Reverse primary gear
68. Clutch pack retaining clip
69. Clutch pack retaining plate
70. Clutch plate
71. Clutch plate (friction)
1.9 TRANSMISSION 4WD COMPONENTS
Úîéëïî
1. Front gear case assembly 70. Clutch plate - steel

2. Rear gear case assembly 71. Clutch plate - friction
3. Plug assembly 72. Circlip
4. Bolt 73. Spring retainer
5. Bolt 74. Piston return spring
7. Bolt 75. Clutch piston
8. Reverse shift hub sleeve 76. Piston sealing ring
9. Synchronizer assembly 77. O-ring
10. Sealing ring 78. Piston sealing ring
11. Copper washer 79. O-ring
12. Thrust bearing 80. Brake caliper bolt
13. 4WD piston sealing ring 81. End yoke
14. Support washer 82. Spacer ring
15. Torque converter 83. Needle bearing spacer
16. O-ring 4WD piston 84. Bolt
17. Circlip 85. Needle bearing
18. Clutch collar 86. Bearing
19. Spring 4WD 87. Output flange washer
21. Spring support 89. Screw
22. Flywheel housing 90. O-ring
23. Parking brake assembly 91. Brake flange assembly
24. 4WD shaft 92. Pump assembly
25. 4WD gear 93. Sealing ring
26. Converter drive plate 94. Sealing ring
27. Thrust washer 95. Detent ball
28. 4th gear output shaft 96. Detent spring
29. 3rd gear output shaft 97. 1st/2nd shift fork
30. 2nd gear output shaft 98. 3rd/4th shift fork
31. 1st gear output shaft 99. 1st/2nd shift rod
32. 4WD gear output shaft 100. 3rd/4th shift rod
33. Bearing 1st gear output shaft 101. Shift fork screw
34. Bearing spacer 102. Gear stub lever
35. Bearing sleeve 103. Bolt
36. Circlip 104. Gear lever seating
37. Sealing ring 4WD shaft 105. Pin
38. Bearing spacer 106. Rubber boot
39. Shim 107. Washer
42. Shim 109. Hydraulic pipe nut
43. Thrust washer 110. Plastic clip
44. Bearing spacer 111. Plastic clip
45. Shim 112. Plug
50. Shim 113. Converter relief valve
51. Bearing 114. Setscrew
52. Output shaft 115. Banjo bolt washer
53. Bearing 116. 4WD clutch supply pipe
54. Bearing spacer 118. Drain plug assembly
55. Shim 119. Hydraulic pipe sleeve
58. Shim 120. Bearing spacer
59. Bearing 121. Shim
60. Bearing 124. Shim
61. Bearing 125. Cold start spring housing
62. Thrust washer 126. Coaxial drive shaft
63. Countershaft 127. Capscrew
64. Reverse idler gear 128. Pressure regulator valve
65. Input shaft assembly coaxial 129. 4WD solenoid valve
66. Forward primary gear 130. Directional control valve
67. Reverse primary gear 131. Oil filter
68. Clutch pack retaining ring 132. Oil filter adapter
69. Clutch pack retaining plate 134. Dowel
135. Oil seal

136. Sealing cap
137. Suction strainer
138. O-ring suction strainer
139. Support washer
140. Strainer cover plate
141. Setscrew
142. Breather
143. O-ring
146. O-ring
149. Expansion plug
150. Brake caliper nut
151. Pump mounting stud
152. Oil filter housing
153. Filter housing gasket
154. Bolt
155. O-ring
156. Cold start spring
157. Ball
158. Setscrew
160. Setscrew
161. Copper washer
162. Banjo bolt
163. Remote test port assembly
164. Remote test port pipe
165. Remote test port pipe
168. Pump mounting stud nut
170. 4WD gear bearing
171. Spacer 4WD gear bearings
SOLENOID VALVE COMPONENTS
1. Solenoid Retainer
2. Dirt Seal 12. Circlip
3. Solenoid 13. Clutch fill metering valve
4. Washer 14. Spring
5. Solenoid Body 15. Spool
6. Guide 16. Piston Clutch fill
7. Spring 17. Spring
8. Solenoid Pin 18. Retainer
9. Seal 19. Spring
10. Support Body Solenoid 20. Seal
11. End Cap 21. End Plug
1.10 TRANSMISSION REMOVAL
Remove the transmission and engine as a complete

unit from the vehicle and place on a suitable stand for
disassembly.
NOTE: prior to disassembly drain the oils into suita-

ble containers for disposal.
Prior to separating the transmission from the engine.

Remove the starter motor (1).
Engine timing tab (2).
Torque converter back plate attaching bolts through
the starter motor aperture (1).
Bell housing attachment bolts (3).
IMPORTANT: prior to positioning the transmission

vertically remove the vehicle system oil pump (4) and
torque converter unit (5) from the transmission bell
housing (3).
Using eye bolts (1), one on each side capable of lift-

ing a weight of 250 kg hoist the transmission vertical-
ly and place in a safe, clean and suitable workshop
environment.
1.11 DISASSEMBLY AND ASSEMBLY
TRASMISSION DISASSEMBLY
Invert the transmission on a suitable bench.
For convenience the bench top should have a hole
in it to accommodate the input shaft and pump. Re-
move 3 screws and withdraw the gear shift lever as-
sembly.
Remove the plastic plugs and 4 cap screws and

withdraw the direction control valve.
Remove the converter relief valve.

Remove the pressure regulator valve.
Remove the cold start housing, spring and ball.
Remove the temperature sender.
Remove the bolt, washer and O-ring and withdraw

the output yoke.
Remove the bolt, washer and O-ring and withdraw

the 4 wheel drive yoke and spacer (not fitted on 2
wheel drive model).
Remove 17 screws and using a suitable hoist take

off the rear transmission case.
Lever slots are provided to assist removal.
NOTE: the bearing cones and shims may fall from

the rear case during removal.
IMPORTANT: for proper reassembly, take note and

mark which bearings and shims come from which lo-
cations.
Remove the 4 wheel drive shaft assembly (not fitted

on 2 wheel drive model).
Tilt the countershaft and withdraw the input shaft as-

sembly.
Remove the reverse idler shaft assembly.
Remove the outer detent plug, spring and ball.
Ensure both synchronizers are in the neutral posi-

tion then remove the 1st/2nd shift fork screw.
Withdraw the 1st/2nd shift rod from the housing.

Then using a magnetic probe remove the interlock
ball from the detent, bore.
Remove the 3rd/4th shift fork screw.
NOTE: before attempting to remove the 3/4th shift

rail, replace the detent plug as the ball and spring
may shoot out and cause injury.
Turn the 3rd/4th shift rod through 90 degrees and

withdraw from the housing.
Remove the detent plug, inner detent ball and

spring.
Remove the counter shaft assembly.

Remove the 1st/2nd and 3rd/4th shift forks.
Remove the output shaft assembly.
Remove the 4th gear lock out screw (if fitted).
Remove 2 screws and withdraw the strainer cover,

O-ring, spacer and strainer.
Using a strap wrench remove and discard the oil fil-

ter.
Remove 2 bolts and take of the oil filter housing and

gasket.
Remove the 4 wheel drive solenoid coil and retain-

ing nut (only fitted on 4WD model).
Remove the 4 wheel drive solenoid spool (only fitted

on 4WD model).
Remove and discard the expansion plug from the

shimming access hole.
Invert the case. Remove 4 screws and copper wash-

ers then withdraw the pump assembly and sealing
ring.
INPUT SHAFT DISASSEMBLY

Position the shaft in a soft jawed vice as shown.
Remove and discard the 3 sealing rings.
Using the appropriate bearing puller 380002683 re-

move the rear bearing.
Remove the thrust washer and needle bearing.

Remove the reverse primary gear.
Remove the bearing, spacer, bearing and thrust

washer.
Remove the clutch pack retaining ring.
Remove the clutch pack retaining plate.

Remove the clutch pack.
Using the appropriate tool 380002689 compress the

piston spring and release the circlip.
Remove the circlip, retainer and spring.
Using pliers, as shown, pull the piston out of the

drum.
Invert the shaft and remove the sealing ring.

Repeat steps described above to dismantle the for-
ward clutch pack.
Remove and discard the piston sealing rings and O-

rings.
INPUT SHAFT ASSEMBLY

Re-new the piston sealing rings and O-rings.
To assist assembly bend the inner sealing ring into
a heart shape as shown.
Using transmission fluid to lubricate the seals push

the piston into the drum.
Replace the spring, retainer and circlip as shown.
Using the tool 380002689 compress the spring and

locate the circlip into its groove.
Replace an externally splined (plain) disc and then

an internally splined (friction) disc alternately until six
of each have been replaced.
Replace the clutch pack retaining plate and refit the

retaining clip.
Replace the thrust washer, bearing, spacer and

bearing.
Line up the clutch plate splines and replace the pri-

mary gear. Then replace the needle bearing and
thrust washer as shown.
NOTE: the needle bearing should be fitted with the

closed side of its cage against the gear.
Using an appropriately sized tube replace the bear-

ing as shown.
Invert the shaft and repeat previous operation. Then

fit a new sealing ring as shown.
Finally fit 3 new sealing rings to the rear of the shaft

as shown. (To avoid damage the sealing rings
should be left off until all shimming operations have
been completed).
DISASSEMBLY AND ASSEMBLY OF THE

COUNTERSHAFT
The countershaft assembly.
Using the appropriate bearing pullers 380002691

and 380002687 remove the countershaft front and
rear bearings.
Using an appropriately sized tube replace the coun-

tershaft front and rear bearings.
DISASSEMBLY AND RE-ASSEMBLY OF THE

REVERSE IDLER SHAFT
The reverse idler assembly.

move the front and rear bearings.
Using an appropriately sized tube replace the front

and rear bearings.
OUTPUT SHAFT DISASSEMBLY

Position the shaft assembly in a soft jawed vice as
shown.

move the front bearing.
Remove the thrust washer and 4th gear.
Remove the 3rd/4th synchro assembly.

Remove the circlip and synchro hub.
Remove the 3rd gear.
Invert the shaft and using the appropriate bearing

puller 380002687 remove the rear bearing.
Remove the 4 wheel drive gear. (On 2WD models a

spacer is fitted in place of a gear).
Remove the 1st gear.
Remove the needle bearings and spacer.
Remove the 1st/2nd synchronizer assembly.
Using a suitable bearing puller or press.

Remove the bearing sleeve, synchro hub and 2nd
gear.
Remove the bearing sleeve, synchro hub and 2nd

gear.
OUTPUT SHAFT ASSEMBLY

Replace the 2nd gear and synchro hub.
Using an appropriately sized tube refit the 1st gear

bearing sleeve.
Replace the 1st/2nd synchronizer assembly.
Replace the 1st gear needle bearings and spacer.

Replace the 1st gear.
Replace the 4 wheel drive gear using Loctite 649

spline lock or equivalent.
NOTE: the gear should be fitted with the fluted boss

against the 1st gear. (On 2WD models a spacer is fit-
ted in place of the gear).
Using an appropriately sized tube refit the rear bear-

ing.
Invert the shaft and refit the 3rd gear, synchro hub
and circlip.
Refit the 3rd/4th synchronizer assembly.
Refit the 4th gear and thrust washer as shown.
Using an appropriately sized tube replace the front

bearing.
HYDRAULIC DOG CLUTCH 4 WHEEL DRIVE

DISASSEMBLY
The hydraulic dog clutch 4 wheel drive assembly.
Position the shaft in a soft jawed vice and remove

the sealing ring.

move the rear bearing.
Remove the thrust washer.

Remove the 4 wheel drive gear.
Remove the two needle bearings and spacer.
Invert the shaft and using the appropriate bearing

puller 380002685 remove the front bearing.

spring and release the circlip.
Remove the circlip, retainer and spring.
Remove the piston drum assembly.
Remove the piston seal and O-ring from the shaft

and discard.
Remove and discard the piston seal and O-ring from

the piston drum.
HYDRAULIC DOG CLUTCH 4 WHEEL DRIVE

ASSEMBLY
Fit a new O-ring and sealing ring to the shaft.
Fit a new O-ring and sealing ring into the piston.

Bend the sealing ring into a heart shape as shown to
assist assembly.
Lubricate the seals with a light grease and refit the

piston to the shaft.
Replace the piston spring and retainer.


spring and retainer and refit the circlip.
Using an appropriately sized tube refit the front bear-

ing.
Invert the shaft and refit the two needle bearings and
spacer as shown.
Replace the 4 wheel drive gear.

Replace the thrust washer.
Using an appropriately sized tube replace the rear

bearing.
Fit a new sealing ring. (To avoid damage the sealing

ring should be left off until all shimming operations
have been completed).
PERMANENT 4 WHEEL DRIVE SHAFT

DISASSEMBLY
The permanent 4 wheel drive shaft.

move the front and rear bearings.
Remove the 4 wheel drive gear.

PERMANENT 4 WHEEL DRIVE SHAFT ASSEMBLY

Replace the 4 wheel drive gear using Loctite 649, or
equivalent, on the shaft splines.
Then using a suitably sized tube refit the front and
rear bearings.
HYDRAULIC MULTI PLATE CLUTCH 4 WHEEL

DRIVE SHAFT DISASSEMBLY
The hydraulic multiplate clutch 4WD shaft assembly.
Mount the shaft assembly in a suitable soft jawed

vice and remove the rear sealing ring.
Using the appropriate tool 380002685 remove the

rear bearing.
Remove the thrust washer and needle bearing.

Remove the 4WD gear.
Remove the needle bearings and spacer.
Remove the needle bearing and thrust washer.
Remove the clutch pack retaining clip.

Remove the clutch pack retaining plate.
Remove the clutch pack.

piston return spring and release the circlip.
Remove the clip retainer and spring.

Remove the piston from the drum.
Remove and discard the piston sealing rings.
Invert the shaft and remove the front bearing using

the appropriate tool 380002685.
HYDRAULIC MULTI PLATE CLUTCH 4 WHEEL

DRIVE SHAFT ASSEMBLY
Using an appropriately sized tube refit the front bear-
ing.
Re-new the piston sealing rings to assist assembly

the seals may be warmed in lukewarm water prior to
assembly.
NOTE: the outer seal must be fitted with the open

edge facing away from the clutch pack.

piston sealing rings. The seals should be left in the
tool 380002684 for a minimum of 30 minutes prior to
assembly into the clutch drum.
Lubricate the seals with a light grease and refit the

piston into the clutch drum. Then replace the spring,
retainer and circlip.

piston return spring and locate the circlip into its
groove.
Replace an externally splined (plain) disc then an in-

ternally splined (friction) disc alternately until 8 plain
discs and 8 friction discs have been fitted.
Replace the retaining plate and fit a new retaining

clip.
Refit the thrust washer and needle bearing.

Refit the 4 wheel drive gear.
Refit the needle bearings and spacer.
Refit the needle bearing and thrust washer.
Using an appropriately sized tube refit the rear bear-

ing.
Refit a new sealing ring and lubricate with a light

grease. (To avoid damage the sealing ring should be
left off until all shimming operations have been com-
pleted).
THE OIL PUMP DISASSEMBLY AND ASSEMBLY

Individual components of the oil pump are non serv-
iceable. The pump may, however, be stripped for
cleaning and examination purposes.
View showing a dismantled pump assembly.
The pump oil seal may be replaced using an appro-

priately sized tube.
DIRECTION CONTROL VALVE DISASSEMBLY

AND ASSEMBLY
Disassembly of the control valve is not generally rec-
ommended as, with the exception of the solenoids,
individual parts are non serviceable. It may however
be dismantled for cleaning and examination.
The valve fitted may be either the modulated type or
the non-modulated type.
The retaining nut, coil and washer removed.
The modulation components removed.
There are 4 O-rings fitted to the underside of the

valve which may be renewed if necessary.
GEAR LEVER HOUSING DISASSEMBLY AND

ASSEMBLY
Remove the plastic ties from the rubber gaiter and
pull the assembly apart.
Before re-assembly remove all traces of old sealant

from the joint faces.
Apply a bead of RTV joint compound (Loctite 5900)

to the sealing face.
Lubricate the ball seating with a light grease and

push the two halves of the assembly together. Se-
cure the rubber boot with two new plastic ties.
TRANSMISSION ASSEMBLY
All nylon patch bolts may be re-used 5 to 6 times pro-
vided a prevailing thread torque of 20 to 25 Nm is re-
corded.
All shafts and bearings should be lubricated with
transmission fluid prior to assembly.
To prevent possible contamination of hydraulic parts
lint or cotton rags should not be used.
Position the front case as shown and using a suita-

bly sized tube fit a new 4 wheel drive output shaft oil
seal to a depth of 6 mm below the housing face. Fill
the seal lip with light grease. (Not fitted on 2WD
model).
If previously removed, replace the two plug and O-

ring assemblies and tighten to a torque of 41-54 Nm.
Refit the oil pump assembly and sealing ring. Tight-

en 4 bolts to a torque of 18-31 Nm.
New copper washers must be fitted under the bolt
heads. Finally check for free rotation of pump rotor.
Invert the case and then refit the bearing cups if pre-
viously removed.
Using a suitable tool push the inner detent spring

and ball into the case and secure in place with a
dummy plug as shown.
Dummy plug in place.
Replace the countershaft and reverse idler shaft as-

semblies.
Slide the 1st/2nd fork onto the 3rd/4th rail then refit
the 3rd/4th shift fork and tighten the screw to a
torque of 18-25 Nm. Hold the forks and rail in place
on the output shaft then refit the complete assembly
into the case. The shift rail should displace the dum-
my plug as it enters the bore.
NOTE: check that the inner detent spring and ball

have not become displaced and remove the loose
dummy plug from the case sump.
Push the interlock ball into the detent bore.
Refit the 1st/2nd shift rail and tighten the shift fork
screw to a torque of 13-18 Nm.
Check that the interlock ball is correctly positioned in
between the two rails.
Replace the outer detent ball and spring.

Tighten the plug to a torque of 41-54 Nm.
Replace the 4 wheel drive shaft assembly.

(Not fitted on 2 wheel drive models).
Lubricate the rear seal with a light grease.
Lubricate the input shaft front and rear seals with a

light grease and refit the shaft assembly into the
case.
Rear case with all shaft assemblies fitted.
Position the rear case as shown and using a suitably

sized tube fit a new output shaft oil seal to a depth of
6 mm below the housing face. Fill the seal lip with a
light grease.
Invert the case and replace the shim packs and

bearing cups. The 2 mm thick spacer shim should be
fitted into the case first, then fit the remaining shims
followed by the bearing cup.
A light grease may be used to help hold the cups in
the case.
Refit the rear case, (without sealant at this stage),

and secure with at least 6 equally spaced bolts.
When fitting the rear case be careful to avoid dam-
aging the input shaft sealing rings.
Position a D.T.I. on the end of the input shaft as

shown, and using a suitable pry bar through the side
access hole, measure and note the shaft end float.
NOTE: all shaft assemblies should be rotated sever-

al times to seat the bearings prior to measuring the
end float.
Attach a suitable shimming tool 380002693, to the

end of the reverse idler shaft. Position a D.T.I. as
shown, and using a pry bar lift the shaft, then meas-
ure and note the end float.

end of the countershaft.
Position a D.T.I. as shown, and using a pry bar lift
the shaft, then measure and note the end float.

end of the output shaft. Position a D.T.I. as shown,
and using a pry bar lift the shaft, then measure and
note the end float.

end of the 4 wheel drive shaft. Position a D.T.I. as
shown, and using a pry bar lift the shaft, then meas-
ure and note the end float.
Not fitted on 2 wheel drive model.
Remove the rear case and add or remove shims as

necessary to give 0.025 to 0.076 mm end float on all
shafts.
Repeat steps 17 to 22 until all shaft end floats are

correct.
Replace the 4 O-rings in the front case. (There are

only 3 fitted on the 2 wheel drive model).
NOTE: the input shaft and 4WD shaft sealing rings

should now be fitted.
Refit the rear case using an approved liquid gasket

(Loctite 5203) taking care not to damage the input
shaft or 4WD shaft sealing rings. Tighten the 17
bolts to a torque of 45-64 Nm.
Replace the shaft end plug and O-ring assemblies.

Note the special breather plug is fitted in the reverse
idler position. Tighten to a torque of 41-54 Nm.
Fit a new expansion plug to the shimming access

hole using an approved sealant. (Loctite 649).
Replace the output yoke, O-ring, washer and bolt.

Then tighten to a torque of 68-88 Nm.
Replace the spacer, 4WD yoke, O-ring, washer and

bolt. Then tighten to a torque of 68-88 Nm.
Refit the cold start ball, spring and housing.

Then tighten to a torque of 46-60 Nm.
Lubricate the seals with transmission fluid then refit

the pressure regulator valve and tighten to a torque
of 46-60 Nm.
Lubricate the seals with transmission fluid then refit

the converter regulator valve and tighten to a torque
of 23-30 Nm.
Refit the temperature sender and tighten to a torque

of 20-27 Nm.
Ensure the 4 O-rings are in place then refit the con-

trol valve assembly, tighten the 4 cap screws to a
torque of 6.8 to 8.5 Nm. Refit the 4 plastic caps to the
capscrew holes.
NOTE: the valve can only be fitted one way round as

it is located by a small dowel pin.
Refit the strainer, spacer, O-ring and cover plate.

Then tighten the two screws to a torque of 18-31
Nm.
Refit the drain plug and O-ring assembly.

Tighten to a torque of 34-54 Nm.
Refit the 4th gear lock out screw, (when this feature
is not required a shorter blanking screw is fitted). On
some applications an additional sealing plug may be
fitted.
Apply a bead of RTV joint compound (Loctite 5900)

to the gear case.
Refit the gear lever assembly and tighten the three

Refit the filter housing and gasket. Tighten the two

NOTE: do not use sealant on this gasket as it is

graphite coated.
Lubricate the seal with a light grease and screw on

a new oil filter. Tighten to a torque of 7 to 10 Nm, or
a half to three quarters of a turn after initial seal con-
tact.
Lubricate the seals with a light grease and refit the 4

wheel drive solenoid spool.
Tighten to a torque of 20-27 Nm. (Not fitted on
2WD).
Refit the 4 wheel drive solenoid coil and nut. Tighten

to a torque of 5.4 Nm maximum. (Not fitted on 2WD).
If previously removed refit the 4 wheel drive clutch

supply pipe, apply sealant (Loctite 542) to threads
and tighten nuts to a torque of 6.8-10.2 Nm. (Not fit-
ted on 2WD).
TEST PORT
The transmission oil, should be at an approximate
temperature of 80 °C during pressure tests.
All pressure test ports have a 9/16” UNF thread.
Forward, reverse and 4WD clutch pack pressures
should not be more than 1 bar lower than the oil
pump pressure.
Oil pump pressure test port. Pressure should be

13.5 to 15.5 bar at maximum engine speed. (Ap-
proximately 2500 rpm).
Reverse clutch pressure test point.

Pressure should be 12.5 to 15.5 bar at maximum en-
gine speed. (Approximately 2500 rpm).
Forward clutch pressure test point.

Four wheel drive pressure test point.

Converter relief pressure test point.

Pressure should not exceed 7.5 bar at maximum en-
For Coaxial transmissions max pressure should be
10.5 bar.
Lubrication pressure test point. Pressure should be

0.5 to 2.5 bar at maximum engine speed. (Approxi-
mately 2500 rpm).
If a malfunction of the transmission is indicated a
systematic pressure checking procedure should be
followed. These checks should be carried out while
the transmission is still in the vehicle so that true op-
erating conditions are created. Pressure checks are
essential since a failure in the hydraulic system may
not be easily traceable when the transmission is
stripped down on a bench.
All pressure checks should be carried out with the
transmission gear lever in the neutral position, the oil
temperature at 80 to 85 °C, and the engine speed
maintained at 2000 to 2500 rpm. As a safety precau-
tion the vehicles parking brake should be applied.
All pressure test ports have a 9/16” UNF thread. A
pressure gauge is required that will measure up to
20 bar.
For test port locations refer to illustrations at page
18.
PARKING BRAKE
The caliper assembly is mounted directly onto the
rear face of the transmission housing.
1. Mounting face
2. Locknut
3. Mounting bolt
4. Outer locknut
ï î ß
A. Adjust the two mounting bolts and locknuts to
leave a 0.25/1.50 mm gap between the locknut
and sleeve.
Then torque locknuts against mounting surface
to 155 Nm.
B. Adjust this nut until pads are in contact with the
brake pads.
Then loosen 1/2 turn.
Finally torque outer locknut to 60-70 Nm.
Þ ì
Úîééïì
IMPORTANT:
BRAKE PAD: the minimum acceptable thickness of
the brake pads is 2.286 mm.
BRAKE DISK: the nominal thickness of the disk is
9.5 mm.
The maximum total wear limit for the disk is 1.524
mm.
Based on the nominal thickness of 9.5 mm this
would give a minimum thickness of 7.976 mm.
Brake pad replacement

Remove the retaining spring clip.
Withdraw the friction pads.

1.12 FAULT FINDING
FAULT CAUSE
Transmission fails to drive in Low or no pump pressure.
either direction Low or no oil in transmission.
Mechanical failure in transmission.
Worn or broken input shaft sealing rings.
Pressure regulator valve faulty.
Direction control valve not operating.
Blockage in oil ports restricting flow.
Transmission drives in one Low oil pressure on one clutch pack due to leaks.
direction only Clutch piston seals worn or damaged.
Clutch pack excessively worn.
Direction valve or coil faulty.
Worn or damaged input shaft sealing ring.
Delay in taking up drive Low converter pressure.
Low oil level.
Low clutch pressure.
Faulty modulation in direction control valve.
Blockage in direction valve.
No drive from 4WD 4WD solenoid valve or coil not operating.
Low 4WD clutch pack pressure.
4WD clutch pack worn.
Transmission overheating Oil level too high or low.
Restriction in cooler flow.
Low oil pressure.
Clutch packs slipping due to low pressure or wear.
Excessive stall operation.
Operating in too high of gear Shift to lower gear.
range for conditions
Difficult gear selection Forward or reverse clutch pack pressurized when not selected.
Direction valve faulty.
Input shaft sealing rings leaking.
Forward or reverse clutch pack not releasing due to mechanical failure.
Vehicle moves with direction See “Difficult gear selection”.
valve in neutral position
High stall speed Low oil level. Air in oil.
Clutch plates slipping due to low pressure or wear.
Torque converter faulty.
Converter relief valve faulty.
Incorrect torque converter fitted.
Low stall speed Poor engine performance.
Torque converter defective.
Incorrect torque converter fitted.
Low Pump Pressure Worn or broken pump.

Leaking pump sealing ring.
Blocked oil strainer or filter.
Blockage in oil ports between transmission sump and oil pump.
Pressure regulator valve stuck open.
Cold start valve stuck open.
High pump pressure Pressure regulator valve faulty.
Has normal operating oil temperature been reached?
Low forward or reverse clutch Faulty direction control valve.
pack pressure Piston seal or O-ring leaking.
Input shaft sealing ring leaking.
High forward/reverse clutch Pressure regulator valve faulty.
pack pressure
Converter pressure low Converter relief valve faulty.
Leak in converter, oil cooler or connecting hoses.
Very hot oil.
Converter pressure high Converter relief valve faulty.
Blockage or restriction in oil cooler.
Very cold oil.
Low 4WD clutch pack 4WD piston seals leaking.
pressure 4WD shaft sealing ring leaking.
Leak from 4WD clutch supply pipe.
Faulty 4WD solenoid.
Blockage or restriction in 4WD clutch supply pipe.
High 4WD clutch pack Pressure regulator valve faulty.
pressure
Low lubrication pressure Blockage or restriction in oil cooler.
Input shaft front sealing ring leaking.
Very hot oil.
FAULT DIAGNOSIS MECHANICAL SYSTEM
FAULT CAUSE
Noise Vehicle driveline problem:
Axles, propshafts, engine, engine mounts.
Misalignment of transmission/engine.
Bearings worn or damaged.
Gear teeth damaged or broken.
Excessive end float of shafts or gears.
Clutch plate failure forward, reverse or 4WD.
Incorrect grade of oil in transmission.
Low oil level.
Gear or thrust washer beginning to seize.
Difficult gear selection Shift rods worn or bent.
Shift forks worn, loose or twisted.
Synchronizer assemblies worn or damaged.
Clutch pack not releasing due to mechanical fault.
Clutch pack not releasing due to hydraulic fault.
Gear shift stub lever worn or damaged.
Incorrect grade of oil in transmission.
Low oil level.
Jumping out of gear Detent springs worn or broken.
Synchronizer or gear dog teeth worn or damaged.
Synchronizer assemblies worn or damaged.
Shift forks worn, loose or twisted.
Restriction or wear in gear linkage or stub lever assy.
not allowing gears to be fully selected.
Excess end float on output shaft assembly or gears.
1.13 SPECIAL TOOLS
P/N CNH DESCRIPTION

380002683 Input and reverse idler shaft bearing removal collect
380002684 Piston seal sizing ring (hydraulic 4WD only)
380002685 4WD shaft front/rear and Coaxial input shaft front bearing removal collect
380002686 Output shaft front bearing removal collect
380002687 C/shaft and output shaft rear bearing removal collect
380002689 Input shaft spring compressor
380002690 4WD shaft spring compressor (hydraulic multiplate 4WD only)
380002691 C/shaft front bearing removal collect
380002692 Coaxial input shaft and hydraulic dog clutch 4WD shaft spring compressor
380002693 Shimming adapter
2. POWERSHIFT TRANSMISSION “DANA T16000”

This transmission is used only on Powershift loader backhoes models LB110.B - LB115.B.
Úîééïè
2.1 TECHNICAL SPECIFICATIONS
HYDRAULIC SPECIFICATIONS
Suitable for operation from ambient to 120 °C continuous operating temperature.
Must withstand a 20 bar continuous pressure and a 40 bar variable pressure.
Conform SAE J1019 and SAE J517, 100RI.
Weight ...................................................................................................................................................... 290 kg
BOLT TORQUES
Output flanges............................................................................................................................... 339 - 407 Nm
Filter torque ....................................................................................................................................... 30 - 38 Nm
Control valve, connector nut to cover.................................................................................................... 6 - 8 Nm
ELECTRICAL SPECIFICATIONS
Solenoid (forward reverse, high/low, 2nd/1st, modulation, disconnect) coil resistance........... 28 ± 2 at 20 °C
Electronic controlled modulation valve, coil resistance ...................................3.55 Ohm ± 0.25 Ohm at 20 °C
Speed sensor:
- type ................................................................................. magneto resistive sensor with 7/14 mA current loop
- frequency ......................................................................................................................................0 - 25000 Hz
- sensing distance .............................................................................................................................. 0 - 2.5 mm
2.2 TRANSMISSION CONTROLS
4X2 POWERSHIFT TRANSMISSION CONTROL
1. TRANSMISSION POWERSHIFT DIRECTION 4X2 POWERSHIFT TRANSMISSION

LEVER: four gears are selectable for the The transmission fitted to this machine is designed
required ground speed in forward and 2 two to Powershift gear changes supplying drive to the
gears for reverse travel. machine wheels depending upon the gear and di-
rection selected. The transmission is controlled by a
IMPORTANT: the gear changes and direction of microprocessor in the Powershift lever unit (1).
travel are governed by the micro processor to main- The Powershift lever (1) with electronic speed selec-
tain smooth and safe changes, irrespective of gear tion actuates the Powershift transmission with four
selected. Therefore upshifting, downshifting or di- forward speeds, two reverse speeds.
rection of travel through the gears will only occur 7. ROLLER FOR THE PROPORTIONAL CONTROL
when the monitored machine speed is safe to do so. OF LOADER BUCKET 4X1
2. DIFFERENTIAL LOCK SELECTION SWITCH:

depressing the spring loaded switch will lock
both rear wheels together giving equal drive and
will disengage when wheel torque equalizes or
the foot brakes are applied.
3. WARNING HORN BUTTON
4. LOADER ATTACHMENT CONTROL LEVER
5. TRANSMISSION DISCONNECT BUTTON
6. KICKDOWN SWITCH: if the machine is in 2nd
gear and 1st is required for loader work
engaging kick down instantly lowers the gear
from 2nd to 1st. When reverse is selected the
transmission reverts to 2nd gear.
4X2 POWERSHIFT TRANSMISSION DISPLAY (EGS) - FORWARD SELECTION

4X2 POWERSHIFT TRANSMISSION DISPLAY (EGS) - REVERSE SELECTION

Powershift Lever Display - (LEDs)

LEDs - Numbered 1 through 4:
Indicate the direction of travel by the colour of the
LED
Forward = Green
Neutral = Red
Reverse = Orange
and also indicate the selected shift lever gear.
STEADY ILLUMINATED LED: indicates selected

transmission gear.
FLASHING LED: indicates the actual transmission
gear engaged (if different from that selected).
LEDs - Numbered 1 through 8: used during test

modes
1 2 3 4 5 6 7 8
LED - Number 8: illuminates green when the ma-

chine is at a standstill (in normal mode).
1 2 3 4 5 6 7 8
LED - Letter T = Self-diagnostic Mode: T

Used in self-diagnostic test mode and will illuminate
during self test.
NOTE: in the event of a fault, (the light will flash),

Contact your Authorized Dealer for assistance.
LED - Letter N Indicates Neutral: N

Illuminates when the transmission is shifted to neutral.
Powershift Lever and Microprocessor Functions

The microprocessor controls the transmission and
self checks its own memory continuously to ensure
that gear selection and range changes are always
performed in a safe manner.
Should a fault occur in the transmission or the micro-
processor, the microprocessor will default to the re-
set mode.
Reset Mode:
When the microprocessor defaults to reset mode
both the T and N LED’s are displayed simultaneously
to indicate that a reset has taken place.
If no critical faults are active the microprocessor se-
lects N2 and goes to the Neutral lock state. See
“Driving with Powershift” chapter.
Limp home:
If a fault is detected at power up the limp home facil-
ity is automatically selected.
IMPORTANT: if limp home is active, only 1st and

2nd gear will be selectable but without modulation.
Limp home active can be identified by the illumina-
tion of the following LEDs.
- Consult your Dealer.
T - LED N - LED CONDITION

Flashing ON Last fault currently shown on display
Flashing Flashes Slower Input error detected
Flashing Flashes in Phase Non critical output error detected
Flashing Flashes Faster Safety critical output error detected
Selecting Neutral
At power up, “Neutral and 2nd Gear” are automati-
cally selected regardless of the Powershift lever po-
sition (1). The LED-2 and the N-LED are illuminated
RED, (neutral 2nd), the microprocessor is in a neu-
tral lock state.
If after driving, neutral is selected and the shift lever
stays in neutral for more than 3 seconds the micro-
processor automatically defaults to the neutral lock
state for safety. In neutral an automatic shift routine
takes effect to prevent damage to the transmission
due to overspeeding.
Leaving Neutral
A feature of the Powershift lever is the neutral lock
state, which does not allow forward or reverse direc-
tion drive to be selected. This feature prevents the
machine accidentally moving should the lever be
knocked into forward or reverse. To leave the neutral
lock state, you select drive direction followed by an
upshift by rotating the shift lever.
Selecting Forward
To select forward travel push the lever away from
you and the LED will illuminate green.
NOTE: when forward is selected you will not be giv-

en any indication of gear selected, only the maxi-
mum selected gear the transmission will shift to. The
microprocessor is programmed to be an automatic
speed based shift system
In addition whether forward actually engages at that
time, depends on the status of the machine, for ex-
ample if on the move, road speed and direction will
be considered before any shift changes take place.
Selecting Reverse
To select reverse travel pull the lever towards you
and the reverse LED will illuminate orange.
NOTE: when reverse is selected you will not be giv-

en any indication of gear selected, only the maxi-
mum selected gear the transmission will shift too.
The microprocessor is programmed to be an auto-
matic speed based shift system.
In addition whether reverse actually engages at that
time, depends on the status of the machine, that is if
on the move road speed and direction will be consid-
ered by the microprocessor.
Upshifting
Upshifting to a desired gear from neutral is achieved
by twisting the handgrip counter clockwise (+) in sin-
gle movements. If held in this position the processor
will advance the shift selection from 2 through to 4 in
1.8 sec intervals.
NOTE: an upshift request after a downshift is de-

layed for 2 seconds. Should an error occur with the
speed sensor the microprocessor will not allow up-
shifts above 2nd gear and will be indicated by the “T”
LED flashing and the “N” LED flashing slower.
NOTE: if climbing up a steep incline select 2nd and

proceed, if speed and power allow upshift into 3rd
and 4th.
Downshifting
WARNING
If descending down a steep incline select 2nd and
proceed, upshifting only when safe to do so. You can
not downshift to reduce speed if the machine speed
is above 15 km/h.
Downshifting to the desired gear is achieved by

twisting the handgrip clockwise (-) in single move-
ments. If held in this position the processor will de-
crease the shift from 4, if the shift lever was in this
gear, through to 1 in 1.5 sec intervals.
NOTE: if the gear requested and the shift attainable

are not the same because of torque converter tur-
bine rpm being too high, the gear position LED (e.g.
LED 4) will flash and the shift lever position will illu-
minate, not flashing, (e.g. LED 2), until the requested
gear is reached. When a gear position LED is flash-
ing this indicates that the machine has to reduce
speed to reach the requested gear.
Direction Changes
Changing driving direction is achieved simply by
shuttling the Powershift lever between forward and
reverse and vice versa which is allowed at any time.
The system response however depends on machine
speed and currently engaged gear. When driving in
1st or 2nd gear direction changes are unrestricted
and are granted immediately.
F1 - R1 F2 - R2
R1 - F1 R2 - F2
When driving forward in 3rd or 4th gear two respons-

es are possible depending on machine speed.
RESPONSE 1: If the machine speed in forward is

above 15 km/h (9 mph) and reverse is selected
downshift engages but momentum forward remains,
until the speed lowers sufficiently to allow downshift
to take place when reverse is achieved in 2nd gear.
RESPONSE 2: If the machine speed in forward is

less than 15 km/h (9 mph) reverse takes place imme-
diately into 2nd gear.
Should a speed sensor fault be detected while in F3

or F4 a downshift sequence to 2nd gear will take
place and is indicated by the LED “T” flashing fast
and the LED “N” flashing slowly.
NOTE: if the transmission is in forward 1st gear due

to kick down the direction change will result in selec-
tion of reverse 2nd gear for efficient pull away. Refer
to Kick down for more information.
Transmission Powershift
In the previous paragraphs shift changes have been
shown as precise movements and twist actions of
the Powershift lever. However the transmission can
change gear automatically in forward or reverse as
described in the following paragraph:
Select forward and 4th gear on the Powershift lever
and with the handbrake released apply pressure to
the foot accelerator. As the engine revs and machine
speed increase the transmission will start from 2nd
gear and change up through 3rd and 4th gears up to
maximum road speed.
When you require to slow down or stop release the
foot accelerator and apply the foot brake, the trans-
mission will automatically downshift through 4th, 3rd
and 2nd gear as the machine speed decreases.
Once stopped apply the handbrake and neutral will
be selected by the microprocessor.
To select drive again, simply twist the handgrip to se-
lect 4th and with the handbrake released apply pres-
sure to the foot accelerator.
Kick Down
The kick down facility (2nd to 1st gear only) on this
transmission increases torque instantly to the driving
wheels and hence pushing power. For example
when the loader is pushing into a pile and more
torque is required at the wheels.
This is achieved by the instant gear change from 2nd
to 1st by the use of the button (1) without the need to
use the twist grip on the Powershift lever.
NOTE: the kick down facility is only available when

the transmission is in 2nd gear and the kick down
button (1) is depressed. If kick down can not be
achieved (machine speed too high) the LED 1 will be
illuminated and LED 2 will be flashing.
Transmission Disconnect
The disconnect feature is useful when loading, for
example; when pushing the loader into a pile and you
have sufficient dirt in the bucket press the disconnect
switch which disengages the transmission and al-
lows the full power of the engine to be directed to the
hydraulic oil pump.
Disconnect is available in 1st and 2nd gear.
NOTE: transmission disconnect is selectable, when

the machine speed is less than 5 km/h and by de-
pressing the button on the loader lever and remains
active until the pedals or switch are released.
Speed Ranges
The microprocessor controlling the Powershift trans-
mission is pre-programmed to control the speed at
which the gear changes take place.
This effectively protects the transmission from ex-
cess forces, should gear changes be selected at
higher speeds than is desirable.
Shown in the chart opposite with an 18.4 X 26 R4
tyre fitted is the approximate (within 10%) maximum
speed available and at which speed an automatic
shift takes place in each gear.
(...) = Automatic upshift speed
[...] = Automatic downshift speed
As can be seen when downshifting from 4th gear at
maximum speed 39.5 km/h the microprocessor will
not allow the downshift to take place until the speed
has lowered to approximately 19.9 km/h.
Refer to the chart for complete upshift and downshift
speed change details.
NOTE: in some countries the road speed of 40 km/h

is not allowed. In these circumstances the transmis-
sion is governed to a maximum of 30 km/h and the
shift speed range reduces accordingly.
2.3 LUBRICATION
Oil capacity................................................ 14 litres

Suggested oil .......... Ambra Hydrodex 3 NH 530 B
Daily
Check oil level daily with engine running at idle (600
rpm) and oil at 82 - 93 °C.
Maintain oil level at full mark.
Normal drain period

Normal drain period and oil filter change are for av-
erage environment and duty cycle condition.
Severe or sustained high operating temperature or
very dusty atmospheric conditions will cause accel- î ï
erated deterioration and contamination.
Úîééïé
For extreme conditions judgement must be used to
determine the required change intervals. 1. Drain plug
Every 1000 hours change oil filter. 2. Oil level plug
Every 1000 hours drain and refill system as follows:
drain with oil at 65 - 93°C.
- Drain transmission.
- Oil filter, remove and discard, install new filter.
- Refill transmission (14 litres).
- Run engine at idle (600 rpm) to prime converter
and lines.
- When oil temperature is at 82 - 93 °C adjust oil level
to full mark.
NOTE: it is recommended that oil filter be changed

after 100 hours of operation on new, rebuilt or re-
paired unit.
2.4 PRESSURE SPECIFICATIONS AND CHECK POINTS
Normal operating temperature 70 - 120 °C Filter by-pass valve set at 4.1 - 5 bar (*).
measured at temperature check port to cooler.
Lube pressure (*) 0.3 - 0.5 bar at 47 l/min pump flow
Maximum allowed transmission temperature 120 (±1800 rpm).
°C.
Internal leakage (*) 1.5 - 3.0 l/min for each clutch.
Transmission regulator pressure (*) - (neutral 2nd Maximum total leakage 6.8 l/min (1.8 GPM) (clutch
speed). leakage + range + converter leak + valve leak) with-
at 600 rpm: 16.5 bar. out disconnect clutch.
at 2200 rpm: 19.6 - 23.1 bar.
Safety valve: cracking pressure (*) 9,5 - 10,5 bar
Pump flow (*)
at 2200 rpm in neutral 2nd speed: 64.9 l/min To cooler (converter out) pressure (*) 2 bar mini-
minimum. mum at 2000 rpm and maximum 5 bar at no load
at 2200 rpm in reverse 1st, 2nd, forward 1st, 2nd governed speed.
maximum 3 l/min less than in neutral 2nd.
at 2200 rpm in forward 3rd and 4th: maximum Converter by-pass valve set at 5 - 7 bar (*).
5l/min less than in neutral 2nd.
(*) All pressures and flows to be measured with oil
Clutch pressures (*) at 2200 rpm: temperature of 82 - 93 °C.
18.1 - 21.5 bar clutch activated.
0 - 0.2 bar clutch released.
Úîééïè
A. Front view 6. Pressure check port reverse clutch (reverse 1st

B. Rear view and reverse 2nd) 18.1-21.5 bar
7.
1. Dipstick hole M27 x 2.5
2. Pressure check port forward hi clutch (forward 8. From cooler
3rd and forward 4th) 18.1-21.5 bar
3. Pressure check port from cooler (lube pressure)
4. Pressure check port forward port forward low
clutch (forward 1st and forward 2nd)
5. To cooler 18.1-21.5 bar
Úîééïç
C. Left side view 11. To cooler

D. Top view 12. Pressure check port 4WD 18.9-27.5 bar
13. Pressure check port regulator pressure 19.6-
9. Pressure check port converter in 5-11 bar 23.7 bar
10. Pressure check port 2nd clutch (forward 2nd - 14. Filter plug M22 x 1.5
forward 4th - reverse 2nd) 18.1-21.5 bar
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E. Bottom view 16. Pressure check port converter out to cooler

F. Right side view 1.0625-12 UN2B SAE
17. Pressure before filter
15. Temperature check port converter out to cooler
M10 x 1
2.5 TRANSMISSION COOLER
Úîééîï
1. To cooler from converter

2. Transmission cooler
3. From cooler to transmission lube distributor
COOLER LINES SPECIFICATIONS

Suitable for operation from ambient to 120 °C con-
tinuous operating temperature.
Must withstand a 20 bar continuous pressure and a
40 bar variable pressure.
Confirm SAE J1019 and SAE J517, 100RI
2.6 TRANSMISSION HYDRAULIC DIAGRAM
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Pressure check port
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Temperature check port
1. Operator compartment 18. Accumulator

2. Pressure gauge 19. Pressure booster 0 - 5.5 to 0 - 20 bar
3. Temperature gauge 20. Electronic controlled modulation valve 5.5 to 0
4. Torque converter bar
5. Torque converter (pressure difference 4 bar) by- 21. Modulated pressure 0 to 20 bar
pass valve 22. Clutch pressure 20 bar
6. Cooler 23. Solenoid N/forward
7. Lubrication 24. Solenoid N/reverse
8. Safety valve 10 bar cracking pressure 25. Solenoid high/low
9. Solenoid pressure 5 bar 26. Solenoid 2nd/1st
10. Pressure regulator valve 20 bar 27. Solenoid range modulation
11. By-pass valve pressure difference 4.3 bar 28. Solenoid disconnect
12. Filter 29. Reverse clutch
13. Pump 30. Forward low clutch
14. Air breather 31. Forward high clutch
15. Filter 32. 2nd clutch
16. Oil sump 33. 1st clutch
17. Pressure reducer to 5.5 bar 34. Disconnect clutch
2.7 OPERATION
The transmission and hydraulic torque converter of the power train enacts an important role in transmitting en-
gine power to the driving wheels. In order to properly maintain and service these units it is important to first
understand their function and how they operate.
The transmission and torque converter function together and operate through a common hydraulic system.
With the engine running, the transmission charging pump draws oil through the oil suction filter and directs it
through the oil filter and pressure regulating valve.
Across the oil filter is a filter by-pass valve which will open if the pressure difference becomes higher than 4.3
bar.
The pressure regulating valve maintains pressure for the control valve and clutches at 20 bar.
Excess oil volume is bled off into the converter circuit. A safety valve is fitted between the pressure regulator
and converter.
The valve will open if pressure in this line becomes higher than 10 bar.
After entering the converter the oil is directed through the converter blade cavity and exits in the passage be-
tween the turbine shaft and pump drive shaft and flows to the cooler.
After leaving the cooler the oil is directed to a fitting on the transmission.
Then through a series of tubes and passages lubricates and cools the transmission bearings and clutches.
The oil then gravity drains back to the transmission sump.
Across the converter and oil cooler is a converter by-pass valve which will open if the pressure difference is
higher than 4 bar (during start up from cold or at high rpm).
Basically the transmission is composed of five main assemblies:
Úîééîí
The converter and pump drive section

The input or directional clutches
The range clutches
The output section
Transmission control
THE CONVERTER AND PUMP DRIVE SECTION

Engine power is transmitted from the engine fly-
wheel to the impeller through the impeller cover.
This element is the pump portion of the torque con-
verter and is the primary component which starts the
oil flowing to the other components which results in
torque multiplication. This element can be compared
to a centrifugal pump in that it picks up fluid at its
centre discharges at its outer diameter.
The torque converter turbine is mounted and dis-
charge opposite the impeller and is connected to the
turbine shaft or directional clutch shaft.
This element receives fluid at its outer diameter and
discharges at its centre.
The stator of the torque converter is located be-
tween and at the centre of the inner diameters of the
impeller and turbine elements. Its function is to take
the fluid which is exhausting from the inner portion of
the turbine and change its direction to allow correct
entry for recirculation into the impeller element.
This recirculation causes the converter to multiply Úîééîì
torque. The converter and pump drive section

The converter will multiply engine torque to its de-
signed maximum multiplication ratio when the tur-
bine shaft is at zero rpm (stall).
Therefore we can say that as the turbine shaft is de-
creasing in speed, the torque multiplication is in-
creasing.
In the impeller cover a splined shaft is fitted which
runs inside and through the turbine shaft to drive a
hydraulic pump which is fitted at the back of the
transmission.
Since the shaft is connected to the centre of the im-
peller cover, the pump speed will be the same as en-
gine speed.
The rear side of the impeller cover has a tanged drive
which drives the transmission charging pump locat-
ed in the converter housing. The transmission charg-
ing pump speed is also the same as the engine
speed.
THE INPUT OR DIRECTIONAL CLUTCHES

The turbine shaft driven from the turbine transmits
power to the forward or reverse clutches.
These clutches consists of a drum with splines and
a bore to receive a hydraulic actuated piston.
The piston is oil tight by the use of sealing rings.
A steel disc with external splines is inserted into the
drum and rests against the piston.
Next, a friction disc with splines at the inner diameter
is inserted.
Discs are alternated until the required total is
achieved.
A back up plate is then inserted and secured with a
snap ring.
A hub with outer diameter splines is inserted into the
splines of discs with teeth on the inner diameter.
The discs and hub are free to increase in speed or
rotate in the opposite direction as long as no pres-
sure is present in that specific clutch.
To engage the clutch, the control valve which is fitted
on the side of the transmission will direct oil under Úîééîë
pressure through tubes and passages to the select- The input or directional clutches
ed clutch shafts.
Oil seals are located on the clutch shafts.
These rings direct the oil through a drilled passage
in the shaft to the desired clutch.
Pressure of the oil forces the piston and discs
against the back up plate.
The discs with splines on the outer diameter clamp-
ing against discs with teeth on the inner diameter en-
ables the drum and hub to be locked together and
allows them to drive as one unit.
When the clutch is released, a return spring will push
the piston back and oil will drain back via the control
valve into the transmission sump.
The T16000 transmission has one reverse clutch
and two forward clutches (forward low and forward
high).
This in combination with the two range clutches re-
sult in the transmission having 4 forward speeds and
2 reverse speeds.
The engagement of the directional clutches is modu-
lated; which means that clutch pressure is built up
gradually.
This will enable the unit to make forward, reverse
shifts while the vehicle is still moving and will allow
smooth engagement of drive.
The modulation is controlled electronically in the
control valve.
THE RANGE CLUTCHES

Once a directional clutch is engaged power is trans-
mitted to the range clutches (1st or 2nd).
Operation and actuation of the range clutches is
similar as the directional clutches.
The engagement of the range clutches is also mod-
ulated to enable a smooth engagement.
The modulation for these clutches is achieved by
means of a restrictor valve fitted in the control valve
which is controlled electronically and which limits oil
flow to the clutch during shifts.
In the clutch itself the plate before the end plates is
dished to build up the clamping force of the clutch
gradually.
Úîééîê
The range clutches
THE OUTPUT SECTION

With a range clutch engaged power is finally trans-
mitted to the output shafts.
The transmission can have an upper output or lower
output at the rear side of the unit, and a lower output
at the front side. Output rotation of the rear upper
output is opposite the engine rotation when the for-
ward clutch is engaged, while output rotation of the
lower rear output and the front output is the same as
the engine rotation with the forward clutch engaged.
Ratio between upper and lower output is 0.951:1.
The lower front output has an axle disconnect clutch
to enable 4 wheel drive.
The clutch is similar as the other clutches except that
it has no modulation.
The disconnect is controlled electronically. Without
an electrical signal the clutch is always engaged.
Úîééîé
The output section

THE TRANSMISSION CONTROLS

The transmission is controlled by an electronic gear
selector (EGS). This unit has a microprocessor
which receives certain inputs (gear selector position,
speed sensor...) which are processed and will give
output signals to the control valve.
The control valve has 6 solenoid, 6 shift spools, a
pressure reducer, an electronic controlled modula-
tion valve, an accumulator, a pressure booster and
a speed sensor.
Operation of the valve is as follows:
Regulated pressure 20 bar is directed to the shift
spools, pressure booster and pressure reducer.
In the pressure reducer, regulated pressure is re-
duced to 5,5 bar. This reduced pressure is used as
supply for the solenoid and electronic controlled
modulation valve.
When activated, the electronic controlled modulation
valve will give an output pressure curve from 0 to 5
bar.
This pressure curve is multiplied in the booster so Úîééîè
that a curve from 0 to 20 bar is available for the di- The transmission controls
rectional clutches.
Between the electronic modulation valve and the
booster is an accumulator to damper any hydraulic
vibration.
When forward is selected the electronic modulation
valve and the forward solenoid are activated.
The pilot pressure of the forward solenoid will move
the shift spool so that a forward clutch can be fed
with modulated pressure.
If the high/low solenoid is not activated the forward
high clutch is engaged, if it is activated the forward
low clutch is engaged.
When reverse is selected the electronic modulation
valve and the reverse solenoid are activated, the pi-
lot pressure of the reverse solenoid will move the
shift spool so that the reverse clutch can be fed with
modulated pressure.
The shift spools from forward and reverse are locat-
ed against each other with a return spring in be-
tween; this is to make sure that only one direction
can be selected.
Range is selected as follows:
if the range solenoid (2nd/1st) is not activated, regu-
lated pressure is fed through the modulation shift
spool and through the 2nd/1st shift spool to the 2nd
clutch.
If the range solenoid (2nd/1st) is activated, the pilot
pressure will move the shift spool so that 1st clutch
is fed.
The range clutches also have modulation which op-
erates as follows:
When the range is changed, oil will flow through the
modulation shift spool to the chosen range clutch
momentary until the friction discs are closed against
the dished plate. At that moment the range modula-
tion solenoid is activated.
The pilot pressure will move the modulation shift

spool so that oil supply is fed through a restrictor
which is in by-pass of the valve.
The controlled volume of oil is used to push in the
dished outer plate gradually until the clutch is fully
closed.
This will give a smooth build up of torque. At that mo-
ment the range modulation solenoid is released, so
that the modulation shift spool return to its rest posi-
tion and allowing full oil flow to the clutch.
The control valve also controls the front lower output
disconnect clutch. If the solenoid is not activated full
oil pressure is fed through the disconnect shift spool
to the disconnect clutch.
If the solenoid is activated, pilot pressure will move
the disconnect shift spool to block oil supply to the
disconnect clutch to release it.
The control valve also has a speed sensor. This sen-
sor will pick up upper output gear speed.
This information is used in the electronic gear selec-
tor to determine shift logic.
Since the sensor picks up upper output gear speed,
the signal will be in direct relation of the turbine
speed if any directional clutch is engaged.
Transmission gear Activated solenoids Activated clutches

Forward 4 Forward Forward high, 2nd
Forward 3 Forward, 2nd/1st Forward high, 1st
Forward 2 Forward, Forward high/low Forward low, 2nd
Forward 1 Forward, Forward high/low, 2nd/1st Forward low, 1st
Reverse 1 Reverse, 2nd/1st Reverse, 1st

Reverse 2 Reverse Reverse, 2nd
Disconnect off Disconnect ---------------

Disconnect on --------------- Disconnect
2.8 POWER FLOWS
Úîééîç Úîééíð
1st speed forward 2nd speed forward
Úîééíï Úîéïíî
3rd speed forward 4th speed forward

Úîééíí Úîééíì
1st speed reverse 2nd speed reverse

OPERATING VALVES AND SOLENOIDS
Úîççèê
1. Transmission sump 14. 1st gear clutch

2. Transmission breather 15. Accumulator
3. Suction strainer 16. Electronic modulation valve 0-5.5 bar
4. Gerotor oil pump 17. Pressure reducing valve 5.5 bar
5. Pressure oil filter 18. 2nd / 1st shift spool
6. Filter by-pass valve 4.3 bar 19. Range modulation spool
7. System pressure regulating valve 20 bar 20. Range modulation restriction
Oil to converter circuit 21. Four wheel drive shift spool
8. Neutral reverse shift spool 22. Four wheel drive solenoid
9. Pressure booster 0-20 bar 23. Range modulation solenoid
10. Neutral forward solenoid 24. 2nd / 1st Solenoid
11. High / low shift spool
12. High / low solenoid
13. Neutral reverse solenoid
TORQUE CONVERTER AND COOLER CIRCUIT
Úîççèé
Suction oil High Pressure Oil

Return to Tank Torque Converter and Lubrication Oil
1. Transmission sump
2. Transmission breather
3. Suction strainer
4. Gerotor oil pump
5. Pressure oil filter
6. Filter by-pass valve 4.3 bar
7. System pressure test port 20 bar
8. Oil flow to control valve
9. System pressure regulating valve 20 bar
10. Converter circuit safety valve 10 bar
11. Converter system pressure test port 5 bar
12. Torque converter
13. Converter oil temperature port
14. Oil cooler pressure test port
15. Converter pressure by-pass valve 4 bar
16. Oil cooler
17. Oil temperature port after cooler
18. Lubrication pressure port.
19. Lubrication galleries.
SERVO PILOT PRESSURE CIRCUIT
Úîççèè
Suction Oil Return to Tank

High Pressure Oil Pilot Pressure
Torque Converter and Lubrication Oil Modulated Pilot Oil
1. Transmission sump 12. 2nd / 1st Solenoid
2. Transmission breather 13. Range modulation solenoid
3. Suction strainer 14. Four wheel drive solenoid
4. Gerotor oil pump 15. High / Low solenoid
5. Pressure oil filter 16. Neutral reverse solenoid
6. Filter by-pass valve 4.3 bar 17. Neutral forward solenoid
7. System pressure test port 20 bar 18. Electronic modulation valve 0-5.5 bar
8. System pressure regulating valve 20 bar 19. Accumulator
9. Oil flow to converter 20. Pressure booster 0-20 bar
10. Oil flow to shift spools 21. Modulated pressure to shift spools 0-20 bar
11. Pressure reducing valve 5.5 bar
SERVO CONTROL FORWARD SECOND GEAR FOUR WHEEL DRIVE ENGAGED

System pressure is reduced to 5.5 bar by the pressure reducer this oil then supplies the 6 solenoids and elec-
tronic modulation valve.
When the powershift lever is moved forward and twisted anti clockwise an electrical signal is sent to:
The high low solenoid which energizes allowing pilot oil to flow to the shift spool.
The neutral forward solenoid which energizes allowing pilot oil to flow to the shift spool.
The powershift lever will then reduce the current to the modulation valve which gives an output pressure curve
from 0 to 5.5 bar to the pressure booster valve.
The modulation pressure curve is multiplied by 4 in the pressure booster so that a curve of 0-20 bar is avail-
able for the directional clutches.
Between the modulation valve and the booster is accumulator to dampen any hydraulic vibration.
Úîççèç

1. Transmission sump 15. High / Low solenoid
2. Transmission breather 16. Neutral reverse solenoid
3. Suction strainer 17. Neutral forward solenoid
4. Gerotor oil pump 18. Electronic modulation valve 0-5.5 bar
5. Pressure oil filter 20 bar 19. Accumulator
6. Filter by-pass valve 4.3 bar 20. Pressure booster 0-20 bar
7. System pressure test port 20 bar 21. Modulated pressure to shift spools
9. Oil flow to converter
10. Oil flow to shift spools 0-20 bar
12. 2nd / 1st Solenoid
13. Range modulation solenoid
14. Four wheel drive solenoid
SERVO CONTROL FORWARD THIRD GEAR FOUR WHEEL DRIVE ENGAGED

When the powershift lever is moved forward and twisted anti clockwise an electrical signal is sent to:
The range modulation solenoid sending pilot pressure to the spool.
The 1st 2nd solenoid sending pilot pressure to the spool.
Once the 3rd gear has been engaged the range modulation solenoid will be de-energized.
The high/low solenoid prevents pilot oil to flow to the shift spool.
The neutral forward solenoid allowing pilot oil to flow to the shift spool.
The powershift electronics will then reduce the current to the modulation valve which gives an output pressure
curve from 0-5.5 bar to the pressure booster valve.
able for the directional clutch.
The four wheel drive solenoid supplies pilot oil to the shift spool.
Úîçççð

8. 19. Accumulator
SERVO CONTROL REVERSE FIRST GEAR FOUR WHEEL DRIVE ENGAGED

When the powershift lever is moved rearward and twisted clock wise a electrical signal is sent to:
The range modulation solenoid sending pilot pressure to the spool.
The 1st 2nd solenoid sending pilot pressure to the spool.
Once the 1st gear has been engaged the range modulation solenoid will be de-energized.
The low/high solenoid sends pilot oil to the shift spool.
The neutral reverse solenoid allowing pilot oil to flow to the shift spool.
The powershift lever microprocessor will then reduce the current to the modulation valve which gives an out-
put pressure curve from 0-5.5 bar to the pressure booster valve.
able for the directional clutches.
Úîçççï

8. 19. Accumulator
CONTROL VALVE OPERATION FORWARD, SECOND GEAR WITH FOUR WHEEL DRIVE ENGAGED
Pressure oil from the system regulating valve flows to the pressure reducing valve.
The pressure lowers to 5.5 bar. This oil flows to the 6 solenoids.
Oil also supplies the modulation valve.
When the powershift lever is moved forward and twisted anti clock wise a electrical signal is sent to:
Oil flows from the system pressure regulating valve at 20 bar through the four wheel drive spool to engage
the 4WD clutch.
System pressure also flows through the range modulation valve, then through the 1st 2nd spool to engage
the 2nd gear clutch.
The high low solenoid which energizes allowing pilot oil to flow to the shift spool. This will allow oil to flow to
the low clutch.
The neutral forward solenoid which energizes allows pilot pressure to flow to the shift spool this will allow oil
to flow on to the forward low shift spool.
The modulation valve has a reducing current from the microprocessor, pilot pressure gradually increases act-
ing on the boost valve and it multiplies pilot pressure.
The oil from the boost valve is modulated allowing a steady increase of pressure to act on the forward low
clutch pack which gradually takes up drive until clutch pressure reaches 20 bar.
3. Suction strainer
4. Gerotor oil pump
9. Oil to converter circuit
12. 2nd / 1st shift spool
13. 2nd gear clutch
14. 1st gear clutch
16. Range modulation spool
17. Range modulation restriction
19. Four wheel drive shift spool
20. Four wheel drive clutch
23. Forward high clutch
24. Forward low clutch
26. Neutral reverse shift spool
27. Reverse clutch
28. Neutral forward solenoid
29. Neutral forward shift spool
30. Electronic modulation valve 0-5.5 bar
31. Accumulator
32. Pressure booster 0-20 bar
Control valve operation forward, second gear with four wheel drive engaged
Úîçççî

CONTROL VALVE OPERATION FORWARD, THIRD GEAR WITH FOUR WHEEL DRIVE DISENGAGED
Pressure oil from the system regulating valve flows to the pressure reducing valve.
The pressure lowers to 5.5 bar. This oil flows to the 6 solenoids. Oil also supplies the modulation valve.
When the powershift lever is moved forward and twisted anti clock wise and the 4WD is switched off a electrical
signal is sent to:
The 4WD solenoid, sending pilot pressure to the shift spool.
This will move the spool preventing oil flowing to the clutch disengaging 4WD.
The range modulation solenoid allowing pilot oil to the range modulation valve, which restricting oil flow to the
1st 2nd shift spool.
The 1st 2nd solenoid, sending pilot pressure to the 1st 2nd shift spool which directs oil to the 1st clutch.
Once the 1st gear clutch is engaged the range solenoid is de-energized and full flow will go to the 1st gear
clutch.
The neutral forward solenoid which energizes allows pilot pressure to flow to the shift spool this will allow oil
to flow on to the forward high shift spool.
ing on the boost valve and it multiplies pilot pressure by 4.
The oil from the boost valve is modulated allowing a steady increase of pressure to act on the forward high
clutch pack which gradually takes up drive until clutch pressure reaches 20 bar.
3. Suction strainer
4. Gerotor oil pump
7. System pressure test port
13. 2nd gear clutch
14. 1st gear clutch
27. Reverse clutch
31. Accumulator
Control valve operation forward, third gear with four wheel drive disengaged
Úîçççí

CONTROL VALVE OPERATION REVERSE, FIRST GEAR WITH FOUR WHEEL DRIVE ENGAGED
Pressure oil from the system regulating valve flows to the pressure reducing valve. The pressure lowers to 5.5
bar. This oil flows to the 6 solenoids.
Oil also supplies the modulation valve. When the powershift lever is moved rearward, kick-down button is de-
pressed and the 4WD is switched off a electrical signal is sent to:
The range modulation solenoid allowing pilot oil to the range modulation valve, which restricting oil flow to the
1st 2nd shift spool.
The 1st 2nd solenoid, sending pilot pressure to the 1st 2nd shift spool which directs oil to the 1st clutch.
Once the 1st gear clutch is engaged the range solenoid is de-energized and full flow will go to the 1st gear
clutch.
The neutral reverse solenoid which energizes allows pilot pressure to flow to the shift spool. This will allow oil
to flow on to the reverse shift spool.
ing on the boost valve and it multiplies pilot pressure.
The oil from the boost valve is modulated allowing a steady increase of pressure to act on the reverse clutch
pack which gradually takes up drive until clutch pressure reaches 20 bar.
3. Suction strainer
4. Gerotor oil pump
13. 2nd gear clutch
14. 1st gear clutch
27. Reverse clutch
31. Accumulator
Control valve operation reverse, first gear with four wheel drive engaged
Úîçççì
Suction Oil
High Pressure Oil
Torque Converter and Lubrication Oil
Return to Tank
Pilot Pressure
Modulated Pilot Oil
PRESSURE TESTING TORQUE CONVERTER AND COOLER CIRCUIT

All pressure and flow testing should be measured with an oil temperature of 82-93 °C.
For operating speed refer to each test.
Port 1 System pressure.

Engine set to 750 revs/min minimum pressure 15 bar.
Engine set to 2200 revs/min 19.6-23.1 bar.
Port 2 Torque converter in.

Engine set to 2200 revs/min oil pressure range 5-11 bar.
Port 3 Torque converter out.

Engine speed 2000 revs/min minimum pressure 2 bar.
Engine speed 2200 revs/min maximum pressure 5 bar.
Port 4 Oil temperature converter out.

Normal operating temperature 80-90 °C.
Maximum temperature 120 °C.
Port 5 Oil temperature cooler out.

T.B.A
Port 6 Lubrication pressure.

Engine speed 2000 revs/min pressure range 0.8-2.0 bar.
HYDRAULIC OIL FLOWS

Oil flows to the pressure regulating valve, maintaining system pressure to the control valve and clutches at 20
bar.
Excess oil flow is bleed off to the converter circuit which is protected by a 10 bar safety valve.
Oil enters the converter through the converter blade cavity and exits in the passage between the turbine shaft
and pump drive.
Oil then flow to the external cooler.
Across the converter and oil cooler circuit a by-pass valve is fitted if the pressure difference is more than 4 bar
the valve will open. Directing excess oil to the lubrication circuit.
This protects the system during start up from cold oil or at high revs/min.
After leaving the cooler the oil is directed via a single fitting on the rear of the transmission to a series of tubes
and passages, to lubricate and cool the transmission bearings and clutches.
Oil is drawn up from the sump, via an internal strainer, through the inlet port of the hydraulic pump.
Oil is pumped out to the pressure filter.
Across the oil filter is a filter by-pass valve which will open if the pressure difference becomes higher than 4.3
bar.
Oil then drains back by gravity to the transmission sump.
2.9 GEAR AND CLUTCH LAY OUT
Úîééíë
Forward low
Forward high
Reverse and 1st
2nd
Disconnect
Input shaft
2.10 TRANSMISSION REMOVAL AND INSTALLATION
REMOVAL
WARNING
Before performing any service or maintenance on the machine ensure the wheels are chocked / blocked to
prevent the machine from moving.
1. Lower the loader to the ground or raise and secure (dependent upon lifting apparatus) and release any
pressure in the system as required. Apply the handbrake and chock the wheels.
2. Switch off engine.
3. Isolate battery.
4. Remove all engine panels.
5. Remove front cast cowling.
6. Drain engine coolant and remove hoses.
IMPORTANT: air conditioning where fitted - Do not disconnect the air conditioning hoses from the compressor
or condenser unless a refrigerant reclaim system is to be used. Engine / Transmission removal from the ma-
chine does not require the system to be discharged.
Remove the condenser from the front radiator and place the condenser to one side of the chassis.
Disconnect the air conditioning compressor attaching hardware and place the compressor to one side of the
chassis.
Disconnect the expansion bottle connections from the radiator.
7. Remove all attaching bolts from radiator.
8. Disconnect transmission cooler pipes.
9. Remove radiator, taking care not to damage the fan or hydraulic oil cooler.
10. Remove air cleaner assembly.
11. Disconnect all electrical connections.
12. Disconnect hydraulic pipe clamps.
13. Disconnect the fuel tank feed and return pipes.
14. Disconnect the foot throttle cable at the fuel injection pump.
15. Remove the cab mat.
16. Remove the cab floor access panel.
17. Disconnect the 12 pin connector from the trans-

mission valve chest mounted to the left hand
side of the of the transmission.
18. Disconnect the transmission to lock out valve
pipe.
19. Disconnect lock out return pipe and plug the hole
(oil will leak out of transmission).
Úîééíê
20. Remove front drive shaft (where fitted) and re-

move rear drive shaft.
21. Disconnect the hand brake cable.
22. Disconnect and pull back hydraulic pump (leav-
ing all pipes attached). Check that the oil pump
drive shaft does not slide out with the pump.
23. Check return from steering motor is on the out-
side of transmission oil level tube.
Úîééíé
24. With the engine supported and using a “hoist”

capable (1) of supporting a total weight of 800 kg ï
loosen and remove the engine and transmission
mounting bolts.
IMPORTANT: if the hydraulic oil pump is removed

from the transmission / engine assembly the bal-
ance of the assembly when hoisted will be front end
heavy.
25. Using lifting tool 380000676 very carefully raise

and guide the engine/transmission assembly
from the vehicle. Úîééíè
SEPARATING ENGINE FROM TRANSMISSION

1. Place the engine/transmission assembly on a
suitable splitting stand.
2. Remove the starter motor assembly.
Úîééíç
3. Unscrew and remove the torque converter at-

taching bolts accessed through the starter motor ï
aperture (1).
4. Remove the engine timing tab (2).
5. Unscrew and remove the bell housing bolts.
6. Gently slide the transmission with the torque
converter from the engine.
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Úîééìð
INSTALLATION
Place a stud in one tang of the flexi plate and as the
transmission is assembled up to the engine guide
the stud through a bolt hole of the flywheel, remove
the stud and refit a bolt.
Refit the attaching bolts which couple the transmis-
sion to engine.
Turn the engine crankshaft using a torque bar to ex-
pose in turn each attaching bolt hole of the flywheel
through the flexi plate and refit all of the bolts.
Hoist the engine / transmission assembly back into
the vehicle and centralize in the machine using a
measure between the chassis and centre line of the
crankshaft pulley. This ensures the engine is cen-
trally positioned before torque up of the engine /
transmission to chassis bolts.
Reconnect all ancillary equipment as previously de-
scribed.
Ensure all attaching hardware is tightened to the
correct torque value as detailed in the specifications.
Ensure after installation that all fluid levels are cor-
rect prior to start up.
Start and run the engine until correct operating tem-
perature is achieved to purge air from cooling sys-
tem.
Stop engine, check for leaks, rectify as required and
recheck fluid levels.
TRANSMISSION TO ENGINE INSTALLATION PROCEDURE

Remove all burrs from flywheel (1) mounting face
and nose pilot bore (3). Clean drive plate surface
ï
with solvent.
ß
Check engine flywheel (4) and housing (1).
Measure and record engine crankshaft end play.
Install two 63.500 mm long transmission to flywheel
housing guide studs in the engine flywheel housing
as shown. Rotate the engine flywheel to align a drive
plate mounting screw hole with the flywheel housing í
access hole (3).
Install a 101.60 mm long drive plate locating stud ì

fine thread in a drive plate nut. Align the locating stud
in the drive plate with the flywheel drive plate (5)
mounting screw hole.
(Does not apply to units having 3 intermediate drive
plates).
Rotate the transmission torque converter to align the

locating stud in the drive plate with the flywheel drive
plate mounting screw hole (3). Locate transmission
on flywheel housing (1).
Aligning drive plate to flywheel and transmission to î

flywheel housing guide studs, install transmission to
flywheel housing screws. Tighten screws to speci-
fied torque. Remove transmission to engine guide ë
studs. Install remaining screws and tighten to speci- Úîééìî
fied torque.
Remove drive plate locating stud.
Install drive plate attaching screw and washer. ê

Snug screw but do not tighten. Some engine fly-
wheel housings have a hole located on the flywheel
housing circumference in line with the drive plate
screw access hole. A screwdriver or pry bar used to
hold the drive plate against the flywheel will facilitate
installation of the drive plate screws. Rotate the en- é
gine flywheel and install the remaining seven fly-
wheel to drive plate attaching screws. Snug screws
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but do not tighten.
After all eight screws are installed torque one torque
35 - 39 Nm. This will require tightening each screw
and rotating the engine flywheel until the full amount
of eight screws have been tightened to specified
torque. Úîééìí
Measure engine crankshaft end play after transmis-

sion has been completely installed on engine fly-
wheel.
This value must be within 0.025 mm of the end.
6. Special stud, washer and self locknut furnished
by engine manufacturer
7. Impeller cover
8. Intermediate drive plate
2.11 TRANSMISSION COMPONENTS
CONVERTER HOUSING AND TRANSMISSION
ITEM DESCRIPTION QUANTITY

1 Plug 11
2 O-ring 11
3 O-ring 3
4 Plug 3
5 Ball 1

6 Spring 1
7 Plug 1
8 O-ring 1
9 Spring safety valve 1
10 Ball 1
11 O-ring 1
12 Plug 1
13 O-ring converter housing to transmission case 2
14 O-ring converter housing to transmission case 2
15 Gasket converter housing to transmission case 1
16 Housing converter 1
17 Lock washer - converter housing to transmission case screw 14
18 Screw - converter housing to transmission case 14
19 O-ring filter adaptor 1
20 O-ring filter adaptor 1
21 Filter - adaptor 1
22 Lock washer - filter adaptor screw 3
23 Screw - filter adaptor 3
24 Assembly - filter 1
25 Oil seal - output shaft front 1
30 Clip - suction tube 1
31 Lock washer - suction tube screw 1
32 Screw - suction tube 1
33 O-ring suction tube 1
34 Retainer - suction tube 1
35 Assembly - tube and filter 1
36 Baffle - oil 1
37 Lock washer - oil baffle mounting screw 3
38 Screw - oil baffle mounting 3
39 Nut - oil baffle mounting screw 5
40 Lock washer - oil baffle mounting screw 5
41 Baffle - oil 1
42 Screw - oil baffle mounting 5
43 Plate - oil baffle 1
44 Plate - oil baffle 1
45 Pin - transmission case to converter dowel 2

48 Case - transmission 1
49 O-ring 1
50 Plug 1
51 Plug 11
52 O-ring 11
53 Seal upper output 1
56 Plug - magnetic drain 1
57 Snap ring - output shaft rear bearing 1
58 Plug - output shaft bore 1
59 Sealing ring - plug 1
60 Plug 1
61 Plug 1
62 Plug 1
INPUT SHAFT, TORQUE CONVERTER, PUMP DRIVE, INTERNAL CHARGING PUMP AND DRIVE PLATE

1 Screw - drive plate mounting 6
2 Lock washer - drive plate mounting screw 6
3 Ring - drive plate 1

4 Plate - drive 2
5 Assembly - drive plate 1
6 Bushing - converter pilot 1
7 Assembly - torque converter 1
8 Oil seal - charging pump 1
9 Screw - pump mounting 6
10 Seal washer - pump mounting screw 6
11 Assembly - charging pump 1
12 O-ring charging pump 1
13 Ring - piston 1
14 Bearing - input shaft front 1
15 Snap ring 1
16 Snap ring 8
17 Gear - forward low and reverse drive 9
18 Snap ring 1
19 Shaft - input 1
20 Snap ring 1
21 Gear - forward high drive 1
22 Bearing - input shaft rear 1
23 Ring - piston 1
24 Assembly - pump drive shaft and sleeve 1
25 Ring - piston 1
26 Bearing - pump drive shaft 1
27 Snap ring 1
28 Retaining ring 1
29 Gasket - permanent pump adapter cover 1
30 Cover - permanent pump adapter 1
31 Lock washer - permanent pump adapter cover screw 4
32 Screw - permanent pump adapter cover 4
FORWARD LOW AND FORWARD HIGH SHAFT
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Úîééìê

1 Bearing - front FWD low/FWD high shaft 1
2 Gear - forward driven 1
3 Snap ring 1

4 Bearing - clutch gear 1
5 Retaining ring - clutch gear bearing 1
6 Gear forward low clutch 1
7 Ring - clutch gear piston 1
10 Snap ring 1
11 Snap ring 1
12 Washer 1
13 Snap ring - backing plate 1
14 Plate - clutch disc backing 1
15 Disc - outer half 1
16 Disc - outer 8
17 Disc - inner 9
19 Ring - retaining 1
20 Retainer spring 1
21 Spring - piston return 1
22 Plate spring - clutch piston wear 1
23 Assembly - clutch piston and seals 1
24 Seal - clutch piston - outer 1
25 Seal - clutch piston - inner 1
26 Assembly forward low/forward high, shaft drum and plug 1
29 Assembly clutch piston and seals 1
30 Plate spring clutch piston wear 1
31 Spring piston return 1
33 Spacer clutch spring fwd high 1
36 Disc - inner 4
37 Disc - outer 3
40 Spacer - clutch disc backing plate Fwd/high 1
41 Snap ring spacer 1
42 Thrust washer 1
43 Thrust bearing 1

44 Bearing - needle 1
45 Gear - forward high clutch 1
46 Bearing - needle 1
47 Thrust bearing 1
48 Thrust washer 1
49 Bearing - rear Fwd low/Fwd high shaft 1
50 Ring - piston 3
REVERSE / 1ST SHAFT AND GEARS
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Úîééìé

1 Bearing - front reverse: 1st shaft 1
2 Gear - reverse driven 1
3 Snap ring 1
6 Gear forward low clutch 1
7 Ring - clutch gear piston 1
10 Snap ring 1
11 Snap ring 1
12 Washer 1
13 Snap ring - backing plate 1
16 Disc - outer 8
17 Disc - inner 9
26 Assembly reverse / 1st, shaft drum and plug 1
29 Assembly clutch piston and seals 1
30 Plate clutch piston wear 1
31 Assembly - spring disc 1
34 Disc - inner 9
35 Disc - outer 8
37 Modulation spring 1
39 Snap ring - clutch disc backing plate 1
40 Bearing clutch gear 1

42 Gear - 1st clutch 1
45 Snap ring 1
46 Bearing - rear reverse / 1st shaft 1
47 Ring - piston 3
2ND SHAFT
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Úîééìè

1 Ring - piston 2
2 Bearing - front 2nd shaft 1
3 Washer - bearing support 1
5 Retaining - ring clutch gear bearing 1
6 Gear - 2nd clutch 1
11 Modulation spring 1
13 Disc - outer 8
14 Disc - inner 9
16 Ring retaining 1
18 Spring clutch - piston return 1
23 Assembly - 2nd shaft, drum and plug 1
24 Snap ring - gear retainer 1
25 Gear - lower output drive 1
26 Gear - upper output 1
27 Bearing rear - 2nd shaft 1
28 Flange yoke 1410 - upper output 1
29 O-ring - flange 1
30 Washer - flange nut 1
31 Nut - flange 1
OUTPUT SHAFT WITH INTERNAL DISCONNECT
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Úîééìç

1 Nut - flange 1
2 Washer - flange nut 1
3 O-ring - flange 1

4 Output flange front yoke 1410 with brake pads 1
5 Bearing - output shaft front 1
7 Disconnect hub 1
9 Assembly - output shaft front 1
10 Bushing 2
12 Spacer 1
13 Plate clutch disc backing 1
15 Disc - outer 11
16 Disc - inner 12
25 Assembly - output shaft rear, drum and plug 1
27 Gear lower output 1
28 Snap ring gear retainer 1
29 Snap ring - rear bearing 1
30 Bearing - output shaft rear 1
31 Snap ring - rear bearing 1
32 Ring - piston 3
PARKING BRAKE
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Úîééëð

1 Screw - brake mounting 2
2 Assembly - caliper 1
3 Nut - brake mounting screw 2
4 Nut - jam adjustment 1
5 Nut - adjustment 1
6 Washer - hardened 1
7 Washer - stainless steel 1
8 Washer - thrust 1
9 Lever 1
10 Boot 1
11 Cam 1
12 Id seal 1
13 Ball bearing 3
14 Plastic retainer 1
15 Cam 1
16 Torque plate - front 1
17 Pads assembly 2
18 Torque plate - rear 1

19 Sleeve mounting 2
20 Bolt - Adjusting 1
21 Spring 1
ELECTRICAL CONTROL VALVE
ê í
ë Úîééëï

1 Control valve assembly 1
2 Control valve mounting screws 17
3 Control valve protection cover gasket 1
4 Control valve protection cover 1
5 Protection cover screw 20
6 Air breather 1
2.12 DISASSEMBLY AND ASSEMBLY
ASSEMBLY INSTRUCTIONS
Úîééëî
1. Add some grease to O-ring before assembly.

2. Add some grease to piston rings before assembly slots of piston rings are not allowed to pass bores in
housings.
3. Teflon seals must be sized prior to assembly, • Assembly see (6)

add some grease to inner and outer diameter of • Clearance:
clutch drum before assembly. min. clearance = 3.66 mm (for carbon plates)
4. Pump must be filled up with test oil prior to as- max. clearance = 6.78 mm (for carbon plates)
sembly. If clearance is more than 5,66 mm, add one
5. Pump drive shaft must be installed after torque separator plate upon last separator plate.
converter. 9. • Installation force of disc spring is 3280 N.
6. Forward low, reverse, 1st, and 2nd clutch: 9 10. Be sure that shielded and sealed bearings are
separator plates with inner splines. 8 friction mounted as shown.
plates (friction material both sides) with outer 11. Seals must be pressed in perpendicular upon
splines, 2 1-side friction plates (friction material shaft axis from bearing side. Except lower rear
1 side) with outer splines. output.
Start with one 1-side friction plate, metal against 12. Plug to be screwed in and torqued but without
piston, then alternately separator and friction Loctite.
plate. 13. First clutch springs concave side of first disc
End with a 1-side friction plate, metal side spring to be placed against clutch piston wear
against end plate or disc spring. sleeve.
Be sure disc spring is mounted as shown. Remaining 10 springs to be stacked alternately
• Clearance: Forward low and Reverse: reversed as shown.
min. clearance = 2.79 mm (for carbon plates) 14. Shipping strap: only used during shipment of the
max. clearance = 5.21 mm (for carbon plates) individual transmission.
If clearance is more than 4.79 mm, add one
separator plate upon last separator plate. NOTE: check if safety valve and valve block are
• Clearance: First and second: tested before assembly.
min. clearance = 2.54 mm
max. clearance = 5.41 mm 15. Heat gears up to 150 °C before assembling.
If clearance is more than 4.54 mm, add one 16. Parking brake.
separator plate upon last separator plate. 17. Mounting: tighten locking nuts with 0.25 to 1.25
7. • Forward high clutch: 4 separator plates, 3 fric- mm clearance between nuts and sleeves.
tion plates and two 1-side friction plates. Adjustment: loosen the (2) adjustment locking
• Assembly see (6) nuts (1 and 2). Put lever in correct position.
• Clearance: Tighten inner adjustment nut (2) with 11 Nm.
min. clearance = 1.24 mm (for carbon plates) Back off inner adjustment nut (2).
max. clearance = 2.76 mm (for carbon plates) Tighten outer locking nut (1) against inner ad-
8. • Disconnect clutch: 12 separator plates, 11 fric- justment nut (2). Clearance must be from 0.8 to
tion plates and two 1-side friction plates. 1.1 mm.
Úîééëí
DISASSEMBLY TRANSMISSION
Remove oil filter.
Remove filter adapter screws.
Remove filter adapter with O-ring.
Remove drive plate screws.

Remove drive plates.
Remove torque converter as an assembly.
Remove charging pump screws.
Use a bearing puller to remove charging pump.

Remove charging pump as an assembly, remove O-

ring.
Remove parking brake mounting screws.
Remove parking brake as an assembly.
Remove upper output nut, washer, O-ring and

flange.
Remove air breather.
Remove control valve protection cover mounting

screws.
Remove wiring connector mounting nut.
Remove control valve protection cover and gasket.

Remove control valve mounting screws.
Remove control valve as an assembly: remove by-

pass valve spool and spring in the meantime.
Remove auxiliary pump hole cover screws.
Remove auxiliary pump hole cover and gasket.

Remove pump drive shaft rear bearing locating ring.
Remove pump drive shaft and bearing as an

assembly.
Remove upper output nut, washer, O-ring and

flange.
Remove converter housing to transmission case

screws and lock washers.
Remove transmission case plug.
Transmission case plug and gasket removed.
Spread ears on output shaft rear bearing retaining

ring. Holding snap ring open, tap on output shaft and
transmission case to remove case from converter
housing.
Lift transmission case from converter housing (using
lifting bracket).
Transmission case removed all drums and shafts

remain in converter housing.
Remove transmission case to converter housing

gasket.
Remove output shaft sealing rings.
Remove output shaft rear bearing retaining ring.
Use bearing puller to remove output shaft rear

bearing.
Output shaft rear bearing removed.
Using bearing puller to remove 2nd shaft rear

bearing.
2nd shaft rear bearing removed.
Using bearing puller to remove input shaft rear

bearing.
Input shaft rear bearing removed.
Remove reverse and 1st shaft sealing rings.
Using bearing puller to remove reverse and 1st shaft

rear bearing.
Reverse and 1st shaft rear bearing removed.

Remove forward low and forward high shaft sealing

rings.
Using bearing puller to remove forward low and

forward high shaft rear bearing.
Forward low and forward high shaft rear bearing

removed.
Use bearing puller to remove forward high gear from

the input shaft.
Forward high gear removed.
Remove baffle plates screws, remove baffle plates.
Remove oil baffle to converter housing screws, do

not remove oil baffle from output shaft.
Remove output shaft, 2nd shaft and oil baffle at the

same time.
Loosen suction tube retainer screw.
Remove suction tube retainer screw and lock washer.
Remove suction tube retainer ring.
Remove suction tube O-ring and washer.

Remove output shaft front bearing retainer ring.
Remove output shaft front assembly.
Remove input shaft, reverse and forward shaft at the

same time.
Remove safety valve plug, spring and ball.

Remove by-pass plug, spring and ball.

FORWARD HIGH CLUTCH DISASSEMBLY

Remove clutch shaft sealing rings.
Remove thrust washer and thrust bearing.
Remove clutch gear outer needle bearing.
Remove clutch gear.

Remove clutch gear inner needle bearing.
Remove thrust washer and thrust bearing.
Remove backing plate retaining ring.
Remove clutch plate spacer.

Remove clutch disc backing plate.
Remove one outer half disc.
Remove inner and outer discs.

Compress spring to remove spring retainer snap

ring.
Remove spring retainer snap ring.
Remove clutch spring spacer.
Remove clutch piston spring retainer.

Remove clutch piston spring.
Remove clutch piston wear plate.
Remove clutch piston assembly.

FORWARD LOW CLUTCH DISASSEMBLY

Use bearing puller to remove front bearing and gear.
Front bearing and gear removed.
Remove gear retainer ring.
Use a bearing puller to remove clutch gear and outer

bearing.
Clutch gear and outer bearing removed.
Remove spacer snap ring.
Remove spacer.

Use a bearing puller to remove clutch gear inner

bearing.
Clutch gear inner bearing removed.

Remove clutch gear inner bearing locating ring.

ring.


FORWARD LOW CLUTCH ASSEMBLY

Install clutch piston outer seal.
NOTE: ring must be sized before installing in clutch

drum. Sizing is best accomplished by rotating piston
while holding a round object against the new sealing
ring. Rotate piston until sealing ring is flush with out-
er diameter of piston.
Install clutch piston inner seal.

Install clutch piston in clutch drum, use caution as
not to damage sealing rings.
Install clutch piston wear plate on piston.
Install clutch piston spring.

Install clutch piston spring retainer.
Install clutch spring retainer snap ring.
Use a sleeve with the proper diameter to fit over

shaft and against retainer ring. A sharp blow with a
soft hammer will compress spring and seat retainer
ring.
Be sure ring is in full position in groove.
Install one outer half disc, with friction material away

from the piston.
Install one steel disc.

Alternate friction and steel discs until the proper
amount of discs are installed.
First and last discs are steel.
Install one outer half disc with friction material down.
Install backing plate.
Install backing plate snap ring.

Install spacer.
Install spacer snap ring.
Install inner bearing snap ring.
Install clutch gear inner bearing.

Tap inner bearing into place.
Install clutch gear bearing locating rings.
Install clutch gear sealing ring. Install clutch gear in

clutch drum. Align splines on clutch gear with all in-
ternal teeth of steel discs. Do not force this opera-
tion. Gear splines must be in full position with
internal teeth of all inner discs.
Install clutch gear outer bearing.

Be sure that bearing shield is on the outside.
Tap outer bearing into place.
Install outer bearing snap ring.
Warm gear to 150 C, install gear.
Warm front bearing to 120 °C, install bearing.

FORWARD HIGH CLUTCH ASSEMBLY

Install clutch outer seal.

Install piston inner seal and install clutch piston in

clutch drum; use caution as not to damage sealing
rings.
Install clutch piston wear plate on piston.
Install clutch piston return spring.

Install piston return spring retainer.
Install spring retainer spacer.

ring.
Install one outer half disc with friction material away

from the piston.

amount of discs are installed, first and last discs are
steel.

Install backing plate spacer.
Install backing plate spacer retainer ring.
Install thrust washer and thrust bearing.
Install clutch gear inner needle bearing.

Install clutch gear in clutch drum. Align splines on

clutch gear with internal teeth of steel discs.
Do not force this operation. Gear splines must be in
full position with internal teeth of all inner discs.
Install clutch gear outer needle bearing.
Install thrust washer and thrust bearing.
Install clutch shaft sealing rings.

FIRST CLUTCH DISASSEMBLY

Remove clutch gear bearing retainer ring.
Use a bearing puller to remove clutch gear and outer

bearing.

Remove backing plate retainer ring.
Remove backing plate.
Remove modulation spring.
Use bearing puller to remove clutch gear inner bear-

ing.

Compress clutch piston belleville washer spring.

Remove spring snap ring.
NOTE: force of disc spring is 3280N.
Spring retainer ring removed.
Remove disc belleville washer spring.
Remove clutch piston wear sleeve.


REVERSE CLUTCH DISASSEMBLY

Use a bearing puller to remove gear and front
bearing.
Gear and front bearing removed.
Remove clutch gear bearing retaining ring.
Use a bearing puller to remove clutch gear and

clutch gear outer bearing.
Remove spacer snap ring.
Remove spacer.

Use a bearing puller to remove clutch gear inner

bearing.

Remove inner bearing locating ring.

ring.


REVERSE CLUTCH ASSEMBLY


Install clutch piston inner seal. Install clutch piston in

clutch drum, use caution as not to damage sealing
rings.
Install piston wear plate on piston.

Install clutch piston spring retainer.

ring.
Install one outer half disc, with friction material away

from the piston.


Install spacer.
Install spacer snap ring.
Install inner bearing snap ring.
Install clutch gear inner bearing.

Install clutch gear bearing locating rings.
Install clutch gear sealing ring. Install clutch gear in

clutch drum. Align splines on clutch gear with
internal teeth of steel discs. Do not force this
operation. Gear splines must be in full position with
internal teeth of all inner discs.
Install clutch gear outer bearing.
WARNING
Install outer bearing snap ring.
Warm gear to 150 °C, install gear.

FIRST CLUTCH ASSEMBLY


Install piston inner seal. Install clutch piston in clutch

drum. Use caution as not to damage sealing rings.
Install clutch piston wear sleeve.
Install piston return disc springs. First spring with

large diameter of bevel toward wear sleeve.
Alternate eleven (11) springs.
Install disc belleville washer spring retainer ring.
Compress spring to install spring retainer ring.


from the piston.

Install modulator spring with large diameter up to the

backing plate.

Install clutch disc hub inner bearing.
Install clutch hub bearing locating rings. Install clutch

gear in clutch drum. Align splines on clutch gear with
internal teeth of steel discs. Do not force this opera-
tion. Gear splines must be in full position with inter-
nal teeth of all steel discs.
Install clutch hub outer bearing.

Tap outer bearing into clutch hub.
Install outer bearing retaining ring.

2ND CLUTCH DRUM DISASSEMBLY

Press upper output gear from 2nd shaft.
Press gear from 2nd shaft.
Remove gear retaining ring.

Use bearing puller to remove clutch hub and front

bearing.
Remove clutch shaft front bearing.
Remove bearing washer.
Remove clutch hub and outer bearing.

Use a bearing puller to remove clutch hub inner

bearing.
Remove clutch hub inner bearing.
Remove backing plate snap ring.

Remove modulation spring.

Compress spring to remove spring retaining ring.
Remove spring retaining ring.
Remove spring retainer.
Remove clutch piston return spring.

Remove piston wear plate.

2ND CLUTCH DRUM ASSEMBLY

Install piston outer seal.


Install clutch piston in clutch drum.
Use caution as not to damage sealing rings.
Install piston wear plate.
Install piston return spring.

Install spring retainer.
Install spring retainer snap ring.
Use a sleeve with the proper inner diameter to fit

over shaft and against retainer ring. A sharp blow
with a soft hammer will compress spring and seat re-
tainer ring. Be sure ring is in full position in groove.

from the piston.

Install modulator spring with large diameter up to the

backing plate.

Install backing plate retainer ring.
Install clutch hub inner bearing.
Tap clutch gear inner bearing into place.
Install clutch hub bearing locating rings. Install clutch

gear in clutch drum. Align splines on clutch gear with
internal teeth of steel discs. Do not force this opera-
tion.
Gear splines must be in full position with internal
teeth of all steel discs.
Install clutch hub outer bearing.
WARNING
Install bearing washer.

Install gear retaining ring.
Warm upper output gear to 150 °C install gear.

OUTPUT SHAFT DISASSEMBLY

Remove oil baffle screws and nuts.
Remove oil baffle.
Remove output shaft sealing rings.
Remove output shaft gear retaining ring.

Press output gear from shaft.
Remove output gear.
Remove oil baffle from output shaft.
Remove gear retaining ring.

Remove backing plate snap ring.
Remove backing plate spacer.

Compress spring to remove spring retaining ring.
Remove spring retaining ring.

Remove spring retainer.
Remove piston wear plate.
Remove piston assembly.

OUTPUT SHAFT ASSEMBLY

Install piston outer seal.


Install clutch piston in clutch drum.
Use caution as not to damage sealing rings.
Install piston wear plate on piston.

Install spring retainer.
Install spring retainer snap ring. Use a sleeve with

the proper inner diameter to fit over shaft and
against snap ring. A sharp blow of a soft hammer will
compress spring and seat retainer ring. Be sure ring
is in full position in groove.

from the piston.

Install one half disc with friction material down.
Install backing plate spacer.

Install oil baffle on output shaft.
Install output gear retaining ring.
Install output gear retaining ring.

Install output shaft sealing rings.
Install rear oil baffle on output shaft.
Install oil baffle mounting screws, washer and nuts

and tighten nuts to specified torque (Use Loctite
243).
DISCONNECT SHAFT DISASSEMBLY

Use bearing puller to remove disconnect shaft front
bearing.
Remove front bearing.
Remove front bearing retaining ring.
Remove clutch hub from shaft.

Remove clutch hub locating ring from shaft.

DISCONNECT SHAFT ASSEMBLY

Install bushing if necessary.
Install clutch hub locating ring.
Install clutch hub on shaft.
Install front bearing retaining ring.

Install front bearing on shaft.
Tap bearing on shaft.

PUMP DRIVE SHAFT DISASSEMBLY

Remove rear bearing snap ring.
Use bearing puller to remove rear bearing.
Remove rear bearing from shaft.
Remove sealing ring from shaft.

PUMP DRIVE SHAFT ASSEMBLY

Install sealing ring on shaft.
Install rear bearing on shaft.
Tap bearing into place.
Install rear bearing retainer ring.

INPUT SHAFT DISASSEMBLY

Remove input shaft rear sealing ring.
Remove forward high gear retaining ring.
Remove forward low gear retaining ring.
Remove input shaft front sealing ring.

Use bearing puller to remove input shaft front

bearing.
Remove input shaft front bearing.
Remove input shaft front bearing retaining ring.
Remove forward low gear retaining ring.

Press forward low gear from shaft.

INPUT SHAFT ASSEMBLY

Install forward low gear retaining ring.
Install forward low gear retaining ring.
Install input shaft front bearing retaining ring.

Install input shaft front sealing ring.
Warm input shaft front bearing to 120 °C, install

bearing.
Turn shaft and install input shaft forward high gear

retaining ring.
Install input shaft rear sealing ring.

CONVERTER HOUSING ASSEMBLY

Install safety valve ball spring and plug.
Install by-pass valve ball spring and plug.
Install output shaft front oil seal.
Using suitable seal installer, tap seal in place.

Install input shaft into housing and in the meantime

install reverse and first shaft (they have to be
installed together). Using caution as not to damage
any of the first shaft sealing rings.
Install forward low shaft and high shaft into housing.

Using caution as not to damage any sealing rings.
Install disconnect shaft assembly into housing.
Open bearing retaining ring. Tap shaft into place. Be

sure ring is in groove.
Install upper and lower output at the same time.

Do not force this operation, be sure discs of
disconnect are in full position. Using caution as not
to damage any of the lower shaft sealing rings.
Install baffle plate, mounting screws, washers and

nuts. Tighten nuts to specified torque. (Use Loctite
243).
Install baffle plate, mounting screws, washers and

nuts. Tighten nuts to specified torque. (Use Loctite
243).
Install oil baffle, mounting screws and washers.

Tighten screws to specified torque. (Use Loctite
243).
Install O-ring, spacer and snap ring on suction tube.

Install suction tube into housing. Be sure ring is in
groove.
Install suction tube retainer, mounting screw and

lock washer (Use Loctite 243).
Tighten mounting screw to specified torque.
Install output shaft rear bearing retaining ring.

Warm forward high gear to 150 °C, install gear.
Warm upper output rear bearing to 120 °C, install

bearing.
Warm reverse and 1st shaft rear bearing to 120 °C,

install bearing.
Warm input shaft rear bearing to 120 °C, install

bearing.
Warm forward low and high shaft rear bearing to

120 °C, install bearing.
Warm lower output shaft rear bearing to 120 °C, in-

stall bearing.
Install output shaft rear bearing retaining ring.
Install gasket and clutch pressure O-rings (4) into O-

ring grooves.
TRANSMISSION ASSEMBLY
Remove lower output bore plug. Position transmis-
sion case on converter housing (using lifting brack-
et).
Using spreading type snap ring pliers, spread ears

on output shaft rear bearing retaining ring. Holding
snap ring open. Tap transmission case into place.
Tap dowel pin in transmission case and converter

housing.
Install transmission case to converter housing

mounting screws and lock washers.
Tighten mounting screws to specified torque.
Using spreading type snap ring plier, spread ears on

output shaft rear bearing retaining ring. Hold snap
ring open, pry or lift output shaft. Be sure retaining
ring is complete in bearing groove. (Using a lifting
eye or screw M12).
Install hole plug and gasket.
Tighten plug to 13.6 - 20.3 Nm.
Position lower output bore plug and tap bore plug

into place.
Position upper output seal.
Tap seal into place.
Install upper output flange, O-ring, washer and nut

and tighten nut to 339 - 407 Nm.
Install pump drive shaft assembly into housing.

Install pump drive shaft rear bearing retaining ring.
Install pump hole cover, gasket, screws and lock

washers.
Tighten pump hole cover screws.
Install pump and O-ring into converter housing.

Install pump mounting screws and lock washers and

tighten screws.
Install converter assembly on input shaft.
Install drive plates on converter.
Install drive plates screws and lock washers and

tighten screws.
Install filter adapter, O-ring, lock washers and

mounting screws.
Tighten screws.
Install oil filter and tighten to 30 - 38 Nm.
Instal output shaft front flange, O-ring, washer and

nut. Tighten nut to 339 - 407 Nm.
Position parking brake, install mounting screws (See

parking brake adjustment).
Install by-pass valve spool into solenoid housing and

spring into transmission case, position control valve
on transmission case.
Install control valve mounting screws and lock

washers, tighten screws.
Position wiring connector in valve protection cover.

Install gasket and valve protection cover mounting

screws and tighten screws.
Install air breather and tighten to 34 - 41 Nm.
Install wiring connector nut and tighten to 6 - 8 Nm.

Replacement and adjustment of parking brake
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Loosen two adjustment locking nuts (4 and 5) enough to slide each torque plate (16 and 18) away from disc
far enough to provide clearance to remove old pads assembly and install new ones. (It may be necessary to
remove one or both nuts).
Collapse pad retraction spring (21) and remove from brake head assembly.
Slide torque plates (16 and 18) away from disc, move pads assembly (17) out of pockets, and remove from
the brake head assembly from the side.
Install new pads assembly (17) in each torque plate (16 and 18).
Install pad retention spring (21) into brake head assembly. Be sure spring’s “feet” are positioned properly in
holes in both pads assembly (17).
Tighten inner adjusting nut (5) until firm contact is made with the disc by the pads. Torque to 11 Nm make
certain lever is in proper operating position for application.
Back off inner adjusting nut (5) and check that disc is free to move (total clearance 0.8 - 1.1 mm).
Tighten outer locking nut (4) against inner adjusting nut to lock adjustment bolt in place. Torque to 61 - 75 Nm.
2.13 SPECIAL TOOLS
P/N CNH DESCRIPTION

380000676 Lifting tool
2.14 FAULT FINDING
STALL TEST
Use a stall test to identify transmission, converter, or
engine problems.
TRANSMISSION PRESSURE CHECKS

Transmission problems can be isolated by the use
of pressure tests. When the stall test indicates slip-
ping clutches, then measure clutch pack pressure to
determine if the slippage is due to low pressure or
clutch plate friction material failure.
In addition, converter charging pressure and trans-
mission lubrication pressure may also be measured.
MECHANICAL AND ELECTRICAL CHECKS

Prior to checking any part of the system for hydraulic
function (pressure testing), the following mechanical
and electrical checks should be made:
Check the parking brake for correct adjustment.
Be sure all lever linkage is properly connected and
adjusted in each segment and at all connecting
points.
The controls are actuated electrically. Check the
wiring and electrical components.
Be sure that all components of the cooling system
are in good condition and operating correctly.
The radiator must be clean to maintain the proper
cooling and operating temperatures for the engine
and transmission. Air clean the radiator, if neces-
sary.
The engine must be operating correctly. Be sure
that it is correctly tuned and adjusted to the correct
idle and maximum no-load governed speed speci-
fications.
HYDRAULIC CHECK
Also, before checking the transmission clutches,
torque converter, charging pump, and hydraulic cir-
cuit for pressure and rate of oil flow, it is important to
make the following transmission fluid check:
Check oil level in the transmission. The transmis-
sion fluid must be at the correct (full level). All clutch-
es and the converter and its fluid circuit lines must
be fully charged (filled) at all times. See note below.
NOTE: the transmission fluid must be at operating

temperature of 82 - 93 °C to obtain correct fluid level
and pressure readings. Do not attempt to make
these checks with cold oil.
To raise the oil temperature to this specification it is

necessary to either operate (work) the vehicle or run
the engine with converter at “stall”. (Refer to con-
verter stall procedure).
PROBLEM CAUSE ACTION

Low clutch pressure Low oil level Fill to proper level.
Clutch pressure regulating valve Clean valve spool and housing.
stuck open Replace pump.
Faulty charging pump Replace sealing rings.
Broken or worn clutch shaft or
piston sealing rings
Low charging pump output Low oil level Fill to proper level.
Suction filter plugged Clean section pump.
Defective charging pump Replace pump.
Overheating Worn oil sealing rings Remove, disassemble, and rebuild
Worn charging pump converter assembly.
Low oil level Replace.
Dirty oil cooler Fill to proper level.
Restriction in cooler lines Clean cooler.
Change cooler lines.
Noisy converter Worn charging pump Replace.
Worn or damaged bearings A complete disassembly will be
necessary to determine what
bearing is faulty.
Lack of power Low engine R.P.M. at converter Tune engine check governor.
stall Make corrections as explained in
See “Overheating” and make “Overheating”.
same checks
2.15 FAULT FINDING
Before attempting any fault finding ensure you have

a suitable multimeter for checking component conti-
nuity. When fault finding remember that with an elec-
trical concern it is often a minor fault that may have
occurred and could be as simple as:
Poor continuity between connector pins.
Condensation in the connectors.
Disconnected cables.
Damaged or broken wires all of which could result
in a no drive situation but easily remedied when
found and corrected.
It should also be remembered that mechanical prob-
lems could result in fault codes appearing on the Úîèîçî
LED display.
INDICATION OF FAULTS
In case a fault is present during normal operation
and is detected by the microprocessor, both the T-
LED and N-LED may be blinking in some way as
Ú Ò Î Ì Ò
shown in the table below.
NOTE: that on an open circuit or connection to bat-

tery plus on ON/OFF outputs can only be detected ï î í ì ë ê é è
while the corresponding output is in the OFF posi-
tion. ï î í ì
Also a short to ground is only detected while the out-
put is on.
Úîèíëè
T-LED N-LED CONDITION SITUATION

(Orange) (Red)
Off Off Normal operation -
Off On Normal operation - N selected -
Off Blinks Blinks Normal operation - N selected/speed -
too high
On Off Diagnostic mode was activated at power up -
On On Controller in RESET -malfunction Fault
On Blinks Self calibration in progress -
Blinks On Last fault is currently shown on display Fault
Blinks Blinks slower Input fault detected Fault
Blinks Blinks in phase Non critical output fault detected Fault
Blinks Blinks faster Safety critical output fault detected Fault
Blinks fast Blinks out of phase System shutdown - Neutral till power down Fault
LED DISPLAYED FAULTS

If a fault is, or there have been (intermittent faults) ï
present, a detailed fault display can be selected by
placing: the Powershift lever in neutral position and
pressing the kick down button. The indicated fault on
the LED display can then be localized by using the
table below, until power down.
Úïîðìë
FAULT GROUP
The faults are displayed using 2 LEDs on the 8 LED
display. Faults are displayed as 3 subgroups - Ú Ò Î Ì Ò
Group A:
FAULT SUB GROUP A GROUP INDICATION

Input related LED 1 blinks red ï î í ì ë ê é è
Output related LED 2 blinks red
Other LED3 blinks red
ß Þ
Within each group several faults are possible. The Úîèíëç
second LED’s position - Group B, indicates the fault

area, where the colour indicates the fault type.
Typically an open circuit condition is shown using an
orange LED where a short circuit condition is indicat-
ed with a red LED.
Once the fault code has been determined proceed to
fault codes.
FAULT GROUP FAULT GROUP FAULT FAULT CODE

LED (A) LED (B)
None None No fault active -
1 Red 4 Orange Shift lever input fault F1
1 Red 5 Orange Speed sensor open circuit F2
1 Red 5 Red Speed sensor short circuit F3
1 Red 7 Green Battery over voltage F4
2 Red 4 Orange Open circuit on one or both direction outputs F5
2 Red 4 Red Direction output forced to plus - Critical fault F6
2 Red 5 Orange Other output open circuit F7
2 Red 5 Red Red Other output short circuit F8
2 Red 6 Orange Modulation output open circuit F9
2 Red 6 Red Modulation output short circuit F10
3 Red 5 Red Start-up fault - Limp home mode selected F11
SHIFT LEVER INPUT FAULT CODE F1
Perform input test

This test is used to verify operation of the shift lever Ú Ò Î Ì Ò
and its inputs. Þ´·²µ- Í´±©»®
Þ´·²µ
In this mode driving is possible.
Þ´·²µ- Þ´·²µ-
NOTE: the gear position indicators on the micro-

ï î í ì ë ê é è
processor top cover are used to display the test in-
formation.
ï î í ì
Úîèíêð
INPUT TEST REQUIREMENTS: Powershift lever to

be in forward position, twist to upshift (keep the shift
lever in this position during power up) and turn the Ú
ignition on, this will place the microprocessor in the
input test mode.
As shown in the table below placing the shift lever in
different positions in this mode illuminates its re-
spective LED (only 2 at the same time).
IMPORTANT: self test modes can only be started

WHILE POWERING UP (ignition on). Leaving the
self test mode is done by switching OFF the power Î
of the Microprocessor (ignition off). Úïîðìê
POWERSHIFT LEVER POSITIONS - WITH UP LED - LED COLOUR - DISPLAYED =

AND DOWNSHIFT SELECTION NUMBER Okay
Neutral 2 RED
Neutral and upshift 3 RED
Neutral and downshift 1 RED
Forward 2 GREEN
Forward and upshift 3 GREEN
Forward and downshift 1 GREEN
Reverse 2 ORANGE
Reverse and upshift 3 ORANGE
Reverse and downshift 1 ORANGE
Operate disconnect button on loader lever 5 (*) (**) GREEN
Operate 4WD switch on instrument panel 6 (*) (**) GREEN
Foot brake test + 4WD 6 (**) GREEN
Foot brake test + 4WD 7 (*) RED
Transmission in automatic mode 7 (*) RED
Temperature and speed sensor: to test disconnect 8 RED
lead on the sensor and short to ground
*= Auto transmission only

**= Auto/Manual override
Key start ON
YES
T-LED Blinks
NO No input fault
N-LED Blinks Slower
YES
Select neutral and push

kick down button:
= LED 1 red
NO Other input fault
= LED 4 orange
YES YES
Input fault: forward/reverse Check through
Replace the Powershift F2, F3, F4 or F11
lever unit
YES
Test with new Powershift
lever unit fitted
SPEED SENSOR / FAULT CODE F2 AND F3

A fault indication on the display is given to warn of
this problem.
Ú Ò Î Ì Ò
If a speed sensor fault is detected the microproces-
Þ´·²µ- Í´±©»®
sor will modify its behaviour in the following areas: Þ´·²µ-
Þ´·²µ
no upshifts will be allowed above 2nd gear Þ´·²µ- ë

direction change while in F3 or F4: the actual re-
versal is preceded by a downshift sequence until ï î í ì ë ê é è
2nd gear is obtained.
4WD braking remains operative. ï î í ì
NOTE: that the system response in this case is iden-
tical to the response in case of a power supply over- Úîèíêï
voltage.
Speed sensor test using the turbine speed dis-

play Turbine Rev/Min LED
0 1 blinks
NOTE: a lamp test is performed prior to the speed
sensor test and monitors all LEDs are operational. 0 - 249 1 on
250 - 499 2 on
SPEED SENSOR TEST REQUIREMENTS: Power-
shift lever to be in reverse position, twist to upshift 500 - 749 3 on
(keep the shift lever in this position during power up) 750 - 999 4 on
turn the ignition on and start the engine.
With engine running return Powershift lever to neu- 1000 - 1249 5 on
tral position and then place lever in forward and twist 1250 - 1499 6 on
to upshift. Increase engine speed and compare with
the table opposite. 1500 - 1749 7 on
1750 - 1999 8 on
IMPORTANT: self test modes can only be started
WHILE POWERING UP (ignition on). Leaving the above 2000 8 blinks
self test mode is done by switching OFF the power
to the Microprocessor (ignition off).
In this mode, driving is possible.

The LED corresponding with the table opposite illu-
minates to indicate the torque converter turbine
speed and increases with engine revs.
NOTE: application of the foot brakes during this test

will reduce the turbine speed to zero.
Speed sensor test okay NO Key start ON

YES YES
End T-LED Blinks

NO No input fault
N-LED Blinks Slower
YES

kick down button:
= LED 1 red = LED 1 red
NO NO Other input fault
= LED 5 orange (F2) = LED 5 red (F3)
YES YES YES
Check wires from speed sensor CV pin A to Powershift Refer to F1, F4
Repair NO lever unit pin A or CV pin J to pin U, and continuity test. or F11
Does it test OK?
YES
Check speed sensor has it failed
NO
ÝÊïë øß÷ ÝÊðé øÖ÷

Change lever unit NO
If static is 0.6 - 0.8 V
or 1.3 - 1.5 V
õ ïî Ê
Úîèíéï
YES
Replace sensor
If static is not 0.6 - 0.8 V
or 1.3 - 1.5 V
Úîèíéð
FAULT CODE F4 / BATTERY OVERVOLTAGE (17

VOLTS PLUS)
Over voltage Ú Ò Î Ì Ò
Even power supply levels up to 30V will not damage Þ´·²µ- Í´±©»®
Þ´·²µ
circuit components.
Above a power supply of 17 Vdc: Þ´·²µ-
Þ´·²µ-
Group Fault 1 - Fault code 7.
NOTE: the speed sensor circuit will not operate
when an over voltage is present. ï î í ì
Úîèíêî
Above a power supply of 24 Vdc:

the analogue signals are not reliable to convert any
more.
Over voltage: when the voltage exceeds 17 Vdc. Ú Ò Î Ì Ò
Action of the Microprocessor:
no upshifts above 2nd gear
direction change while in Forward 3 or Forward 4:
the actual reversal is preceded by a downshift se- ï î í ì ë ê é è
quence until 2nd gear is obtained.
ï î í ì
õ îì ÊÜÝ Úîèíêí
brake switch activation always engages four wheel

drive.
NOTE: voltages below 8 volts D.C the microproces- Ú Ò Î Ì Ò

sor enters the reset mode.
Intermittent power loss

After power is restored, the microprocessor goes
through the reset mode.
ï î í ì
ó è ÊÜÝ Úîèíêì
Key start ON
YES
T-LED Blinks
NO No input fault
N-LED Blinks Slower
YES
Select neutral and push Other input fault

kick down button: NO Check through F1, F2,
1 red - 7 green F3 or F11
YES
Check battery voltage
NO
above 17.7 Volts
YES
Check dual battery connection Disconnect and reconnect
is parallel and okay NO
correctly
YES YES
Check alternator output is
Repair or replace NO it correct
YES
FAULT CODE F5 AND F6 / OPEN CIRCUIT

DIRECTION OUTPUTS
Direction selection related outputs (E06-Pin P, Ú Ò Î Ì Ò

E07-Pin N): Þ´·²µ- Ú¿-¬»®
Þ´·²µ
A short to plus is considered as a critical fault. Shorts
to plus usually result in being blocked in either For- Þ´·²µ- Þ´·²µ-
ward or Reverse. If both are on simultaneously, the

transmission Behaviour depends on the state of a
mechanical interlock inside the transmission.
ï î í ì
Úîèíêë
In this case the Microprocessor normally turns on

the pressure modulator (E03-Pin T). This results in
immediate selection of neutral regardless of the ori-
ï î
gin of the fault. Indeed even in case the short to plus ß
Þ Ó
is applied externally, this response effectively blocks
Ý Ò Ô
the transmission in neutral. Ð Ë
If however at the time the fault was detected a fault Ü Ê Õ
was also present on the pressure modulator, the mi- Î Ì
croprocessor reverts to shutdown mode and re- Û Í Ö
mains this way until power is removed. Shutdown Ú Ø
Ù
mode is a state in which power is removed from the
microprocessor outputs by opening the internal re-
dundant shutdown path. Úìîèè
This only helps if the fault was caused by the micro-

processor internally.
Additionally, during program execution, critical vari-
ables are continuously checked for contents integri-
ty.
Gear Shifts
low/high solenoid:
inactive = forward high is selected
active = forward low is selected
SHIFT FORWARD REVERSE

DIAGRAM -
SOLENOIDS
1 2 3 4 1 2
reverse/n X X
forward/n
low/high X X X X
1st/2nd X X X
During the output test LEDs 1234567 one by one are used and by
colour identifies the possible component at fault. Green= No fault
Red = short circuit NO
found
Yellow = open circuit or short to battery plus
YES YES
Identify component by LED Identify component by LED
1 - Forward solenoid 1 - Forward solenoid
2 - Reverse solenoid 2 - Reverse solenoid
3 - 1/2 Solenoid 3 - 1/2 Solenoid
4 - Forward High/Low Solenoid 4 - Forward Hi/Lo Solenoid
5 - 4WD/RWD Solenoid 5 - 4WD/RWD Solenoid
6 - Direction modulation solenoid 6 - Direction modulation solenoid
7 - Range modulation solenoid 7 - Range modulation solenoid
YES YES
Example: LED 1(red) forward Example: LED 2 (orange)
solenoid output shorted to reverse solenoid output open
ground or a component. circuit or shorted to battery plus
Check component and continuity Check component and continuity
of the cables and connectors of the cables and connectors
output test
Output test
OUTPUT FAULT - STATUS BY LED COLOUR

OUTPUT TEST REQUIREMENTS: Powershift lever
to be in forward position, twist clockwise to downshift
and turn ignition on.
In this mode, driving is not possible, since all micro-
processor outputs remain off until the test mode is
left.
The colour and number of the LED indicates its sta-
tus:
COLOUR STATUS
GREEN Output OK
ORANGE Output not connected
or shorted to battery
plus
RED Output shorted to
ground (or to another
output)
Output test - Fault by LED Number
The LED numbers correspond to the connector out-

put wires as follows:
Example:
LED 1 = Forward solenoid - colour
Orange = (Output not connected or shorted to bat-
tery plus)
LED OUTPUT OUTPUT

NUMBER WIRE FUNCTION ï î
ß
Þ Ó
1 E06 Forward solenoid
Ý Ò Ô
2 E07 Reverse solenoid Ð Ë
Ü Ê Õ
Î Ì
Û Í Ö
Ú Ø
Ù
Úìîèè
Key start ON
YES
T-LED Blinks
NO Safety critical output
N-LED Blinks Faster
YES
Select neutral and push Other output fault

kick down button (F5) NO forced to plus (F6) NO
open circuit 2 red - 4 2 red - 4 red
YES YES
All LEDs green Perform output test - fault Other LEDs are
NO NO
and OK found? orange
YES YES YES
Led 1 orange Led 2 orange Proceed to F7, F8,
YES YES F9 or F10
Check forward Check reverse wire
wire to Powershift to Powershift lever
Repair or YES lever is it faulty is it faulty
replace NO YES NO
Check forward solenoid Check reverse solenoid

Repair or YES resistance - is it faulty resistance - is it faulty
replace NO YES NO
Check internal wires in forward Check internal wires in reverse

Repair or YES solenoid is it faulty solenoid is it faulty
replace
NO YES NO
Replace the
Powershift lever unit
Úîèíéî
FAULT CODE F7 AND F8 / OUTPUT FAULT -

STATUS BY LED COLOUR
OUTPUT TEST REQUIREMENTS: Powershift lever
to be in forward position, twist clockwise to downshift
Ú Ò Î Ì Ò
Þ´·²µ- Þ´·²µ-
and turn ignition on. Þ´·²µ-
·² Ð¸¿-»
In this mode, driving is not possible, since all micro- Þ´·²µ- ë

processor outputs remain off until the test mode is
left. ï î í ì ë ê é è
The colour and number of the LED indicates its sta-
tus: ï î í ì
COLOUR STATUS
Úîèíêé
GREEN Output OK
ORANGE Output not connected
or shorted to battery
plus
RED Output shorted to
ground (or to another
output)
Output test - Fault by LED Number

The LED numbers correspond to the connector out-
put wires as follows:
Example:
LED colour Red and numbered 3 = 1/2 solenoid out-
put shorted to ground.
LED OUTPUT OUTPUT

NUMBER WIRE FUNCTION ì ë
ß
Þ Ó
3 E04 1/2 Solenoid
Ý Ò Ô
4 E05 Forward Low/High Ð Ë
solenoid Ü Ê Õ
Î Ì
5 E09 AWD/RWD Û Í Ö
solenoid Ú Ø
Ù
í
Úìîçí
Key start ON
YES
T-LED Blinks
NO Non critical output
N-LED Blinks in phase
fault
YES
Select neutral and push Other output fault

kick down button (F7) NO (F8) short circuit 2 NO
open circuit 2 red - 5 red - 5 red
YES YES
All LEDs green
NO Perform output test - fault found? NO Other LEDs are
and OK
YES YES YES orange
Led 3 orange or red Led 4 orange or red Led 5 orange or red YES
YES YES YES Proceed to
F9 or F10
Check 1/2 Check AWD/RWD
Repair YES solenoid is it faulty solenoid is it faulty
Check Lo/HI
or NO solenoid is it YES NO
replace YES faulty
NO
Check internal and

external wiring of
affected solenoids are
Repair or
YES they faulty
replace
NO
Replace the
ë
Úîèíéí
FAULT CODE F9 AND F10 / DIRECTION

MODULATION OUTPUT SHORT OR OPEN
CIRCUIT
A fault on this output is considered as a problem po- Ú Ò Î Ì Ò
Þ´·²µ- Þ´·²µ-
tentially reducing transmission life. ·² Ð¸¿-»
Þ´·²µ-
For this reason while a fault is persistent, the allow-
able direction change speed limit is decreased grad-
Þ´·²µ- ê
ually (10%) each time a direction change was ï î í ì ë ê é è
inhibited, down to a minimum of 20% of the maxi-
mum allowable shift speed.
ï î í ì
After a while this can result in severely degraded
performance (only low speed reversals are possi-
ble), but it has the advantage that the driver cannot Úîèíêè
be surprised by a sudden performance loss which

could constitute a safety hazard in itself.
Direction Modulation Solenoid (E03) Pin T
The variable Current solenoid for direction modula-

tion is connected to the modulation Common Plus ß
Þ Ó
(Pin K) at one side and to (Pin T) at the other side. ï
A programmable current is increased or reduced to Ý Ò Ô
Ð Ë
the solenoid controlling the modulating pressure. Ü Ê Õ
No current corresponds to maximum pressure. Î Ì î
Approximately 1 Amp corresponds with no pressure. Û Í Ö
Ú Ø
Ù
Úìîçê
Key start ON
YES
T-LED Blinks
NO No fault
N-LED Blinks in phase
YES

Other non
kick down button (F9) 2 (F10)
NO critical output
red - 5 orange 2 red - 6 red NO
fault, F7 or F8
YES YES
All LEDs green Direction modulator Direction modulator

NO
and OK open circuit short circuit
YES YES
Check solenoid Check solenoid
Repair YES resistance - is it faulty resistance - is it faulty
or
NO YES NO
replace
Repair or Check internal and external wiring of the

replace YES direction modulation solenoid is it faulty
NO
Replace the
Úîèíéì
FAULT CODE F11 / START UP FAULT LIMP

HOME SELECTED
Internal faults Ú Ò Î Ì Ò
Þ´·²µ- Í´±©»®
Þ´·²µ
At power up a series of integrity checks is done.
If a fault is detected: Þ´·²µ-
Þ´·²µ-
and the fault prevent operation as a transmission
controller: the microprocessor locks itself in a reset
state.
and controlling the transmission is still possible: the ï î í ì
microprocessor reverts to limp home mode.
Úîèíêç
Limp Home mode
Defaulted to if an internal problem is detected at

power up.
This model automatically selected at power up if the
integrity tests show that EPROM parameters are cor-
rupt, but the microprocessor can still function as a
transmission controller (other component’s integrity
are intact).
In this mode the user can operate the transmission in
either direction in 1st and 2nd. There are no protec-
tions; all shifts are unmodulated.
Key start ON
YES
T-LED Blinks
NO No input fault
N-LED Blinks slower
YES
NO kick down button (F11) Other output fault 2 red - 6 red
3 red - 5 red NO Refer F1, F2, F3 or F4
YES
Replace the
FAULTS OTHER F12

NOT IDENTIFIED BY THE LEDS
There may be situations when an individual compo-
nent develops a fault but it is not highlighted by the
LEDs. If a component is in doubt proceed to input
test as follows:
Perform Input test:
This test is used to verify the inputs.

In this mode driving is possible.
NOTE: the gear position indicators on the microproc-

essor top cover are used to display the test informa-
tion.
INPUT TEST REQUIREMENTS: Powershift lever to

be in forward position, twist to upshift and turn the ig-
nition on, this will place the microprocessor in the in-
put test mode.
As shown in the table below placing the shift lever in
different positions in this mode illuminates its respec-
tive LED.
IMPORTANT: selftest modes can only be started

WHILE POWERING UP (ignition on). Leaving the
selftest mode is done by switching OFF the power of
the microprocessor.
CHECKING OF INPUT REQUESTS LED - LED COLOUR -

NUMBER DISPLAYED
Confirm input test is okay (lever forward, neutral, reverse) and in order check as below:
1. Operate disconnect button on loader lever 5 GREEN = OKAY
2. Operate 4WD switch on instrument panel and foot brakes 6 GREEN = OKAY
3. Foot brake test on later models 7 RED = OKAY
4. Temperature and speed sensor: to test disconnect lead on 8 RED = OKAY
the sensor and short to ground
F12
Key start ON
YES
Perform input test and
analyse faults if
possible fault found
NO
Possible input switch faults:
4WD - Request
Repair or Brake - Request
replace YES
Declutch - Request
Direction - Request
Speed/Temp sensor
F13
Key start ON
YES
Perform output test and
check range modulation
Repair or LED 7 (wire E08)
replace YES Green = Okay
Orange = Open circuit
Red = Short circuit
LIMP HOME LEAD

In the event of a total failure of the microprocessor ï
such as a serious cab or loom fire the vehicle can be
moved by using the limp home lead to by-pass the
microprocessor.
Tool No - 380000715
Úïïèíí
Mounted to the left hand side and to the top of the

transmission is the microprocessor loom connector.
Disconnect the damaged loom and connect the limp ï
home lead in its place.
Úïïèíì
Connect the plug end into the 12 volt auxiliary socket

or any available 12 volt supply.
Úïïèíë
When seated in the cab start the engine and ensur-

ing that all personnel are clear of the machine select
either forward or reverse on the switch and the ma-
chine will move as requested.
NOTE: when using the limp home lead only 2nd

gear (forward or reverse) is selectable no other gear
change or modulation is available.
Úïïèíê

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LB90.

1. POWERSHUTTLE TRANSMISSION “TURNER MODEL COM-T4-2025” ................................................... 3

1. POWERSHUTTLE TRANSMISSION “TURNER MODEL COM-T4-2025”

NOTE: a conventional clutch is not used with this

The transmission case serves as an oil tank for the

1.1 TECHNICAL SPECIFICATIONS

COLD START BY-PASS VALVE SPRING

FORWARD CLUTCH SPRING

CLUTCH PISTON SPRING

COOLER FLOW TEST

1.2 TIGHTENING TORQUES

1.3 TRANSMISSION CONTROLS

4X4 POWERSHUTTLE TRANSMISSION CONTROLS

Gear Shift Lever

Forward/Reverse Powershuttle Lever

NOTE: the shuttle lever is equipped with a neutral

IMPORTANT: when operating in low ambient tem-

NOTE: the horn will sound if the shuttle lever is op-

NOTE: the shuttle lever can be shifted at any engine

To make upward gear ratio changes simply depress

IMPORTANT: to avoid possible damage to the

To make downward gear ratio changes or reduce

IMPORTANT: operating at a “stall” for more than 20

DIFFERENTIAL LOCK PEDAL

Oil level checking

Oil capacity: 18 litres

1.5 TRANSMISSION OIL FLOW AND SUPPLY

OIL FLOW AND SUPPLY IN NEUTRAL POSITION

Pump pressure Lubrication

OIL FLOW AND SUPPLY IN FORWARD POSITION

Pump pressure Lubrication

TRANSMISSION OIL SUPPLY PORT

Viewed From Front and Rear Housings

TRANSMISSION OIL FLOW THROUGH SOLENOID VALVE

On the underside of the solenoid valve are the 4

When the shuttle lever in the cab is in neutral position

When forward direction is selected on the shuttle le-

Selection of the forward / reverse shuttle lever in the

smooth jerk free clutch engagement.

1.6 TRANSMISSION HYDRAULIC VALVES AND PRESSURE TEST POINTS

NOTE: all pressure test ports are 9/16 in UNF thread

1.7 TRANSMISSION POWER FLOW

When neutral is selected on the shuttle lever (1), the

With Forward or Reverse selected on the shuttle le-

Power for all four forward gear ratios is transmitted

Because power is being transmitted through the re-

NOTE: four wheel drive shown.

NOTE: four wheel drive version shown.

1.8 TRANSMISSION 2WD COMPONENTS

1. Front gear case assembly 72. Circlip

1.9 TRANSMISSION 4WD COMPONENTS

1. Front gear case assembly 70. Clutch plate - steel

135. Oil seal

SOLENOID VALVE COMPONENTS

1.10 TRANSMISSION REMOVAL

Remove the transmission and engine as a complete

NOTE: prior to disassembly drain the oils into suita-

Prior to separating the transmission from the engine.

IMPORTANT: prior to positioning the transmission