System Operation

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Systems Operation
768C TRACTOR & 769C TRUCK POWER TRAIN
Media Number -SENR2934-01 Publication Date -01/11/1989 Date Updated -11/10/2001
SYSTEM OPERATION
SMCS - 4211-11; 4211-12
Introduction
NOTE: For Testing and Adjusting of the Power Train Electrical System, make reference to the
POWER TRAIN TESTING AND ADJUSTING (ELECTRICAL SYSTEM), Form No. SENR3018.
For Testing and Adjusting of the remainder of the Power Train, make reference to the POWER
TRAIN TESTING AND ADJUSTING for 768C TRACTOR & 769C TRUCK, Form No. SENR2935.
NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS FOR 768C
TRACTOR & 769C TRUCK POWER TRAIN, Form No. SENR2933. If the Specifications in Form
SENR2933 are not the same as in the Systems Operation and the Testing and Adjusting, look at the
printing date on the back cover of each book. Use the Specifications given in the book with the latest
date.
Power Train Systems

General Description
The power train is made up of four basic systems.
1. Transmission Control (Electrical System).

2. Torque Converter.
3. Transfer Gears and Transmission.
4. Differential and Final Drives.
These four basic systems connect to each other either electrically, hydraulically or mechanically. A
basic diagram shows what components are common to each system.
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POWER TRAIN SYSTEMS BASIC DIAGRAM (SIMPLIFIED)
COMPONENTS OF THE POWER TRAIN

1. Differential and bevel gear. 2. Pinion. 3. Transmission. 4. Transfer gears. 5. Front drive shaft. 6. Torque converter. 7.
Final drives and axles. 8. Wheels and tires. 9. Rear drive shaft. 10. Lockup clutch. 11. Engine.
REAR OF CAB
12. Transmission control.
Transmission control (12) matches the transmission speed to the selected speed of transmission shift
lever (13). The transmission control gets information of the selected speed of operation through the
electrical system. The transmission control electrical system activates the hydraulic systems
(transmission and torque converter) through solenoids (upshift, downshift and lockup solenoids).
RIGHT SIDE OF OPERATOR'S SEAT

13. Transmission shift lever. 14. Shift lever switch (inside console).
Torque converter (6) has a lockup clutch (10) for direct drive and a one-way clutch for torque
converter drive. The torque converter is fastened directly to the flywheel of engine (11).
FRONT OF TRANSFER GEARS

15. Transmission speed sender.
The torque converter drives transmission (3) hydraulically, unless the lockup clutch is activated.
When the lockup solenoid is activated, the lockup clutch is hydraulically engaged. The rotating
(input) housing of the torque converter is now mechanically connected to the output shaft of the
torque converter. The drive shaft mechanically connects the torque converter to transfer gears (4). The
transfer gears are fastened directly to the transmission.
RIGHT SIDE OF TRANSMISSION

16. Downshift solenoid. 17. Upshift solenoid. 18. Plug for access to the rotary selector spool.
Upshift solenoid (17) and downshift solenoid (16) hydraulically activate the transmission hydraulic
control group. The transmission hydraulic control group activates the transmission clutches which
cause the mechanical connection to the transmission output shaft. The transmission clutches will not
drive the transmission output shaft unless the torque converter is activated (either hydraulically or
mechanically).
The transmission has seven forward speeds and one reverse speed. The selection of speed is done
manually, in REVERSE, NEUTRAL and FIRST. The selection of SECOND through SEVENTH
speeds is dne either manually or automatically.
LEFT SIDE OF MAIN FRAME

23. Return oil screen. 24. Return oil filter. 25. Hydraulic oil tank. 26. Transmission oil tank.
REVERSE is torque converter drive only. FIRST has both a torque converter drive and a direct drive.
SECOND through SEVENTH speeds are direct drive only with a very short time of converter drive
during transmission clutch engagement to make shifts smooth. The transmission output shaft is
fastened directly to differential and bevel gear (1). The differential and bevel gear are fastened
directly to the rear axle housing.
INSIDE RIGHT FRAME

19. Torque converter oil filter. 21. Transmission oil filter. 22. Secondary and parking brake valve.
BEHIND FRONT LEFT TIRE

20. Parking brake release oil filter.
LEFT OF AND BELOW ENGINE

28. Transmission oil cooler.
After the transmission and torque converter are connected, power can now be supplied from the
engine (through the transmission and torque converter) to the differential. The rear axles mechanically
connect the differential to the final drives. The final drives are connected to the rear wheels. Power is
now sent to the tires.
RIGHT SIDE OF ENGINE

27. Oil cooler for torque converter and brakes.
When the transmission is in the correct speed position, the mechanical movement of the rotary
selector spool causes the transmission switch to electrically signal the transmission control that the
shift is complete. With the rotation of the output shaft of the transmission, transmission speed sender
(15) electrically signals the transmission control that the machine has moved.
REAR OF ENGINE
29. Transmission oil breather. 30. Hydraulic oil breather.
The torque converter has a hydraulic system that uses oil that is also common with the brake cooling
system, the parking brake release system and the hoist or wagon (trailing unit) hydraulic system.
These systems all use the same SAE 10W oil from hydraulic oil tank (25). Lockup clutch and
solenoid valve group (31), inlet relief valve (32), outlet relief valve (33), oil pump (34), charging oil
filter (19) and lockup clutch (10) are some of the components in this system.
REAR OF TORQUE CONVERTER

31. Lockup clutch and solenoid valve group. 32. Inlet relief valve. 33. Outlet relief valve.
Pressure oil to engage the lockup clutch comes from the parking brake release system. The oil goes
through oil filter (20) and divides. Some oil goes to lockup clutch and solenoid valve group (31). This
valve group controls the operation of lockup clutch (10). The rest of the oil goes to secondary and
parking brake valve (22).

34. Oil pump for torque converter and brakes. 35. Oil pump for transmission.
Oil from outlet relief valve (33) is used to cool the wheel brakes. Oil that is not needed by the hoist or
wagon hydraulic system also is used to cool the wheel brakes. These two oils go through oil coolers
(27) before they go to the brakes. The oil then goes back through return oil screen (23) and into
hydraulic oil tank (25).
BOTTOM OF TRANSFER GEAR CASE

36. Magnetic screen.
The transmission has its own hydraulic system. It uses SAE 30W oil from transmission oil tank (26).
Other components in this system are: a transmission hydraulic control group, oil pump (35) with two
sections, oil filter (21), magnetic screen (36), return oil filter (24) and transmission oil cooler (28).
The basic components of the transmission hydraulic control group are downshift solenoid (16),
upshift solenoid (17), pressure control group (37), selector group (38) and rotary actuator (39). The
solenoids are the connection between the electrical and hydraulic systems. The solenoids are activated
electrically and send oil to rotary actuator (39). The rotary actuator turns rotary selector spool (40) in
selector group (38) which sends pilot oil to pressure control group (37). Pressure control group (37)
then sends oil at the correct rate to smoothly engage the correct clutches in the transmission.
LEFT SIDE OF TRANSMISSION HYDRAULIC CONTROL GROUP

16. Downshift solenoid. 17. Upshift solenoid. 37. Pressure control group. 38. Selector group. 39. Rotary actuator. 40.
Rotary selector spool.
When plug (18) is removed, rotary selector spool (40) can be manually moved through all of its
positions when the engine is off. When rotary selector spool (40) is turned clockwise as far as it will
go, the spool [and rotary actuator (39)] is in NEUTRAL position. From NEUTRAL each detent
position in the counterclockwise direction is REVERSE, FIRST, SECOND, THIRD, FOURTH,
FIFTH, SIXTH, SEVENTH and EIGHTH speeds respectively (EIGHTH speed position is not used
on 700 series machines).
Hydraulic And Transmission Oil Tanks
LEFT SIDE OF MAIN FRAME (769C Shown)

1. Return oil screen for torque converter and brake cooling. 2. Return oil filter for transmission. 3. Cover for access to
adjust relief valves. 4. Hydraulic oil tank for torque converter, brakes and hoist or wagon (trailing unit). 5. Transmission
oil tank.
The transmission oil tank is separate from the hydraulic oil tank. Transmission oil tank (5) has SAE
30W oil. This oil is used only for operation of the transmission. Hydraulic oil tank (4) has SAE 10W
oil. This oil has several uses: for torque converter operation, for brake cooling and hydraulic brake
operation and for hoist or wagon hydraulic system operation.
Cover (3) can be removed from hydraulic oil tank (4) to easily adjust the relief valve for the hoist or
wagon hydraulic system and the oil cooler relief valve.
REAR OF ENGINE
6. Breather for hydraulic oil tank, torque converter cover and oil pump drive. 7. Breather for transmission oil tank and
transmission case.
Oil Line Identification
TOP OF OIL TANKS

8. Line to breather (6). 9. Return line for rear brake cooling oil. 10. Makeup line for front brake master cylinder. 11.
Makeup oil tank for brake master cylinders. 12. Bleeder line for retarder brake master cylinder. 13. Bleeder line for rear
brake master cylinder. 14. Makeup line for rear brake master cylinder. 15. Return line for transmission scavenge oil. 16.
Inlet tube for makeup oil. 17. Return line for torque converter scavenge oil. 18. Line to breather (7). 19. Breather line to
transmission case.
INNER (RIGHT) SIDE OF OIL TANKS

8. Line to breather (6). 9. Return line for rear brake cooling oil. 10. Makeup line for front brake master cylinder. 12.
Bleeder line for retarder brake master cylinder. 13. Bleeder line for rear brake master cylinder. 14. Makeup line for rear
brake master cylinder. 15. Return line for transmission scavenge oil. 16. Inlet tube for makeup oil. 20. Makeup line for
retarder brake master cylinder. 21. Outlet to head ends of hydraulic cylinders. 22. Outlet to rod ends of hydraulic
cylinders. 23. Inlet from hydraulic (hoist or wagon. pump. 24. Drain line from secondary and parking brake valve. 25.
Outlet for transmission charging oil. 26. Outlet for hydraulic (hoist or wagon) oil. 27. Outlet for torque converter charging
oil and parking brake release oil. 28. Outlet for brake cooling oil (from hydraulic control valve). 29. Drain line from
torque converter inlet relief valve.
Power Train Electrical System
TRANSMISSION CONTROL ELECTRICAL SYSTEM
The power train electrical system is made up of a sealed, solid state transmission control, a
transmission switch, a shift lever switch, three solenoids (upshift, downshift and lockup), a
transmission speed sender, a retarder brake switch, a secondary brake switch, a service brake switch, a
bed raise switch for trucks [a XMSN (transmission) test switch for tractors], and electrical harnesses
and connectors.
The main component in this electrical system is the transmission control. The transmission control
must get information from six sources: the shift lever switch, the transmission switch, the
transmission speed sender, the bed raise (XMSN test) switch, the retarder brake switch or the
secondary brake switch. Then the transmission control will send output current to one of the three
solenoids.
Transmission Control
The transmission control gets current through a fuse on the fuse block. The transmission control then
sends the different currents to the switches and solenoids.
The transmission control has 15 lights (LED's) across the top. The lights are for the five (control)
wires to the shift lever switch and the transmission switch, a speed pickup light (from the transmission
speed sender), a retarder brake light, a lockup solenoid light, an upshift solenoid light and a downshift
solenoid light.
A light for the shift lever switch or transmission switch is ON when the control wire for that light is at
electrical ground, (normally through the switch). A light for the upshift, downshift or lockup solenoid
is ON when the output from the transmission control for that solenoid wire has +24 volts. The retarder
brake light is ON when the service brakes, parking brakes, secondary brakes or retarder lever is
activated. When the speed pickup light is OFF, the signal from the pickup (transmission speed sender)
gives the indication the machine is moving.
TRANSMISSION CONTROL
SCHEMATIC SYMBOL
There are six wires that go from the transmission control to each switch (shift lever and transmission).
The transmission control puts a potential of +5 volts on these six wires. Five of these six wires
(control wires) give the transmission control the information (from the switches) of as many as nine
different speed positions (REVERSE, NEUTRAL and FIRST through SEVENTH speed) for the
transmission. The sixth wire is put to vehicle or machine (electric) ground through the switch. The
sixth wire is a GROUND VERIFY signal. This wire gives the transmission control an indication of
the connectors and harnesses between the switches (transmission and shift lever) and the transmission
control. If the sixth wire is not a machine (electric) ground, the transmission control has +5 volts on
this wire. With this voltage on the wire, the transmission control will not operate correctly. This sixth
wire is at machine ground only when the switch is connected. A more complete explanation of this
sixth wire is given in the section on switch operation.
Switch Operation (Shift Lever Or Transmission)
Except for different pin numbers at the switch, the transmission switch and shift lever switch operate
basically the same. The shift lever or transmission switch is a mechanical switch with diodes in it. In
this way, the switch can be built (made) smaller because less contacts and rotors are needed. The
diodes let current flow in one direction only.
Many of the same pins can be used for different speeds, because a diode can send the current flow to
the correct pin. If you remember from the earlier description of the transmission control, the switch
will supply (give) a path, to (electric) ground, to light two out of the five lights (LED's) for the switch.
The shift lever switch has two pins that are connected inside the switch (Pin 1 and Pin 2). In the
harness, Pin 2 connects to machine (electric) ground. This pin must be connected to machine (electric)
ground, or all of the LEVER lights (for the shift lever switch) on the transmission control will be
OFF. If only the wire for ground verify (Pin 1) is not at machine (electric) ground, the LEVER lights
on the transmission control will be ON, but the solenoid lights (LED's) will be OFF. The ground
verify wire can only send a ground (electric) to the transmission control if all of the harnesses and
connectors operate (function) correctly.
SHIFT LEVER SWITCH
The five control wires connect to Pins 3, 4, 5, 8 and 9 of the shift lever switch. Each of the control
wires have a +5 volts potential when disconnected from the circuit. When the switch is connected,
two out of the five control wires are at machine (electric) ground. For explanation of the current path
(flow) through the switch, the transmission shift lever is in NEUTRAL position, the rotor connects to
the neutral contact. This connection lets current go through the two diodes to machine (electric)
ground as shown.
This current path puts grounds on Pins 5 and 9 of the shift lever switch. Normally, this causes LEVER
3 and LEVER 5 lights respectively (on the transmission control) to come (turn) ON.
TRANSMISSION SWITCH
SCHEMATIC SYMBOL
Sensor - Magnetic (Transmission Speed Sender)

The transmission speed sender gets power from the transmission control. This current and voltage
(power) must be at the transmission speed sender so a signal (electric frequency) can be sent back to
the transmission control. To get this signal (electric frequency) to the transmission control, there is a
rotation of gear teeth near (past) the transmission speed sender. The gear for the transmission speed
sender has 120 teeth and is connected to the transmission output shaft. To cause the speed pickup light
(LED) on the transmission control to turn (go) OFF, the machine must move and turn the transmission
output shaft (and the gear). When 125 teeth (on the gear) go past the transmission speed sender each
second, the speed pickup light turns (goes) OFF. The speed of the gear teeth (on the gear on the
transmission output shaft) sends signals (electric frequency) from the transmission speed sender to the
transmission control. This tells the transmission control the ground speed of the machine. From this
information and the information from the shift lever switch (of the selected speed), the transmission
will automatically shift as ground speed changes until the information from the transmission switch
tells the transmission control to stop automatic shifts. The speed selection on the transmission shift
lever is now the same as the transmission. The transmission control will not permit the transmission to
go into a speed higher (upshift) than the position of the transmission shift lever. When the signals
from the transmission speed sender give an indication for a downshift, the transmission control will
downshift automatically.
TRANSMISSION SPEED SENDER
Switch - Bed Raise Or [XMSN (Transmission) Test Switch For

Tractors)]
The bed raise switch has two purposes. The secondary purpose of the bed raise switch and the primary
purpose for the XMSN test switch (for tractors only) is to check the 15 lights (LED's) on the
transmission control when the switch is open. All of the 15 lights must turn (come) ON when the
switch is open. If all of the lights do not turn ON, the switch circuit or transmission control is bad.
The primary purpose of the bed raise switch is to keep the transmission control in a FORWARD or
NEUTRAL speed position while the bed is raised. The switch will be open (activated) when the hoist
lever is in the LOWER or RAISE position. An open circuit on Pin 7 of the transmission control will
prevent the transmission from shifting into REVERSE until the switch is closed (deactivated). After
the bed raise switch is closed (deactivated), the shift lever must be put in NEUTRAL before a shift to
REVERSE can be made.
BED RAISE SWITCH
Solenoids (Upshift, Downshift and Lockup)

Upshift and Downshift Solenoids
The solenoids receive an electrical signal from the transmission control and supply hydraulic pressure
to do mechanical work. The upshift and downshift solenoids, when activated (electrically by the
transmission control), let hydraulic oil flow to the rotary actuator. The hydraulic oil pressure turns the
rotary actuator until the solenoid (upshift or downshift) stops the hydraulic flow. The transmission
control keeps the solenoid activated until the correct signal (code) from the transmission switch is
received. The rotary actuator is connected to the rotary selector spool and the transmission switch is
connected to rotary selector spool by a flexible coupling. When the rotary selector spool is in the
correct position, (transmission control receives the correct signal from the transmission switch) the
transmission control stops the current flow to the solenoid. The solenoid stops the oil pressure to the
rotary actuator and the rotation of the rotary selector spool stops. This sequence is done for every
upshift or downshift of the transmission. Only in the NEUTRAL position will the transmission
control keep the downshift solenoid activated after the shift is complete.
UPSHIFT SOLENOID ACTIVATED
DOWNSHIFT SOLENOID ACTIVATED
Lockup Solenoid
For speed positions that need direct drive, the lockup solenoid must be activated after the upshift or
downshift solenoid is deactivated (made not active). The position (signal) of the transmission switch
and the ground speed signal from the transmission speed sender tell the transmission control when to
activate the lockup solenoid. The hydraulic oil pressure for the lockup solenoid comes from the
parking brake release pump through the lockup clutch reduction valve to the solenoid. When the
transmission control activates the lockup solenoid, hydraulic oil pressure goes through the lockup
clutch modulation valve to the lockup clutch. The lockup clutch will stay in direct drive until the oil
pressure is removed by the lockup solenoid.
LOCKUP SOLENOID ACTIVATED
Switch - Pressure (Secondary and Service Brake)

Some input (electrical) signals to the transmission control during a shift can cause a "hunting"
condition of the transmission. The design of the transmission control will help keep the transmission
from this "hunting" condition. A hunting condition is an unwanted rapid upshift and downshift of the
transmission caused by fluctuations (changes) in ground speed, while the machine is operating at or
near a transmission shift point. For example, the machine upshifts then downshifts, then upshifts, then
downshifts, etc.
The transmission control is designed to make only one "turn around" shift approximately every two
seconds. A turn around shift is when the transmission upshifts or downshifts to the next speed
position, then shifts back to the original speed position (before the shift). This design helps keep the
transmission from the "hunting" condition.
In normal operating conditions, a rapid shift may be needed, for example to stop the vehicle. If a rapid
downshift was not made in this common condition, the engine would stop. When activated, the
secondary brake switch and service brake switch will tell the transmission control that rapid shifts,
(less than the two seconds for normal turn around shifts) are needed. The secondary brake switch will
open when the secondary brakes or parking brakes are engaged. The service brake switch will open
when the brake pedal is engaged (pushed).
When both switches are closed (secondary brake released, parking brake released, and service brake
not activated), the transmission control gets a ground (electric) through the switches to Pin 20 of the
transmission control. This ground (electric) tells the transmission control to let only one turn around
shift happen in approximately two seconds. When one or both switches are open, the ground (electric)
is removed from Pin 20 of the transmission control. This tells the transmission control a rapid shift
time is needed. Each time the secondary brakes, parking brakes, or service brakes are engaged the
transmission control will shift more rapidly.
SECONDARY BRAKE SWITCH
SERVICE BRAKE SWITCH
Switch - Pressure (Retarder Brake)

The retarder brake switch will signal the transmission control when a higher engine rpm is needed for
an upshift or downshift of the transmission. When the retarder brake switch is closed (NOT
activated), the transmission control gets a ground (electric) through the switch to Pin 6 of the
transmission control. This ground, put on Pin 6, tells the transmission control that normal engine rpms
for upshifts and downshifts are needed.
When the retarder brake switch is open (activated), the transmission control will upshift and
downshift at a higher engine rpm.
RETARDER BRAKE SWITCH
Sequence For Manual Shifts
Neutral
When the transmission shift lever is in NEUTRAL position, LEVER 3 and LEVER 5 lights on the
transmission control turn (come) ON. This is an indication that the rotor for the shift lever switch is in
NEUTRAL position. With the shift lever switch in this position, current flows from the transmission
control on wires 713-OR and 715-GN through the shift lever switch to machine ground. This path
(way) for current flow lets the lever lights turn ON. This information (current flow) also tells the
transmission control a downshift is needed. At this time, the transmission control sends current to the
downshift solenoid through 704-GY wire to ground. When the downshift solenoid activates, hydraulic
oil pressure goes to the rotary actuator and causes the rotary selector spool to turn.
SWITCH LEVER SWITCH (NEUTRAL Position)
The transmission switch rotor is connected to the rotary selector spool by a flexible coupling. When
the rotor in the transmission switch is in the correct position (NEUTRAL), a ground (electric) is put
on 724-YL and 725-GN wires. With these wires at machine ground, current flows from the
transmission control through the transmission switch to machine ground. This path for current flow
makes GEAR 4 and GEAR 5 lights turn ON. Normally this information (current flow) tells the
transmission control that the shift is complete and to deactivate (make not active) the downshift
solenoid. In NEUTRAL position, this information causes the transmission control to keep the
downshift solenoid activated. This holds (locks) the rotary selector spool in NEUTRAL position.
TRANSMISSION SWITCH (NEUTRAL Position)
Neutral to Reverse (Converter Drive)
When the transmission shift lever is put in REVERSE position, LEVER 4 and LEVER 5 lights on the
transmission control turn ON. This is an indication that the rotor for the shift lever switch has turned
and the shift lever switch is in REVERSE position. With the shift lever switch in this position, current
flows from the transmission control on wires 714-YL and 715-GN through the shift lever switch to
machine ground. This path for current flow lets the lever lights turn ON. This information (current
flow) also tells the transmission control an upshift is needed. At this time, the transmission control
sends current to the upshift solenoid through 703-BU wire to ground. When the upshift solenoid
activates, hydraulic oil pressure goes to the rotary actuator and causes the rotary selector spool to turn.
SHIFT LEVER SWITCH (REVERSE Position)
When the rotary selector spool turns, the rotor in the transmission switch turns. As long as the upshift
solenoid is activated, the hydraulic oil pressure makes the rotary selector spool turn. When the rotor in
the transmission switch gets to the correct position (REVERSE), a ground (electric) is put on 723-OR
and 725-GN wires. With these wires at machine ground, current flows from the transmission control
through the transmission switch to machine ground. This path for current flow makes GEAR 3 and
GEAR 5 lights turn ON. This information (current flow) tells the transmission control that the shift is
complete and to deactivate the upshift solenoid.
TRANSMISSION SWITCH (REVERSE Position)
Neutral to First
Converter Drive
When the transmission shift lever is put in FIRST speed position, the shift lever switch moves to
FIRST speed position. Current flows from the transmission control on wires 712-WH and 715-GN
through the shift lever switch to machine ground and causes LEVER 2 and LEVER 5 lights on the
transmission control to turn ON. Because an upshift is needed at this time, the transmission control
sends current to the upshift solenoid through 703-BU wire to ground. When the upshift solenoid
activates, the rotary selector spool and the rotor in the transmission switch turn.
SHIFT LEVER SWITCH (FIRST Speed Position)
When the rotor in the transmission switch gets to the correct position (FIRST speed), a ground
(electric) is put on 722-WH and 725-GN wires. Current now flows from the transmission control
through the transmission switch to machine ground and GEAR 2 and GEAR 5 lights turn ON. This
information tells the transmission control that the shift is complete and to deactivate the upshift
solenoid.
Direct Drive
After the shift to FIRST speed is complete, the transmission control will monitor the signal (electric
frequency) from the transmission speed sender. This current flow, plus the signal (electric frequency)
from the transmission speed sender tells the transmission control when direct dirve (lockup) is
needed. The change from converter drive to direct drive is automatic when the correct ground speed
signal (electric frequency) from the transmission speed sender gets to the transmission control.
At this time, the transmission control sends current to the lockup solenoid through 705-PK wire to
(electric) ground. When the lockup solenoid activates, hydraulic oil pressure goes through the lockup
clutch modulation valve to the lockup clutch. The lockup clutch will stay activated until there is an
upshift, downshift or a decrease in ground speed to a converter drive condition.
TRANSMISSION SWITCH (FIRST Speed Position)
Sequence For Automatic Upshifts

First to Second
Converter Drive
For an automatic upshift to SECOND speed, move the transmission shift lever to SECOND speed
position. The transmission control automatically upshifts until SECOND speed is made (reached).
When the transmission shift lever is moved to SECOND speed position, LEVER 1 and LEVER 5
lights on the transmission control turn (come) ON. This is an indication that the rotor for the shift
lever switch has turned and the shift lever switch is in SECOND speed position. Current goes from
the transmission control on wires 711-BR and 715-GN through the shift lever switch to machine
(electric) ground. This permits the lever lights to turn ON. This current flow, plus a signal (electric
frequency) from the transmission speed sender, tells the transmission control that an upshift is needed.
The upshift to SECOND speed position from FIRST speed position is automatic when the correct
ground speed signal (electric frequency) from the transmission speed sender gets to the transmission
control.
SHIFT LEVER SWITCH (SECOND Speed Position)
At this time, the transmission control sends current to the upshift solenoid through 703-BU wire to
(electric) ground. When the upshift solenoid activates, hydraulic oil pressure goes to the rotary
actuator and the rotary selector spool turns. The rotary selector spool turns the rotor in the
transmission switch. When the alignment of the rotor in the transmission switch changes from FIRST
speed position to SECOND speed position, a (electric) ground is put on 721-BR and 725-GN wires.
GEAR 2 and GEAR 5 lights for FIRST speed position now change to GEAR 1 and GEAR 5 lights for
SECOND speed position. This new current flow tells the transmission control that the transmission is
now in SECOND speed position. With the transmission switch and the shift lever switch in the same
speed, the upshift solenoid is deactivated by the transmission control. The automatic shift is complete.
TRANSMISSION SWITCH (SECOND Speed Position)
Direct Drive
After the shift to SECOND speed is complete, the transmission control will monitor the signal
(electric frequency) from the transmission speed sender. This current flow, plus the signal (electric
frequency) from the transmission speed sender tells the transmission control when direct drive
(lockup) is needed. The change from converter drive to direct drive is automatic when the correct
ground speed signal (electric frequency) from the transmission speed sender gets to the transmission
control.
At this time, the transmission control sends current to the lockup solenoid through 705-PK wire to
(electric) ground. When the lockup solenoid activates, hydraulic oil pressure goes through the lockup
clutch modulation valve to the lockup clutch. The lockup clutch will stay activated until there is an
upshift, downshift, or a decrease in ground speed to a converter drive condition.
Second to Third
This explanation shows how an automatic upshift is made. Except for different electrical wires that
must be grounded or activated, the automatic upshift sequence is basically the same for all speeds.
For an automatic upshift to THIRD speed, move the transmission shift lever to THIRD speed
position. The transmission control automatically upshifts until THIRD speed is made (reached).
SHIFT LEVER SWITCH (THIRD Speed Position)
When the transmission shift lever is moved to THIRD speed position, LEVER 3 and LEVER 4 lights
on the transmission control turn (come) ON. The shift lever switch is now in THIRD speed position.
Current comes from the transmission control on wires 713-OR and 714-YL through the shift lever
switch to machine (electric) ground. This permits the lever lights to turn ON. This current flow, plus a
signal (electric frequency) from the transmission speed sender, tells the transmission control that an
upshift is needed. The upshift to THIRD speed position from SECOND speed position is automatic
when the correct ground speed signal (electric frequency) from the transmission speed sender gets to
the transmission control.
At this time, the transmission control sends current to the upshift solenoid through 703-BU wire to
(electric) ground. When the upshift solenoid activates, hydraulic oil pressure goes to the rotary
actuator and the rotary selector spool turns. The rotary selector spool turns the rotor in the
transmission switch. When the alignment of the rotor in the transmission switch changes from
SECOND speed position to THIRD speed position, a (electric) ground is put on 723-OR and 724-YL
wires. GEAR 1 and GEAR 5 lights for SECOND speed position now change to GEAR 3 and GEAR 4
lights for THIRD speed position. This new current flow tells the transmission control that the
transmission is now in THIRD speed position. With the transmission switch and the shift lever switch
in the same speed, the upshift solenoid is deactivated by the transmission control. The automatic shift
is complete.
TRANSMISSION SWITCH (THIRD Speed Position)
Direct Drive
After the shift to THIRD speed is complete, the transmission control will activate the lockup solenoid.
This change to direct drive is automatic when the transmission speed sender gives a signal (electric
frequency) and the transmission switch gives a signal (code) to the transmission control that a direct
drive condition is present.
At this time, the transmission control sends current to the lockup solenoid through the 705-PK wire to
(electric) ground. When the lockup solenoid activates, hydraulic oil pressure goes to the lockup
clutch. The lockup clutch will stay activated until there is an upshift, downshift, or a decrease in
ground speed to a converter drive (R-N-1-2) condition.
Sequence For Automatic Downshifts

Third to Second
This explanation shows how an automatic downshift is made. Except for different electrical wires that
must be grounded or activated, the automatic downshift sequence is basically the same for all speeds.
For an automatic downshift to SECOND speed, move the transmission shift lever to SECOND speed
position. The transmission control automatically downshifts until SECOND speed is made (reached).
When the transmission shift lever is moved to SECOND speed position, LEVER 1 and LEVER 5
lights on the transmission control turn (come) ON. The shift lever switch is now in SECOND speed
position. Current comes from the transmission control on wires 711-BR and 715-GN through the shift
lever switch to machine (electric) ground and permits the lever lights to turn ON. This current flow,
plus a signal (electric frequency) from the transmission speed sender, tells the transmission control
that a downshift is needed. The downshift to SECOND speed position from THIRD speed position is
automatic when the correct ground speed signal (electric frequency) from the transmission speed
sender gets to the transmission control.
SHIFT LEVER SWITCH (SECOND Speed Position)
At this time, the transmission control sends current to the downshift solenoid through 704-GY wire to
(electric) ground. When the downshift solenoid activates, hydraulic oil pressure goes to the rotary
actuator. The rotary selector spool turns the rotor in the transmission switch. When the alignment of
the rotor in the transmission switch changes from THIRD speed position to SECOND speed position,
a (electric) ground is put on 721-BR and 725-GN wires. GEAR 3 and GEAR 4 lights for THIRD
speed position now change to GEAR 1 and GEAR 5 lights for SECOND speed position. This new
current flow tells the transmission control that the transmission is now in SECOND speed position.
With the transmission switch and the shift lever switch in the same speed, the downshift solenoid is
deactivated by the transmission control. The automatic downshift is complete.
Direct Drive
After the shift to SECOND speed is complete, the transmission control will monitor the signal
(electric frequency) from the transmission speed sender. This current flow, plus the signal from the
transmission speed sender will tell the transmission control when direct drive is needed. The change
from direct drive to converter drive is automatic when the correct ground speed signal from the
transmission speed sender gets to the transmission control.
At this time, the transmission control stops current to the lockup solenoid through 705-PK wire to
(electric) ground. When the lockup solenoid deactivates, hydraulic oil pressure stops and the lockup
clutch disengages. The lockup clutch will stay activated until there is an upshift, downshift, or a
decrease in ground speed to a converter drive condition.
TRANSMISSION SWITCH (SECOND Speed Position)
Torque Converter Hydraulic System
Operation Of The Torque Converter Hydraulic System

Neutral Operation
When the engine is started, oil goes from hydraulic oil tank (25) through suction screen (28) to
parking brake release section (19) and torque converter charging section (20) of the oil pump. Also,
oil goes through suction screen (32) to oil pump (27) for hoist or wagon hydraulics and rear brake
cooling.
Torque converter charging section (20) sends the oil through torque converter oil filter (16) to inlet
relief valve (11) and torque converter (12). Inlet relief valve (11) controls the maximum pressure of
the oil that goes to the torque converter. From the torque converter, the oil goes to outlet relief valve
(7). This valve controls the maximum pressure of the oil in the torque converter.
The oil from torque converter (12) goes around the valve spool in outlet relief valve (7). This oil now
becomes brake cooling oil.
The flow of oil combines with oil from oil pump (27). The oil goes through screen (18), oil cooler
(13) and on to either left rear wheel brake (23) or right rear wheel brake (24). From the rear wheel
brakes, the oil then combines and goes through return oil screen (26) into hydraulic oil tank (25).
NOTE: Some of the oil from oil cooler (13) is used for lubrication of oil pump drive (14).
Parking release section (19) sends oil through parking brake release oil filter (15) to secondary and
parking brake valve (8) and on to lockup clutch and solenoid valve group (5). The oil that goes to
lockup clutch and solenoid valve group (5) is used to engage the lockup clutch. The oil that goes to
the secondary and parking brake valve is used to release the parking brakes. Relief valve (9) controls
the maximum pressure of the parking brake release system. When the oil pressure gets too high, relief
valve (9) opens and sends the extra oil back to hydraulic oil tank (25).
Drain (return) oil from lockup clutch and solenoid valve group (5) and oil pump drive (14) goes into
the bottom of the torque converter cover. Any leakage in torque converter (12) also goes to the bottom
of the cover. Torque converter scavenge section (21) pulls this oil through scavenge screen (22) and
sends it back to hydraulic oil tank (25) through return oil screen (26).
Oil pump (27) sends oil to control valve (30) for use in the hoist or wagon hydraulic system. The oil
that is not used in the hoist or wagon hydraulic system is used for brake cooling also. Oil cooler relief
valve (29) controls the maximum pressure of this brake cooling oil. The flow of oil then combines
with the brake cooling oil from the torque converter and goes through screen (18) and oil cooler (13).
The oil then either goes to right rear wheel brake (24) or left rear wheel brake (23).
TORQUE CONVERTER HYDRAULIC SYSTEM IN DIRECT DRIVE, (Lockup Clutch Engaged), ENGINE RUNNING
1. Lockup solenoid.
2. Selector piston for lockup clutch.
3. Load piston for lockup clutch.
4. Pressure reduction valve.
5. Lockup clutch and solenoid valve group.
6. Modulation reduction valve for lockup clutch.
7. Outlet relief valve for torque converter.
8. Secondary and parking brake valve.
9. Relief valve for brake release system.
10. Passage to rear wheel brakes.
11. Inlet relief valve for torque converter.
12. Torque converter.
13. Oil cooler for torque converter and brakes.
14. Oil pump drive.
15. Parking brake release oil filter.
16. Torque converter oil filter.
17. Lockup clutch for the torque converter.
18. Screen.
19. Parking brake release section of oil pump.
20. Torque converter charging section of oil pump.
21. Torque converter scavenge section of oil pump.
22. Scavenge screen.
23. Left rear wheel brake.
24. Right rear wheel brake.
25. Hydraulic oil tank.
26. Return oil screen for torque converter and brake cooling.
27. Oil pump for hoist hydraulics and rear brake cooling.
28. Suction screen.
29. Oil cooler relief valve for rear brakes.
30. Control valve for hoist or wagon hydraulics.
31. Return oil screen for hoist or wagon hydraulics.
32. Suction screen.
P. Pressure tap for pilot oil.
R, V. Pressure taps for parking brake release oil.
S. Pressure tap for torque converter lockup clutch.
T. Pressure tap for torque converter outlet.
U, X, Y, Z, AA, BB. Pressure taps for brake cooling.
W. Pressure tap for torque converter inlet.
Lockup Operation (Direct Drive)
The machine is in converter drive in NEUTRAL and REVERSE. SECOND through SEVENTH
speeds are direct drive speeds. FIRST speed is in converter drive at lower ground speeds and direct
drive at higher ground speeds.
In FIRST speed, torque converter (12) is used until the ground speed gets high enough for direct
drive. At this time, the transmission speed sender tells the transmission control that direct drive
(lockup) is needed.
The transmission control activates (opens) lockup solenoid (1). Pilot oil goes to selector piston (2).
Modulation reduction valve (6) moves down and lockup clutch oil goes to lockup clutch (17) on the
front of the torque converter. Modulation now takes place between load piston (3) and modulation
reduction valve (6) until maximum pressure is reached (made). The lockup clutch is now engaged and
the machine is in direct drive in FIRST speed.
When an upshift is made to SECOND speed, the transmission control deactivates (closes) lockup
solenoid (1). Pilot oil to selector piston (2) is stopped. The selector piston, load piston (3) and
modulation reduction valve (6) go back to their original positions. Lockup clutch oil is stopped and
lockup clutch (17) is disengaged (released). The machine is again in converter drive for a short
moment. After the correct clutches in the transmission are engaged for SECOND speed, the lockup
clutch is again engaged in the same way as shown above. This makes for smooth shifts when the
machine goes into converter drive for a moment between shifts from a direct drive speed to a direct
drive speed. This same operation takes place during upshifts from SECOND through SEVENTH
speeds and during downshifts from SEVENTH through FIRST speeds.
When the machine is in direct drive in FIRST speed and ground speed decreases enough, the
transmission control again deactivates lockup solenoid (1). The lockup clutch disengages and the
machine goes back into converter drive.
Oil Pump For the Torque Converter And Brakes

1. Parking brake release section. 2. Torque converter charging section. 3. Torque converter scavenge section.
The oil pump for the torque converter and brakes has three sections: parking brake release section (1),
torque converter charging section (2) and torque converter scavenge section (3). The pump is driven
by a gear on the torque converter.
The scavenge section on the drive end takes oil that goes to the bottom of the torque converter cover.
The oil goes through a scavenge screen on its way to scavenge section (3). The oil is then sent back to
the hydraulic oil tank.
The inlet side of sections (1) and (2) are connected and get their oil from the hydraulic oil tank.
Charging section (2) in the center sends the oil under pressure to the torque converter oil filter and on
to the inlet relief valve and torque converter.
Parking brake release section (1) sends oil under pressure to an oil filter and the secondary and
parking brake valve. This oil flow is then divided. Some of the oil goes to the rear wheel brakes to
release the parking brakes. Some of the oil goes on to the lockup clutch and solenoid valve group.
This oil is used to engage the lockup clutch in the torque converter.
Oil Filters For Parking Brake Release System And Torque

Converter
LOCATION OF THE OIL FILTERS

1. Torque converter oil filter. 2. Parking brake release oil filter.
The oil filter for parking brake release system is fastened to the left side of the main frame behind the
wheel. The torque converter oil filter is fastened to the inner right side of the main frame behind the
torque converter. Oil from the hydraulic tank goes to the oil pump. The parking brake release section
of the pump sends oil to parking brake release oil filter (2). The torque converter section of the pump
sends oil to torque converter oil filter (1).
Both filters work the same. Oil goes through inlet passage (6) and fills the space between the inside of
housing (10) and element (9). During normal operation, the oil goes through element (9) and outlet
passage (5) to the remainder of the hydraulic system. Element (9) stops any debris that is in the oil.
If the filter elements become full of debris, the restriction to the flow of oil causes a pressure increase
inside the filter. The pressure oil causes bypass valve (4) to move against the force of spring (8). The
oil then goes past the open bypass valve and to the remainder of the hydraulic system. When the oil
does not go through the filter elements, the debris in the oil will cause damage to other components in
the hydraulic system.
Correct maintenance must be used to make sure that element (9) does not become full of debris and
stop the flow of clean oil to the hydraulic system.
TORQUE CONVERTER OIL FILTER

4. Bypass valve. 5. Outlet passage. 6. Inlet passage. 7. Base. 8. Spring. 9. Element. 10. Housing. 11. Plug.
PARKING BRAKE RELEASE OIL FILTER

4. Bypass valve. 5. Outlet passage. 6. Inlet passage. 7. Base. 8. Spring. 9. Element. 10. Housing. 11. Plug.
Inlet And Outlet Relief Valves For The Torque Converter
LOCATION OF RELIEF VALVES

1. Inlet relief valve. 2. Outlet relief valve.
Inlet relief valve (1) and outlet relief valve (2) are installed on the outside of the torque converter
cover.
COMPONENTS OF THE RELIEF VALVE

3. Body. 4. Inlet passage. 5. Outlet passage. 6. Poppet valve. 7. Valve spool. 8. Shims. 9. Spring.
Inlet relief valve (1) controls the maximum pressure of the oil to the torque converter. The setting of
the inlet relief valve is approximately 930 kPa (135 psi). Extra oil from inlet relief valve (1) goes back
to the hydraulic tank through outlet passage (5).
NOTICE
Inlet pressure to the torque converter MUST NOT be over 930 kPa
(135 psi) with COLD OIL. Pressures greater than the maximum setting
will damage the torque converter.
Outlet relief valve (2) controls the maximum pressure inside the torque converter. The setting of the
outlet relief valve is approximately 410 kPa (60 psi). From outlet relief valve (2), the oil goes through
outlet passage (5) to the brake and torque converter oil cooler.
The operation of both valves is the same. Oil goes into body (3) through inlet passage (4). The oil
goes through a hole in valve spool (7) into the chamber between poppet valve (6) and valve spool (7).
The oil moves valve spool (7) against the force of spring (9) when the pressure of the oil becomes
greater than the force of the spring. The movement of valve spool (7) permits the oil to flow through
outlet passage (5).
Lockup Clutch And Solenoid Valve Group

1. Lockup clutch and solenoid valve group. 2. Inlet line from the parking brake release system. 3. Torque converter cover.
4. Pressure tap for lockup clutch.
Lockup clutch and solenoid valve group (1) controls the operation of the lockup clutch of the torque
converter. Pressure oil from the valve group engages the lockup clutch. Pressure tap (4) is used to
measure the pressure of this oil [in passage (23)]. This oil comes from the parking brake release pump
section. The oil goes to the secondary and parking brake valve and then goes through inlet line (2)
into pump inlet (32) of valve body (30).
Drain passages (12), (22), (27) and (31) are all connected. The return (drain) oil goes into torque
converter cover (3) on its way back to the hydraulic oil tank.
The purpose for pressure reduction valve (21) is to decrease oil pressure [to approximately 2410 kPa
(350 psi)] in pump inlet (32) so it can be used by lockup solenoid (24). This oil in pilot passage (10) is
pilot oil and is used to activate selector piston (6). Oil pressure goes through an orifice in pressure
reduction valve (21), opens ball check (17) and goes into the slug chamber at the end of the valve.
This pressure works against the force of springs (20). When the pressure in pilot passage (10) gets too
high, the pressure reduction valve moves against the force of springs (20). This lets some of the oil in
pilot passage (10) go into drain passages (31). Pressure reduction valve (21) moves to the right and
left to keep a constant pressure in pilot passage (10).
Modulation reduction valve (19) operates the same as the seven modulation reduction valves in the
transmission hydraulic control group. This valve controls the pressure and time that it takes to engage
and release the lockup clutch. Pump oil goes through passage (13) to the modulation reduction valve.
This oil is at the same pressure as the parking brake release system [approximately 3170 kPa (460
psi)].
Lockup Started (Clutch Filling)
When the transmission control gets the indication for direct drive (to engage the lockup clutch), it
sends an electric signal to lockup solenoid (24). The lockup solenoid activates (opens) and lets pilot
oil from pilot passage (10) go into pilot passage (25). This oil pushes shuttle valve (26) over which
closes drain passage (27). The oil moves the ball inside the shuttle valve and goes through the valve
and pilot passage (18) to the end of selector piston (6).
This causes selector piston (6) along with load piston (7) to move against the force of spring (14).
This causes modulation reduction valve (19) to move against the force of spring (29). Now, passage
(23) is not open to drain passage (22). Passage (23) is open to passage (13). Pump oil now goes to fill
the lockup clutch.
At this time, oil also goes through load piston orifice (16) and passage (11). This oil goes between
selector piston (6) and load piston (7).
Lockup Completed (Clutch Engaged)
After the lockup clutch is full of oil, the pressure increases in the clutch. This causes load piston (7) to
move against the force of spring (14). Lockup clutch oil also goes through an orifice in modulation
reduction valve (19), opens ball check (28) and goes into the slug chamber at the end of the valve.
This pressure works against the pressure at the end of load piston (7). The pressure increases until the
load piston is moved all the way down against its stop. The pressure in the clutch is now at its
maximum [approximately 1500 kPa (220 psi)]. Modulation reduction valve (19) moves up and down
to keep a constant pressure in passage (23).
Two components control the amount of time it takes for the pressure in the lockup clutch to get to its
maximum: the size of load piston orifice (16) and the force of spring (14). The force of spring (14)
can be changed by the removal or addition of shims in load piston (7).
LOCKUP CLUTCH AND SOLENOID VALVE GROUP
5. Cover.
6. Selector piston.
7. Load piston.
8. Load piston body.
9. Selector piston plug.
10. Pilot passage.
11. Passage in selector piston.
12. Drain passage.
13. Passage for pump oil.
14. Spring.
15. Load piston plug.
16. Load piston orifice.
17. Ball check.
18. Pilot passage.
19. Modulation reduction valve.
20. Springs.
21. Pressure reduction valve.
22. Drain passage.
23. Passage to lockup clutch.
24. Lockup solenoid.
25. Pilot passage.
26. Shuttle valve.
27. Drain passage.
28. Ball check.
29. Spring.
30. Valve body.
31. Drain passages.
32. Pump inlet.
Lockup Clutch Disengaged (Released)
When the transmission control gets the indication to go to converter drive from direct drive (to
disengage the lockup clutch), it stops the electric signal to lockup solenoid (24). The lockup solenoid
deactivates (closes) and stops the flow of pilot oil into pilot passage (25) and drains the passage. The
force of spring (14) moves selector piston (6) up which causes the pressure oil in pilot passage (18) to
push against shuttle valve (26). This causes the ball inside the shuttle valve to move to the left. The oil
pressure causes shuttle valve (26) to also move to the left which opens pilot passage (18) to drain
passage (27). Selector piston (6) now moves up against load piston body (8).
Passage (11) is now in alignment with drain passage (12). The force of spring (14) moves load piston
(7) all the way up against selector piston (6). Modulation reduction valve (19) now moves all the way
up because of the force of spring (29). In this position, pump oil in passage (13) can not go into
passage (23). Passage (23) is now open to drain passage (22) and the pressure in the lockup clutch is
released.
Oil Cooler For The Torque Converter And Brakes
Oil cooler (27) for the torque converter and brakes is fastened to the right side of the engine cylinder
block. Engine coolant, from the water pump, goes into the oil cooler at the front of the engine. The
coolant goes through long tubes in the oil cooler. The coolant then goes into the engine cylinder block
at the rear.
The oil cooler gets oil from two places. Some oil comes from the outlet relief valve of the torque
converter (converter outlet oil). Some oil comes from the control valve for the hoist or wagon (trailing
unit) hydraulics. This oil is cooled and sent out of the oil coolers to the rear wheel brakes.
LOCATION OF OIL COOLER (27)
Torque Converter
The torque converter is driven by the engine flywheel. It is made up of an impeller, turbine, lockup
clutch and a stator with a one-way clutch. The lockup clutch permits the machine to operate in direct
drive to keep the power loss to a minimum. The one-way clutch holds the stator when the converter is
used and lets the stator turn freely when the torque converter is not used. The converter cover is
fastened directly to the flywheel housing and provides an oil reservoir and a place to fasten two valves
and a pump. The flange of the output shaft of the torque converter is connected to the drive shaft.
The transmission is driven by the torque converter in FIRST, NEUTRAL and REVERSE. During
shifts from SECOND through SEVENTH speeds, the torque converter is activated for a moment (the
lockup clutch disengages for a moment) to make the shifts smooth. Once the transmission clutches are
engaged, the lockup clutch engages and the transmission is in direct drive.
In FIRST speed, the operation of the lockup clutch is controlled by the transmission control. The
transmission can be in either torque converter or direct drive in FIRST speed.
Torque Converter Drive
The engine flywheel turns rotating housing (1) which turns impeller (3). The impeller moves (directs)
the oil to the blades of turbine (2) and causes the turbine to turn. The turbine directs the oil to stator
(10) and causes the stator to try to turn in the opposite direction of the turbine. The movement of the
stator causes rollers (14) of one-way clutch (9) to move (roll) between stator (10) and the carrier for
the stator. The action of the one-way clutch keeps the stator from rotation. The stator now directs
most of the oil back to impeller (3). The remainder of the oil goes out of the torque converter through
outlet passage (6). The oil, that goes back to impeller (3) from stator (10), moves in the same direction
as the rotation of the impeller.
Turbine (2) turns hub (7) and hub (7) turns output shaft (12). Power is sent through the output shaft to
the drive shaft and the transfer gears of the transmission.
FLOW OF OIL IN TORQUE CONVERTER DRIVE

1. Rotating housing. 2. Turbine. 3. Impeller. 4. Drive gear for the torque converter pump. 5. Inlet passage for converter oil.
6. Outlet passage for converter oil. 7. Hub. 8. Lockup clutch. 9. One-way clutch. 10. Stator. 11. Carrier. 12. Output shaft.
One-Way Clutch
Splines connect stator (10) to cam (13). Cam (13) is turned by the stator. Carrier (17) does not turn.
The mechanical connection between cam (13) and carrier (17) is rollers (14). Rollers (14) are in
openings (16) of cam (13). Springs (15) are also in openings (16). The left side of openings (16) is
smaller than the right side of openings (16) because the opening has a taper. Normally, springs (15)
keep rollers (14) in the taper at the left side of openings (16).
When the speed of impeller (3) and turbine (2) is slow, stator (10) is held stationary. Rollers (14) are
held in the taper of openings (16) by springs (15). There is a mechanical connection between cam (13)
and carrier (17). Since carrier (17) is held stationary, cam (13) is held stationary. Since the cam can
not turn, the stator does not turn. The stator can send oil back to the impeller.
As the speed of impeller (3) and turbine (2) increases, stator (10) starts to turn in the same direction as
the impeller and turbine. When the stator starts to turn, cam (13) starts to turn. The movement of cam
(13) causes rollers (14) to move from the tapers of openings (16). The mechanical connection between
cam (13) and carrier (17) is broken. Stator (10) and cam (13) turn freely. The stator does not send oil
back to the impeller.
DETAL OF ONE-WAY CLUTCH

13. Cam. 14. Rollers. 15. Springs. 16. Openings in cam. 17. Carrier.
Lockup Clutch
OIL FLOW TO THE LOCKUP CLUTCH

1. Rotating housing. 2. Turbine. 3. Impeller. 7. Hub. 11. Carrier. 12. Output shaft. 18. Piston. 19. Plates (two). 20. Plate.
21. Pilot. 22. Discs (two). 23. Inlet passage.
Lockup clutch (8) is part of the torque converter and is between the engine flywheel and turbine (2).
The lockup clutch is engaged when the transmission is in SECOND through SEVENTH speeds
(direct drive). The lockup clutch does engage in FIRST speed as the output speed of the transmission
increases. When the lockup clutch is engaged, impeller (3) and turbine (2) turn at the same speed as
the engine and there is no loss of power in the torque converter. The connection between the engine
and the transmission is now direct.
Rotating housing (1) is connected to the engine flywheel by splines and is fastened to impeller (3) by
bolts. Piston (18), plates (19) and plate (20) are also connected to rotating housing (1) by splines.
Discs (22) and output shaft (12) are connected to hub (7) by splines. Turbine (2) is fastened to hub
(7).
Operation
The transmission (electronic) control activates the lockup clutch and solenoid valve group which
sends pressure oil for operation of the lockup clutch. Oil from the lockup clutch and solenoid valve
group goes through inlet passage (23) in carrier (11). The oil goes through a passage in the center of
output shaft (12), and through pilot (21) and rotating housing (1) to piston (18). The pressure of the oil
causes piston (18) to move toward plate (20). This causes plates (19) and discs (22) to be held
together and to turn at the same speed. The plates and discs become a direct connection between
rotating housing (1) and output shaft (12). The machine is in direct drive.
When the lockup clutch is not engaged, the operation of the torque converter is normal.
Direct Drive
FLOW OF POWER IN DIRECT DRIVE

1. Rotating housing. 2. Turbine. 3. Impeller. 4. Drive gear for the torque converter pump. 7. Hub. 8. Lockup clutch. 9. One
-way clutch. 10. Stator. 12. Output shaft.
Oil under pressure from the lockup clutch and solenoid valve group causes lockup clutch (8) to
engage. As the engine flywheel turns, lockup clutch (8) connects rotating housing (1) with hub (7).
This causes turbine (2) and impeller (3) to turn at the same speed. Stator (10) turns freely
(freewheels). At this time, the torque converter is not in operation.
The flow of power is from rotating housing (1), through lockup clutch (8), hub (7) and output shaft
(12). The power goes directly through the torque converter, through the drive shaft, to the transfer
gears of the transmission.
Transfer Gears And Transmission Hydraulic

System
Transfer Gears
The transfer gears are in the transfer gear case that is fastened to the front of the transmission case.
The drive shaft connects the torque converter to yoke (3).
Yoke (3) is connected to drive gear (2) by splines. The teeth on drive gear (2) are engaged with the
teeth on driven gear (4). Driven gear (4) is connected by splines to the input shaft of the transmission.
Yoke (3) turns drive gear (2) which turns driven gear (4). Driven gear (4) then turns the input shaft of
the transmission.
Shims (1) are used to make adjustment to the end play of drive gear (2). Shims (6) are used to make
adjustment to the end play of driven gear (4).
Oil for lubrication of the transfer gears comes from the transmission lubrication circuit. The oil comes
through a passage in the transmission case and case (5) into a tube assembly which puts (sprays) oil
on both drive gear (2) and driven gear (4). The gears then throw the oil around inside case (5) which
provides lubrication for the bearings in the transfer gear case. The extra oil in the bottom of case (5)
goes through a drain passage into the transmission case.
COMPONENTS OF THE TRANSFER GEARS

1. Shims. 2. Drive gear. 3. Yoke. 4. Driven gear. 5. Case. 6. Shims.
Operation Of The Transmission Hydraulic System

Neutral Operation
When the engine is started, oil goes from transmission oil tank (46) through suction screen (49),
charging section (33) of the transmission oil pump and transmission oil filter (35) to downshift
solenoid (36), upshift solenoid (37), and priority reduction valve (54) and reset spool (55) of selector
group (57). As the oil pressure increases, priority reduction valve (54) moves down. This lets pump
oil also go to rotary selector spool (56), relief valve (68) and pressure control group (42).
If the engine is started with the transmission out of NEUTRAL position, the position of rotary selector
spool (56) stops the flow of pump oil to reset spool (55). The reset spool does not move down. In this
position, reset spool (55) stops the flow of pilot oil from priority reduction valve (54) to rotary
selector spool (56). The clutches in the transmission can not engage.
When the engine is started with the transmission in NEUTRAL position, the transmission control
activates downshift solenoid (36). The downshift solenoid sends pump oil to rotary actuator (38). This
causes the rotor of the rotary actuator [and rotary selector spool (56)] to be held (locked) in position
N. This prevents any movement of the rotary selector spool. The position of rotary selector spool (56)
lets pump oil go to reset spool (55). The reset spool moves down and lets pilot oil go to the rotary
selector spool. The position of rotary selector spool (56) lets pilot oil go to selector piston (58) of
pressure control group (42). This causes selector piston (58) along with load piston (59) to move to
the right. The force of the springs causes modulation reduction valve (60) to move to the right. Pump
oil now goes around the modulation reduction valve and starts to fill No. 1 clutch. The clutch oil also
goes through a load piston orifice and goes between selector piston (58) and load piston (59).
The pressure of the clutch oil increases after the clutch is full of oil. As the pressure of the oil in No. 1
clutch increases, modulation reduction valve (60) moves to the left and load piston (59) moves to the
right. The load piston orifice in the supply passage to load piston (59) lets oil go to the load piston at a
specific rate. The pressure in the clutch increases gradually. This gradual increase in pressure is
known as modulation. When the load piston gets all the way to the right against its stop, modulation
stops. The pressure in No. 1 clutch is now at its maximum. No. 1 clutch is engaged and the
transmission is in NEUTRAL.
TRANSMISSION HYDRAULIC SYSTEM IN NEUTRAL, ENGINE RUNNING
33. Charging section of transmission oil pump.
34. Scavenge section of transmission oil pump.
35. Transmission oil filter.
36. Downshift solenoid.
37. Upshift solenoid.
38. Rotary actuator.
39. Selector piston for No. 3 clutch.
40. Load piston for No. 3 clutch.
41. Modulation reduction valve for No. 3 clutch.
42. Pressure control group.
46. Transmission oil tank.
47. Return oil filter.
49. Suction screen.
50. Reservoir in transmission case.
54. Priority reduction valve.
55. Reset spool.
56. Rotary selector spool.
57. Selector group.
67. Oil cooler relief valve.
68. Relief valve.
70. Passage for transmission lubrication.
A. Pressure tap for No. 3 clutch.
B. Pressure tap for No. 1 clutch.
C. Pressure tap for No. 2 clutch.
D. Not used.
E. Pressure tap for No. 5 clutch.
F. Pressure tap for No. 4 clutch.
G. Pressure tap for No. 6 clutch.
H. Pressure tap for No. 7 clutch.
J. Pressure tap for upshift pressure.
K. Pressure tap for downshift pressure.
L. Pressure tap for pump.
M. Pressure tap for pilot oil.
N. Pressure tap for transmission lubrication.
Relief valve (68) controls the maximum pressure in the system. The extra oil from relief valve (68)
goes to transmission oil cooler (69). Oil cooler relief valve (67) controls the maximum pressure of the
oil that goes to the oil cooler. From the oil cooler, the oil goes to the transmission for lubrication.
Extra oil from leakage in the transfer gears and the transmission goes into reservoir (50) in the bottom
of the transmission case. Scavenge section (34) takes the oil from reservoir (50) through magnetic
screen (48) and sends it back through return oil filter (47) into transmission oil tank (46).
Manual Shifts
Neutral to Reverse
When the transmission shift lever is moved from NEUTRAL to REVERSE, the transmission control
activates (opens the valve in) upshift solenoid (37). The upshift solenoid sends pump oil to rotary
actuator (38). This causes the rotor of the rotary actuator and rotary selector spool (56) to move in a
clockwise direction from position N toward position R. When the rotary selector spool gets to position
R, the transmission switch, connected to the rotary selector spool, sends an electric signal (tells that
the shift has been made) to the transmission control which deactivates (closes the valve in) upshift
solenoid (37). Movement of the rotor in rotary actuator (38) and rotary selector spool (56) stops.
The position of the rotary selector spool sends pilot oil to selector pistons (39) and (73) and drains the
pilot oil at selector piston (58). Selector piston (58) moves against the load piston body and drains the
oil between selector piston (58) and load piston (59). Now load piston (59) and modulation reduction
valve (60) move toward selector piston (58). Pump oil to No. 1 clutch is stopped by modulation
reduction valve (60) and clutch oil in No. 1 clutch is drained. No. 1 clutch is released. The pilot oil
now moves selector pistons (39) and (73). No. 3 and No. 7 clutches start to fill. Modulation takes
place between load piston (40) and modulation reduction valve (41) for No. 3 clutch. Modulation also
takes place between load piston (72) and modulation reduction valve (71) for No. 7 clutch. When the
load pistons get all the way against their stops, modulation stops. The pressures in the clutches are at
their maximum. No. 3 and No. 7 clutches are now engaged and the transmission is in REVERSE.
Reverse to Neutral
When the transmission shift lever is moved from REVERSE to NEUTRAL, the transmission control
activates (opens) downshift solenoid (36). The downshift solenoid sends pump oil to rotary actuator
(38). This causes the rotor of the rotary actuator and rotary selector spool (56) to move in a
counterclockwise direction from position R toward position N. When the rotary selector spool gets to
position N, the transmission control keeps downshift solenoid (36) activated. Movement of the rotor
in rotary actuator (38) and rotary selector spool (56) stops and they are locked in position N.
The position of the rotary selector spool sends pilot oil to selector piston (58) and drains the pilot oil
at selector pistons (39) and (73). Selector pistons (39) and (73) move against their load piston bodies
and drain the oil between selector pistons (39) and (73) and load pistons (40) and (72).
Now the load pistons and modulation reduction valves move toward their respective selector pistons.
Pump oil to No. 3 and No. 7 clutches is stopped by the modulation reduction valves and clutch oil is
drained. No. 3 and No. 7 clutches are released.
The pilot oil now moves selector piston (58). No. 1 clutch starts to fill. Modulation takes place
between load piston (59) and modulation reduction valve (60) for No. 1 clutch. When the load piston
gets all the way against its stop, modulation stops. The pressure in the clutch is at its maximum. No. 1
clutch is now engaged and the transmission is in NEUTRAL.
Neutral to First
When the transmission shift lever is moved from NEUTRAL to FIRST, the transmission control
activates upshift solenoid (37). The upshift solenoid sends pump oil to rotary actuator (38). This
causes rotary selector spool (56) to move in a clockwise direction from position N toward position 1.
When the rotary selector spool gets to position 1, the transmission switch sends an electric signal to
the transmission control which deactivates upshift solenoid (37). Movement of rotary selector spool
(56) stops.
reduction valve (60) and clutch oil in No. 1 clutch is drained. No. 1 clutch is released.
The pilot oil now moves selector pistons (64) and (63). No. 2 and No. 6 clutches start to fill.
Modulation takes place between load piston (65) and modulation reduction valve (66) for No. 2
clutch. Modulation also takes place between load piston (62) and modulation reduction valve (61) for
No. 6 clutch. When the load pistons get all the way against their stops, modulation stops. The
pressures in the clutches are at their maximum. No. 2 and No. 6 clutches are now engaged and the
transmission is in FIRST speed.
First to Neutral
When the transmission shift lever is moved from FIRST to NEUTRAL, downshift solenoid (36) sends
pump oil to rotary actuator (38). The downshift from FIRST to NEUTRAL is now just the opposite of
the upshift from NEUTRAL to FIRST. Rotary selector spool (56) moves from position 1 to position
N.
The position of the rotary selector spool sends pilot oil to selector piston (58) and drains the pilot oil
at selector pistons (64) and (63). Selector pistons (64) and (63) move against their load piston bodies
and drain the oil between selector pistons (64) and (63) and load pistons (65) and (62). Now the load
pistons and modulation reduction valves move toward their respective selector pistons. Pump oil to
No. 2 and No. 6 clutches is stopped by the modulation reduction valves and clutch oil is drained. No.
2 and No. 6 clutches are released. The pilot oil now moves selector piston (58). No. 1 clutch starts to
fill. Modulation takes place between load piston (59) and modulation reduction valve (60) for No. 1
clutch. When the load piston gets all the way against its stop, modulation stops. The pressure in the
clutch is at its maximum. No. 1 clutch is now engaged and the transmission is in NEUTRAL.
Automatic Upshifts
The transmission speed sender and the transmission control cause all automatic upshifts and
downshifts. The transmission control makes a conversion of ground speed to engine rpm through the
transmission speed sender. The speed sender feels (senses) the rpm of a gear on the output shaft of the
transmission. The conversions of each shift (speed) position are stored (kept) in the transmission
control. As the ground speed of the machine increases, the transmission control will then activate
upshift solenoid at the correct speed. As ground speed decreases, downshift solenoid is activated.
First to Second
When the transmission shift lever is moved from FIRST to SECOND, an upshift will occur when the
output shaft of the transmission gets to the correct rpm. The transmission control then activates
upshift solenoid (37). The upshift solenoid sends pump oil to rotary actuator (38). This causes rotary
selector spool (56) to move from position 1 toward position 2. When the rotary selector spool gets to
position 2, upshift solenoid (37) is deactivated. Movement of rotary selector spool (56) stops.
reduction valve (66) and clutch oil in No. 2 clutch is drained. No. 2 clutch is released.
During a shift from FIRST to SECOND, selector piston (63) still gets pilot oil. No. 6 clutch is kept
engaged. The pilot oil also moves selector piston (58). No. 1 clutch starts to fill. Modulation takes
place between load piston (59) and modulation reduction valve (60) for No. 1 clutch. When the load
piston gets all the way against its stop, modulation stops. The pressure in No. 1 clutch is at its
maximum. No. 1 and No. 6 clutches are now engaged and the transmission is in SECOND speed.
Second to Third
When the transmission shift lever is moved from SECOND to THIRD, an upshift will occur when the
output shaft of the transmission gets to the correct rpm. Upshift solenoid (37) is then activated which
sends pump oil to rotary actuator (38). This causes rotary selector spool (56) to move from position 2
toward position 3. When the rotary selector spool gets to position 3, upshift solenoid (37) is
deactivated. Movement of rotary selector spool (56) stops.
pilot oil at selector piston (58). Selector piston (58) moves and drains the oil between selector piston
(58) and load piston (59). Now load piston (59) and modulation reduction valve (60) move toward
selector piston (58). Pump oil to No. 1 clutch is stopped by modulation reduction valve (60) and
clutch oil in No. 1 clutch is drained and released.
During a shift from SECOND to THIRD, selector piston (63) still gets pilot oil. No. 6 clutch is kept
engaged. The pilot oil also moves selector piston (39). No. 3 clutch starts to fill. Modulation takes
place between load piston (40) and modulation reduction valve (41) for No. 3 clutch. When the load
piston gets all the way against its stop, modulation stops. The pressure in No. 3 clutch is at its
maximum. No. 3 and No. 6 clutches are now engaged and the transmission is in THIRD speed.
TRANSMISSION HYDRAULIC SYSTEM IN FOURTH SPEED, ENGINE RUNNING
33. Charging section of transmission oil pump.
34. Scavenge section of transmission oil pump.
35. Transmission oil filter.
38. Rotary actuator.
46. Transmission oil tank.
47. Return oil filter.
49. Suction screen.
50. Reservoir in transmission case.
55. Reset spool.
57. Selector group.
68. Relief valve.
A. Pressure tap for No. 3 clutch.
B. Pressure tap for No. 1 clutch.
C. Pressure tap for No. 2 clutch.
D. Not used.
E. Pressure tap for No. 5 clutch.
F. Pressure tap for No. 4 clutch.
G. Pressure tap for No. 6 clutch.
H. Pressure tap for No. 7 clutch.
J. Pressure tap for upshift pressure.
K. Pressure tap for downshift pressure.
L. Pressure tap for pump.
M. Pressure tap for pilot oil.
N. Pressure tap for transmission lubrication.
Third through Seventh
The sequence of each automatic upshift is the same except different selector pistons get pilot oil. With
the transmission shift lever in SEVENTH speed, there is an upshift from THIRD to FOURTH speed
at the correct rpm of the output shaft of the transmission. No. 3 and No. 6 clutches drain and release.
No. 1 and No. 5 cluthes fill and engage.
As the ground speed of the machine increases more, there is an upshift from FOURTH to FIFTH
speed. No. 5 clutch is kept engaged. No. 1 clutch drains and releases. No. 3 clutch fills and engages.
As the ground speed increases more, there is an upshift from FIFTH to SIXTH speed. No. 3 and No. 5
clutches drain and release. No. 1 and No. 4 clutches fill and engage.
As the ground speed increases more, there is an upshift from SIXTH to SEVENTH speed. No. 4
clutch is kept engaged. No. 1 clutch drains and releases. No. 3 clutch fills and engages.
Automatic Downshifts (Seventh through First)
The speed sender and the transmission control cause all automatic downshifts and upshifts. The speed
sender feels (senses) the rpm of a gear on the output shaft of the transmission. As the ground speed of
the machine decreases, the transmission control will then activate downshift solenoid (36) at the
correct speed. As ground speed increases, upshift solenoid (37) is activated.
When the transmission shift lever is moved from SEVENTH to SIXTH for a downshift, the
transmission control activates downshift solenoid (36) at the correct rpm (speed). The downshift
solenoid sends pump oil to rotary actuator (38). This causes rotary selector spool (56) to move in a
counterclockwise direction from position 7 toward position 6. When the rotary selector spool gets to
position 6, the downshift solenoid is deactivated. Movement of rotary selector spool (56) stops.
Pilot oil is kept at selector piston (53) and also goes to selector piston (58). Pilot oil at selector piston
(39) drains. No. 4 clutch is kept engaged, No. 3 clutch releases and No. 1 clutch is engaged. The
transmission is now in SIXTH speed.
Each automatic downshift is just the opposite of the automatic upshift. The transmission will
downshift automatically from SEVENTH through FIRST speeds.
Shift Inhibiting
A shift from any speed into NEUTRAL is not inhibited (prevented). The transmission can always be
shifted to NEUTRAL. The transmission control makes a conversion of ground speed to engine rpm
through the transmission speed sender. This is done by rotation of gear teeth (on a gear fastened to the
output shaft of the transmission) near (past) the transmission speed sender. The conversions of each
shift (speed) position are stored (kept) in the transmission control.
If the transmission is in any forward speed and the transmission shift lever is moved to REVERSE,
the transmission will immediately make a shift to NEUTRAL. The transmission will only make a shift
into REVERSE from NEUTRAL position, but the ground speed must decrease to approximately 5
km/h (3 mph) to permit the shift.
Oil Pump For The Transmission
LOWER PART OF OIL PUMP DRIVE

1. Charging section. 2. Scavenge section. 3. Oil pump drive.
The oil pump for the transmission has two sections: charging section (1) and scavenge section (2).
The pump is driven by oil pump drive (3).
The charging section on the cover end gets oil from the transmission oil tank. It sends the oil under
pressure to the transmission oil filter and on the transmission hydraulic control group.
The scavenge section on the drive end gets oil from the bottom of the transmission case. The oil goes
through the magnetic screen to scavenge section (2) which sends the oil back to the transmission oil
tank.
Oil Pump Drive

Oil pump drive (1) is fastened to the inner left side of the main frame directly behind the torque
converter. The accessory drive gear in the flywheel housing drives pump drive shaft (2). Pump drive
shaft (2) is connected to yoke assembly (6).
LEFT REAR SIDE OF TORQUE CONVERTER

1. Oil pump drive. 2. Pump drive shaft (under guard).
Splines connect yoke assembly (6) to drive gear (7). Drive gear (7) turns idler gear (9) which turns
driven gear (15).
Shims (3) are used to adjust the end play of drive gear (7). Shims (10) are used to adjust the end play
of idler gear (9). Shims (16) are used to adjust the end play of driven gear (15).
Three pumps are driven by the oil pump drive. The hoist (or wagon) hydraulic pump is fastened to
cage (8) and is driven by drive gear (7). The oil pump for the transmission is fastened to cage (13).
The steering pump is fastened opposite the oil pump for the transmission, directly to housing (4).
Driven gear (15) drives both the steering pump and the oil pump for the transmission.
Lubrication of the oil pump drive is provided by oil from the brake cooling oil circuit. The oil comes
from the oil cooler for the torque converter and brakes. The oil is put (sprayed) on drive gear (7).
Holes, in housing (4), send oil to each bearing. An oil level is kept in housing (4) so that the teeth on
driven gear (15) are in oil. The gears throw oil around in the housing. Extra oil in housing (4) goes to
the torque converter cover.
COMPONENTS OF OIL PUMP DRIVE

3. Shims. 4. Housing. 5. Bearings. 6. Yoke assembly. 7. Drive gear. 8. Cage. 9. Idler gear. 10. Shims. 11. Shaft. 12.
Bearings. 13. Cage assembly. 14. Bearings. 15. Driven gear. 16. Shims.
Oil Filter For The Transmission
OIL FILTER FOR THE TRANSMISSION

1. Outlet line. 2. Inlet line.
The oil filter for the transmission is fastened to the inner right side of the main frame in front of the
transmission. Oil from the transmission oil tank goes to the oil pump for the transmission. The pump
sends oil through inlet line (2) to the transmission oil filter.
COMPONENTS OF THE OIL FILTERS

3. Plug. 4. Bypass valve. 5. Outlet passage. 6. Inlet passage. 7. Base. 8. Spring. 9. Element. 10. Housing. 11. Plug.
Oil goes through inlet passage (6) and fills the space between the inside of housing (10) and element
(9). During normal operation, the oil goes through element (9) and outlet passage (5) and outlet line
(1) to the transmission hydraulic control group. Element (9) stops any debris that is in the oil.
If the filter element becomes full of debris, the restriction to the flow of oil causes a pressure increase
inside the filter. The pressure oil causes bypass valve (4) to move against the force of spring (8). The
oil then goes past the open bypass valve and to the remainder of the hydraulic system. When the oil
does not go through the filter element, the debris in the oil will cause damage to other components in
the hydraulic system.
Correct maintenance must be used to make sure that element (9) does not become full of debris and
stop the flow of clean oil to the hydraulic system.
Magnetic Screen
Magnetic screen (4) is in the bottom of transfer gear case (1). Oil from the bottom of transmission
case (3) goes through the inlet tube at the rear. Magnets are installed on the tube so that the same
magnetic ends are next to each other.
BOTTOM OF TRANSFER GEAR CASE

1. Transfer gear case. 2. Outlet to scavenge pump section. 3. Transmission case. 4. Magnetic screen (behind cover).
As the oil goes over the magnets, metal particles are stopped and held by the magnets. The oil then
goes through a screen on its way to outlet (2). As the oil goes through the screen, other foreign
particles are stopped and can not go into the hydraulic system. From outlet (2), the oil is sent to the
inlet passage of the scavenge section of the oil pump for the transmission.
Oil Cooler For The Transmission

Oil cooler (28) for the transmission is on the right side of the engine just below the oil cooler for the
torque converter and brakes. Engine coolant goes through the oil cooler to cool the oil. The oil from
the transmission hydraulic control group goes out of the transmission case to the oil cooler. After the
oil is cooled, it comes back to the transmission case for lubrication of the transmission.
LOCATION OF OIL COOLER (28) FOR TRANSMISSION
Transmission Hydraulic Control Group
TRANSMISSION HYDRAULIC CONTROL GROUP (LEFT SIDE)
1. Manifold.
4. Cover.
6. Selector group.
7. Rotary actuator.
8. Plate.
9. Sleeve for oil to transfer gears.
10. Sleeve for oil from pump (far side).
11. Sleeve for oil from oil cooler.
12. Sleeve for oil to oil cooler.
13. Manifold.
BOTTOM VIEW OF MANIFOLD (13)

14. Passage to No. 1 clutch. 15. Passage to No. 3 clutch. 16. Passage to No. 7 clutch. 17. Passage to No. 2 clutch. 18.
Passage to No. 6 clutch. 19. Passage for transmission lubrication. 20. Passage to No. 5 clutch. 21. Passage to No. 4 clutch.
Rotary Actuator
ROTARY ACTUATOR DURING A SHIFT FROM NEUTRAL TO REVERSE
1. Body. 2. Stationary vane. 3. Drain passage. 4. Downshift valve. 5. Ball. 6. Passage from downshift solenoid. 7. Ball. 8.
Rotor. 9. Vane of rotor. 10. Upshift valve. 11. Drain passage. 12. Passage from upshift solenoid. A. Chamber. B.
Chamber.
The rotary actuator is controlled by the upshift and downshift solenoids. Pressure oil from either
solenoid goes into body (1) and pushes against stationary vane (2) and vane (9) of rotor (8). This
pressure oil causes the rotor to turn. Rotor (8) is connected to the rotary selector spool of the selector
group and causes it to turn.
During an upshift, pressure oil from the upshift solenoid goes through passage (12). This causes
upshift valve (10) to move to the left as shown. Drain passage (11) is now closed (blocked) by the
upshift valve. The pressure oil goes into upshift valve (10), moves ball (7) to the left and goes into
chamber (B) between vanes (2) and (9). This causes rotor (8) to turn in a clockwise direction.
The oil in chamber (A) on the opposite side of vane (9) pushes against downshift valve (4). This
causes ball (5) to move to the right side which will not permit oil to go out passage (6). As the rotor
turns, the oil in chamber (A) pushes downshift valve (4) to the right until the valve opens drain
passage (3). The oil in chamber (A) is now free to drain.
When the rotary selector spool [and rotor (8)] gets to the correct speed position, the transmission
switch, connected to the rotary selector spool, sends an electric signal to the transmission control. The
transmission control closes (deactivates) the upshift solenoid. This stops the flow of pressure oil in
passage (12) and the movement of rotor (8) stops.
During a downshift, the movement of rotor (8) is in a counterclockwise direction. Pressure oil from
the downshift solenoid goes through passage (6) and moves downshift valve (4) to the left. This
closes drain passage (3). The pressure oil from passage (6) now goes into downshift valve (4) moves
ball (5) to the left and goes into chamber (A). This causes rotor (8) to turn in a counterclockwise
direction.
The oil in chamber (B) pushes against upshift valve (10). This causes ball (7) to move to the right
which will not permit oil to go out passage (12). As the rotor turns, the oil in chamber (B) pushes the
upshift valve to the right until drain passage (11) is open to chamber (B).
When the rotor gets to the correct speed position, the transmission control deactivates the downshift
solenoid. Pressure oil in passage (6) is now stopped which stops the movement of rotor (8).
When the transmission is in NEUTRAL, rotor (8) is in the position shown. The downshift solenoid is
always activated in NEUTRAL position so that the rotor is held (locked) in position.
Selector Group
SELECTOR GROUP IN NEUTRAL WITH ENGINE RUNNING
1. Passage to solenoids.
3. Neutralizer valve.
5. Passage from pump.
7. Chamber (with screen filter).
8. Chamber.
9. Chamber.
11. Passage to transmission oil cooler.
12. Relief valve.
13. Spring assemblies (two).
14. Cam.
15. Passage to pressure control group.
The selector group controls the pressure of the oil that goes to the shift solenoids, transmission oil
cooler and the pressure control group. It is made up of five valves. The chart gives the basic operation
(function) of each valve.
Priority Reduction Valve
At the selector group, the oil from the charging section of the transmission pump goes to several
different places. The oil comes in passage (5). Some of the oil goes through passage (1) to the upshift
and downshift solenoids. The remainder of the pump oil goes to priority reduction valve (2). The oil
goes through an orifice in the valve, opens a check (poppet) valve and goes to the upper end of
priority reduction valve (2).
As the pressure increases, it moves the valve down against the force of its spring. The pressure of the
oil from priority reduction valve (2), that goes to neutralizer valve (3), is controlled by the priority
reduction valve. When the neutralizer valve is moved down, the oil goes on to chamber (7) of rotary
selector spool (4). This oil can then go to the pressure control group. This pressure oil is the "pilot oil"
that controls the movement of the selector pistons in the pressure control group.
As priority reduction valve (2) moves down, it also permits pump oil in passage (5) to go out passage
(6). Some of this oil goe to relief valve (12) which controls the maximum pressure in passages (1),
(5), (6) and (15). Some of the oil goes through passage (15) to the pressure control group. This oil is
used to fill the clutches in the transmission. Some of the oil also goes to rotary selector spool (4). This
oil is used to activate neutralizer valve (3). When the rotary selector spool is in NEUTRAL position, it
lets oil go to chamber (8). This causes neutralizer valve (3) to move down. Pilot oil is now free to go
to chamber (7) of rotary selector spool (4).
The pressure setting of the priority reduction valve is approximately 1725 kPa (250 psi). This pressure
can be changed by the removal or addition of shims.
Neutralizer Valve
Neutralizer valve (3) will not permit movement of the machine if the engine is started with the
transmission shift lever out of NEUTRAL position.
When the engine is started with the transmission in NEUTRAL, pressure oil from passage (6) goes to
rotary selector spool (4) and on to chamber (8). The pressure in chamber (8) moves neutralizer valve
(3) down against the force of its spring. This lets pilot oil go around the neutralizer valve to chamber
(7) of the rotary selector spool. The clutches can now be engaged in the transmission.
As neutralizer valve (3) moves down, pilot oil can then go through an orifice in the valve to the upper
end of the valve. The valve is now held in the position shown by the pressure of the pilot oil.
When rotary selector spool (4) is moved from NEUTRAL position, pressure oil from passage (6) can
not go to chamber (8). Chamber (8) is now open to chamber (9) because of the position of the rotary
selector spool.
When the engine is started with the transmission in any speed position except NEUTRAL, the
position of rotary selector spool (4) stops the flow of pump oil to chamber (8). Neutralizer valve (3)
will not move down to make pilot oil available to chamber (7). No oil can go to the selector pistons of
the pressure control group. The clutches in the transmission will not engage.
Rotary Selector Spool
Rotary selector spool (4) determines which selector pistons in the pressure control group get pilot oil
and which selector pistons are drained. Orifices in the spool provide the correct sequence for the
clutches to engage. The rotary actuator is connected to the upper end of the rotary selector spool. The
rotary actuator hydraulically turns the rotary selector spool. The transmission switch is also connected
to the upper end of the rotary selector spool. Cam (14) is fastened to the lower end of the spool.
Spring assemblies (13) are in contact with cam (14) to hold the spool correctly in each speed position.
Chamber (7) of rotary selector spool (4) has pilot oil in it. The position of the spool will send this oil
out a passage to the pressure control group. The oil goes to a selector piston and causes it to move.
This will cause a clutch or clutches to engage in the transmission. Chamber (7) has a screen filter in it
to keep foreign material out of the pressure control group.
At the same time, the clutches of the transmission that are to be disengaged (not engaged) will send
any pressure oil from their respective selector pistons back into chamber (9). Chamber (9) lets the oil
go back to the reservoir (drain).
In NEUTRAL position, rotary selector spool (4) sends pump oil to chamber (8) to move neutralizer
valve (3). In all other speed positions, chamber (8) is blocked from pump oil and is open to chamber
(9).
Relief Valve
Relief valve (12) controls the maximum pressure in the transmission hydraulic system. Pump oil
comes from passage (6) to the relief valve. The oil goes through an orifice in the valve, opens a
poppet (check) valve and fills a slug chamber at the lower end of relief valve (12). As the pressure
increases, it moves the relief valve up against the force of its spring. When the pressure of the oil gets
to approximately 2690 kpa (390 psi), the relief valve moves up far enough to let oil go to oil cooler
relief valve (10) and out passage (11) to the transmission oil cooler.
The pressure setting of relief valve (12) can be changed by the removal or addition of shims.
Oil Cooler Relief Valve
Oil cooler relief valve (10) controls the maximum pressure of the oil to the transmission oil cooler.
The transmission oil cooler gets its oil from relief valve (12) whenever the relief valve is open. If the
pressure of the oil in passage (11) gets to approximately 930 kPa (135 psi), oil cooler relief valve (10)
will move to the left against the force of its spring. This permits the extra oil to drain back to the
reservoir.
Shift Started (Clutch Filling)
PRESSURE CONTROL GROUP IN NEUTRAL WITH ENGINE RUNNING
1. Drain passage (seven).
2. Passage to No. 3 clutch.
3. Drain passages.
5. Pilot passage (seven).
7. Drain passage (seven).
10. Selector piston (seven).
11. Load piston (seven).
12. Modulation reduction valve (seven).
14. Passage from pump.
A, B, C, E, F, G, H. Load piston body identification.
D. Not used.
The pressure control group has seven pressure modulation reduction valves (12); one valve for each
clutch in the transmission. This gives separate control to the pressure and time that it takes to engage
and release each clutch. This is known as Individual Clutch Modulation (ICM). Each load piston body
has a letter identification on it for disassembly and assembly purposes. Pilot passages (5) are
connected to passages from the rotary selector spool of the selector group. Pump oil from the selector
group is in passage (14). Drain passages (3) are connected to the reservoir (drain).
All of the modulation reduction valves operate in a similar way. For this reason, only the basic
operation of one valve is given.
Shift Started (Clutch Filling)
MODULATION REDUCTION VALVE AT START OF SHIFT
1. Drain passage.
3. Passage to clutch.
4. Drain passage.
5. Springs.
6. Load piston.
8. Selector piston.
9. Pilot passage.
10. Spring.
12. Ball check.
15. Decay orifice.
16. Drain passage.
When a shift is started (a clutch is to be engaged), pilot passage (9) gets pilot oil at the correct
sequence from the rotary selector spool. This causes selector piston (8) along with load piston (6) to
move against the force of springs (5). This causes modulation reduction valve (11) to move against
the force of spring (10). Now, passage (3) is not open to drain passage (4). Passage (3) is open to
passage (2). The pump oil now goes to fill the clutch.
At this time, oil also goes through load piston orifice (13) and passage (7). This oil goes between
selector piston (8) and load piston (6).
Shift Completed (Clutch Engaged)
MODULATION REDUCTION VALVE AT END OF SHIFT
1. Drain passage.
4. Drain passage.
5. Springs.
6. Load piston.
8. Selector piston.
9. Pilot passage.
10. Spring.
12. Ball check.
15. Decay orifice.
16. Drain passage.
After the clutch is full of oil, the pressure of the pump oil increases in the selected clutch. This causes
load piston (6) to move against the force of springs (5). Clutch oil also goes through an orifice in the
modulation reduction valve, opens ball check (12) and goes into the slug chamber at the left end of
the valve. This pressure works against the pressure at the end of load piston (6). The pressure
increases until the load piston is moved all the way to the left against its stop. The pressure in the
clutch is now at its maximum. Modulation reduction valve (11) moves to the right and left to keep the
pressure in passage (3) constant.
Two components control the amount of time it takes for the pressure in the clutch to get to its
maximum: the size of load piston orifice (13) and the force of springs (5). The force of springs (5) can
be changed by the removal or addition of shims in load piston (6).
Clutch Disengaged (Released)
MODULATION REDUCTION VALVE WITH CLUTCH DISENGAGED
1. Drain passage.
4. Drain passage.
5. Springs.
6. Load piston.
8. Selector piston.
9. Pilot passage.
10. Spring.
12. Ball check.
15. Decay orifice.
16. Drain passage.
When a clutch is disengaged (released), pilot passage (9) is open to drain through the rotary selector
spool. The force of springs (5) moves selector piston (8) all the way to the right against load piston
body (18). Passage (7) is now in alignment with drain passage (16). The force of springs (5) moves
load piston (6) all the way to the right against selector piston (8).
Modulation reduction valve (11) now moves all the way to the right by the force of spring (10). In this
position, pump oil in passage (2) can not go into passage (3). Passage (3) is now open to drain passage
(4) and the pressure in the clutch is released. Decay orifice (15) in drain passage (16) controls the
amount of time it takes for the pressure in the clutch to decay to zero.
Transmission
TRANSMISSION COMPONENTS
1. Input shaft.
2. No. 1 hub gear.
3. No. 2 and No. 3 sun gear.
4. No. 1 clutch.
5. No. 2 ring gear.
6. No. 2 and No. 3 planetary carrier.
7. No. 2 clutch.
8. Planetary input gear.
9. No. 3 rotating clutch.
10. No. 3 rotating clutch housing.
11. Center shaft.
13. No. 4 ring gear and No. 5 sun gear.
14. No. 4 clutch.
15. No. 5 planetary carrier.
16. No. 5 planetary gear.
17. No. 5 clutch.
18. No. 5 ring gears.
19. No. 6 planetary gears.
20. No. 6 sun gear.
21. No. 6 clutch.
22. No. 6 ring gear.
26. No. 7 sun gear.
28. Output yoke.
29. No. 7 clutch.
Power from the engine goes to the torque converter, through the front drive shaft, to the transfer gears
which are fastened directly to the front of the transmission case. The power then goes through the
planetary transmission, the rear drive shaft and the pinion to the differential.
The transmission has seven speeds forward and one reverse. REVERSE is torque converter drive
only. FIRST speed can have either torque converter drive or direct drive. As ground speed in FIRST
speed increases, the lockup clutch of the torque converter engages. This gives direct drive to FIRST
speed forward. SECOND through SEVENTH speeds are direct drive only with a short period of
converter drive while the clutches engage in the transmission. This makes each shift smooth.
As the transmission shifts either up or down from FIRST through SEVENTH speeds, the lockup
clutch automatically engages after both the transmission clutches are engaged.
The transmission has a combination of five stationary clutches, two rotating clutches and five
planetary units to give seven forward and one reverse speed. No. 3 clutch (9) and No. 4 clutch (14) are
the rotating clutches.
The torque input and output are on opposite ends of the transmission. Torque from the input transfer
gears goes to the input shaft (1) which drives the input gear components. No. 1 clutch (4), No. 2
clutch (7) and No. 3 clutch (9) are the clutches in the input section of the transmission. The remainder
of the clutches are in the output section of the transmission. Center shaft (11) carries the sun gears
which drive the output section of the transmission. The center shaft turns the same direction as input
shaft (1).
Power Flow In Neutral
POWER FLOW IN NEUTRAL
1. Input shaft.
2. No. 1 hub gear.
4. No. 1 clutch.
5. No. 2 ring gear.
7. No. 2 clutch.
11. Center shaft.
20 No. 6 sun gear.
21. No. 6 clutch.
28. Output yoke.
Only No. 1 clutch (4) is engaged in NEUTRAL. No. 1 clutch holds No. 1 hub gear (2) which is
splined to and now holds No. 2 and No. 3 sun gear (3). Torque is transferred from the transfer gears to
input shaft (1). Planetary input gear (8) is splined to and turns with the input shaft. The planetary input
gear turns No. 3 planetary gears (30). Since No. 2 and No. 3 sun gear (3) is being held, No. 3
planetary gears walk around No. 3 sun gear. This drives No. 2 and No. 3 planetary carrier (6) in the
same direction as the input shaft. No. 2 and No. 3 planetary carrier (6) is bolted to clutch No. 3
housing (10) which is splined to center shaft (11). The center shaft now turns the same direction as the
input shaft. No output clutches are engaged. Since the output clutches are slipping, torque does not
flow to output yoke (28).
Power Flow In First Speed

No. 2 clutch (7) and No. 6 clutch (21) are engaged in FIRST speed. No. 2 clutch holds No. 2 ring gear
(5). Torque is transferred from the transfer gears to input shaft (1). Planetary input gear (8) is splined
to and turns with the input shaft. The planetary input gear turns No. 3 planetary gears (30) which now
turn No. 2 and No. 3 sun gear (3). No. 2 and No. 3 sun gear (3) turn the No. 2 planetary gears (31).
Since No. 2 ring gear (5) is being held, No. 2 planetary gears walk around the inside of No. 2 ring
gear. This drives No. 2 and No. 3 planetary carrier (6) in the same direction as the input shaft. No. 2
and No. 3 planetary carrier is bolted to clutch No. 3 housing (10) which is splined to center shaft (11).
The center shaft now turns the same direction as the input shaft.
No. 6 clutch (21) holds No. 6 ring gear (22). No. 6 sun gear (20) is splined to and turns with center
shaft (11). No. 6 sun gear turns No. 6 planetary gears (19). Since No. 6 ring gear is being held, No. 6
planetary gears walk around the inside of No. 6 ring gear. This drives No. 6 planetary carrier (27) in
the same direction as the center shaft. No. 6 planetary carrier is splined to No. 7 planetary carrier (25)
which is splined to output yoke (28). Power is now delivered from the output yoke, through the rear
drive shaft and pinion, to the differential.
Power Flow In Second Speed

No. 1 clutch (4) and No. 6 clutch (21) are engaged in SECOND speed. No. 1 clutch holds No. 1 hub
gear (2) which is splined to and now holds No. 2 and No. 3 sun gear (3). Torque is transferred from
the transfer gears to input shaft (1). Planetary input gear (8) is splined to and turns with the input
shaft. The planetary input gear turns No. 3 planetary gears (30). Since No. 2 and No. 3 sun gear (3) is
being held, No. 3 planetary gears walk around No. 3 sun gear. This drives No. 2 and No. 3 planetary
carrier (6) in the same direction as the input shaft. No. 2 and No. 3 planetary carrier (6) is bolted to
clutch No. 3 housing (10) which is splined to center shaft (11). The center shaft now turns the same
direction as the input shaft.
Power Flow In Third Speed

No. 3 rotating clutch (9) and No. 6 clutch (21) are engaged in THIRD speed. No. 3 rotating clutch
holds the planetary input gear (8) which is splined to and turns with the input shaft (1). No. 3 rotating
clutch housing (10) is splined to center shaft (11). When No. 3 clutch is engaged the input shaft, the
planetary input gear, the No. 3 clutch housing and the center shaft turn together.
Power Flow In Fourth Speed
POWER FLOW IN FOURTH
1. Input shaft.
2. No. 1 hub gear.
4. No. 1 clutch.
11. Center shaft.
14. No. 4 clutch.
16. No. 5 planetary gear.
17. No. 5 clutch.
18. No. 5 ring gears.
20. No. 6 sun gear.
26. No. 7 sun gear.
28. Output yoke.
29. No. 7 clutch.
Only No. 1 clutch (4) and No. 5 clutch (17) are engaged in FOURTH speed. No. 1 clutch holds No. 1
hub gear (2) which is splined to and now holds No. 2 and No. 3 sun gear (3). Torque is transferred
from the transfer gears to input shaft (1). Planetary input gear (8) is splined to and turns with the input
shaft. The planetary input gear turns No. 3 planetary gears (30). Since No. 2 and No. 3 sun gear (3) is
being held, No. 3 planetary gears walk around No. 3 sun gear. This drives No. 2 and No. 3 planetary
carrier (6) in the same direction as the input shaft. No. 2 and No. 3 planetary carrier (6) is bolted to
clutch No. 3 housing (10) which is splined to center shaft (11). The center shaft now turns the same
direction as the input shaft.
When No. 5 clutch (17) is engaged it holds No. 5 ring gear (18). The combination No. 4 ring and No.
5 sun gear (13) and No. 6 sun gear (20) are splined to and turn with center shaft (11). Combination
No. 4 ring and No. 5 sun gear (13) turns No. 5 planetary gears (16). Since the No. 5 ring gear is being
held, the No. 5 planetary gears walk around the inside of the ring gear. This causes No. 5 planetary
carrier (15) to turn in the same direction as, but slower than, the center shaft. No. 5 planetary carrier is
splined to No. 6 ring gear (22) and they turn together. Now No. 6 sun gear (20) drives No. 6 planetary
gears (19) around the inside of the slower moving No. 6 ring gear (22). This drives No. 6 planetary
carrier (27) in the same direction as the center shaft. No. 6 planetary carrier is splined to No. 7
planetary carrier (26) which is splined to the output yoke (28). Power is now delivered from the
output yoke through the rear drive shaft and pinion, to the differential.
Power Flow In Fifth Speed

No. 3 rotating clutch (9) and No. 5 clutch (17) are engaged in FIFTH speed. No. 3 rotating clutch
When No. 5 clutch (17) is engaged it holds No. 5 ring gear (18). The combination No. 4 ring and No.
5 sun gear (13) and No. 6 sun gear (20) are splined to and turn with center shaft (11). Combination
No. 4 ring and No. 5 sun gear (13) turns No. 5 planetary gears (16). Since the No. 5 ring gear is being
held, the No. 5 planetary gears walk around the inside of the ring gear. This causes No. 5 planetary
carrier (15) to turn in the same direction as, but slower than, the center shaft. No. 5 planetary carrier is
splined to No. 6 ring gear (22) and they turn together. Now No. 6 sun gear (20) drives No. 6 planetary
gears (19) around the inside of the slower moving No. 6 ring gear (22). This drives No. 6 planetary
carrier (27) in the same direction as the center shaft. No. 6 planetary carrier is splined to No. 7
planetary carrier (26) which is splined to the output yoke (28). Power is now delivered from the
output yoke through the rear drive shaft and pinion, to the differential.
Power Flow In Sixth Speed

No. 1 clutch (4) and No. 4 clutch (14) are engaged in SIXTH speed. No. 1 clutch holds No. 1 hub gear
(2) which is splined to and now holds No. 2 and No. 3 sun gear (3). Torque is transferred from the
transfer gears to input shaft (1). Planetary input gear (8) is splined to and turns with the input shaft.
The planetary input gear turns No. 3 planetary gears (30). Since No. 2 and No. 3 sun gear (3) is being
held, No. 3 planetary gears walk around No. 3 sun gear. This drives No. 2 and No. 3 planetary carrier
(6) in the same direction as the input shaft. No. 2 and No. 3 planetary carrier (6) is bolted to clutch
No. 3 housing (10) which is splined to center shaft (11). The center shaft now turns the same direction
as the input shaft.
When No. 4 rotating clutch (14) is engaged, it holds onto and turns with combination No. 4 ring and
No. 5 sun gear (13) which is splined to and turns with center shaft (11). No. 4 rotating clutch housing
(12) is bolted to No. 5 planetary carrier (15). No. 5 planetary carrier is splined to No. 6 ring gear (22).
When clutch No. 4 is engaged, No. 6 sun gear (22) turns with the center shaft. No. 6 sun gear (20) is
splined to and turns with the center shaft. Since both No. 6 ring gear and No. 6 sun gear turn at the
same speed, No. 6 planetary gears (19) are being held. This drives No. 6 planetary carrier (27) in the
same direction and at the same speed as the center shaft. No. 6 planetary carrier is splined to No. 7
planetary carrier (25) which is splined to output yoke (28). Power is now supplied from the output
yoke through the rear drive shaft and pinion to the differential.
Power Flow In Seventh Speed

No. 3 rotating clutch (9) and No. 6 clutch (14) are engaged in SEVENTH speed. No. 3 rotating clutch
When No. 4 rotating clutch (14) is engaged, it holds onto and turns with combination No. 4 ring and
No. 5 sun gear (13) which is splined to and turns with center shaft (11). No. 4 rotating clutch housing
(12) is bolted to No. 5 planetary carrier (15). No. 5 planetary carrier is splined to No. 6 ring gear (22).
When clutch No. 4 is engaged, No. 6 sun gear (22) turns with the center shaft. No. 6 sung gear (20) is
splined to and turns with the center shaft. Since both No. 6 ring gear and No. 6 sun gear turn together,
No. 6 planetary gears (19) are being held. This drives No. 6 planetary carrier (27) in the same
direction as the center shaft. No. 6 planetary carrier is splined to No. 7 planetary carrier (25) which is
splined to output yoke (28). Power is now supplied from the output yoke through the rear drive shaft
and pinion to the differential.
Power Flow In Reverse

No. 3 rotating clutch (9) and No. 7 clutch (29) are engaged in reverse speed. No. 3 rotating clutch
No. 7 clutch (29) holds No. 7 ring gear (24). No. 6 sun gear (20) is splined to and turns with the center
shaft. The No. 6 sun gear turns No. 6 planetary gears (19) which turns No. 6 ring gear (22). The No. 6
ring gear is splined to No. 7 sun gear (26) and they turn together. The No. 7 sun gear now turns No. 7
planetary gear (23). Since No. 7 ring gear is being held the No. 7 planetary gear walks around the
inside of the ring gear. This drives No. 7 planetary carrier (25) in the opposite direction of the center
shaft. The No. 7 planetary carrier is splined to both the No. 6 planetary carrier (27) and the output
yoke (28). Both now turn the opposite direction of the center shaft. The No. 6 planetary carrier acts as
the reactionary unit for the No. 6 planetary train. The output yoke sends power through the rear drive
shaft and pinion to the differential. The vehicle is now in REVERSE.
Transmission Lubrication
TRANSMISSION LUBRICATION
1. Input shaft.
11. Center shaft.
32. Passage.
33. Passage.
34. Passage.
35. No. 4 balance piston.
36. No. 5 planetary carrier center shaft.
39. Output yoke taper roller bearing.
40. Ball bearing.
41. No. 3 balance piston.
42. No. 2 and No. 3 planetary carrier center shaft.
43. No. 2 and No. 3 planetary carrier front bushing.
44. No. 1 hub gear ball bearing.
Oil for lubrication of the transmission is provided by the relief valve of the transmission hydraulic
control group. Oil from the relief valve goes down to the distribution manifold in the bottom of the
transmission hydraulic control group.
Most of the oil from the distribution manifold goes through passage (33) to lubricate ball bearing (40).
Some of this oil goes back to the No. 4 balance piston (35) and the No. 4 clutch pack. Some of the oil
from ball bearing (40) goes back past center shaft (11), through No. 4 ring gear and No. 5 sun gear
(13) to lubricate the No. 5 planetary carrier center shaft (36) and the No. 5 clutch pack, as well as No.
6 planetary carrier center shaft (37), and finally the No. 6 clutch pack. The remainder of the oil from
ball bearing (40) goes forward through No. 3 rotating clutch housing (10) into a gap between input
shaft (1) and center shaft (11). Some of this oil goes forward to lubricate No. 3 balance piston (41)
and the No. 3 clutch pack, as well as No. 2 and No. 3 planetary carrier center shaft (42), the No. 1
clutch pack and the No. 2 clutch pack. The remaining oil leaves the gap between the input shaft and
the center shaft and goes back through the center shaft, between No. 6 planetary carrier (27) and No. 7
planetary carrier (25) to lubricate No. 7 planetary carrier center shaft (38) and the No. 7 clutch pack.
Part of the oil goes from the distribution manifold through passage (34) to provide lubrication for the
output yokes taper roller bearing set (39).
The remainder of the oil from the distribution manifold goes through passage (32) for lubrication of
No. 1 hub gear ball bearing (44) and the No. 2 and No. 3 planetary carrier front bushing (43).
Operation of the Balance Pistons in the Rotating Clutches
The oil that goes to balance piston (41) for No. 3 clutch and balance piston (35) for No. 4 clutch is
used to balance the force of the oil (centrifugal force) caused by the rotation of No. 3 and No. 4
clutches. The centrifugal force of the oil behind the clutch piston in the rotating clutches causes a
small amount of clutch engagement (clutch drag) in the rotating clutch. The centrifugal force of the
oil behind the balance piston balances or removes the centrifugal force of the oil on the clutch piston.
Differential And Final Drives
Differential And Bevel Gear
The differential and bevel gear is fastened to the rear axle housing. It connects the output shaft of the
transmission to the drive axles. The output shaft of the transmission is connected to bevel pinion (1)
by splines. Bevel pinion (1) turns bevel gear (5). Bevel gear (5) is fastened to housing (2). There are
four pinions in the differential. The pinions turn freely on spider (6). Each pinion has a double bearing
assembly to carry the drive load of the pinion. Housing (2) and housing (7) are bolted together to hold
the spider. They rotate together with bevel gear (5). The housing is driven by bevel gear (5), and
supported by bearings. Correct adjustment of all the bearings in the differential are very important.
See Power Train Specifications for correct adjustment procedures.
The pinions are engaged at a 90° angle with two straight bevel side gears (3). The side gears are
connected to the drive axles by splines.
When the machine is moving in a straight direction with the same amount of traction under each drive
wheel, the same amount of torque on each axle holds the pinions so they will not turn on spider (6).
This gives the same effect as if both drive wheels were on one axle.
DIFFERENTIAL AND BEVEL GEAR

1. Bevel pinion. 2. Housing. 3. Side gears (two). 4. Thrust pin. 5. Bevel gear. 6. Spider. 7. Housing. 8. Carrier assembly. 9.
Thrust washers.
When different amount of loads are put on the drive wheels, as in a turn, different amount of forces
are put on opposite sides of the differential causing the pinions to turn. Turning the pinions makes the
inside wheel go slower and the outside wheel goes faster and the vehicle is driven with full power in a
turn.
Side gears (3) turn against thrust washers (9), which take the end thrust against the differential
housing. The bearing assembly must be changed in sets of two.
The differential gets lubrication from the oil in the axle housing. As the parts rotate, the oil is thrown
around inside of the housing (splash lubricated). Radial grooves in thrust washers (9) let the lubricant
flow between thrust washers and side gears (3).
Thrust pin (4), in the rear housing, provides support for carrier assembly (8) which carries heavy
thrust load.
Final Drive
Each final drive has a planetary gear system. Ring gear (3) is fastened to final drive hub (2). Splines
connect final drive hub (2) to the axle housing. Ring gear (3) is held in a stationary position. Planetary
gears (4) are held by planetary carrier (6). Planetary carrier (6) is fastened to the wheel assembly.
Splines connect sun gear (5) to axle shaft (1). Splines connect axle shaft (1) to the side gear of the
differential.
When the side gear of the differential turns, it turns the axle shaft. The axle shaft turns sun gear (5).
Sun gear (5) turns planetary gears (4). Since ring gear (3) is held stationary by hub (2), planetary gears
(4) move around the inside of ring gear (3). The planetary gears move in the same direction as sun
gear (5) but at a slower speed. The movement of the planetary gears causes planetary carrier (6) to
turn. Since the planetary carrier is connected to the wheel assembly, the planetary gears cause the
wheels to turn.
The final drives get lubrication by the rotation of the gears in oil (splash lubrication). The differential
and final drives use the same lubricant.
FINAL DRIVE
1. Axle shaft. 2. Final drive hub. 3. Ring gear. 4. Planetary gears. 5. Sun gear. 6. Planetary carrier.
Copyright 1993 - 2024 Caterpillar Inc. Tue Mar 12 20:41:38 UTC+0300 2024
All Rights Reserved.
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Media Search - SENR2934 - 768C TRACTOR & 769C TRUCK POWER TRAIN Page 1 of 92

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Power Train Systems

1. Transmission Control (Electrical System).

POWER TRAIN SYSTEMS BASIC DIAGRAM (SIMPLIFIED)

COMPONENTS OF THE POWER TRAIN

RIGHT SIDE OF OPERATOR'S SEAT

FRONT OF TRANSFER GEARS

RIGHT SIDE OF TRANSMISSION

LEFT SIDE OF MAIN FRAME

INSIDE RIGHT FRAME

BEHIND FRONT LEFT TIRE

LEFT OF AND BELOW ENGINE

RIGHT SIDE OF ENGINE

REAR OF TORQUE CONVERTER

REAR OF TORQUE CONVERTER

BOTTOM OF TRANSFER GEAR CASE

LEFT SIDE OF TRANSMISSION HYDRAULIC CONTROL GROUP

Hydraulic And Transmission Oil Tanks

LEFT SIDE OF MAIN FRAME (769C Shown)

Oil Line Identification

TOP OF OIL TANKS

INNER (RIGHT) SIDE OF OIL TANKS

Power Train Electrical System

TRANSMISSION CONTROL ELECTRICAL SYSTEM

Switch Operation (Shift Lever Or Transmission)

SHIFT LEVER SWITCH

Sensor - Magnetic (Transmission Speed Sender)

TRANSMISSION SPEED SENDER

Switch - Bed Raise Or [XMSN (Transmission) Test Switch For

BED RAISE SWITCH

Solenoids (Upshift, Downshift and Lockup)

UPSHIFT SOLENOID ACTIVATED

DOWNSHIFT SOLENOID ACTIVATED

LOCKUP SOLENOID ACTIVATED

Switch - Pressure (Secondary and Service Brake)

SECONDARY BRAKE SWITCH

SERVICE BRAKE SWITCH

Switch - Pressure (Retarder Brake)

RETARDER BRAKE SWITCH

Sequence For Manual Shifts

TRANSMISSION CONTROL ELECTRICAL SYSTEM

SWITCH LEVER SWITCH (NEUTRAL Position)

TRANSMISSION SWITCH (NEUTRAL Position)

Neutral to Reverse (Converter Drive)

TRANSMISSION CONTROL ELECTRICAL SYSTEM

SHIFT LEVER SWITCH (REVERSE Position)

TRANSMISSION SWITCH (NEUTRAL Position)

TRANSMISSION SWITCH (REVERSE Position)

SHIFT LEVER SWITCH (FIRST Speed Position)

TRANSMISSION SWITCH (NEUTRAL Position)

TRANSMISSION SWITCH (FIRST Speed Position)

Sequence For Automatic Upshifts

TRANSMISSION CONTROL ELECTRICAL SYSTEM

SHIFT LEVER SWITCH (SECOND Speed Position)

TRANSMISSION SWITCH (SECOND Speed Position)

TRANSMISSION CONTROL ELECTRICAL SYSTEM

SHIFT LEVER SWITCH (THIRD Speed Position)

TRANSMISSION SWITCH (THIRD Speed Position)