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Systems Operation
785 TRUCK POWER TRAIN
Media Number -SENR4006-01 Publication Date -1992/06/01 Date Updated -2001/10/11
Systems Operation
Introduction
NOTE: For Testing and Adjusting of the Power Train, make reference to the POWER TRAIN
TESTING AND ADJUSTING for 785 TRUCK, Form No. SENR4008.
NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS FOR 785 TRUCK
POWER TRAIN, Form No. SENR4005. If the Specifications in Form SENR4005 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)
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COMPONENTS OF THE POWER TRAIN

1. Differential and bevel gear. 2. Pinion. 3. Transmission. 4. Transfer gears. 5. Drive shaft. 6. Torque converter. 7. Final
drives and axles. 8. Wheels and tires. 9. Universal joint. 10. Lockup clutch. 11. Engine.
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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).
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RIGHT SIDE OF OPERATORS 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).
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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.
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TOP OF TRANSMISSION (Step Cover Removed)

16. Downshift solenoid. 17. Upshift solenoid. 18. Plug for access to the rotary selector spool. 41. Lockup solenoid and relay
valve.
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).
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LEFT SIDE OF MAIN FRAME

20. Return oil screen. 21. Return oil filter. 22. Hydraulic oil tank. 23. Transmission oil tank.
The transmission has six forward speeds and one reverse speed. The selection of speed is done
manually, in REVERSE, NEUTRAL and FIRST. The selection of SECOND through SIXTH speeds is
done either manually or automatically.
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19. Torque converter oil filter. 29. Parking brake release oil filter.
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REAR SIDE OF ENGINE

24. Torque converter and rear brake oil cooler. 25. Diverter valve. 43. Screen.
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BELOW AND RIGHT OF ENGINE

26. Transmission oil cooler.
NEUTRAL and REVERSE are torque converter drive only. FIRST has both converter drive and direct
drive. SECOND through SIXTH speeds are direct drive only with a very short time of converter drive
during transmission clutch engagement to make shifts smooth. The transmission is fastened directly to
differential and bevel gear (1). The differential and bevel gear are fastened directly to the rear axle
housing.
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RIGHT REAR SIDE OF ENGINE

27. Hydraulic oil breather. 28. Transmission oil breather.
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.
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.
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LEFT REAR SIDE OF TORQUE CONVERTER

30. Lockup clutch and relay valve group. 31. Inlet relief valve. 32. Outlet relief valve.
The torque converter has a hydraulic system that uses oil that is also common with the brake cooling
systems, the parking brake release system and the hoist hydraulic system. These systems all use the
same SAE 10W oil from hydraulic oil tank (22).
Some of the components in the torque converter hydraulic system include four-section oil pump (33), oil
filter (19), inlet relief valve (31), torque converter (6), outlet relief valve (32), lockup clutch and relay
valve group (30), and lockup clutch (10).
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RAR OF TORQUE CONVERTER

33. Oil pump for torque converter and brakes. 45. Torque converter scavenge screen.
Working pressure oil to engage the lockup clutch comes from the parking brake release section of torque
converter pump (33). This oil goes through oil filter (29) to secondary and parking brake valve (36)
before it gets to lockup clutch and relay valve group (30). This valve group, after getting pressure signal
from the transmission hydraulic control group, controls the operation of lockup clutch (10).
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REAR OF OIL PUMP DRIVE

34. Oil pump for transmission. 44. Oil pump drive.
Oil from outlet relief valve (32) is sent to diverter valve (25). The diverter valve either sends the oil
through screen (43) and cooler (24) to the rear wheel brakes or diverts the oil directly to the rear wheel
brakes. Some of the diverted oil is sent to oil pump drive (44). The oil that goes to the rear brakes then
goes through return oil screen (20) and into hydraulic oil tank (22). The oil that goes to the oil pump
drive then goes through torque converter scavenge screen (45), torque converter pump (33), return
screen (20) and into the hydraulic oil tank (22). Oil that is not needed by the hoist hydraulic system also
is used to cool the rear wheel brakes.
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BELOW TRANSMISSION
35. Magnetic screen.
The transmission has its own hydraulic system. It uses SAE 30W oil from transmission oil tank (23).
Other components in this system are: oil pump (34), charging oil filter (37), transmission lube and
cooler filter (46), the transmission hydraulic control group, transmission cooler (26), magnetic screen
(35) and return oil filter (21).
The basic components of the transmission hydraulic control group are lockup solenoid and relay valve
group (42), downshift solenoid (16), upshift solenoid (17), pressure control group (38), selector group
(39) and rotary actuator (40). The solenoids are the connection between the electrical and hydraulic
systems. The lockup clutch solenoid and relay valve group is activated electrically and sends oil to the
torque converter mounted lockup clutch relay valve. The upshift and downshift solenoids are also
activated electrically and send oil to rotary actuator (40). The rotary actuator turns rotary selector spool
(41) in selector group (39) which sends pilot oil to pressure control group (38). Pressure control group
(38) then sends oil at the correct rate to smoothly engage the correct clutches in the transmission.
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INNER LEFT SIDE OF MAIN FRAME

36. Secondary and parking brake valve.
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INNER RIGHT SIDE OF MAIN FRAME

37. Transmission charging oil filter. 46. Transmission lube and cooler oil filter.
When plug (18) is removed, rotary selector spool (41) can be manually moved through all of its
positions when the engine is off. When rotary selector spool (41) is turned clockwise as far as it will go,
the spool [and rotary actuator (40)] is in NEUTRAL position. From NEUTRAL-1 each detent position
in the counterclockwise direction is NEUTRAL-2, REVERSE, FIRST, SECOND, THIRD, FOURTH,
FIFTH, SIXTH. SEVENTH and EIGHTH speeds are not used on this machine.
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LEFT SIDE OF TRANSMISSION HYDRAULIC CONTROL GROUP

16. Downshift solenoid. 17. Upshift solenoid. 38. Pressure control group. 39. Selector group. 40. Rotary actuator. 41. Rotary
selector spool. 42. Lockup solenoid and relay valve group.
Hydraulic And Transmission Oil Tanks

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

9. Inlet tube for master cylinder makeup oil. 10. Rear brake return line. 11. Line to breather for hydraulic tank. 12. Makeup
line for rear brake master cylinder. 13. Bleeder (vent) line for rear brake master cylinder. 14. Bleeder (vent) line for rear
brake master cylinder. 15. Bleeder (vent) line for front brake master cylinder. 16. Makeup line for rear brake master cylinder.
17. Makeup for front brake master cylinder. 18. Front brake return line. 19. Line to breather for transmission tank. 20.
Transmission case breather line. 21. Transmission return line.
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BACK SIDE OF OIL TANKS

9. Inlet tube for master cylinder makeup oil. 10. Rear brake return line. 12. Makeup line for rear brake master cylinder. 13.
Bleeder line for rear brake master cylinder. 14. Bleeder line for rear brake master cylinder. 15. Bleeder (vent) line for front
brake master cylinder. 16. Makeup line for rear brake master cylinder. 17. Makeup line for front brake master cylinder. 18.
Front brake return line. 21. Transmission return line. 22. Line from hoist diverter valve to relief valve (inside tank). 23.
Torque converter scavenge oil return line. 24. Line (pilot) to hoist diverter valve from control valve (inside tank). 25.
Secondary and parking brake valve drain line. 26. Outlet for transmission charging oil. 27. Line from screen in tank to hoist
pump. 28. Outlet for torque converter charging oil, parking breake release oil and rear brake cooling oil. 29. Line to head end
of hoist cylinders. 30. Line to rod end of hoist cylinders. 31. Line to control valve (in tank) from front section of two-section
gear pump.
Power Train Electrical System

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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, an secondary 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 e
speed sender, the bed raise (XMSN test) switch, the retarder brake switch or the secondary brake switch.
Then the transmission control will send output voltage 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 current to the switches, solenoids and the transmission gear indicator (785 only).
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.
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) gives 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.
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SCHEMATIC SYMBOL
The transmission control panel (above) is interpreted as in the following typical example. When the shift
lever is in SECOND gear and the transmission is in SECOND gear, the SECOND gear shift lever
console light (LED) will be ON. When these conditions are met; LEVER 1, LEVER 5, GEAR 3 and
GEAR 4 (LEDs) on the transmission control will be ON for SECOND gear.
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.
The five control wires connect to Pins 3, 4, 5, 8 and 9 of the shift lever switch. Each of the control wires
has 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.
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SHIFT LEVER SWITCH
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SHIFT LEVER SWITCH LOCATION
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TRANSMISSION SWITCH
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TRANSMISSION SWITCH LOCATION
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.
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BED RAISE SWITCH
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.
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TRANSMISSION SPEED SENDER
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 transmissio 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. In NEUTRAL position, the transmission control will keep the downshift solenoid
activated.
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UPSHIFT SOLENOID ACTIVATED
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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 solenoid allows a transmission fluid signal to go through the
transmission mounted relay valve and open the torque converter mounted relay valve. This allows
torque converter fluid from the parking brake release pump to go through the lockup clutch reduction
valve, through the torque converter mounted relay valve and 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.
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Switch - Pressure (Secondary Brake And Parking 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 and parking 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.
When this switch is 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 or parking
brakes are engaged the transmission control will shift more rapidly.
When this switch is closed (secondary brake and parking brake released), the transmission control gets a
ground (electric) through the switch 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.
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BRAKE SWITCHES
1. Secondary brake switch. 2. Retarder brake switch. 3. Optional switch for AETA.
Switch - Pressure (Retarder Brake and Service Brake)

The retarder brake and service brake switch will signal the transmission control a higher engine rpm is
needed for an upshift or downshift. This switch also signals the transmission control to allow rapid
shifts. When the retarder brake and the service 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.
This ground on Pin 6 also tells the transmission control to let only one "turn around" shift happen in
approximately two seconds.
When this switch is open (activated), the transmission control will rapidly upshift and downshift at a
higher engine rpm as needed. This switch is open when either the service brakes or retarder brakes are
being used.
Indicator - Transmission Gear

The transmission gear indicator tells the operator which gear the transmission is in, regardless of the
gearshift lever location. When this is done one of the eight LEDs on the operators console will be ON.
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1. Shift lever. 1. LEDs (eight).
The shift lever selected and the LED that is ON will be different when the operator selects a desired gear
with the shift lever; but machine speed is not yet correct for the selected gear. This typically occurs on
an automatic upshift and downshift.
The indicator gets current through the same fuse that the transmission control gets current. There are six
wires that go from the transmission control to the transmission gear indicator. Five of the six wires are
provided to carry information (electric signal) to the transmission gear indicator. The remaining wire is
ground.
The transmission control sends a signal on two of the five control wires, depending on the information
received from the transmission switch. The transmission gear indicator will turn ON the LED that the
transmission switch says the transmission is actually in.
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SCHEMATIC
Systems Operation
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NOTE: Refer to the POWER TRAIN ELECTRICAL SCHEMATIC FOLDOUT on the last page of this
section for the remaining text in this section.
Neutral (Converter Drive)
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.
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-1), 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-1
position, this information causes the transmission control to keep the downshift solenoid activated. This
holds (locks) the rotary selector spool in NEUTRAL position.
When GEAR 4 and GEAR 5 lights turn ON in the transmission control, the control also sends a signal
from FRONT GEAR 4 and FRONT GEAR 5 on wires 736-YL and 737-GN to the transmission gear
indicator. The indicator now turns ON the NEUTRAL LED on the operators console.
First (Converter or Direct Drive)
When the transmission shift lever is in FIRST position, LEVER 2 and LEVER 5 lights on the
transmission control turn (come) ON. This is an indication that the rotor for the shift lever is in FIRST
position. With the shift lever switch in this position, current flows from the transmission control on
wires 712-WH and 715-GN through the shift lever switch to machine ground. This path (way) for
current flow lets the lever lights turn ON.
rotor in the transmission switch is in the current position (FIRST), a ground (electric) is put on 721-BN
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 1 and
GEAR 5 lights turn ON. This information (current flow) tells the transmission control that the shift is
complete. When GEAR 1 and GEAR 5 lights turn ON in the transmission control, the control also sends
a signal from FRONT GEAR 1 and FRONT GEAR 5 on wires 733-BR and 737-GN to the transmission
gear indicator. This indicator now turns the FIRST LED at the operators shift console ON. The machine
is now in FIRST gear, torque converter drive.
FIRST gear is converter drive at lower ground speeds and direct drive at higher ground speeds. The
transmission speed sender gives a signal (electric frequency) to the transmission control. This signal tells
the transmission control the ground speed of the machine. When a fast enough ground speed is reached,
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 to the lockup clutch. The machine is in
FIRST gear, direct drive. The lockup clutch will stay activated until there is an upshift, downshift or a
decrease in ground speed to converter drive condition. If a sufficient decrease in ground speed occurs
while still in FIRST, the transmission control will stop current to the lockup solenoid. The lockup
solenoid will deactivate. Hydraulic oil pressure to the lockup clutch will stop and the machine will
return to FIRST gear, converter drive.
Fourth (Direct Drive)
When the transmission shift lever is put in FOURTH position, LEVER 2 and LEVER 4 lights on the
transmission control turn (come) ON. This is an indication that the rotor for the shift lever is in
FOURTH position. With the shift lever switch in this position, current flows from the transmission
control on wires 712-WH and 714-YL through the shift lever switch to machine ground. This path (way)
for current flow lets the lever lights turn ON.
rotor in the transmission switch is in the current position (FOURTH), a ground (electric) is put on 721-
BN and 724-YL 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 1 and
GEAR 4 lights turn ON. This information (current flow) tells the transmission control that the shift is
complete. When GEAR 1 and GEAR 4 lights go on in the transmission control, the control also sends a
signal from FRONT GEAR 1 and FRONT GEAR 4 on wires 733-BR and 736-YL to the transmission
gear indicator. This indicator now lights the FOURTH LED on the operators console. The machine is
now in FOURTH gear, direct drive.
Shifting Procedures
The following explanations show how automatic upshifts and downshifts are made. Except for different
electrical wires that must be grounded or activated, the automatic shifting sequence is basically the same
for all speeds. Refer to the art on the bottom of page 11 to determine which two LEVER lights and
which two GEAR Lights are on for each gear position. Wires from the LEVER and GEAR lights that
are ON at the transmission control are those that are activated or grounded.
Typical Automatic Upshift (Second to Third)
When the transmission shift lever is put in THIRD speed position, LEVER 3 and LEVER 4 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 THIRD speed position. Current goes 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 stops current to the lockup solenoid (wire 705-PK). The lockup
solenoid deactivates. Hydraulic oil to the lockup clutch stops and the machine is in torque converter
drive for a moment. Now 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 722-WH and 724-YL wires. GEAR 3
and GEAR 4 lights for SECOND speed position now change to GEAR 2 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 lockup solenoid then gets a signal on
wire 705-PU. The lockup solenoid activates and sends hydraulic oil pressure to the lockup clutch. The
machine is now in direct drive THIRD speed.
Special Upshifts
During an upshift from NEUTRAL (N-1 converter drive) to any other gear, the transmission switch
must go through position N-2. This simply provides a delay needed by the hydraulics. The operator has
no control over this occurrence.
During an upshift from NEUTRAL to REVERSE or NEUTRAL to FIRST, no signal is sent to the
lockup clutch. Both speeds are converter drive, lockup not used.
An upshift from FIRST to SECOND is considered a typical automatic upshift.
Typical Automatic Downshift (Fourth to Third)
When the transmission shift lever is put in THIRD speed position, LEVER 3 and LEVER 4 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 THIRD speed position. Current goes 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 a downshift is needed. The downshift to THIRD speed
position from FOURTH 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 stops current to the lockup solenoid (wire 705-PK). The lockup
solenoid deactivates. Hydraulic oil to the lockup clutch stops and the machine is in torque converter
drive for a moment. Now 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 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 FOURTH
speed position to THIRD speed position, a (electric) ground is put on 722-WH and 724-YL wires.
GEAR 1 and GEAR 4 lights for FOURTH speed position now change to GEAR 2 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 downshift solenoid is deactivated by the transmission control. The lockup solenoid then gets a
signal on wire 705-PU. The lockup solenoid activates and sends hydraulic oil pressure to the lockup
clutch. The machine is now in direct drive THIRD speed.
Special Downshifts
During a downshift to NEUTRAL (N-1 converter drive) from any forward gear, the transmission switch
must go through position N-2. This simply provides a delay needed by the hydraulics. On a downshift
from REVERSE to NEUTRAL the delay is timed and slightly longer. The operator has no control over
either occurrence. During a downshift from REVERSE to NEUTRAL or FIRST to NEUTRAL, no
signal is sent to the lockup clutch. Both speeds are converter drive, lockup not used.
A downshift from SECOND to FIRST is considered a typical automatic upshift.
During a downshift from REVERSE to NEUTRAL or FIRST to NEUTRAL, no signal is sent to the
lockup clutch. Both speeds are converter drive, lockup not used.
A downshift from SECOND to FIRST is considered a typical automatic upshift.
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SHIFT LEVER SWITCH
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TRANSMISSION SWITCH
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UPSHIFT SOLENOID ACTIVATED
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DOWNSHIFT SOLENOID ACTIVATED
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POWER TRAIN ELECTRICAL SCHEMATIC
Torque Converter Hydraulic System

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Operation Of The Torque Converter Hydraulic System

Neutral Operation
The machine is in converter drive in NEUTRAL and REVERSE. When the engine is started, oil goes
from hydraulic oil tank (28), through suction screen (33) to parking brake release section (21), torque
converter charging section (22) and rear brake cooling section (41) of the torque converter and rear
brake cooling oil pump. Also, oil goes through suction screen (31) to hoist and rear brake cooling
section (20) and hoist and front brake cooling section (30) of the hoist and brake pump.
Torque converter charging section (22) sends the oil through torque converter oil filter (18) 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. Bypass oil from the inlet relief valve is sent back to the pump inlet.
The oil from torque converter (12) either goes to the bottom of the torque converter cover or goes
around the valve spool in outlet relief valve (7). This oil now becomes brake cooling oil. Valve (7)
controls the maximum pressure of the oil in the torque converter.
The brake cooling oil leaving the outlet relief valve (7) joins with bypass oil from parking brake release
valve (8) and goes to diverter valve (40). The diverter valve directs oil through screen (43), cooler (42),
right rear brake (46), left rear brake (47) and return screen (36), to hydraulic tank (28); or diverts the oil
directly to the right rear brake (46), left rear brake (47), return screen (36) and finally to hydraulic tank
(28). Some of the diverted oil goes to oil pump drive (16) for lubrication.
Parking release section (21) sends oil through filter (17) to secondary and parking brake valve (8) and on
to lockup clutch and relay valve group (5). The oil that goes to secondary and parking brake valve is
used to release the parking brakes. Relief valve (9) controls the maximum pressure of parking brake
release system. When the oil pressure gets too high, relief valve (9) opens and allows the extra oil to join
with bypass oil from the torque converter outlet relief valve (7) and go to diverter valve (40). The oil
that goes to lockup clutch and relay valve group (5) is used to engage the lockup clutch.
Drain (return) oil from lockup clutch and relay valve group (5) and oil pump dirve (16) goes into the
bottom of torque converter cover. Any leakage in torque converter (12) also goes to the bottom of the
cover. Torque converter scavenge section (23) pulls this oil through scavenge screen (25) and sends it
back to hydraulic oil tank (28) through return oil screen (37).
Section (30) of the hoist and brake cooling pump sends oil to control valve (35) for use in the hoist
hydraulic system. The oil that is not used in the hoist system is used for front brake cooling. Oil cooler
relief valve (29) controls the maximum pressure in the front brake cooling oil system.
Section (20) of the hoist and brake cooling pump sends oil to the hoist diverter valve (27). The oil that is
not needed in the hoist system is part of the oil used in the rear brake cooling system. Oil cooler relief
valve (34) controls the maximum pressure in the rear brake cooling system.
Lockup Operation (Direct Drive)
The machine is in converter drive in NEUTRAL and REVERSE. FIRST speed is in converter drive at
lower ground speeds and direct drive at higher ground speeds.
SECOND through SIXTH speeds are direct drive speeds. When an upshift is made from SECOND to
THIRD speed, the transmission control deactivates (closes) the transmission mounted lockup solenoid.
This stops the transmission oil pressure signal from going through the transmission mounted relay valve
to torque converter mounted relay valve (1). With the transmission oil pressure signal stopped, the
spring in relay valve (1) pushes the spool up. This stops the torque converter piot oil from going through
relay valve (1) to selector piston (2). The selector piston, load piston (3) and modulation reduction valve
(6) go back up to their original positions. Lockup clutch oil is stopped and lockup clutch (19) is
disengaged (released). The machine is again in converter drive for a brief period.
NOTE: Signal oil from the lockup solenoid to relay valve (1) is transmission hydraulic fluid (SAE 30W
oil). Pilot oil that flows through relay valve (1) to selector piston (2) is torque converter hydraulic fluid
(SAE 10W oil).
After the correct clutches in the transmission are engaged for THIRD speed the transmission control
activates (opens) the transmission mounted lockup solenoid. This allows the transmission oil pressure
signal to go through the transmission mounted relay valve to torque converter mounted relay valve (1).
This transmission oil pressure signal pushes the spool in relay valve (1) down. Torque converter pilot oil
now flows through relay valve (1) to selector piston (2). The selector piston, load piston (3) and
modulation reduction valve (6) all move down. This allows the parking brake release oil to go around
the modulation reduction valve. This oil now becomes lockup clutch oil. It flows to and engages lockup
clutch (19). The machine is now in direct drive, THIRD speed. The process of going from direct drive
SECOND to converter dirve for a moment, and then to direct drive THIRD, makes for a smooth shift.
The same process takes place during upshifts from THIRD through SIXTH speeds and during
downshifts from SIXTH to SECOND speeds.
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TORQUE CONVERTER HYDRAULIC SYSTEM IN DIRECT DRIVE (Lockup Clutch Engaged), ENGINE RUNNING
1. Torque converter mounted relay valve.
2. Selector piston for lockup clutch.
3. Load piston for lockup clutch.
4. Pressure reduction valve.
5. Lockup clutch valve group.
6. Modulation reduction valve for lockup clutch.
7. Outlet relief valve for torque converter.
8. Parking and secondary brake release valve.
9. Relief valve for parking brake release system.
10. Passage to rear wheel brakes.
11. Inlet relief valve for torque converter.
12. Torque converter.
13. Left front wheel brake.
14. Right front wheel brake.
15. Front brake oil return screen.
16. Oil pump drive.
17. Parking brake release oil filter.
18. Torque converter oil filter.
19. Lockup clutch for the torque converter.
20. Hoist hydraulics and rear brake cooling section of oil pump.
21. Parking brake release section of oil pump.
22. Torque converter charging section of oil pump.
23. Torque converter scavenge section of oil pump.
24. Hoist and rear brake oil cooling filter.
25. Torque converter scavenge screen.
26. Front brake oil cooling screen.
27. Hoist diverter valve (rear brake cooling).
28. Hydraulic oil tank.
29. Front brake oil cooler relief valve.
30. Oil pump for hoist hydraulic and front brake cooling.
31. Hoist and brake cooling oil suction screen.
32. Return screen for hoist oil.
33. Suction screen.
34. Rear brake oil cooler relief valve.
35. Control valve for hoist hydraulics.
36. Rear brake oil return screen.
37. Torque converter scavenge oil return screen.
38. Hoist cylinders.
39. Junction block.
40. Diverter valve.
41. Brake cooling section of oil pump.
42. Torque converter and rear brake oil cooler.
43. Torque converter and rear brake oil cooler screen.
44. Rear brake oil cooler screen.
45. Rear brake oil cooler.
46. Right rear wheel brake.
47. Left rear wheel brake.
48. Front brake oil cooler.
49. Hoist and front brake oil cooling filter.
P. Pressure tap for pilot oil.
R. Pressure tap for parking brake release oil.
S. Pressure tap for torque converter lockup clutch.
T. Pressure tap for torque converter outlet.
U. Pressure tap for left front brake oil cooling (inlet).
V. Pressure tap for right front brake oil cooling (inlet).
W. Pressure tap for right front brake oil cooling (outlet).
X. Pressure tap for parking brake release oil.
Y. Pressure tap for torque converter inlet.
Z. Pressure tap for torque converter and rear brake oil cooler (inlet).
AA. Pressure tap for left front brake oil cooling (outlet).
BB. Pressure tap for torque converter and rear brake oil cooler (outlet).
CC. Pressure tap for rear brake oil cooler (outlet).
DD. Pressure tap for right rear brake oil cooling (outlet).
EE. Pressure tap for right rear brake oil cooling (inlet).
FF. Pressure tap for left rear brake oil cooling (inlet).
GG. Pressure tap for left rear brake oil cooling (outlet).
HH. Pressure tap for rear brake oil cooler (inlet).
JJ. Pressure tap for front brake oil cooler (inlet).
KK. Diverter valve inlet pressure.
LL. Pressure tap for front brake oil cooler (outlet).
Oil Pump For The Torque Converter And Brakes

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REAR OF TORQUE CONVERTER

1. Rear brake cooling section. 2. Parking brake release section. 3. Torque converter charging section. 4. Torque converter
scavenge section. 5. Cover.
The oil pump for the torque converter and brakes has four sections: rear brake cooling section (1),
parking brake release section (2), torque converter charging section (3) and torque converter scavenge
section (4). 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 that is fastened to cover (5) on its way to scavenge section (4).
The oil is then sent back to the hydraulic oil tank.
The inlet side of sections (1), (2) and (3) are connected and get their oil from the hydraulic oil tank.
Charging section (3) 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 (2) 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 relay valve group. This oil is used to
engage the lockup clutch in the torque converter.
Rear brake cooling section (1) sends oil under pressure through a junction block, a screen and a cooler to
the rear brakes for cooling. This oil is then sent through a return screen and back to the tank.
Oil Filter For The Torque Converter

Torque converter oil filter (1) is fastened to the outer left side of the main frame. Oil from the hydraulic
oil tank goes to the oil pump for the torque converter. The pump sends oil to the oil filter.
Oil goes through inlet (2) and fills the space between the inside of housing (5), screen assembly (8) and
elements (7). During normal operation, the oil goes through elements (7) and outlet (3) to the torque
converter.
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OUTER LEFT SIDE OF MAIN FRAME

1. Torque converter oil filter. 2. Inlet. 3. Outlet.
Screen assembly (8) and elements (7) stop 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 (6) to move against the force of spring (4). 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 elements (7) do not become full of debris and stop
the flow of clean oil to the hydraulic system.
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COMPONENTS OF THE OIL FILTER

4. Spring. 5. Housing. 6. Bypass valve. 7. Elements (two). 8. Screen assembly.
Inlet And Outlet Relief Valves For The Torque Converter

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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.
The operation of both valves is the same.
The inlet relief valve controls the maximum pressure of the oil to the torque converter. The oil supply
comes directly from the torque converter charging section of the oil pump through a filter. The inlet
relief valve makes sure the oil pressure to the torque converter does not go over approximately 930 kPa
(135 psi).
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COMPONENTS OF INLET RELIEF VALVE

1. Inlet relief valve. 3. Oil passage to hydraulic oil tank. 4. Valve spool for inlet relief. 5. Inlet passage. 6. Shims.
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.
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COMPONENTS OF OUTLET RELIEF VALVE

2. Outlet relief valve. 7. Shims. 8. Inlet passage from the torque converter. 9. Valve spool for outlet relief. 10. Outlet passage
to the oil cooler.
The outlet relief valve controls the maximum pressure of the oil inside the torque converter. Oil comes
from the torque converter through passage (8), flows past spool (9) and out passage (10). The outlet oil
goes to the rear brake cooling diverter valve. The oil is then sent directly to a screen, a cooler and to the
rear brakes; or the oil is diverted directly to the rear brakes. Some of the diverted oil goes to the oil
pump drive for lubrication. Oil from the rear brakes goes through a return screen to the tank. The outlet
relief valve makes sure that the pressure in the torque converter does not go over approximately 552 kPa
(80 psi).
Lockup Clutch Controls

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LOCKUP CLUTCH CONTROLS
1. Lockup solenoid.
2. Passage from transmission pump.
3. Spring.
4. Spool.
5. Transmission relay valve.
6. Signal passage.
7. Passage.
8. Pilot passage.
9. Lube passage.
10. Torque converter relay valve.
11. Spool.
12. Spring.
13. Cover
14. Load piston body.
15. Passage in selector piston.
16. Spring.
17. Pilot passage.
18. Modulation reduction valve.
19. Pilot passage.
20. Ball check.
21. Drain passage.
22. Shuttle valve.
23. Spring.
24. Selector piston.
25. Load piston.
26. Selector piston plug.
27. Drain passage.
28. Load piston plug.
29. Load piston orifice.
30. Drain passage.
31. Valve body.
32. Spring.
33. Drain passages.
34. Passage for lockup clutch.
35. Passage for pump oil.
36. Ball check.
37. Pressure reduction valve.
38. Pump inlet passage.
Lockup Clutch Solenoid Valve Group
The transmission control group controls the operation of the lockup clutch solenoid valve group. The
hydraulic oil for this group comes from the charging section of the transmission pump. When lockup
solenoid (1) receives an electric signal from the transmission control group to activate (energize), the
solenoid allows transmission oil to flow from passage (2) to passage (7). Some of the oil in passage (7)
goes to the selector control group. The rest goes to the transmission mounted relay valve (5). This
pressure causes spool (4) to move against the force of spring (3). Transmission signal oil now flows
from passage (2) around spool (4) and through passage (6) to the torque converter mounted relay valve
(10). The transmission signal oil in passage (6) causes spool (11) to act against spring (12). Passage (8)
is now open to passage (19) and torque converter pilot oil flows to selector piston (24). Some of the
transmission oil in passage (6) flows into passage (9) for transmission lubrication.
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TOP OF TRANSMISSION (STEP COVER REMOVED)

1. Lockup solenoid. 5. Transmission mounted relay valve. 6. Signal line from transmission relay valve to torque converter
relay valve.
When the signal to deactivate (disengage) comes from the transmission control, the solenoid stops flow
to passage (7). Spring (3) pushes spool (4) back to its original position. Oil flow from passage (2) to
passage (6) is blocked (stopped). Spring (12) in torque converter mounted relay valve (10), now pushes
spool (11) back to its original position. Torque converter fluid is now blocked from going to passage
(19). When deactivated, transmission fluid flows from passage (9) into passage (6). This keeps passage
(6) full so there is no delay when the signal to activate comes later. Pressure from passage (9) is not
enough to move spool (11).
Lockup Clutch Valve Group

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REAR OF TORQUE CONVERTER

6. Signal line from transmission mounted relay valve. 9. Transmission lube line. 10. Torque converter mounted relay valve.
31. Lockup clutch valve group. 38. Inlet line from parking brake release valve.
The lockup clutch solenoid valve group controls the operation of the lockup clutch valve group of the
torque converter. Pressure oil from the lockup clutch valve group in outlet line (34) engages the lockup
clutch. 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 (38) into valve body (31).
Drain passages (21), (27), (30) and (33) are all connected. This return (drain) oil goes into the torque
converter cover on its way back to the hydraulic oil tank.
The purpose for pressure reduction valve (37) is to decrease oil pressure [to approximately 2415 kPa
(350 psi)] in pump inlet (38) so it can be used by lockup clutch and relay valve group. The pilot oil in
passage (8), if allowed through torque converter mounted relay valve (10), is used to activate selector
piston (24). Oil pressure goes through an orifice in pressure reduction valve (37), opens ball check (36)
and goes into the slug chamber at the end of the valve. This pressure works against the force of springs
(32). When the pressure at pump inlet (38) gets too high, the pressure reduction valve moves against the
force of springs (32). This lets some of the oil in pilot passage (8) go into drain passages (33). Pressure
reduction valve (37) moves to the right and left to keep a constant pressure in pilot passage (8).
Modulation reduction valve (18) 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 (35) to the modulation reduction valve.
This oil is the same pressure as the parking brake release system [approximately 4100 kPa (595 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 the lockup solenoid (1). The lockup solenoid activates (opens) and lets pressure
signal go through the transmission mounted relay valve (5) to torque converter mounted relay valve
(10). This pressure signal in line (6) causes spool (11) to move against the force of spring (12). The pilot
oil in passage (8) now flows into pilot passage (19). This oil pushes shuttle valve (22) over which closes
drain passage (21). The oil moves the ball inside the shuttle valve and goes through the valve and pilot
passage (17) to the end of selector piston (24).
This causes selector piston (24) along with load piston (25) to move against the force of spring (16).
This causes modulation reduction valve (18) to move against the force of spring (23). Now, passage (34)
is not open to drain passage (30). Passage (34) is open to passage (35). Pump oil now goes to fill the
lockup clutch.
At this time, oil also goes through load piston orifice (29) and passage (15). This oil goes between
selector piston (24) and load piston (25). Spring (16) compresses and acts against valve (18). The
modulation of valve (18) due to spring (16) and the pressure in line (35) keeps a constant pressure in line
(34).
Lockup Completed (Clutch Engaged)
After the lockup clutch is full of oil, the pressure increases in the clutch. This causes load piston (25) to
move against the force of spring (16). Lockup clutch oil also goes through an orifice in modulation
reduction valve (18), opens ball check (20) and goes into the slug chamber at the end of the valve. This
pressure works against the pressure at the end of load piston (25). 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 1860 kPa (270 psi)]. Modulation reduction valve (18) moves up and down to keep a
constant pressure in passage (34).
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 (29) and the force of spring (16). The force of spring (16) can
be changed by the removal or addition of shims in load piston (25).
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 the lockup solenoid. The lockup solenoid (1)
deactivates (closes) and stops the flow of signal oil through the transmission mounted relay valve (5).
This stops the signal oil to torque converter mounted relay valve (10). Spring (12) forces spool (11) up
to its original position. Pilot oil in passage (8) is now stopped from flowing into passage (19). The force
of spring (16) moves selector piston (24) up which causes the pressure oil in pilot passage (17) to push
against shuttle valve (22). This causes the ball inside the shuttle valve to move to the left. The oil
pressure causes shuttle valve (22) to also move to the left which opens pilot passage (17) to drain
passage (21). Selector piston (24) now moves up against load piston body (14).
Passage (15) is now in alignment with drain passage (27). The force of spring (16) moves load piston
(25) all the way up against selector piston (24). Modulation reduction valve (18) now moves all the way
up because of the force of spring (23). In this position, pump oil in passage (35) cannot go into passage
(34). Passage (34) is now open to drain passage (30) and the pressure in the lockup clutch is released.
Oil Cooler For The Torque Converter And Rear Brakes

Oil cooler (1) is located behind and above the engine. Engine coolant, from the water pump, goes
through the cooler and then goes back into the cylinder block.
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 parking and secondary brake release valve.
This oil is sent to diverter valve (3). The diverter valve either directs the oil through screen (2) and
cooler (1) to the rear wheel brakes; or diverts the oil around the screen and cooler to the rear wheel
brakes. Some of the diverted oil goes to the oil pump drive for lubrication.
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DIVERTER VALVE AND OIL COOLER

1. Torque converter and rear brake oil cooler. 2. Torque converter and rear brake oil screen. 3. Torque converter and rear
brake oil cooler diverter valve.
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 NEUTRAL and REVERSE. FIRST speed is
converter drive at lower speeds and direct drive at higher ground speeds. The lockup clutch is activated
in FIRST speed by the transmission control according to present ground speed. During shifts from
FIRST through SIXTH 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.
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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.
Stator. 7. Hub. 8. Lockup clutch. 9. One-way clutch. 10. Outlet passage for converter oil. 11. Carrier. 12. Output shaft.
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 (6)
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 (6) 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
(10). The oil, that goes back to impeller (3) from stator (6), 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.
One-Way Clutch
Splines connect stator (6) to cam (13). Cam (13) is turned by the stator. Carrier (17) does not turn.
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DETAIL OF ONE-WAY CLUTCH

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

1. Rotating housing. 2. Turbine. 3. Impeller. 7. Hub. 12. Output shaft. 18. Piston. 19. Plate (two). 20. Plate. 21. Distributor.
22. Plates (three). 23. Inlet passage.
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 (6) 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 (6) 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 (6) and cam (13) turn freely. The stator does not send oil back to
the impeller.
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DETAIL OF ONE-WAY CLUTCH

13. Cam. 14. Rollers. 15. Springs. 16. Openings in cam. 17. Carrier.
Lockup Clutch
Lockup clutch (8) is part of the torque converter and is between the engine flywheel and turbine (2).
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FLOW OF POWER IN DIRECT DRIVE

1. Rotating housing. 2. Turbine. 3. Impeller. 4. Drive gear for the torque converter pump. 6. Stator. 7. Hub. 8. Lockup clutch.
9. One-way clutch. 12. Output shaft.
The lockup clutch is engaged when the transmission is in FIRST through SIXTH speeds (direct drive).
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. Plates
(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 solenoid valve group which activates the lockup
clutch valve group. The lockup clutch valve group sends pressure oil for operation of the lockup clutch.
Oil from the lockup clutch valve group goes through inlet passage (23) in distributor (21). The oil goes
through a passage in the center of output shaft (12), and through the pilot 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 (22) to be held together and to turn at the same speed. The plates 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
Oil under pressure from the lockup clutch 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 (6) 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
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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.
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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

The machine is in converter drive in NEUTRAL and REVERSE. FIRST speed is converter drive at
lower speeds and direct at higher ground speeds. The transmission control gets speed information from
the speed sender. The transmission control then signals the lockup solenoid that direct drive is needed.
SECOND through SIXTH speeds are direct drive except for a brief period of converter drive as a shift is
made. This brief period of converter drive allows time for the correct clutches to be engaged in the
transmission. A smooth shift between direct drive gears results.
Neutral Operation
When the engine is started, oil goes from transmission oil tank (44) through suction screen (43),
charging section (28) of the transmission oil pump and transmission oil filter (32) to lockup solenoid (1),
transmission mounted relay valve (10), downshift solenoid (2), upshift solenoid (3), and priority
reduction valve (11) and neutralizer valve (12) of selector group (14). As the oil pressure increases,
priority reduction valve (11) moves down. This lets pump oil also go to rotary selector spool (13), relief
valve (49) and pressure control group (5).
If the engine is started with the transmission out of NEUTRAL position, the position of rotary selector
spool (13) stops the flow of pump oil to neutralizer valve (12). The neutralizer valve does not move
down. In this position, neutralizer valve (12) stops the flow of pilot oil from priority reduction valve (11)
to rotary selector spool (13). 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 (2). The downshift solenoid sends pump oil to rotary actuator (4). This
causes the rotor of the rotary actuator [and rotary selector spool (13)] to be held (locked) in position N.
This prevents any movement of the rotary selector spool. The position of rotary selector spool (13) lets
pump oil go to neutralizer valve (12). The neutralizer valve moves down and lets pilot oil go to the
rotary selector spool. The position of rotary selector spool (13) lets pilot oil go to selector piston (33) of
pressure control group (5). This causes selector piston (33) along with load piston (34) to move to the
right. The force of the springs causes modulation reduction valve (35) to move to the right. Pump oil
now goes around the modulation reduction valve and starts to fill No. 3 clutch. The clutch oil also goes
through a load piston orifice and goes between selector piston (33) and load piston (34).
The pressure of the clutch oil increases after the clutch is full of oil. As the pressure of the oil in No. 3
clutch increases, modulation reduction valve (35) moves to the left and load piston (34) moves to the
right. The load piston orifice in the supply passage to load piston (34) 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. 3 clutch is now at its maximum. No. 3 clutch is engaged and the transmission is in
NEUTRAL.
Relief valve (49) controls the maximum pressure in the system. The extra oil from relief valve (49) goes
to the inlet relief valve for the transmission oil cooler (36). This oil is joined by oil that has come from
tank (44) through screen (43), pump section (29) and filter (31). The inlet relief valve for oil cooler (36)
either sends the oil through the cooler or, if the pressure is too high, diverts the oil around cooler (36)
through line (37). The oil exiting cooler (36) or line (37) goes to the transfer gear and transmission (39)
for lubrication. Relief valve (38) controls the pressure of oil going to the transfer gear train and the
transmission. Extra oil from valve (38) and lubrication oil drains to transmission case reservoir (47).
Scavenge section (30) takes the oil from reservoir (47) through magnetic screen (46) and sends it back
through return oil filter (45) into transmission oil tank (44).
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TRANSMISSION HYDRAULIC SYSTEM IN NEUTRAL, ENGINE RUNNING
1. Lockup clutch solenoid.
2. Downshift solenoid.
3. Upshift solenoid.
4. Rotary actuator.
5. Pressure control group.
6. Modulation reduction for valve No. 4 clutch.
7. Selector piston for No. 4 clutch.
8. Load piston for No. 4 clutch.
9. Spool.
10. Transmission mounted relay valve.
11. Priority reduction valve.
12. Neutralizer valve.
13. Rotary selector spool.
14. Selector group.
17. Modulation reduction valve for No. 2 clutch.
27. Passage to torque converter mounted relay valve.
28. Charging section of transmission oil pump.
29. Oil cooler charging section of transmission pump.
30. Scavenge section of transmission oil pump.
31. Transmission oil cooler filter.
32. Transmission oil filter.
37. Cooler bypass line.
38. Lubrication relief valve.
39. Transfer gear and transmission case.
40. Selector piston for dual stage relief valve.
41. Load piston for dual stage relief valve.
42. Modulation reduction valve for dual stage relief valve.
43. Suction screen.
44. Transmission oil tank.
45. Return oil filter.
47. Reservoir in transmission case.
48. Passage for transmission lubrication.
49. Relief valve.
A. Pressure tap for No. 2 clutch.
B. Pressure tap for No. 1 clutch.
C. Pressure tap for No. 3 clutch.
D. Pressure tap for lockup dual stage relief valve.
E. Pressure tap for No. 4 clutch.
F. Pressure tap for No. 5 clutch.
G. Pressure tap for No. 6 clutch.
H. Not used.
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.
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 (3). The upshift solenoid sends pump oil to rotary actuator
(4). This causes the rotor of the rotary actuator and rotary selector spool (13) to move in a clockwise
direction from position N-1 through N-2 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 (3). Movement of the rotor in rotary actuator (4) and rotary selector spool (13) stops.
NOTE: Position N-1 on rotary actuator (4) has a corresponding detent position on rotary selector spool
(13). Position N-1 on the rotary actuator is N (NEUTRAL) on the operators console. Position N-2 on the
rotary actuator has a corresponding detent position on the rotary selector spool. Position N-2 on the
rotary actuator does not have a corresponding position on the operators console. The operator does not
have control over N-2. The rotary actuator and the rotary selector spool automatically go through
position N-2 on all shifts to and from NEUTRAL.
The R position of the rotary selector spool sends pilot oil to selector pistons (21) and (25) and drains the
pilot oil at selector piston (33). Selector piston (33) moves against the load piston body and drains the oil
between selector piston (33) and load piston (34). Now load piston (34) and modulation reduction valve
(35) move toward selector piston (33). Pump oil to No. 3 clutch is stopped by modulation reduction
valve (35) and clutch oil in No. 3 clutch is drained. No. 3 clutch is released. The pilot oil now moves
selector pistons (21) and (25). No. 1 and No. 6 clutches start to fill. Modulation takes place between load
piston (22) and modulatioe reduction valve (23) for No. 1 clutch. Modulation also takes place between
load piston (26) and modulation reduction valve (24) 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. 1 and
No. 6 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 (3). The downshift solenoid sends pump oil to rotary actuator (4).
This causes the rotor of the rotary actuator and rotary selector spool (13) to move in a counterclockwise
direction from position R, through position N-2, toward position N-1. When the rotary selector spool
gets to position N-1, the transmission control keeps downshift solenoid (2) activated. Movement of the
rotor in rotary actuator (4) and rotary selector spool (13) stops and they are locked in position N-1,
NEUTRAL.
The position of the rotary selector spool sends pilot oil to selector piston (33) and drains the pilot oil at
selector pistons (21) and (25). Selector pistons (21) and (25) move against their load piston bodies and
drain the oil between selector pistons (21) and (25) and load pistons (22) and (26).
Now the load pistons and modulation reduction valves move toward their respective selector pistons.
Pump oil to No. 1 and No. 6 clutches is stopped by the modulation reduction valves and clutch oil is
drained. No. 1 and No. 6 clutches are released.
The pilot oil now moves selector piston (33). No. 3 clutch starts to fill. Modulation takes place between
load piston (34) and modulation reduction valve (35) for No. 3 clutch. When the load piston gets all the
way against its stop, modulation stops. The pressure in the clutch is at its maximum. No. 3 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 (3). The upshift solenoid sends pump oil to rotary actuator (4). This causes
rotary selector spool (13) 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 (3). Movement of rotary selector spool (13)
stops.
The position of the rotary selector spool sends pilot oil to selector pistons (21) and (19) and drains the
valve (35) and clutch oil in No. 3 clutch is drained. No. 3 clutch is released.
The pilot oil now moves selector pistons (21) and (19). No. 1 and No. 5 clutches start to fill. Modulation
takes place between load piston (22) and modulation reduction valve (23) for No. 1 clutch. Modulation
also takes place between load piston (20) and modulation reduction valve (18) for No. 5 clutch. When
the load pistons get all the way against their stops, modulation stops. The pressures in the clutches are at
their maximum. No. 1 and No. 5 clutchss 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 (2) sends
pump oil to rotary actuator (4). The downshift from FIRST to NEUTRAL is now just the opposite of the
upshift from NEUTRAL to FIRST. Rotary selector spool (13) moves from position 1 to position N-1.
The position of the rotary selector spool sends pilot oil to selector piston (33) and drains the pilot oil at
selector pistons (21) and (19). Selector pistons (21) and (19) move against their load piston bodies and
drain the oil between selector pistons (21) and (19) and load pistons (22) and (20). Now the load pistons
and modulation reduction valves move toward their respective selector pistons. Pump oil to No. 1 and
No. 5 clutches is stopped by the modulation reduction valves and clutch oil is drained. No. 1 and No. 5
clutches are released. The pilot oil now moves selector piston (35). No. 3 clutch starts to fill. Modulation
takes place between load piston (34) and modulation reduction valve (35) for No. 3 clutch. When the
load piston gets all the way against its stop, modulation stops. The pressure in the clutch is at its
maximum. No. 3 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 (3) and lockup solenoid (1).
The upshift solenoid sends pump oil to rotary actuator (4). This causes rotary selector spool (13) to
move from position 1 toward position 2. When the rotary selector spool gets to position 2, upshift
solenoid (3) is deactivated. Movement of rotary selector spool (13) stops.
The position of the rotary selector spool sends pilot oil to selector pistons (19) and (15) and drains the
valve (23) and clutch oil in No. 1 clutch is drained. No. 1 clutch is released.
During a shift from FIRST to SECOND, selector piston (19) still gets pilot oil. No. 5 clutch is kept
engaged. The pilot oil also moves selector piston (15). No. 2 clutch starts to fill. Modulation takes place
between load piston (16) and modulation reduction valve (17) for No. 2 clutch. When the load piston
gets all the way against its stop, modulation stops. The pressure in No. 2 clutch is at its maximum. No. 2
and No. 5 clutches are now engaged and the transmission is in SECOND speed.
At the same time the upshift solenoid sends pump oil to rotary actuator (4), the lockup solenoid (1)
sends a pressure signal to relay valve (10) and through selector group (14) to station D of pressure
control group (5). The pressure signal from lockup solenoid (1) to relay valve (10) causes spool (9) to
shift left. This allows a pressure signal from pump section (28) to go through relay valve (10) to line
(27). This pressure signal goes to torque converter mounted relay valve which allows the lockup clutch
in the torque converter to engage, providing direct drive. The pressure signal from lockup solenoid (1) to
station D of the pressure control group (5) causes selector piston (40) and load piston (41) to move
toward the right. This causes modulation reduction valve (42) to move to the right far enough to allow
pump oil to go past the valve (42). At this time, some pump oil starts to go to selector control group
(14). Some oil also goes between selector piston (40) and load piston (41). Load piston (41) now moves
right against its stops. This causes modulation reduction valve (42) to move right against its stops.
Reduced pump pressure now goes back to selector control group (14). This pressure goes to the back of
the slug in relief valve (49). This lowers the pressure setting of the main relief valve (49) when the truck
is in direct drive. The lower pressure setting in direct drive is just enough to prevent clutch slippage,
thus lengthening the life of the rotary clutch seal rings.
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TRANSMISSION HYDRAULIC SYSTEM IN FOURTH SPEED, ENGINE RUNNING
1. Lockup clutch solenoid.
4. Rotary actuator.
6. Modulation reduction for valve No. 4 clutch.
9. Spool.
10. Transmission mounted relay valve.
14. Selector group.
27. Passage to torque converter mounted relay valve.
28. Charging section of transmission oil pump.
29. Oil cooler charging section of transmission pump.
30. Scavenge section of transmission oil pump.
31. Transmission oil cooler filter.
32. Transmission oil filter.
37. Cooler bypass line.
38. Lubrication relief valve.
39. Transfer gear and transmission case.
40. Selector piston for dual stage relief valve.
41. Load piston for dual stage relief valve.
42. Modulation reduction valve for dual stage relief valve.
43. Suction screen.
44. Transmission oil tank.
45. Return oil filter.
47. Reservoir in transmission case.
48. Passage for transmission lubrication.
49. Relief valve.
A. Pressure tap for No. 2 clutch.
B. Pressure tap for No. 1 clutch.
C. Pressure tap for No. 3 clutch.
D. Pressure tap for lockup dual stage relief valve.
E. Pressure tap for No. 4 clutch.
F. Pressure tap for No. 5 clutch
G. Pressure tap for No. 6 clutch.
H. Not used.
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.
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. Then lockup solenoid (1) is deactivated (closed),
which stops the pressure signal to relay valve (10) and stops the pressure signal from going through
selector group (14) to station D of pressure control group (5). Spool (9) in relay valve (10) moves right.
This blocks pump flow through valve (10) to the torque converter mounted relay valve. The lockup
clutch is released and the machine is momentarily in converter drive. Since the pressure signal is also
blocked from going to station D of pressure control group (5); selector piston (40), load piston (41) and
modulation reduction valve (42) all return left to normal positions. Pump oil is now blocked from going
to the back of the spool in relief valve (49). The relief valve setting is normal. The pressure to the
clutches is increased while the machine is momentarily in converter drive. At the same time the lockup
solenoid is deactivated, upshift solenoid (3) is activated, which sends pump oil rotary actuator (4). This
causes rotary selector spool (13) to move from position 2 toward position 3. When the rotary selector
spool gets to position 3, upshift solenoid (3) is deactivated. Movement of rotary selector spool (13)
stops.
The position of the rotary selector spool (13) sends pilot oil to selector pistons (21) and (7) and drains
the pilot oil at selector pistons (15) and (19). Selector pistons (15) and (19) move and drain the oil
between selector pistons (15) and (19) and load pistons (16) and (20). Now load pistons (16) and (20)
and modulation reduction valves (17) and (18) move toward selector pistons (15) and (19). Pump oil to
No. 2 clutch and No. 5 clutch is stopped by modulation reduction valves (17) and (18). No. 2 clutch and
No. 5 clutch are drained and released.
During a shift from SECOND to THIRD, selector pistons (21) and (7) get pilot oil. The pilot oil moves
selector pistons (21) and (7). No. 1 clutch and No. 4 clutch start to fill. Modulation takes place between
load piston (22) and modulation reduction valve (23) and between load piston (8) and modulation
reduction valve (6). When the load pistons get all the way against their stops, modulation stops. The
pressure in No. 1 clutch and No. 4 clutch is at its maximum.
When the clutches have engaged, lockup solenoid (1) is reactivated (opened). This causes the lockup
clutch to engage and causes main relief valve (49) setting to be lowered. No. 1 clutch and No. 4 clutch
are engaged and the machine is in direct drive THIRD speed.
Third through Sixth
The sequence of each automatic upshift is the same except different selector pistons get pilot oil. With
the transmission shift lever in SIXTH speed, there is an upshift from THIRD to FOURTH speed at the
correct rpm of the output shaft of the transmission. No. 1 clutch drains and releases. No. 2 clutch fills
and engages. No. 4 clutch is kept engaged.
As the ground speed increases more, there is an upshift from FOURTH to FIFTH speed. No. 2 clutch
and No. 4 clutch drain and release. No. 1 and No. 3 clutch fill and engage.
As the ground speed increases more, there is an upshift from FIFTH to SIXTH speed. No. 1 clutch
drains and releases. No. 2 clutch fills and engages. No. 3 clutch is kept engaged.
Automatic Downshifts (Sixth 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 (2) at the correct
speed. As ground speed increases, upshift solenoid (3) is activated.
When the transmission shift lever is moved from SIXTH to FIFTH for a downshift, the transmission
control activates downshift solenoid (2) at the correct rpm (speed). The downshift solenoid sends pump
oil to rotary actuator (4). This causes rotary selector spool (13) to move in a counterclockwise direction
from position 6 toward position 5. When the rotary selector spool gets to position 5, the downshift
solenoid is deactivated. Movement of rotary selector spool (13) stops.
Pilot oil is kept at selector piston (33) and also goes to selector piston (21). Pilot oil at selector piston
(15) drains. No. 3 clutch is kept engaged, No. 2 clutch releases and No. 1 clutch is engaged. The
transmission is now in FIFTH speed.
Each automatic downshift is just the opposite of the automatic upshift. The transmission will downshift
automatically from SIXTH 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 Drive

Oil pump drive (1) is fastened to the inner right side of the main frame directly behind the flywheel
housing of the engine. The accessory drive gear in the flywheel housing drives pump drive shaft (2).
Pump drive shaft (2) is connected to yoke assembly (3).
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RIGHT REAR SIDE OF TORQUE CONVERTER

1. Oil pump drive. 2. Pump drive shaft.
Splines connect yoke assembly (3) to drive gear (6). Drive gear (6) turns idler gear (8) which turns
driven gear (14).
Shims (10) are used to adjust the end play of drive gear (6). Shims (9) are used to adjust the end play of
idler gear (8). Shims (13) are used to adjust the end play of driven gear (14).
Three pumps are driven by the oil pump drive. The hoist hydraulic pump is fastened to cage (7) and is
driven by drive gear (6). The oil pump for the transmission is fastened to cage (15). The steering pump
is fastened opposite the oil pump for the transmission, directly to housing (4). Driven gear (14) drives
both the steering pump and the oil pump for the transmission.
Lubrication of the oil pump drive is provided by oil from the rear brake cooling oil circuit. The oil
comes from the oil cooler for the torque converter and rear brakes, and the rear brake oil cooler. The oil
is put (sprayed) on drive gear (6). Holes, in housing (4), send oil to each bearing. An oil level is kept in
housing (4) so that the teeth on driven gear (14) are in oil. The gears throw oil around in the housing.
Extra oil in housing (4) goes to the torque converter cover.
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COMPONENTS OF OIL PUMP DRIVE
3. Yoke assembly. 4. Housing. 5. Bearings. 6. Drive gear. 7. Cage. 8. Idler gear. 9. Shims. 10. Shims. 11. Shaft. 12. Bearing
assembly. 13. Shims. 14. Driven gear. 15. Cage. 16. Bearings.
Oil Pump For The Transmission

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LOWER PART OF OIL PUMP DRIVE

1. Oil pump drive. 2. Scavenge section. 3. Lube section. 4. Charging section.
The oil pump for the transmission has three sections: charging section (4), scavenge section (2) and
lubrication section (3). The pump is driven by oil pump drive (1).
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 to the transmission hydraulic control group.
The oil cooling and lubrication section (3) in the middle gets oil from the transmission oil tank. It sends
oil under pressure to the oil cooler filter and on to the cooler before going to the transfer gears and
transmission for lubrication.
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BELOW TRANSMISSION
5. Magnetic screen.
The scavenge section on the drive end gets oil from the bottom of the transmission case. The oil goes
through magnetic screen (5) to scavenge section (2) which sends the oil through the return oil filter and
back to the transmission oil tank.
Oil Filters For The Transmission
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OIL FILTERS FOR THE TRANSMISSION

1. Transmission charging filter. 2. Inlet line. 3. Outlet line. 4. Filter for transmission cooling and lubricating. 5. Line from the
selector control group. 6. Inlet line. 7. Outlet line.
The oil filters for the transmission are fastened to the outer right side of the main frame behind the front
tire. Oil from the transmission oil tank goes to the charging section and the cooling/lubricating section of
the transmission pump. The pump sends oil through inlet line (2) to transmission charging filter (1) and
through inlet line (6) to transmission cooling/lubricating filter (4). Both filters are the same.
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COMPONENTS OF THE OIL FILTERS

8. Plug. 9. Bypass valve. 10. Outlet passage. 11. Inlet passage. 12. Base. 13. Spring. 14. Element. 15. Housing. 16. Plug.
Oil goes through inlet passage (11) and fills the space between the inside of housing (15) and element
(14). During normal operation, the oil goes through element (14) and outlet passage (10) to the outlet
lines. Outlet line (3) goes to the transmission hydraulic controls. Outlet line (7) is joined by line (5) and
goes through a cooler to transfer gears and transmission for lubricating. Element (14) 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 (9) to move against the force of spring (13). 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 (14) does not become full of debris and
stop the flow of clean oil to the hydraulic system.
Magnetic Screen
The magnetic screen is fastened directly to the transmission case reservoir. Oil from the bottom of the
transmission case goes through the inlet at the bottom. As the oil flows through tube assembly (8)
toward the top, it goes through the opening, between magnets (6). The magnets are installed on the tube
assembly so that the same magnetic ends are next to each other.
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LOCATION OF THE MAGNETIC SCREEN

5. Outlet.
As the oil goes over the magnets, metal particles are stopped and held by the magnets. The oil then goes
through screen (7) on its way to outlet (5). As the oil goes through the screen, other foreign particles are
stopped and can not go into the hydraulic system. From outlet (5), the oil is sent to the inlet passage of
the scavenge section of the oil pump for the transmission.
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MAGNETIC SCREEN CONSTRUCTION

1. O-ring seal. 2. Cover. 3. Wave washer. 4. Housing. 6. Magnets. 7. Screen. 8. Tube assembly. 9. O-ring seal.
Oil Cooler For The Transmission

The oil cooler for the transmission is to the right and below the engine. 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 transfer gears and transmission.
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LOCATION OF OIL COOLER FOR TRANSMISSION
Transmission Hydraulic Control Group

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TRANSMISSION HYDRAULIC CONTROL GROUP (LEFT SIDE)
1. Lockup solenoid.
2. Relay valve.
3. Cover.
5. Selector group.
6. Plate.
9. Manifold.
10. Rotary actuator.
11. Manifold.
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BOTTOM VIEW OF MANIFOLD

12. Passage from pump. 13. Passage to cooler. 14. Passage to No. 2 clutch. 15. Passage to No. 4 clutch. 16. Passage to No. 5
clutch. 17. Passage to No. 1 clutch. 18. Passage to No. 6 clutch. 19. Passage to No. 3 clutch.
Rotary Actuator
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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
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SELECTOR GROUP IN NEUTRAL WITH ENGINE RUNNING
1. Passage to solenoids.
4. Shuttle valve.
5. Drain passage.
6. Passage to station D of pressure control group.
8. Chamber.
9. Chamber.
10. Cam.
11. Passage from station D of pressure control group.
12. Passage to pressure control group.
13. Spring assemblies (two).
14. Relief valve.
15. Passage to transmission cooler.
16. Plug.
17. Chamber.
19. Passage from pump.
20. Passage from lockup solenoid.
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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 (19). Some of the oil goes through passage (1) to the upshift,
downshift and lockup solenoids. Some of the oil goes to the transmission mounted relay valve. 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 (8) of rotary selector spool
(7). 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 (19) to go out passage
(18). Some of this oil goes to relief valve (14) which controls the maximum pressure in passages (1),
(19), (18) and (12). Some of the oil goes through passage (12) 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 (7). This
oil is used to activate neutralizer valve (3). When the rotary selector spool is in NEUTRAL position, it
lets oil go to chamber (17). This causes neutralizer valve (3) to move down. Pilot oil is now free to go to
chamber (8) of rotary selector spool (7).
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 (18) goes to
rotary selector spool (7) and on to chamber (17). The pressure in chamber (17) moves neutralizer valve
(3) down against the force of its spring. This lets pilot oil go around the neutralizer valve to chamber (8)
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 (7) is moved from NEUTRAL position, pressure oil from passage (18) can
not go to chamber (17). Chamber (17) 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 (7) stops the flow of pump oil to chamber (17). Neutralizer valve (3) will not
move down to make pilot oil available to chamber (8). 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 (7) 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 (10) is fastened to the lower end of the spool. Spring
assemblies (13) are in contact with cam (10) to hold the spool correctly in each speed position.
Chamber (8) of rotary selector spool (7) 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 (8) 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 (7) sends pump oil to chamber (17) to move neutralizer
valve (3). In all other speed positions, chamber (17) is blocked from pump oil and is open to chamber
(9).
Relief Valve (Converter Drive)
Relief valve (14) controls the maximum pressure in the transmission hydraulic system. Pump oil comes
from passage (18) to the relief valve. The oil goes through an orifice in the valve, opens a poppet
(check) valve and fills the chamber between the poppet and the slug. 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 out passage (15) to the
transmission oil cooler.
The pressure setting of relief valve (14) in converter drive can be changed by removal or addition of
shims inside the spool of relief valve (14).
Relief Valve (Direct Drive)
Relief valve (14) controls the maximum pressure in the transmission hydraulic system. Pump oil comes
from passage (18) to the relief valve. The oil goes through an orifice in the valve, opens a poppet
(check) valve and fills the chamber between the poppet and the slug. As the pressure increases, it moves
the relief valve up against the force of its spring. At the same time, in direct drive, oil pressure comes
from station D of the pressure control group through line (11) to the slug chamber at the lower end of
valve (14). When the pressure of the oil gets to approximately 2100 kPa (305 psi), the relief valve
moves up far enough to let oil go out passage (15) to the transmission oil cooler.
The pressure setting of relief valve (14), in direct drive, can be changed by removal or addition of shims
at station D load piston in the pressure control group.
NOTE: The converter drive pressure relief setting must be correct before the direct drive pressure relief
setting can be adjusted.
Shuttle Valve
When the lockup solenoid is activated (opened) it sends some oil to the transmission mounted relay
valve. The remainder of the oil goes through line (20) to shuttle valve (4). This pressure causes the ball
inside the shuttle valve to move down. This pressure also causes the shuttle valve to move down, which
closes drain passage (5) and opens the passage to line (6). Line (6) directs pilot oil to station D of the
pressure control group. Station D now allows some of the pump oil from line (12) to go back through
line (11) to the selector control group. Line (11) directs oil to the bottom side of the slug in relief valve
(14). This pressure causes the spool in valve (14) to go up slightly, which lowers the system relief valve
setting. The lower setting provides just enough pressure to prevent clutch slippage in direct drive ranges.
This lengthens the life of the large rotating clutch seal rings.
Pressure Control Group
The pressure control group has seven pressure modulation reduction valves (12); one valve for each
clutch in the transmission, and one valve (station D) which controls the pressure setting of the relief
valve in the selector control group. The modulation reduction valve for the transmission clutches 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).
Station D pilot passage (5) is connected to the shuttle valve in the selector control group. When pilot oil
pushes the selector piston, the load piston and the modulation reduction valve to the right, pump oil goes
from passage (14) to passage (15). Passage (15) goes to the selector group relief valve. Station D does
not have a modulating orifice or a decay orifice.
All of the modulation reduction valves operate in a similar way. For this reason, only the basic operation
of one valve is given.
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PRESSURE CONTROL GROUP IN NEUTRAL WITH ENGINE RUNNING
1. Drain passage (seven).
2. Passage to No. 2 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.
15. Passage to selector group relief valve.
A, B, C, D, E, F, G. Load piston body identification.
H. Not used.
Shift Started (Clutch Filling)
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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)
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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).
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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 release.
Transmission
Power from the engine goes to the torque converter, through the drive shaft, to the transfer gears which
are fastend directly to the front of the transmission case. The power then goes through the planetary
transmission, to the differential.
The transmission has six speeds forward and one reverse. REVERSE and NEUTRAL are torque
converter drive only. FIRST speed is converter drive at lower speeds and direct drive at higher ground
speeds. All other speeds use direct drive with a short period of converter drive during the shift. This
period of converter drive allows the clutches to engage in the transmission. After the clutches are
engaged the torque converter lockup clutch automatically engages and the torque converter is now in
direct drive. This makes each automatic shift, either up or down from SECOND through SIXTH,
smooth.
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TRANSMISSION COMPONENTS
1. Input shaft.
2. Rotating housing.
3. No. 1 sun gear.
4. No. 1 planetary gear.
5. No. 1 clutch.
6. No. 1 ring gear.
7. No. 1 planetary carrier.
8. No. 2 clutch.
9. No. 2 coupling ring gear.
10. Center shaft.
11. No. 3 rotating clutch front housing.
12. No. 3 coupling hub gear.
13. No. 3 clutch.
14. No. 3 rotating clutch rear housing and No. 4 planetary gear carrier.
15. No. 4 sun gear.
16. No. 4 clutch.
17. No. 4 ring gear.
19. No. 5 clutch.
20. No. 5 sun gear.
21. No. 5 planetary carrier and output shaft.
22. No. 6 clutch.
24. No. 6 sun gear.
26. No. 6 planetary gears.
The transmission has a combination of three rotating clutches, three stationary clutches and four
planetary units, to give six FORWARD and one REVERSE speed. The No. 1 clutch (5), No. 2 clutch (8)
and the No. 3 clutch (13) are the rotating clutches.
Torque input and output are on opposite ends of the transmission. Input torque is transmitted from the
transfer gears to the input shaft (1) which drives the rotating housing and the high-low input clutch
arrangement. No. 1 clutch and No. 2 clutch are a part of the input arrangement. The remainder of the
clutches are in the output section of the transmission. Center shaft (10) carries the sun gears which drive
the output section of the transmission. The center shaft turns the same direction as the input shaft.
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POWER FLOW IN NEUTRAL
1. Input shaft.
3. No. 1 sun gear.
5. No. 1 clutch.
6. No. 1 ring gear.
8. No. 2 clutch.
10. Center shaft.
13. No. 3 clutch.
15. No. 4 sun gear.
16. No. 4 clutch.
19. No. 5 clutch.
20. No. 5 sun gear.
22. No. 6 clutch.
24. No. 6 sun gear.
Only No. 3 clutch (13) is engaged in NEUTRAL. No. 1 input clutch (5) and No. 2 input clutch (8) are
not engaged. Torque is transferred from the transfer gears to input shaft (1). No. 1 sun gear (3) and
rotating housing (2) are splined to and turn with the input shaft. The sun gear spins No. 1 planetary gears
(4) which spin No. 1 ring gear (6), which spins the clutch discs of No. 1 clutch. There are no stationary
(held) members. No. 1 planetary carrier (7), which is splined to center shaft (10), is not driven and
torque is not transferred.
No. 2 input clutch (8) rotates with the rotating housing. Clutch No. 2 discs mesh with No. 2 coupling
ring gear (9). This coupling ring gear is splined to No. 1 planetary carrier (7). Since clutch No. 2 is not
engaged its discs spin around the coupling ring gear and torque is not transferred to the carrier or center
shaft (10).
No. 3 output clutch (13) is engaged and holds No. 3 coupling hub gear (12). This gear is splined to
center shaft (10) through sun gear (15). Since no torque has been transferred to the center shaft there is
no torque output.
Power Flow In First Speed

No. 1 clutch (5) and No. 5 clutch (19) are engaged in FIRST speed. Torque is sent from the transfer
gears to input shaft (1). Sun gear (3) and rotating housing (2) are splined to and turn with the input shaft.
No. 1 clutch (5) is engaged and holds No. 1 ring gear (6) so that it now turns with the rotating housing
and input shaft. With sun gear (3) and ring gear (6) turning together, No. 1 planetary gears (4) are being
held and the No. 1 planetary carrier (7) is driven. The No. 1 planetary carrier is splined to center shaft
(10) which now turns the same direction as the input shaft.
No. 5 sun gear (20) is splined to center shaft (10) and spins No. 5 planetary gears (27). No. 5 clutch (19)
is engaged and holds No. 5 ring gear (18). This causes the No. 5 planetary gears (27) to walk around the
ring gear thus driving No. 5 planetary carrier and output shaft (21).
Power Flow In Second Speed

No. 2 clutch (8) and No. 5 clutch (19) are engaged in SECOND speed. Torque is transferred from the
transfer gears to input shaft (1). Rotating housing (2) is splined to and turns with the input shaft. No. 2
clutch is carried by the rotating housing. When engaged, No. 2 clutch holds coupling ring gear (9) which
is splined to No. 1 clutch planetary carrier (7). This causes the planetary carrier to turn with the rotating
housing and the input shaft. Clutch No. 1 planetary carrier (7) is splined to center shaft (10). The center
shaft now turns the same direction as the input shaft.
No. 5 sun gear (20) is splined to center shaft (10) and spins No. 5 planetary gears (27). No. 5 clutch (19)
is engaged and holds No. 5 ring gear (18). This causes the No. 5 planetary gears (27) to walk around the
ring gear thus driving No. 5 planetary carrier and output shaft (21).
Power Flow In Third Speed

No. 1 clutch (5) and No. 4 clutch (16) are engaged in THIRD speed. Torque is sent from the transfer
No. 4 sun gear (15) and No. 5 sun gear (20) are splined to and turn with the center shaft. No. 4 sun gear
(15) spins No. 4 planetary gears (28). No. 4 clutch (16) is engaged and holds No. 4 ring gear (17). This
causes No. 4 planetary gears to walk around the held ring gear which drives planetary gear carrier (14)
in the same direction as the sun gear. No. 5 ring gear (18) is splined to and turns with No. 4 planetary
carrier (14). With No. 5 sun gear (20) and No. 5 ring gear (18) turning together, planetary gears (27) are
held. The No. 5 planetary carrier and output shaft (21) are driven in the same direction as the input shaft.
Power Flow In Fourth Speed

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POWER FLOW IN FOURTH SPEED
1. Input shaft.
3. No. 1 sun gear.
5. No. 1 clutch.
6. No. 1 ring gear.
8. No. 2 clutch.
10. Center shaft.
13. No. 3 clutch.
15. No. 4 sun gear.
16. No. 4 clutch.
19. No. 5 clutch.
20. No. 5 sun gear.
22. No. 6 clutch.
24. No. 6 sun gear.
No. 2 clutch (8) and No. 4 clutch (16) are engaged in FOURTH speed. Torque is transferred from the
clutch (8) is carried by the rotating housing. When engaged, clutch No. 2 holds coupling ring gear (9)
which is splined to No. 1 clutch planetary carrier (7). This causes the planetary carrier to turn with the
rotating housing and the input shaft. Clutch No. 1 planetary carrier (7) is splined to center shaft (10).
The center shaft now turns the same direction as the input shaft.
No. 4 sun gear (15) and No. 5 sun gear (20) are splined to and turn with the center shaft. No. 4 sun gear
(15) spins No. 4 planetary gears (28). No. 4 clutch (16) is engaged and holds No. 4 ring gear (17). This
causes No. 4 planetary gears to walk around the held ring gear which drives planetary gear carrier (14)
in the same direction as the sun gear. No. 5 ring gear (18) is splined to and turns with No. 4 planetary
carrier (14). With No. 5 sun gear (20) and No. 5 ring gear (18) turning together, planetary gears (27) are
held. The No. 5 planetary carrier and output shaft (21) are driven in the same direction as the input shaft.
Power Flow In Fifth Speed

No. 1 clutch (5) and No. 3 clutch (13) are engaged in FIFTH speed. Torque is sent from the transfer
No. 4 sun gear (15) and No. 5 sun gear (20) are splined to and turn with center shaft (10). No. 3 clutch
(13) is engaged and holds No. 3 coupling hub gear (12). The No. 3 clutch; its front housing (11); its rear
housing and No. 4 planetary carrier (14); No. 5 ring gear (18); and No. 6 sun gear (24) are now driven as
a unit by No. 4 sun gear (15). With No. 5 sun gear (20) and No. 5 ring gear (18) turning together, No. 5
planetary gears (27) are being held and the No. 5 planetary carrier and output shaft (21) is being driven.
Power Flow In Sixth Speed

No. 2 clutch (8) and clutch No. 3 (13) are engaged in SECOND speed. Torque is transferred from the
clutch (8) is carried by the rotating housing. When engaged, No. 2 clutch holds coupling ring gear (9)
which is splined to No. 1 clutch planetary carrier (7). This causes the planetary carrier to turn with the
rotating housing and the input shaft. No. 1 clutch planetary carrier (7) is splined to center shaft (10). The
center shaft now turns the same direction as the input shaft.
No. 4 sun gear (15) and No. 5 sun gear (20) are splined to and turn with center shaft (10). No. 3 clutch
(13) is engaged and holds No. 3 coupling hub gear (12). The No. 3 clutch; its front housing (11); its rear
housing and No. 4 planetary carrier (14); No. 5 ring gear (18); and No. 6 sun gear (24) are now driven as
a unit by No. 4 sun gear (15). With No. 5 sun gear (20) and No. 5 ring gear (18) turning together, No. 5
planetary gears (27) are being held and the No. 5 planetary carrier and output shaft (21) is being driven.
Power Flow In Reverse Speed

No. 1 clutch (5) and No. 6 clutch (22) are engaged in REVERSE speed. Torque is sent from the transfer
No. 5 sun gear (20) spins the No. 5 planetary gears (27) which spin No. 5 ring gear (18) and the No. 6
sun gear (24). The No. 6 sun gear now drives No. 6 planetary gears (26). No. 6 clutch (22) holds the No.
6 ring gear (23). This causes the No. 6 planetary gears to walk around the ring gear thus driving No. 5
planetary carrier and output shaft (21) in the opposite direction of the center and input shafts.
Transmission Lubrication
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LUBRICATION OF THE TRANSMISSION
6. No. 1 ring gear.
10. Center shaft.
15. No. 4 sun gear.
29. Passage.
30. No. 3 clutch balance piston.
33. Passage.
34. Passage.
35. Passage.
36. Reservoir.
Lubricating oil for the transmission comes from the transmission oil tank through the suction screen, the
transmission pump and then the filter. Filtered oil combines with bypass oil from the relief valve in the
transmission selector group. The combined oil goes through a cooler and to the transfer case. The oil
splits. Some stays in the transfer case and some goes to the transmission. Pressure is controlled by a
relief valve in the transmission case.
Oil that stays in the transfer case lubricates the transfer gears and bearings. Part of this oil goes through
passage (33) to the back of No. 1 clutch balance piston (32). This oil then goes through passage (34) and
through passages in ring gear (6) to lubricate No. 1 clutch pack.
The oil that goes to the transmission goes through passage (35) to center shaft (10). This oil splits. Some
goes forward and some goes toward the output end. Part of the oil that goes forward goes to the back of
No. 2 clutch balance piston (31). Some of this oil lubricates ring gear (9) and then No. 2 clutch pack.
Some of the oil directed forward goes through passages in No. 1 planetary carrier (7) to lubricate No. 1
planetary gears (4). The remainder of the oil directed forward feeds to the center of shaft (10).
Part of the oil directed toward the output end goes to the back of the No. 3 clutch balance piston (30).
The remainder lubricates No. 4 sun gear (15), No. 4 ring gear (17), No. 4 planetary gears (28), No. 4
clutch pack, No. 5 ring gear (18), No. 5 planetary gears (27) and No. 5 clutch pack. The remainder of the
oil from passage (35) goes through passage (29). This oil helps lubricate No. 4 clutch pack, No. 5 clutch
pack and No. 6 clutch pack. This oil then drains into reservoir (36). Reservoir oil goes through passages
in No. 6 planetary carrier (25) to lubricate No. 6 planetary gears (26), No. 6 ring gear (23) and No. 6
clutch pack.
Operation of the Balance Pistons in the Rotating Clutches
The oil that goes to balance piston (32) for No. 1 clutch, balance piston (31) for No. 2 clutch and balance
piston (30) for No. 3 clutch is used to balance the force of the oil (centrifugal force) caused by the
rotation of No. 1, No. 2 and No. 3 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

View Image
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 (1). 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 straight forward, both wheels get the same amount of load if the traction
under both wheels is the same. The same amount of torque on each axle will stop the pinions from
turning on spider (6). This will give the same effect as if both drive wheels are fastened to the same
drive axle.
View Image
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 loads are put on the drive wheels, as in a turn or with one wheel turning freely, the
pinions will turn because the forces are not the same on the opposite sides of the differential. The
rotation of the pinions will permit the inside wheel to go slower and the outside wheel to go faster.
Side gears (3) turn against thrust washers (9). The end thrust (load) of the pinions against the differential
case is taken by a double bearing assembly. 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). Spiral 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 double planetary gear system. Splines connect final drive hub (2) to the axle
housing. Ring gear (3) is splined to ring gear (6) and to final drive hub (2). Therefore, ring gear (3) and
ring gear (6) are held stationary. The splines on axle shaft (1) connect to the side gear of the differential.
Sun gear (11) is splined to axle shaft (1). Planetary gears (4) are held by planetary carrier (5). Sun gear
(10) is splined to and turns with planetary carrier (5). Planetary gears (8) are held by planetary carrier
(7). Planetary carrier (7) is held by and turns cover (9). Planetary carrier (7) is fastened to the wheel
assembly.
When the side gear of the differential turns, it turns the axle shaft. The axle shaft turns sun gear (11).
Sun gear (11) 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 (5) to turn. Since
planetary carrier (5) is splined to sun gear (10) the sun gear turns the same direction as planetary carrier
(5). Sun gear (10) turns planetary gears (8). Since ring gear (6) is held stationary by ring gear (3) and
hub (2), planetary gears (8) move around the inside of ring gear (6). This drives planetary carrier (7) and
cover (9) in the same direction as sun gear (10). Since the planetary carrier (7) 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.
View Image
FINAL DRIVE
1. Axle shaft. 2. Final drive hub. 3. Ring gear. 4. Planetary gears. 5. Planetary carrier. 6. Ring gear. 7. Planetary carrier. 8.
Planetary gears. 9. Cover. 10. Sun gear. 11. Sun gear.
Copyright 1993 - 2007 Caterpillar Inc. Wed Nov 7 22:03:13 EST 2007
All Rights Reserved.
Private Network For SIS Licensees.

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Service Information System Página 1 de 103

Power Train Systems

1. Transmission Control (Electrical System).

POWER TRAIN SYSTEMS BASIC DIAGRAM (SIMPLIFIED)

COMPONENTS OF THE POWER TRAIN

RIGHT SIDE OF OPERATORS SEAT

FRONT OF TRANSFER GEARS

TOP OF TRANSMISSION (Step Cover Removed)

LEFT SIDE OF MAIN FRAME

LEFT SIDE OF MAIN FRAME

REAR SIDE OF ENGINE

BELOW AND RIGHT OF ENGINE

RIGHT REAR SIDE OF ENGINE

LEFT REAR SIDE OF TORQUE CONVERTER

RAR OF TORQUE CONVERTER

REAR OF OIL PUMP DRIVE

INNER LEFT SIDE OF MAIN FRAME

INNER RIGHT SIDE OF MAIN FRAME

LEFT SIDE OF TRANSMISSION HYDRAULIC CONTROL GROUP

Hydraulic And Transmission Oil Tanks

LEFT SIDE OF MAIN FRAME

Oil Line Identification

TOP OF OIL TANKS

BACK SIDE OF OIL TANKS

Power Train Electrical System

TRANSMISSION CONTROL ELECTRICAL SYSTEM

Switch Operation (Shift Lever Or Transmission)

SHIFT LEVER SWITCH

SHIFT LEVER SWITCH LOCATION

TRANSMISSION SWITCH LOCATION

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

BED RAISE SWITCH

Sensor - Magnetic (Transmission Speed Sender)

TRANSMISSION SPEED SENDER

Solenoids (Upshift, Downshift and Lockup)

UPSHIFT SOLENOID ACTIVATED

DOWNSHIFT SOLENOID ACTIVATED

Switch - Pressure (Secondary Brake And Parking Brake)

Switch - Pressure (Retarder Brake and Service Brake)

Indicator - Transmission Gear

1. Shift lever. 1. LEDs (eight).

Neutral (Converter Drive)

First (Converter or Direct Drive)

Fourth (Direct Drive)

Typical Automatic Upshift (Second to Third)

An upshift from FIRST to SECOND is considered a typical automatic upshift.

Typical Automatic Downshift (Fourth to Third)

A downshift from SECOND to FIRST is considered a typical automatic upshift.

A downshift from SECOND to FIRST is considered a typical automatic upshift.

SHIFT LEVER SWITCH

UPSHIFT SOLENOID ACTIVATED

DOWNSHIFT SOLENOID ACTIVATED

POWER TRAIN ELECTRICAL SCHEMATIC

Torque Converter Hydraulic System

Operation Of The Torque Converter Hydraulic System

Lockup Operation (Direct Drive)

downshifts from SIXTH to SECOND speeds.

1. Torque converter mounted relay valve.

2. Selector piston for lockup clutch.