18 / 87

Testing and Adjusting (SENR8537)

1998/10/01
SENR85370002
Torque Converter
Outlet Relief Valve
Torque converter outlet pressure at stall speed ... 290 ± 14 kPa (42 ± 2 psi)

Inlet Relief Valve

Torque converter inlet pressure ... 930 ± 83 kPa (135 ± 12 psi)

Lockup Clutch and Solenoid Valve

Pressure Reducing Valve
Lockup clutch pilot pressure at high idle setting ... 1725 ± 70 kPa (250 ± 10 psi)

Modulation Reduction Valve

Lockup clutch maximum pressure at low idle setting ... 2550 ± 100 kPa (370 ± 15
psi)

Lockup clutch primary pressure at low idle setting ... 585 ± 35 kPa (85 ± 5 psi)

Transmission Speed and Clutch Engagement

Transmission Pressures Chart

Power Train System Basic Diagram (Simplified)

Power Train System Basic Diagram (Simplified)

1. The transmission speed sender measures (senses) ground speed.

2. The transmission electronic control determines when to shift by the signal from
the transmission speed sender. The transmission electronic control activates the
upshift solenoid or the downshift solenoid.
3. The secondary brake switch, the service brake switch and the retarder brake
switch provide inputs to the transmission electronic control. When the switches are
activated, the anti-hunt timer is deactivated. The retarder brake switch, when
activated, makes the shift speeds higher.
4. When an upshift solenoid or a downshift solenoid is energized, the solenoid
moves the directional selector spool.
5. When the lockup clutch solenoid is energized, pressure oil is sent to the
modulation reduction valve of the lockup clutch valve. This engages the torque
converter lockup clutch to give direct drive.
6. The shift lever (transmission control) switch selects the desired speed and
direction.
7. The transmission switch tells the transmission electronic control to stop
shifting and reminds the transmission electronic control what gear is engaged.
8. The transmission hold switch tells the transmission electronic control to hold
the gear that was selected when the transmission hold switch was activated.
Troubleshooting the Power Train
Visual Checks are the first steps when troubleshooting a problem. The visual checks
will find the problems that can be more quickly corrected. If visual checks do not
show any problems, the Operational Checks are the next steps to follow. The
operational checks will permit the identification of possible problems with the
machine during operation.

For locations of components and electrical connectors, see the Electrical System
Schematic. Transmission hydraulic component locations and pressure tap locations
are in this module.

The following troubleshooting procedures should be used in conjunction with the

service manual module for the electronic transmission control, SENR8688.

Setup Procedure

Sudden movement of the machine can cause injury to persons on or near the machine.
To prevent possible injury, do the procedure that follows before troubleshooting
the power train.

1. Move the machine to a smooth horizontal location. Move the machine away from
working machines and personnel. Put the transmission control in the NEUTRAL
position. Put the parking and secondary brake control in the ENGAGED position. Stop
the engine.

2. Permit only two people in the cab (one operator and a service person). The
machine operator must only operate the machine as told by the service person. The
service person will look at all indicators or gauges. Keep all other personnel
either away from the machine or in view of the operator.

3. Make sure that the transmission control is in the NEUTRAL position.

Visual Checks
Perform visual checks first when troubleshooting a problem. Carry out the set up
procedure that precedes this topic.

Clues about the nature of a transmission problem or failure can often be found
during a visual inspection of the filter and magnetic screen. Visual inspection is
the first step when diagnosis of a problem is necessary.

Shiny steel particles in the filter indicates pump wear or failure. However the
absence of such particles is no guarantee that the pumps are performing correctly.
A pump problem may still exist.

Aluminum particles in the filter or magnetic screen indicate a torque converter or

retarder failure.

Rubber particles in the filter or magnetic screen indicate a seal or hose failure.

Iron or steel chips in the magnetic screen indicate broken parts in the
transmission, torque converter or transfer drive.

Check A
Inspect the oil level in the transmission.

NOTE: Many problems in the power train are caused by low oil level or air in the
oil. If the engine has not been started and run for several minutes, this oil level
check will make sure there is oil in the transmission and the engine can be
started. If the machine has been parked overnight or longer without the engine
running, the oil level will be high. An accurate oil level check can be made after
the oil is hot.

Check B
Inspect all oil lines, hoses and connections for damage or leaks. Look for oil on
the ground under the machine.

NOTE: If oil can leak out of a fitting or connection, air can leak in. Air in the
system can be as bad as not enough oil.

Check C
Inspect the transmission electronic control fuse, harnesses and electrical
connectors (refer to the Electrical Schematic).

With the engine start key switch and the battery disconnect switch OFF, check the
fuse for the transmission. If the fuse is open (broken or missing filament),
replace it.

Inspect the electrical harnesses for damaged or broken wires. Disconnect each
connector and look for bent, broken or pulled out (removed) pins and sockets. Also
look for any foreign material inside the connectors. The connectors must be
tightened with normal force. They must also disconnect with the same amount of
force.

Check D
Check the batteries. Turn the battery disconnect switch ON.

Check E
Inspect the transmission oil filter, the magnetic screen and the torque converter
screen.

The pressure setting of the bypass spool in the transmission oil filter is
approximately 250 kPa (36 psi).

If any contamination is found in the filter elements or magnetic screen all

components of the transmission hydraulic system must be cleaned. Do not use any
damaged parts. Any damaged parts must be removed and new parts installed.

Check F
Check the transmission electronic control. Refer to the transmission electronic
control service manual module, SENR8688.

Operational Checks
The operational checks that follow are designed to educate (train) service
personnel in a correct troubleshooting procedure and method. The checks and
procedures are set in a sequence to find most problem(s) and/or possible cause(s)
quickly. These operational checks must be done in order, starting with Check 1. Do
not go to the next check until either the problem in the previous check has been
corrected, or instructed to do so. If the correct result for the check is found, as
instructed in the procedure, go directly to the next check or procedure.

Take note of all WARNINGS and NOTICES in these checks. Never start the next check
until you read and understand the warnings or notices.

The checks that follow can be used to diagnose the cause of problems that could be
found during operation of the machine. These checks will also give an indication of
the system in which the problem exists.
Machine Preparation For Checks
1. Engage the parking brake. Be sure the transmission control is in NEUTRAL.

2. Check all fluid levels on the machine (engine oil, engine coolant, hydraulic
oil, differential, transmission, etc.).

NOTE: The transmission oil level can be above the FULL mark at this time. With the
engine running, both transmission and torque converter oil must be at the normal
temperature for operation.

3. The engine must be STOPPED. Do not start the engine until told differently.

Problem:

Transmission overheating.

Possible Causes:

1. Low oil level.

2. Restriction in oil cooler or lines.
3. Magnetic screen dirty.
4. Clutch drag.
5. Oil pump worn or damaged.
6. Excessive leakage.
7. Oil level is too high.
8. Excessive internal leakage in the torque converter.
Problem:

Transmission will not shift from speed to speed.

Possible Causes:

1. Adjustment of transmission control linkage incorrect.

2. Transmission speed sensor has failed.
3. There is a fault in the transmission electronic control.
4. The actual gear switch has failed.
5. The upshift or downshift solenoids have failed.
6. The retarder is engaged.
7. The hoist control is not in the FLOAT position.
8. The hoist switch has failed.
Problem:

Transmission shifts slowly.

Possible Causes:

1. Low oil pressure.

2. Control linkage damaged or out of adjustment.
3. Air leaks on inlet side of oil pump.
4. Failure in the transmission pressure control valve.
5. P2 pressure switch has failed.
Problem:

Transmission clutches engage very suddenly (rough shifts).

Possible Causes:

1. Initial pressure setting of modulation relief valve not correct.

2. Load piston in pressure control valve stuck.
3. Operation of pressure differential and safety valve not correct.
4. Springs in the pressure control valve weak or damaged.
5. Incorrect adjustment of control linkage.
Problem:

Transmission does not operate in any speed or clutches slip in all speeds.

Possible Causes:

1. Low oil level.

2. Failure of oil pump or pump drive.
3. Air leaks on inlet side of pump.
4. Operation of modulation relief valve incorrect.
5. Excessive leakage in transmission.
6. Failure in the transmission pressure control valve.
7. Damage to the transmission.
8. Damage to the transfer gears, torque converter or differential.
9. There is a fault in the transmission electronic control.
Problem:

Truck moves when transmission control is in neutral.

Possible Causes:

1. Control linkage out of adjustment.

2. Directional clutch not releasing.
Problem:

Low clutch pressures.

Possible Causes:

1. Clutch sealing rings damaged.

2. Incorrect operation of modulation relief valve.
Problem:

High speed and directional clutch pressures in all speeds and both directions.

Possible Causes:

1. Incorrect operation of modulation relief valve.

Problem:

High directional clutch pressure in both directions.

Possible Causes:

1. Incorrect operation of pressure differential/safety valve.

Problem:

Low speed and directional clutch pressures in all speeds and both directions.

Possible Causes:

1. Incorrect operation of modulation relief valve.

2. Incorrect operation of load piston.
Problem:

Transmission does not operate in reverse but does operate in all forward speeds.
Possible Causes:

1. No. 1 clutch slips or fails to engage due to low oil pressure, worn discs and
plates or damaged components.
2. Control linkage out of adjustment.
Problem:

Transmission does not operate in first forward or reverse but does operate in
second, third, fourth and fifth speeds.

Possible Causes:

1. No. 6 clutch not engaging correctly due to low oil pressure, worn discs and
plates or damaged components.
2. Control linkage out of adjustment.
Problem:

Transmission does not operate in second, third or second reverse speeds but does
operate in first, fourth and fifth speeds.

Possible Causes:

1. No. 5 clutch not engaging correctly due to low oil pressure, worn discs and
plates or damaged components.
2. Control linkage out of adjustment.
Problem:

Transmission does not operate in fourth or fifth speed but does operate in first,
second and third speeds.

Possible Causes:

1. No. 4 clutch not engaging correctly due to low oil pressure, worn discs and
plates or damaged components.
2. Control linkage out of adjustment.
Problem:

Transmission does not operate in second or fourth speeds but does operate in first,
third and fifth speeds.

Possible Causes:

1. No. 2 clutch not engaging correctly due to low oil pressure, worn discs and
plates or damaged components.
2. Control linkage out of adjustment.
Problem:

Transmission does not operate in first, third or fifth speeds but does operate in
second and fourth speeds.

Probable Cause:

1. No. 3 clutch not engaging correctly due to low oil pressure, worn discs and
plates or damaged components.
2. Control linkage out of adjustment.
Problem:

Torque converter lockup speed incorrect.

Possible Cause:

1. Fault in the transmission electronic control.

Problem:

Torque converter lockup clutch not engaging.

Possible Causes:

1. P2 pressure switch has failed.

2. Lockup control valve has failed.
3. Mechanical damage or wear.
Problem:

Pump noise.

Possible Causes:

1. Loud sounds at short intervals that give an indication that particles are
passing through the pump is caused by pump cavitation.
2. A constant loud sound is an indication of pump failure.
3. Air at the inlet side of the pump (aeration).
Problem:

Retarder inoperative.

Probable Cause:

1. Retarder control valve spool sticking.

2. Retarder pilot pressure control valve solenoid has failed.
3. Pressure switch burned out.
4. Fuse separated.
5. Retarder control faulty.
6. Fault with transmission electronic control.
Problem:

Retarder operates but without full effect.

Probable Cause:

1. Retarder control valve spool sticking.

2. Low battery voltage.
3. Retarder pilot pressure control valve solenoid sticking.
4. Retarder control has failed.
5. Internal leakage in the retarder.
6. Fault with the transmission electronic control.
Problem:

Retarder slow to drain when the retarder control is moved to the OFF position.

Possible Causes:

1. Retarder control valve spool sticking.

2. Flow through oil cooler restricted.
3. Retarder pilot pressure control valve solenoid sticking.
Priority Valve Setting Check

1. Priority Valve A. Pressure Tap

Check 1.
This test will show if:

1. The priority valve (1) is set properly.

2. The charging section of the transmission oil pump is good.
Procedure:

1. At pressure tap (A), use a coupler (and hose if necessary) to connect a 3400 kPa
(580 psi) pressure gauge to the pressure tap.

2. Move the transmission control from NEUTRAL into FIRST GEAR with the engine at
low idle.

3. The pressure at pressure tap (A) will drop to the setting of the priority valve,
pause and increase back to full pump pressure. The pause occurs while oil flows to
fill the new clutches that were selected by shifting to FIRST GEAR.

4. The setting of the priority valve is 2205 ± 35 kPa (320 ± 5 psi). With warm oil
and the engine speed at low idle, PI pressure should be a minimum of 2205 kPa (320
psi). With warm oil and the engine speed at low idle PI pressure should be a
maximum of 2585 ± 140 kPa (375 ± 20 psi).

Problem 1:

PI pressure is not correct.

Possible Causes:

1. The transmission primary pressure is incorrect.

2. There is a problem with the transmission pump.
Problem 2:

PI pressure correct, priority valve setting is not.

Possible Causes:

1. Priority valve spool stuck.

2. Spring is damaged.

Priority Valve
2. Shims

Problem 3:

PI pressure correct, priority valve pressure too low.

Possible Cause:

Add shims. See "Shim Chart for Priority Valve".

Problem 4:

PI Pressure correct, priority valve pressure too high.

Possible Cause:
Remove shims. See "Shim Chart for Priority Valve".

Torque Converter Lockup Clutch And Solenoid Valve Check

Check 1:
This check determines if:

1. The electrical signal gets to the lockup solenoid.

2. The lockup solenoid electrically activates.
Procedure:

1. Turn the engine start switch to the ON position but do not start the engine.

2. Disconnect the wiring harness connector at the downshift solenoid and the
harness connector for the lockup solenoid. The harness connector that goes to the
downshift solenoid will be used to supply + 24 volts to actuate the lockup
solenoid.

3. Touch the wiring harness connector that normally goes to the downshift solenoid
to the harness connector that normally goes to the lockup solenoid.

4. Each time the connector touches the solenoid a "click" and/or "buzz" must be
felt and/or heard.

Problem 1:

The "click" and/or "buzz" is not felt or heard.

Possible Causes:

1. Failed lockup solenoid.

2. Broken (open or grounded) wire or harness to the lockup solenoid. For additional
information see the service manual for the electronic transmission control,
SENR8688.
Check 2:
This check determines if the lockup clutch pressure is correct.

Procedure:

1. Disconnect the upshift and downshift solenoid harness connectors.

2. Disconnect the lockup clutch solenoid harness connector.

3. Connect the downshift solenoid harness connector to the lockup clutch solenoid
connector.

Pressure Tap Location for Lockup Clutch

4. Connect a 4000 kPa (600 psi) pressure gauge to the pressure tap for the lockup
clutch.

5. Start the engine and run the engine at low idle. With warm oil and the engine
speed at low idle the pressure should be 2550 ± 100 kPa (370 ± 15 psi).

6. Stop the engine and connect the solenoids.

Problem 1:

The pressure on the gauge is 0 kPa (0 psi) at all times.

Possible Cause:

See "Troubleshooting the Torque Converter Hydraulic System". Do "Lockup Clutch

Checks".

Problem 2:

The pressure on the gauge is not 0 kPa (0 psi) when the lockup solenoid is not
activated.

Possible Cause:

See "Troubleshooting the Torque Converter Hydraulic System". Do "Lockup Clutch

Checks".

Problem 3:

The pressure on the gauge is not correct when the solenoid is activated.

Possible Cause:

See "Troubleshooting the Torque Converter Hydraulic System". Do "Lockup Clutch

Checks".

Transmission Shift Solenoid Checks

Check 1:
This check determines if:

1. The electrical signal gets to the transmission upshift and downshift solenoids.
2. The transmission shift solenoids are electrically activated.
Procedure

1. Turn the engine start switch to the ON position but do not start the engine.

2. Disconnect the upshift and downshift solenoid wiring harness connectors.

3. Touch the chassis harness connector for the downshift solenoid to the
transmission downshift solenoid harness connector. The connector for the downshift
solenoid will supply +24 volts through the machine harness to actuate the
transmission downshift solenoid. Each time the chassis harness connector touches
the downshift harness connector, a "click" and/or "buzz" must be felt and/or heard
in the transmission downshift solenoid.

4. Touch the chassis harness connector for the downshift solenoid to the
transmission upshift solenoid harness connector. The connector for the downshift
solenoid will supply + 24 volts through the machine harness to actuate the
transmission upshift solenoid. Each time the chassis harness connector touches the
upshift harness connector a "click" and/or "buzz" must be felt and/or heard in the
transmission upshift solenoid.

Problem 1:

The "click" and/or "buzz" is not felt or heard on the transmission upshift
solenoid.

Possible Causes:

1. Failed transmission upshift solenoid.

2. Broken (open or grounded) wire or harness to the upshift solenoid. For
additional information, see the electronic transmission control service manual,
SENR8688.
Problem 2:

The "click" and/or "buzz" is not felt or heard on the transmission downshift
solenoid.

Possible Causes:

1. Failed transmission downshift solenoid.

2. Broken (open or grounded) wire or harness to the downshift solenoid. For
additional information, see the electronic transmission control service manual,
SENR8688.
Check 2:
This check determines if the transmission upshift and downshift solenoid pressures
are correct.

Procedure

3. Plug for the transmission upshift solenoid pressure port. 4. Plug for the
transmission downshift solenoid pressure port.

1. Remove plugs (3 and 4) for the transmission upshift and downshift solenoid
pressure ports. Install test nipples in both ports.

2. Connect a 3000 kPa (450 psi) gauge and a suitable length of flexible tubing to
each nipple. Position the gauges so they can be read inside the cab.

3. Turn the engine start switch to the ON position and start the engine. The
transmission downshift solenoid should energize. The correct pressure when the
transmission downshift solenoid is energized is 2205 ± 35 kPa (320 ± 5 psi).

4. With the engine running, move the transmission control to one of the forward
gear positions. The transmission upshift solenoid should activate. The correct
pressure when the transmission upshift solenoid is activated is 2205 ± 35 kPa (320
± 5 psi).

Problem 1:

The pressure on the gauge is 0 kPa (0 psi) at all times.

Possible Cause:

1. Check transmission P1 pressure.

Problem 2:

The pressure on the gauge is not correct when the solenoid is activated.

Possible Cause:

1. Check transmission P1 pressure.

Transmission Shift Control Linkage Adjustment

Procedure

Transmission Shift Control Linkage

1. Bolt 2. Hole 3. Plug Assembly 4. Bolt 5. Sector Gear 6. Cam 7. Spring 8. Bolt

1. Loosen two bolts (8) on the block and then hand tighten the two bolts so the
block and spring (7) can slide easily.

2. Loosen bolts (1) and (4) in sector gear (5) then hand tighten the two bolts so
the sector gear can rotate freely.

3. Rotate cam (6) until spring (7) engages the cam in the THIRD gear detent
position. The THIRD gear detent position is identified with the number "3" stamped
on the cam.

4. Centralize hole (2) in cam (6) with the smaller hole in the follower located
below the cam. An alignment tool can be fabricated to keep the holes aligned during
adjustment.

5. Tighten two bolts (8).

6. Engage the tip of plug assembly (3) in the tooth space between the adjacent
teeth marked with a "V" on sector gear (5).

7. Tighten bolts (1) and (4) in sector gear (5). After tightening the sector gear,
return plug assembly (3) to the storage position above the sector gear.

Fabricated Tool for Adjusting the Transmission Linkage

Transmission Shift Control Linkage

9. Rod 10. Jam Nut 11. Shift Cylinder Spool

8. Thread rod (9) into shift cylinder spool (11) until the dimension from the
outside face of jam nut (10) to the end of the rod is 99 ± 2 mm (3.9 ± .079 in).
Tighten jam nut (10) to 25 ± 4 N·m (18 ± 3 lb ft).

9. With the cam still in the THIRD gear detent position, adjust speed control spool
(12) and directional control spool (19) until the ends of the spools are flush with
the face of valve body (20).

10. When speed control spool (12) and directional control spool (19) are flush with
the face of valve body (20), tighten jam nuts (13) and (18) to 25 ± 4 N·m (18 ± 3
lb ft).

11. Rotate cam (6) through all the gear detent positions to make sure that rod (9)
does not bind on the bolt. After the rod is checked and free from binding, return
the cam to the THIRD gear detent position.

5. Sector gear 14. Drive Gear 21. Alignment Sighting Port 22. Cover

12. A coupling assembly that drives the transmission electronic control actual gear
switch is installed in drive gear (14). The drive gear and coupling assembly are
installed in the shift linkage cover. When the cover is installed, a "V" on the
sector gear must align with the tooth space between the adjacent teeth marked with
"V's" on the drive gear.

13. Remove the plug in alignment sighting port (21).

14. Look through the alignment sighting port. A "V" on the gear segment must align
with the tooth space between the adjacent teeth marked with "V's" on the drive
gear.

15. Install the plug in alignment sighting port (21) after the alignment is
completed.

Shift Control Linkage with Speed Control Spool and Directional Control Spool
12. Speed Control Spool 13. Jam Nut 14. Drive Gear 15. Mounting Bolt 16. Actual
Gear Switch 17. Coupling Assembly 18. Jam Nut 19. Directional Control Spool 20.
Valve Body

16. Install actual gear switch (16) over coupling assembly (17). Tighten two
mounting bolts (15) to 12 ± 4 N·m (106 ± 36 lb in).

17. After installing the actual gear switch, the contact fingers must be centered
over on the switch pad. If the contact fingers are not centered, the cover must be
removed and the adjustment procedure repeated.

Retarder Operating Check

Check 1
This check determines if:

1. The electrical signal gets to the retarder pilot pressure control valve
solenoids.
2. The retarder pilot pressure control valve solenoids are electrically activated.
Procedure:

1. Turn the engine start switch to the ON position but do not start the engine.

2. Disconnect the wiring harness for the transmission downshift solenoid.

3. Disconnect the harness connectors from the retarder pilot pressure control valve
solenoids.

4. Touch the transmission downshift solenoid chassis harness connector to the

retarder pilot pressure control valve solenoid 1 harness connector. The connector
for the downshift solenoid will supply +24 volts through the machine harness to
actuate the retarder pilot pressure control valve solenoid 1. Each time the
transmission downshift solenoid chassis harness connector touches the harness
connector for the retarder pilot pressure control solenoid 1, a "click" and/or
"buzz" must be felt and/or heard.

5. Touch the transmission downshift solenoid chassis harness connector to the

retarder pilot pressure control valve solenoid 2 harness connector. The connector
for the downshift solenoid will supply +24 volts through the machine harness to
actuate the retarder pilot pressure control valve solenoid 2. Each time the
transmission downshift solenoid chassis harness connector touches the harness
connector for the retarder pilot pressure control solenoid 2, a "click" and/or
"buzz" must be felt and/or heard.

5. Touch the transmission downshift solenoid chassis harness connector to the

retarder pilot pressure control valve solenoid 3 harness connector. The connector
for the downshift solenoid will supply +24 volts through the machine harness to
actuate the retarder pilot pressure control valve solenoid 3. Each time the
transmission downshift solenoid chassis harness connector touches harness connector
for the retarder pilot pressure control solenoid 3, a "click" and/or "buzz" must be
felt and/or heard.
Problem 1:

The "click" and/or "buzz" is not felt or heard on retarder pilot pressure control
solenoid 1.

Possible Causes:

1. Failed retarder pilot pressure control valve solenoid 1.

2. Broken (open or grounded) wire or harness to the lockup solenoid. For additional
information see the electronic transmission control service manual, SENR8688.
Problem 2:

The "click" and/or "buzz" is not felt or heard on retarder pilot pressure control
solenoid 2.

Possible Causes:

1. Failed retarder pilot pressure control solenoid 2.

2. Broken (open or grounded) wire or harness to retarder pilot pressure control
solenoid 2. For additional information see the electronic transmission control
service manual, SENR8688.
Problem 3:

The "click" and/or "buzz" is not felt or heard on retarder pilot pressure control
solenoid 3.

Possible Causes:

1. Failed retarder pilot pressure control solenoid 3.

2. Broken (open or grounded) wire or harness to retarder pilot pressure control
valve solenoid 3. For additional information see the electronic transmission
control service manual, SENR8688.
Check 2
This check determines if the retarder control is operating correctly.

Procedure

Retarder Control

Retarder Indicator

The retarder control is a four position electrical switch that controls the
operation of the retarder. The four operating positions of the retarder control are
OFF, MINIMUM, MEDIUM, and MAXIMUM.

Retarder operation should be checked with all components at normal operating

temperature. Check the operation of the retarder using the following procedure.

1. With the transmission in neutral and the engine running at high idle, move the
retarder control to the MINIMUM position. Check to make sure the following occurs:

a) The retarder indicator should be ON.

b) The torque converter should be locked up.
c) There should be no more than three seconds delay (while the retarder housing
fills with oil) before retardation effect is felt. Retardation effect is in the
form of engine lug down.
2. With the engine still running at high idle, move the retarder control to the
MEDIUM and MAXIMUM positions to vary the amount of retarder engagement. It should
be possible to increase and decrease the retarder effect (the amount of engine lug
down) by varying the position of the retarder control.

3. With the retarder engaged, reduce the engine speed slowly to approximately 1000
rpm. As the engine speed falls observe that the following occurs:

a) The retarder remains engaged.

b) The retarder indicator remains ON.
c) The torque converter remains locked up.
4. With the retarder engaged and the engine running at 1000 rpm, move the retarder
control to the OFF position. Observe that the following occurs:

a) The retarder should disengage, resulting in an increase in engine speed.

b) The retarder indicator should be OFF.
c) The torque converter should not be locked up.
5. Stop the engine.

Problem 1:

Retarder does not operate at all.

Possible Causes:

1. Failed retarder control.

2. Broken (open or grounded) wire or harness to retarder control.
Problem 2:

Retarder control positions do not give the correct amount of retardation.

Possible Causes:

1. Retarder control is not wired correctly.

Check 3
This check determines if:

1. P1 pressure to the retarder pilot pressure control valve is correct.

2. C1 pressures (pilot pressures) from the retarder pilot pressure control valve to
the retarder control valve are correct.
When energized, the small solenoid on the retarder pilot pressure control valve
allows transmission pump oil (P1 pressure) to flow to the two larger solenoids on
the retarder pilot pressure control valve.

The combination of solenoids that are energized determines the flow of oil through
orifices within the retarder pilot pressure control valve. The orifices are
different sizes and determine the pressure of the pilot oil that flows from port
C2.

Procedure:

Location of Ports C1 and P1 on the Retarder Pilot Pressure Control Valve.

Location of Retarder Pilot Pressure Control Valve.

Location of Tap for P1 Pressure

1. Connect a 3000 kPa (450 psi) pressure gauge to the coupler that is located on
the priority valve.

2. Disconnect hose (1) and install a tee between elbow (2) and the hose. Install a
1000 kPa (145 psi) gauge in the tee.

3. Start and run the engine until all operating temperatures are reached.

4. Observe the P1 gauge. At low idle the P1 pressure should be 2205 kPa (320 psi)
minimum. Increase the engine speed to high idle. The P1 pressure should be 2585 ±
140 kPa (375 ± 20 psi).

5. Raise the engine speed to high idle and move the retarder control to the MINIMUM
position. Observe engine speed and C1 pressure.

6. With the engine speed at high idle, move the retarder control to the MEDIUM
position. Observe engine speed and C1 pressure.

7. With the engine speed at high idle, move the retarder control to the MAXIMUM
position. Observe engine speed and C1 pressure.

NOTE: Engine lug down should increase as the retarder control is moved from MINIMUM
to MEDIUM and from MEDIUM to MAXIMUM. However, the actual lug down speed for each
position of the retarder control is not a good indicator of retarder performance.

8. Move the retarder control switch to the OFF position and stop the engine.

Problem 1:

P1 pressure is not correct at high and low idle.

Possible Cause:

1. Transmission system pressure is not high enough.

Problem 2:

C1 pressures are not correct for the retarder control position selected.

Possible Causes:

1. The orifices in the retarder pilot pressure control valve orifices are installed
in the wrong ports.
2. The orifices in the retarder pilot pressure control valve are the wrong size.
3. Hose connections to the retarder control valve are not correct.
Troubleshooting the Inter Axle and Axle Differential Locks
Check 1:
This check determines if:

1. The electrical signal gets to the inter axle differential lock solenoid.
2. The inter axle differential lock solenoid energizes.
3. The electrical signal gets to the axle differential lock solenoids.
4. The axle differential lock solenoids energize.
Procedure
1. Turn the engine start switch to the ON position but do not start the engine.
2. Press the right side of panel switch (1) to prevent the axle differentials from
being locked. This is the normal running position for this switch.

3. Activate floor switch (2). The solenoid for the inter axle differential lock
should "click" and/or "buzz" when the floor switch is activated.

4. Press the left side of panel switch (1) to allow the axle differentials to be
locked.

5. Activate floor switch (2). The solenoids for the inter axle differential lock
and the solenoids for the axle differential locks should "click" and/or "buzz" when
the floor switch is activated.

6. Press the right side of panel switch (1) to prevent the axle differentials from
being locked. This is the normal running position for this switch. Always return
the switch to this position. Machine damage can result if the axle differential
locks are engaged when ground conditions do not require the use of the axle
differential locks.

Problem 1:

The "click" and/or "buzz" is not felt or heard.

Possible Causes:

1. Bad solenoid.
2. The floor switch has failed.
3. The panel switch has failed.
4. Broken (open or grounded) wire or harness to the solenoid.
Check 2:
This check determines if the pressure to the interaxle differential is correct.

Procedure

Plug to be Removed when Checking the Inter Axle Differential Lock Pressure

1. Remove the plug from the inter axle differential lock valve. Install a suitable
fitting and connect a 4000 kPa (600 psi) pressure gauge to the fitting.

2. Start the engine and allow the transmission oil to reach operating temperature.

3. With the engine at high idle and the transmission control in the NEUTRAL
position, activate the floor switch for the inter axle differential lock. The
pressure should be 2410 - 2755 kPa (350 - 400 psi).

Problem 1:

Pressure is not correct when the inter axle differential lock is engaged.

Possible Causes:

1. P1 pressure is not high enough.

2. Solenoid valve is sticking.
3. Internal leakage.
Troubleshooting the Torque Converter Hydraulic System
The troubleshooting for the torque converter hydraulic system is divided into two
sections:
1. Torque Converter Checks.
2. Lockup Clutch Checks.
Make reference to the following warning and pressure tap locations for all checks
and tests. If the problem area is not known, do the checks and tests in the order
they are given. For all tests, the oil must be at normal temperature of operation.

Setup Procedure

Sudden movement of the machine or release of oil under pressure can cause injury to
persons on or near the machine. To prevent possible injury, perform the procedure
that follows before testing and adjusting the torque converter.

1. Move the machine to a smooth horizontal location. Move the machine away from
working machines and personnel.

2. Put the transmission control in the NEUTRAL position. Stop the engine.

3. Permit only one operator on the machine. Keep all other personnel either away
from the machine or in view of the operator.

4. Engage the parking brake.

5. Make sure that all hydraulic pressure is released before any fitting, hose or
component is loosened, tightened, removed or adjusted.

Test Equipment

Torque Converter Checks

Check 1 - Torque Converter Outlet Pressure.
This test will show if:

1. The torque converter operates correctly.

2. The outlet relief valve for the torque converter is set correctly.

9U-7400 Multitach Group

1. Install the 9U-7400 Multitach Group on the engine. The 9U-7400 Multitach Group
can measure engine rpm by the use of either the photo pickup and reflective tape,
or a magnetic pickup or tachometer generator. Special Instruction, NEHS0605 has
instructions for its use.

1. Outlet Relief Valve for the Torque Converter (A) Pressure Tap for the Torque
Converter Outlet

2. Connect a hose at pressure tap (A). Connect a 1000 kPa (145 psi) pressure gauge
to the hose.

3. Start the engine and run the engine at LOW IDLE.

4. The drive wheels must not turn during a stall test. Engage the service brakes
and release the parking brake.

5. Make sure that the transmission oil is at normal operating temperature. Check to
make sure that HIGH IDLE and LOW IDLE rpm are correct.
6. Move the transmission control to the 2nd REVERSE position.

7. Slowly increase the engine rpm to maximum. The machine must not move. If the
machine moves terminate the test.

8. The engine rpm at torque converter stall must be 2076 rpm for D250E II machines
and 2108 rpm for D300E II machines.

9. The pressure on the gauge must be 290 ± 14 kPa (42 ± 2 psi).

NOTICE
Overheating can cause damage to the torque converter, engine and brakes. To avoid
overheating, do not operate the torque converter in a stall condition for long
periods of time.

10. When the test is complete, put the transmission control in NEUTRAL and stop the
engine. Remove the test equipment.

Problem 1

High idle rpm is correct, but torque converter stall speed is too high. Torque
converter outlet pressure is correct.

Possible Causes:

1. Worn torque converter.

2. Engine has too much power. Fuel system settings are not correct.
Problem 2

Torque converter outlet pressure is too low. Oil gets too hot during normal
operation.

Possible Causes:

1. Internal leakage in the torque converter. Do Check 2.

2. Transmission pressure is too low. Do Check 2.
Problem 3

Torque converter outlet pressure is too low.

Possible Causes:

1. Internal leakage in the torque converter. Do Check 2.

2. Transmission pressure is too low. Do Check 2.

2. Spacers in Outlet Relief Valve

Problem 4

Torque converter outlet pressure is too high. The oil temperature is not too hot.

Possible Causes:

1. The setting of the outlet relief valve is too high. Remove spacers. See the
"Spacer Chart for the Outlet Relief Valve".
2. Torque converter inlet pressure is too high.
Check 2 - Torque Converter Inlet Pressure
This test will show if the torque converter inlet pressure is set properly.

NOTICE
Inlet pressure to the torque converter MUST NOT exceed 1013 kPa (147 psi) with COLD
OIL. Higher pressures will damage the torque converter.

Transmission Pressure Test Taps

(LP) Load Piston Plug (P1) Speed Clutch Pressure Tap (P2) Directional Clutch
Pressure Tap (P3) Torque Converter Inlet Pressure Tap

Procedure

1. Remove the transmission hydraulic control valve cover and install a pressure
gauge in test tap P3.

NOTE: Remove the P2 pressure tube and adapter. Install a plug in the P2 port.

2. Make sure that the torque converter oil is cold and the transmission control is
in NEUTRAL.

3. Start the engine and operate at high idle. Note the pressure reading.

4. Stop the engine and remove the test equipment.

NOTICE
With warm oil, the torque converter inlet pressure may be greater than torque
converter outlet pressure.

Lockup Clutch Checks

Make reference to the WARNING on the first page of "Troubleshooting the Torque
Converter Hydraulic System".

Check 1 - Lockup Clutch Pilot Pressure

This test will show if the pressure reducing valve in the lock up clutch control
valve is set correctly.

Procedure

Lockup Clutch and Solenoid Valve Group

(A) Pressure Tap for Lockup Clutch Pilot Oil - "RV"

1. Remove the plug from pressure tap (A) and install a test nipple. Pressure tap
(A) is marked "RV".

NOTE: The test nipple can be permanently installed at pressure tap (A).

2. With a coupler, and hose if necessary, connect a 3400 kPa (580 psi) pressure
gauge to the test nipple.

3. With the parking brake engaged and the transmission control in NEUTRAL, start
the engine and run at LOW IDLE. The pressure on the gauge must be 1725 ± 70 kPa
(250 ± 10 psi).

4. Stop the engine. After the pressure is set correctly, remove the test equipment.
Lockup Clutch Control Valve
1. Pressure Reducing Valve 2. Shims

Problem 1

Oil pressure is too low.

Possible Causes:

1. Add shims (2). See the "Shim Chart for the Pressure Reducing Valve".

Problem 2

Oil pressure is too high.

Possible Causes:

2. Remove shims (2). See the "Shim Chart for the Pressure Reducing Valve".

Check 2 - Lockup Clutch Leakage

This test will show if there are bad seals in the lockup clutch.

Lockup Clutch Control Valve

(B) Pressure Tap for Torque Converter Lockup Clutch - "LU"

Procedure:

1. Install a line in pressure tap (B). Pressure tap (B) is marked "LU". Place the
other end of the line in a suitable container to collect the oil.

2. Check that the parking brake is engaged and that the transmission control is in
the NEUTRAL position then start the engine. Run the engine at LOW IDLE.

3. Measure the amount of oil that comes out of pressure tap (B) in one minute.

Problem 1

More than 3.8 liter/min (1 U.S. gpm) of oil comes out of pressure tap (B).

Possible Cause:

1. Failed seals in the lockup clutch.

Check 3 - Lockup Clutch Maximum Pressure
This test will show if:

1. Maximum lockup clutch pressure is correct.

2. The operation of the modulation reduction valve in the lock up clutch control
valve is correct.
Procedure

1. Connect the chassis harness connector for the transmission downshift solenoid to
the harness for the lockup solenoid. This supplies +24 volts to activate the lockup
solenoid when the engine start switch is in the ON position.

2. At pressure tap (B), use a coupler (and hose if necessary) to connect a 3400 kPa
(580 psi) pressure gauge to the nipple.

3. With the parking brake engaged and the transmission control in NEUTRAL, start
and operate the engine at LOW IDLE. The pressure on the gauge must be 0 kPa (0
psi).

4. Look at the pressure gauge and connect the electrical harness to the lockup
solenoid. The pressure on the gauge must be 2550 ± 100 kPa (370 ± 15 psi).

5. Remove the electrical harness connector from the lockup solenoid. The pressure
on the gauge must go back to 0 kPa (0 psi).

6. Stop the engine. After the problem is corrected, remove the test equipment.

Lockup Clutch and Solenoid Valve

3. Cover 4. Selector Piston Plug 5. Selector P Piston 6. Shims 7. Load Piston Plug
8. Load Piston Orifice 9. Spring 10. Spring 11. Shuttle Valve

Problem 1

Oil pressure in Step 4 is not 0 kPa (0 psi).

Possible Causes:

1. Selector piston (5) is stuck (will not go back to its original position).
2. Weak or broken spring (10).
3. Lockup solenoid is bad (leaking).
Problem 2

Oil pressure in Step 5 is 0 kPa (0 psi).

Possible Causes:

1. Little or no pilot oil. Do Check 1.

2. Incorrect operation of shuttle valve (11).
3. Weak or broken spring (9).
Problem 3

Oil pressure in Step 5 does not increase above 1100 kPa (160 psi).

Possible Causes:

1. Load piston plug (7) is not installed.

2. Load piston orifice (8) is plugged.
3. Selector piston (5) is stuck (will not move).
Problem 4

Oil pressure in Step 6 decreases slowly or low pressure remains (stays) in the
lockup clutch.

Possible Causes:

1. Incorrect operation of shuttle valve (11).

2. Selector piston (5) is stuck (will not move).
Problem 5

Oil pressure in Step 5 is too low.

Possible Cause:

1. Do check 4.

Problem 6

Oil pressure in Step 5 is too high.

Possible Cause:

1. Do Check 4.

Check 4 - Lockup Clutch Primary Pressure

This test will show if the lockup clutch pressure is adjusted correctly.

Procedure

1. Connect the chassis harness connector for the transmission downshift solenoid to
the harness for the lockup solenoid. This supplies +24 volts to activate the lockup
solenoid when the engine start switch is in the ON position.

Lockup Clutch and Solenoid Valve

3. Cover 4. Selector Piston Plug 5. Selector Piston 6. Shims 7. Load Piston Plug 8.
Load Piston Orifice 9. Spring 10. Spring 11. Shuttle Valve

2. Remove cover (3) from the lockup clutch control valve.

3. Remove load piston plug (7) and install cover (3) again.

4. At pressure tap (B), use a coupler (and hose if necessary) to connect a 1000 kPa
(145 psi) pressure gauge to the nipple.

5. With the parking brake engaged and the transmission control in NEUTRAL, start
the engine and run at LOW IDLE. The initial pressure on the gauge must be 585 ± 35
kPa (85 ± 5 psi).

6. Stop the engine. After the pressure is set correctly, remove the test equipment.

Problem 1

Oil pressure is 0 kPa (0 psi).

Possible Cause:

1. Selector piston plug (4) is not installed.

Problem 2

Pressure is too low.

Possible Cause:

1. Add shims (6). See "Shim Chart For Modulation Reduction Valve".

Problem 3

Primary pressure is too high.

Possible Cause:

1. Remove shims (6). See "Shim Chart for Modulation Reduction Valve".

Troubleshooting the Transmission Hydraulic System

Make reference to the following warning and pressure tap locations for all checks
and tests on the transmission hydraulic system. If the problem area is not known,
do the checks and tests in the order they are given. For all tests, the oil must be
at normal temperature of operation.

Setup Procedures

Sudden movement of the machine or release of oil under pressure can cause injury to
persons on or near the machine. To prevent possible injury, perform the procedure
that follows before testing and adjusting the transmission.

1. Move the machine to a smooth horizontal location. Move the machine away from
working machines and personnel.

2. Put the transmission control in the NEUTRAL position. Stop the engine.

3. Permit only one operator on the machine. Keep all other personnel either away
from the machine or in view of the operator.

4. Make sure all hydraulic pressure is released before any fitting, hose or
component is loosened, tightened, removed or adjusted.

Test Equipment

Transmission Clutch Engagement

Transmission Hydraulic System Checks

Check 1 - Transmission Pump Pressure
This test will show if:

1. The charging section of the transmission oil pump is good.

2. The relief valve is set correctly.
Procedure

1. Refer to the "Priority Valve Setting Check" procedure covered earlier for
transmission pump pressure testing.

Check 2 - Speed and Directional Clutch Pressures

This test will show if:

1. P1 pressure is correct.
2. P2 pressure is correct.

The machine can move during testing if proper precautions are not taken. This can
result in personal injury or death. Do the following procedure to prevent machine
movement:

Procedure
1. Park the machine on a hard, level surface and block the wheels.

A quick check of speed clutch pressure can be made using the pump pressure test
point. Speed clutch pressure is the same as pump pressure.

To make a more comprehensive check proceed as follows:

2. Disconnect the lockup clutch solenoid wiring harness. Disconnect the output
speed sensor wiring harness. Connect a ground speed generator to the transmission
output speed sensor harness.

Transmission Pressure Test Taps

(LP) Load Piston Plug (P1) Speed Clutch Pressure Tap (P2) Directional Clutch
Pressure Tap (P3) Torque Converter Inlet Pressure Tap

3. Remove the transmission hydraulic control valve cover and install pressure
gauges in test taps (P1) and (P2).

If available, use 7S-8898 Test Cover Group. The 7S-8898 Test Cover Group contains a
6V-4821 Cover (transparent) which can be used to fabricate the FT-1679 Cover for
use with this transmission.

If the cover is not available make a suitable cover from a clean piece of board or
polythene with holes to allow the gauges to be installed. A cover is necessary to
avoid oil splashes.

4. Remove load piston plug (LP).

5. Start the engine and operate at low idle.

6. Place the transmission control in the NEUTRAL position. The pressure gauge in
test tap P1 (speed clutch) should register the initial pressure of 530 ± 35 kPa (77
± 5 psi).

7. Stop the engine and replace load piston plug LP.

8. Disconnect the lockup clutch solenoid harness.

9. Restart the engine, move the transmission selector to the "D" position. With the
engine at low idle, the pressure gauges should register:

P1 - 2205 kPa (320 psi) minimum

P2 - 380 ± 55 kPa (55 ± 8 psi) LESS than P1.

10. Gradually increase the ground speed gear signal to make the transmission shift
through all gears. Observe the gauges as the transmission shifts through the gears.
The pressures should be consistent after each shift.

11. Check the operation of the pressure differential/safety valve (see the
following topic) before removing the test equipment.

Transmission Control Valve

1. Load Piston 2. Shims 3. Differential Valve 4. Differential Valve Spring
Problem 1

P1 pressure is too low.

Possible Causes:

1. Failure of charging section of transmission oil pump.

2. The setting of load piston (1) is too low. Add shims (2), see "Shim Chart for
Load Piston". Adjust for LOW IDLE setting.
Problem 2

P1 pressure is too high.

Possible Cause:

1. The setting of load piston (1) is too high. Remove shims (2), see "Shim Chart
for Load Piston". Adjust for LOW IDLE setting.
Problem 3

P1 pressure is correct but P2 pressure is too low or zero.

Possible Causes:

1. The transmission control is not in the NEUTRAL position.

2. Pressure differential valve (3) stuck.
3. Pressure differential valve spring (4) damaged.
4. Orifice(s) to pressure differential valve plugged.
5. Direction clutch piston seal leaking.
Check 3 - Transmission Lubrication Pressure
This test will show if the lubrication pressure is set properly.

Procedure

Location for Test Nipple

1. Install a 8T-6776 Adapter, a 4J-5477 Seal and a 6V-3966 Valved Nipple at the
location shown.

NOTE: A tee fitting cannot be used at this location because it would not allow
pressure to increase, resulting in a gauge reading of 0 kPa (0 psi).

2. With warm oil and engine speed at low idle, lubrication pressure should be 93 ±
10 kPa (13.5 ± 1.5 psi). With warm oil and engine speed at high idle, lubrication
pressure should be approximately 138 kPa (20 psi).

Problem 1

Lubrication pressure is incorrect or a gauge reading of 0 kPa (0 psi) is obtained.

Possible Causes:

1. Pump pressure is too low.

2. Torque converter inlet or torque converter outlet pressure is too low.
Troubleshooting the Final Drives
Visual Checks
Use these visual checks as a guide to troubleshooting a problem. Make the checks
with the engine OFF and the parking brake ON. During these checks, use a magnet to
separate ferrous particles from non-ferrous particles (O-ring seals, bronze, etc.).
Check 1
Remove the plug and check the oil level in each final drive. Check for oil leakage
on the back of the tires and wheels.

Final Drive
1. Plug

Problem 1

The oil level in a final drive is too high.

Possible Cause:

1. Too much oil has been added.

2. Machine has been operated on a slope and oil has transferred from the axle
housing to the final drive.
NOTE: Allow the machine to stand for 10 minutes before checking the final drive oil
level. Oil that has been transferred from the axle housing to the final drive will
return to the axle housing.

Check 2

Drain the axle housing and final drives of oil. Remove the covers and inspect for
damaged gears, bearing etc.

Check 3
Drain the axle housing and final drives of oil. Check the bevel gear and pinnion
for damage. Check the differential housing magnetic drain plug for metal chips.

© 2024 Caterpillar Inc.