Manual Transmision Twin Disc

TWIN DISC
INCORPORATED
INCORPORATED
Oper
Operaator’s
tor’s
Manual Power Shift
Transmission
Components:
TA-90-8501 Transmission
8-FLW-2302-0 Torque Converter
TDEC-400 Electronic Control
Document Number: 1020510

NOTICE
Twin Disc, Incorporated makes no warranty or guaranty of any

kind, expressed, implied or otherwise, with regard to the
information contained within this manual. Twin Disc,
Incorporated has developed this manual through research and
testing of the information contained therein. Twin Disc,
Incorporated assumes no responsibility for any errors that may
appear in this manual and shall not be liable under any
circumstances for incidental, consequential or punitive damages
in connection with, or arising out of, the use of this manual. The
information contained within this manual is subject to change
without notice.
Document Number
1020510
Revison 1
May, 2002
Power Shift Transmission

System Operator’s Manual
TWIN DISC, INCORPORATED
EXCLUSIVE LIMITED WARRANTY
GENERAL UNITS
A. Twin Disc, Incorporated warrants all assembled products and parts, (except component products or parts on which written warranties
issued by the respective manufacturers thereof are furnished to the original customer, as to which Twin Disc, Incorporated makes no
warranty and assumes no liability) against defective materials or workmanship for a period of twenty-four (24) months from the date of original
shipment by Twin Disc, Incorporated to the original customer, but not to exceed twelve (12) months of service, whichever occurs first. This is the
only warranty made by Twin Disc, Incorporated and is in lieu of any and all other warranties, express or implied, including the warranties
of merchantability or fitness for a particular purpose and no other warranties are implied or intended to be given by Twin Disc,
Incorporated.
The original customer does not rely upon any tests or inspections by Twin Disc, Incorporated or on Twin Disc, Incorporated*s
application engineering.
B. The exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the applicable warranty period as
specified, or otherwise (including tort liability), shall at the sole option of Twin Disc, Incorporated be either the repair or replacement
of any Twin Disc, Incorporated part or product found by Twin Disc, Incorporated to be defective and the labor to perform that work
and to remove and reinstall (or equivalent credit). In this context, labor is defined as the flat rate labor hours established by Twin Disc,
Incorporated in the published Twin Disc Flat Rate Schedule, required to remove, disassemble, inspect, repair, reassemble, reinstall and
test the Twin Disc, Incorporated product only. Under no circumstances, including a failure of the exclusive remedy, shall Twin Disc,
Incorporated be liable for economic loss, consequential, incidental or punitive damages. The above warranty and remedy are subject
to the following terms and conditions:
1. Complete parts or products upon request must be returned transportation prepaid and also the claims submitted to Twin Disc,
Incorporated within sixty (60) days after completion of the in-warranty repair.
2. The warranty is void if, in the opinion of Twin Disc, Incorporated, the failure of the part or product resulted from abuse,
neglect, improper maintenance or accident.
3. The warranty is void if any modifications are made to any product or part without the prior written consent of Twin Disc,
Incorporated.
4. The warranty is void unless the product or part is properly transported, stored and cared for from the date of shipment to
the date placed in service.
5. The warranty is void unless the product or part is properly installed and maintained within the rated capacity of the product
or part with installations properly engineered and in accordance with the practices, methods and instructions approved or
provided by Twin Disc, Incorporated.
6. The warranty is void unless all required replacement parts or products are of Twin Disc origin or equal, and otherwise identical
with components of the original equipment. Replacement parts or products not of Twin Disc origin are not warranted by Twin
Disc, Incorporated.
C. As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin Disc, Incorporated
harmless from and against all and any loss, liability, damages or expenses for injury to persons or properly, including without limitation,
the original customer*s and subsequent purchaser*s employees and property, due to their acts or omissions or the acts or omissions of
their agents, and employees in the installation, transportation, maintenance, use and operation of said equipment.
D. Only a Twin Disc, Incorporated authorized factory representative shall have authority to assume any cost or expense in the service, repair
or replacement of any part or product within the warranty period, except when such cost or expense is authorized in advance in writing
by Twin Disc, Incorporated.
E. Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without being obligated to
incorporate such changes in products of prior manufacture. The original customer and subsequent purchasers will not use any such
changes as evidence of insufficiency or inadequacy of prior designs or materials.
F. If failure occurs within the warranty period, and constitutes a breach of warranty, repair or replacement parts will be furnished on a
no-charge basis and these parts will be covered by the remainder of the unexpired warranty which remains in effect on the complete
unit.
December 14, 2001 TDWP0002

TWIN DISC, INCORPORATED
Flat Rate Hours Allowance
(Hourly Labor Rate Must Be Acceptable to Twin Disc, Incorporated)
* Travel and related expenses are not included as a part of Twin Disc General Unit Warranty.
GENERAL UNITS
Model Series R&R Repair & Test
Powershift Transmissions
1000, 1100, 1300, 1400 14.0 24.0
1600, 2000, 2600, 3100 14.0 30.0
2800 14.0 18.0
3600 14.0 36.0
8500 14.0 72.0
Matching Torque Converters

6-1300, 6-1500 6.0 6.0
8-1400, 8-1450, 8-1600 6.0 8.0
8-1700, 8-1800, 8-1750, 8-1850 8.0 12.0
4-2000 6.0 12.0
8-2300 8.0 20.0
Industrial Torque Converters

6-1300 & 6-1500 6.0 8.0
4-1600 & 4-2000 6.0 12.0
4-2200 w/cooler 12.0 30.0
4-2600 & 4-3400 w/cooler 20.0 40.0
10,000 & 11,500 6.0 12.0
11,500 HD & 13,800
w/Radiator 10.0 24.0
w/o Radiator 10.0 20.0
16,000
w/Radiator 14.0 32.0
Fluid Couplings
14.5 HC, HM, HU & HUC 2.0 4.0
17.5 HC, HM, HU & HUC 2.0 4.0
21 HC, HM, HU & HUC 2.0 6.0
27 HC & HM 4.0 8.0
27 HUD
w/Radiator 8.0 32.0
Power Take Off's Clutches Only

C106 6" 1.0 2.0 1.0
C107 7" 1.0 2.0 1.0
C108 8" 1.0 2.5 1.0
C110 10" 1.0 3.0 1.5
SP-X11 11" 2.0 4.0 2.0
SL-X11 11" 2.0 5.5 2.0
TC-X13 13" 2.0 2.0 1.0
SP-X14 14" 3.0 6.0 3.0
SL-X14 14" 3.0 6.0 3.0
IBF-X14 14" 3.0 8.0 3.0
B-X18 18" 4.0 10.0 4.0
SP-X18 18" 4.0 10.0 4.0
IBF-X 18 18" 4.0 10.0 4.0
SP-X21 21" 6.0 14.0 6.0
December 14, 2001 TDWP0002A

Twin Disc, Incorporated Table of Contents
Table of Contents
Introduction ...........................................................9
General Information ............................................................................ 9
Replacement Parts ............................................................................ 10
Preventative Maintenance/Troubleshooting ................................. 11
Safety .................................................................................................. 12
Sources of Service Information ...................................................... 13
Warranty .............................................................................................. 14
Description and Specifications .........................15

General................................................................................................ 15
Description ......................................................................................... 16
Sump ................................................................................................... 16
Pump ................................................................................................... 16
Regulator Valve Assembly ............................................................... 17
Range Selector Valve ........................................................................ 17
Special Features ................................................................................ 18
Specifications .................................................................................... 19
Operation ..............................................................21
Checking Oil Level ............................................................................ 22
Basic System Description ................................................................ 23
Transmission Component Summary ............................................ 29
Transmission Hydraulic System ..................................................... 30
Power Flow Through Transmission System ................................. 33
D.C. Power Supply............................................................................. 35
Electronic Control System Overview ............................................. 36
TDEC-400 Electronic Control System Components..................... 40
System Operation .............................................................................. 45
Fracturing rig Operating Modes ..................................................... 46
Operational Problems ....................................................................... 50
Power Shift Transmission System Operator’s Manual #1020510 7

Table of Contents Twin Disc, Incorporated
Preventative Maintenance ..................................51

General ................................................................................................ 51
Hydraulic System .............................................................................. 52
Periodic Visual Inspection ............................................................... 56
Hydraulic System Pressure Checks ............................................... 59
Troubleshooting ..................................................61
General ................................................................................................ 61
Pressure and Flow Test Kit .............................................................. 62
Troubleshooting Discussion ........................................................... 63
Problems that Show No Fault Messages in the Display .............. 64
Problems that Show Fault Messages in the Display .................... 85
Display Faults ..................................................................................... 87
Diagnostic Test ................................................................................ 101
Engineering Drawings ......................................131

List of Engineering Drawings ........................................................ 131
1019142 (System, Elect. Control) ................................................. 133
238008A (Schematic, Hydraulic) ................................................... 134
229578E (Diagram, Piping) ............................................................ 135
1019876 (page 1 of 6) (Transmission Parts) ............................... 136
1019876 (page 5 of 6) (Transmission Installation) ..................... 140
1019876 (page 6 of 6) (Transmission Installation) ..................... 141
X237074A (Clutch Assembly, 1, 4, 7) ............................................ 142
X237073A (Clutch Assembly, 3, 6, 9) ............................................ 143
X229489F (Clutch Assembly, 2, 5, 8) ............................................ 144
1018460 (Range Selector Valve Assembly) ................................. 145
X229460P (Valve Assembly, Main Regulator) ............................. 146
X229823B (page 1 of 3) (Torque Converter Installation) ........... 147
X229823B (page 2 of 3) (Torque Converter Parts) ..................... 148
X229823B (page 3 of 3) (Torque Converter Parts) ..................... 149
1018360 (partial) (Valve Assembly, solenoid) ............................. 150
8 Power Shift Transmission System Operator’s Manual #1020510

Twin Disc, Incorporated Introduction
Introduction
General Information
This publication provides the information necessary for the operation and
maintenance of the Twin Disc, Incorporated equipment specified on the cover
of this manual. Specific engineering details and performance characteristics
can be obtained from the Product Service Department of Twin Disc,
Incorporated, Racine, Wisconsin, USA.
Operation and maintenance personnel responsible for this equipment should

have this manual at their disposal and be familiar with its contents. Applying
the information in the manual will result in consistent performance from the
unit and help reduce downtime.
Special Tools
Engineering drawings are available for the fabrication of special tools that
should be used during disassembly and assembly of a unit. Repair of this
equipment should not be attempted without special tools. Twin Disc does
not manufacture these tools for general use.

Introduction Twin Disc, Incorporated
Replacement Parts
Parts Lists
Engineering assembly drawings are provided in appropriate sections of this

manual to facilitate ordering spare or replacement parts. Current bill of
materials are available from Twin Disc or the nearest Authorized Twin Disc
Distributor.
Ordering Parts
All replacement parts or products (including hoses and fittings) must

be of Twin Disc origin or equal, and otherwise identical with components
of the original equipment. Use of any other parts or products will void
the warranty and may result in malfunction or accident, causing injury
to personnel and /or serious damage to the equipment.
Renewal parts and service parts kits may be obtained from any authorized
Twin Disc distributor or service dealer.
Parts Shipment
Furnish the complete shipping information and postal address. All parts
shipments made from the factory will be FOB factory location, USA. State
specifically whether the parts are to be shipped by freight, express, etc. If
shipping instructions are not specified, the equipment will be shipped the
best way, considering time and expense. Twin Disc, Incorporated will not
be responsible for any charges incurred by this procedure.
Twin Disc, Incorporated having stipulated the bill of material number on the
unit’s nameplate absolves itself of any responsibility resulting from any
external, internal or installation changes made in the field without the express
written approval of Twin Disc. All returned parts, new or old, emanating
from any of the above-stated changes will not be accepted for credit.
Furthermore, any equipment which has been subjected to such changes will
not be covered by a Twin Disc warranty.

Preventative Maintenance/Troubleshooting
Frequent reference to the information provided in this manual regarding daily

operation and limitations of this equipment will assist in obtaining trouble-
free operation. Schedules are provided for the recommended maintenance
of the equipment and, if observed, minimum repairs (aside from normal wear)
will result.
In the event a malfunction does occur, a troubleshooting table is provided to

help identify the problem area and lists information that will help determine
the extent of the repairs necessary to get a unit back into operation.
Lifting Bolt Holes
Most Twin Disc products have provisions for attaching lifting bolts. The
holes provided are always of adequate size and number to safely lift the
Twin Disc product.
These lifting points must not be used to lift the complete power unit.
Lifting excessive loads at these points could cause failure at the lift
point (or points) and result in damage or personal injury.
Select lifting eyebolts to obtain maximum thread engagement with bolt

shoulder tight against housing. Bolts should be near but should not
contact bottom of bolt hole.

Safety
General
Safe practices must be employed by all personnel operating and servicing

this unit. Twin Disc, Incorporated will not be responsible for personal injury
resulting from careless use of hand tools, lifting equipment, power tools, or
unaccepted maintenance/operating practices.
Important Safety Notice
Because of the possible danger to person(s) or property from accidents which

may result from the use of manufactured products, it is important that correct
procedures be followed. Products must be used in accordance with the
engineering information specified. Proper installation, maintenance, and
operation procedures must be observed. Inspection should be made as
necessary to assure safe operations under prevailing conditions. Proper
guards and other suitable safety codes should be provided. These devices
are neither provided by Twin Disc, Incorporated nor are they the responsibility
of Twin Disc, Incorporated.

Sources of Service Information
Each series of manuals issued by Twin Disc, Incorporated is current at the

time of printing. When required, changes are made to reflect advancing
technology and improvements in state-of-the-art.
Individual product service bulletins are issued to provide the field with
immediate notice of new service information.
For the latest service information on Twin Disc products, contact any Twin
Disc distributor, or contact the Product Service Department, Twin Disc,
Incorporated, Racine, Wisconsin 53405-3698, USA, or by e-mail at
service@twindisc.com.

Warranty
Equipment for which this manual was written has a limited warranty. For
details of the warranty, refer to the warranty statement at the front of this
manual.

Twin Disc, Incorporated Description and Specifications
Description and Specifications
General
(Reference - Twin Disc Application # AN4019)
The Twin Disc TA-90-8501 transmission is a hydraulically actuated power shift

transmission, providing nine speeds forward. Used with this transmission is a
Twin Disc torque converter model 8-FLW-2302-0. The transmission and torque
converter are electronically controlled by a Twin Disc model TDEC-400 control.
Model Identity Numbers and Letters
TA--90-8501, BOM 67425

T = Transmission
A = No drop box, output and input are axially in line
9 = Nine speeds forward
0 = No reverse
85 = Transmission model series
01 = Basic model number (Assigned in consecutive sequence to identify specific
modifications or gear ratios)
8-FLW-2302-0, BOM 67288

8 = type 8 Twin Disc torque converter
F = Flywheel mounted unit
L = with lockup clutch
W = with stator freewheel
230 = 23.0-inch converter circuit size
2 = specific model for application
0 = housing size to match SAE flywheel
TDEC-400 electronic control, BOM 41488

Description and Specifications Twin Disc, Incorporated
Description
There are two main sections of the transmission, a countershaft input section,
and a planetary output section. The input section consists of three geared-
together clutch shafts and a driven front output shaft. A 9-inch ball dump clutch
is directly connected to, and driven by the input shaft, and when engaged, is
directly connected to the front output shaft. The outer member of this clutch
pack (gear driver) meshes with the input members of two shaft mounted clutches.
These clutches are 10.5 inch and are the S type. When one of the input section
clutches is engaged, power is transmitted to the front output shaft either directly
or through the driven gears, and to the input members of the planetary output
section. There are three clutch pack assemblies in the planetary output section.
The high range clutch is a 12.5-inch and is of the LD type. When engaged, the
output shaft rotates at the same speed as the front output shaft in the input
section of the transmission. There are two 23-inch planetary clutch assemblies
(non dump valve) that connect to the output flange through planetary reduction
gearsets. These are referred to as the low range and intermediate range clutch
pack assemblies
The hydraulic torque converter is a single stage Type 8 design with an integral
lockup clutch, and stator freewheel. The lockup clutch is hydraulically controlled
in conjunction with the electronic control.
Sump
The bottom of the transmission housing serves as the sump for all oil used in
the transmission/ torque converter system. A suction strainer is installed in the
sump to prevent debris from being drawn into the pump inlet.
Pump
The hydraulic system dual pump assembly is located on the rear of the torque
converter on a pump mount to the right of center as viewed from the rear. The
two pumps are of the positive displacement gear-type and are driven directly
by the engine. The pump inlets draw oil through a suction strainer. The oil from
the pumps is directed through filters and regulator valves and supplies pressure
for clutch apply, torque converter and lube. The pumps run at engine speed.
A scavenge pump is on the rear of the torque converter on a pump mount to the
left of center as viewed from the rear. The scavenge pump draws oil from the
bottom of the engine flywheel and converter housings and returns the oil to the
transmission sump.

Regulator Valve Assembly
Pressure regulating valves for controlling main pressure, converter circuit

pressure, and lube oil pressures are contained in the regulator valve assembly
on the torque converter. The regulator valve on the torque converter also includes
a cold oil relief for protection of the converter.
Range Selector Valve
Six proportional valves, mounted on the left of the transmission housing, (viewed
from the rear) control the application of the transmission clutches. The valves
are controlled by electronically modulated signals. These valves are identical,
and are identified as 1, 2, 3, 4, 5, and 6. These solenoid numbers are referenced
in the electronic control system drawing to aid technicians in troubleshooting
the system.
The lockup clutch in the torque converter is controlled by a proportional valve,

identical to the six in the transmission, located in the regulator valve assembly
on the torque converter, and is actuated by an electronically modulated signal.
The control system is powered by 24 volts dc.

Special Features
Clutches
Hardened steel plates and organic fiber friction plates are used on all clutches.
The 9-inch (input section) clutch is a ball-dump type clutch. The two 10.5-inch
clutches (input section) are of the S dump valve configuration. The high range
(output section) 12.5-inch clutch is of the LD dump valve configuration. The two
23-inch (output section) are modulatable non dump valve clutches. All of the
clutches are hydraulically actuated, spring-released, and oil cooled.
Bearings
The input section clutch shafts and the front output shaft are supported with
tapered roller bearings. These bearings (in conjunction with shims) are used
to control the end play of the shafts. The planetary shafts are supported with
caged needle bearings, and end float is controlled by thrust washers. The ring
gear float is controlled with lube ring assemblies on each side. The high range
clutch is supported on the front output shaft with a ball bearing, and the end
thrust is controlled by this bearing and a ball bearing in the sun gear on the
opposite end. The allowable float is controlled with shims between the sun
gear and the clutch hub. The output shaft and planetary carrier is supported by
a double tapered roller bearing set.

Specifications
Normal Temperature Range:

180°-220° F (82°-104° C)
Low Speed Pressures:

Run at 715 rpm
Main Pressure (X):

185 psi (1276 kPa) minimum at regulator.
Clutch Apply Pressure (CL):
180 psi (1241 kPa) minimum at end caps and within 5 psi (34 kPa) of each
other.
Transmission Lube Pressure:

15 psi minimum (103 kPa) at lube regulator (G).
2 psi (14 kPa) minimum at clutch lube ports.
Converter outlet pressure (W):

30 psi minimum (207 kPa)
High Speed Pressures:

Run at 1950 rpm
Main Pressure (X):

235-255 psi (1620-1758 kPa) at main regulator.
Clutch Apply Pressure (CL):

Within 12 psi (83 kPa) of main at end caps.
Transmission Lube Pressures:

35-60 psi (241-417 kPa) at lube regulator (G).
5-20 psi (34-138 kPa) at clutch lube test ports.
Converter outlet pressure (W):

45 to 55 psi (310-379 kPa)

Engine speeds (approximate)

(B J Services oil well fracturing rig with MTU/DDC 16V4000 engine, 3000 hp
@ 1950 rpm)
Full load 1950 rpm

No load 1960 rpm
Converter stall speed 1953 rpm
TDEC-400 CONTROL
Furnished with the transmission is the TDEC-400 electronic control. The control
provides shifting for the transmission/converter system and is necessary to
coordinate the function of the fracturing rig, torque converter and transmission
in the oil well servicing application. The control operates on 24 volts dc provided
by the fracturing rig’s battery.

Twin Disc, Incorporated Operation
Operation
This section covers operation of the transmission, torque converter, and the
associated hydraulic and electronic control system and their relationship to the
engine and fracturing rig. The following paragraph (prior to start-up) provides
information the fracturing rig operator needs to know to inspect the transmission
and start the engine.

Operation Twin Disc, Incorporated
Checking Oil Level
The oil level in the transmission must be checked before each use. Procedure
for checking oil is as follows:
1. Visually inspect the transmission, converter and drive line for security of
mounting. Inspect plumbing and electrical components for security of
attachment and/or leaks. Leakage must be corrected.
2. Oil level check: It is best to check the oil level after the oil well fracturing
rig has been parked with the engine not running for at least 8 hours (or
overnight). The fracturing rig should be parked on a level surface.
a. With the engine not running, the low level sight gauge should show
full, and the hot oil level sight gauge may be full. Add oil if the low
level sight gauge does not show full.
b. Start the engine. With the engine at low idle for 1 minute, the
transmission in neutral, and with cold oil (10~35 oC) the oil level
should be visible in the low level (lower) sight gauge. Add oil as
necessary until it is seen in the low level sight gauge before
operating the oil well fracturing rig. Note that there is a low oil
level sight gauge on the front of the transmission by the hot oil
level sight gauge, and one on the rear of the transmission.
c. If the oil temperature is at operating temperature (80~100 oC),

the oil level can be checked. With the engine at low idle for 5
minutes, the transmission in neutral, the low level sight gauge
should be completely full and the hot oil level sight gauge should
show 1/4 to 1/2 full. The oil level should never be above the
middle of the hot oil level sight gauge. Any oil level
adjustments must be confirmed with a cold oil level check as
previously described.
d. If a sump heater is used when the fracturing rig is parked, the oil
temperature after the engine is idling for one minute will determine
which of the above procedures should be followed.
Do not operate the transmission with oil levels above or below the
recommended settings. Either condition can result in overheating or
loss of power and damage to the equipment. When following this oil
check procedure be sure the fracturing rig is secured from moving.

Basic System Description
This section describes the function and relationship of the following major
components in your power transmission system.
q Remote mounted transmission (TD90-8501)
q Engine mounted torque converter (8FLW-2302-0)
q Electronic control system (TDEC-400)

Operation
24
24VDC LIQUID CRYSTAL

DISPLAY (VIA J1939)
J1939 BUS OUTPUTS
TRAN INPUT SPEED
TRAN OUTPUT SPEED
POWER MISCELLANEOUS SYSTEM OIL TEMP
SOURCE TRANS FILTER DIFF PRESS SWITCH STATUS
SWITCH INPUTS
Figure 1. Control System Components
OIL LEVEL SWITCH STATUS
CURRENT GEAR
NEUTRAL DISCONNECT
OIL LEVEL TRANSMISSION CONFIGURATION
J1939 BUS KEY SWITCH

INPUTS
WORK MODE SWITCH
RANGE SELECTOR TDEC 400
WORK MODE POT
LOCKUP OFF SWITCH
TRANSMISSION
OIL FILTER
DIFF. PRESS.
SWITCH
Power Shift Transmission System Operator’s Manual #1020510
ENGINE
TRANSMISSION
CONTROLLER INPUT AND
OUTPUT SPEED SYSTEM OIL
SENSORS TEMPERATURE
CONVERTER LOCKUP SENSOR
CLUTCH VALVE COIL
TRANSMISSION
ENGINE RANGE CLUTCH
VALVE COILS
Twin Disc, Incorporated

TORQUE CONVERTER
WITH LOCK UP CLUTCH
TRANSMISSION
Figure 2. Hydraulic Torque Converter
Figure 3. Power Shift Transmission Engine Side - Side B
Figure 4. Power Shift Transmission Side and Top View

Figure 5. Power Shift Transmission - Opposite Input - Side A

Transmission Component Summary
Torque Converter
The torque converter is direct mounted to the engine flywheel housing, and its
input member rotates with the flywheel. The transmission system oil pumps
are geared to the input member, providing oil flow for transmission system
operation. Two pumps are mounted in tandem on the right of the torque converter
when viewed from the rear. They both provide oil flow for the operation of the
transmission system, and the other pump on the left side of the torque converter
as viewed from the rear, pumps normal torque converter drainage back to the
transmission oil sump (scavenge pump). A pump drive pad is located near the
bottom on the centerline for customer use.
There is one internal clutch in the torque converter. It is the lockup clutch that
connects the engine flywheel to the fluid turbine or converter output shaft. This
clutch is controlled by the electronic controller, based on conditions. There are
pressure testing ports located on the torque converter that can be used in trouble
shooting certain problems. See Figure 2 in Operation.
Remote Mounted Transmission
The remote mounted transmission contains several clutches that are engaged
in combinations that determine the gear ratio that is used to drive the oil well
fracturing pump. The input shaft is directly connected to the torque converter
output shaft. The transmission output shaft is directly connected to the oil well
fracturing pump. Electric valves are mounted on the transmission that are
energized in the proper combination to engage the appropriate clutches. The
transmission housing is the oil sump for the transmission system. There are
several oil pressure test ports located on the transmission for use in
troubleshooting certain problems. See Figure 3, 4, and 5 in Operation.

Transmission Hydraulic System
See the hydraulic system schematic and piping diagram in the drawing section
of this manual.
The hydraulic system provides oil at correct pressures and flows for operation
and lubrication of the transmission and torque converter. A cascading-type
system is used, wherein the demand for pressure and flow for transmission
functions are supplied in sequence from a single source (two pumps in tandem).
Regulator valves control and maintain the necessary pressures for each function.
As the demand for pressure and flow are met for one area of the system, oil is
cascaded to meet the demands of the next area. Hydraulic system components
and their functions are as follows:
Transmission Sump
The sump is located in the bottom of the transmission housing and serves as a
reservoir for all oil used in the system. Oil level is checked with the sight glass
on the right rear of the transmission. Please refer to Preventative Maintenance
for oil level check and filling procedures. A suction screen installed in the reservoir
prevents debris from being drawn into the pump inlet. This screen is not
serviceable from the outside.
Pumps
The system oil pumps are assembled together in tandem. They are positive
displacement gear-type pumps, rated at 68 gpm (257 L/min) for the front
element and 52 gpm (197 L/min) for the rear element at 1900 rpm engine
speed. The converter and flywheel housing scavenge pump is rated at 15.3
gpm (57.9 L/min) at 1900 rpm engine speed.

Main Pressure Regulator Valve
The 52 gpm (197 L/min) pump flow is supplied to the main pressure regulator
valve. This valve (located in the torque converter regulator valve assembly)
maintains main system pressures for the application of the transmission
clutches. Please refer to Description and Specifications for designed pressure
limits. Main system pressure, opposed by preset spring tension on the back
side of the regulator piston, causes the valve to open and cascade excess oil
into the torque converter circuit supply cavity, thereby maintaining system
pressure at the desired value. The 68 gpm (257 L/min) pump flow is supplied
to the torque converter regulator valve assembly to the flow divider valve. Lube
oil is supplied through a 0.438 inch diameter orifice from this supply. The flow
divider regulator valve maintains the appropriate lube pressure, and when this
is met, opens and cascades the remaining flow into the torque converter circuit
supply cavity.
Cold Oil Relief
A cold oil relief valve is located in the regulator valve body that senses pressure
at the torque converter pressure supply cavity. Excessive pressure causes the
valve to open and bypass oil back to the oil pump suction cavity which protects
the torque converter circuit from excessive pressure.
Converter Regulator Valve
The torque converter circuit oil pressure is regulated by the converter regulator
valve (located in the torque converter regulator valve assembly). This regulates
the converter circuit outlet pressure to the desired level, and the oil is then
discharged through the oil cooler and into the oil pump suction cavity at the
transmission.
Lube Regulator Valve
The lube regulator valve (also called the flow divider valve) maintains lube system
pressure at the desired level. See the discussion above under Main Pressure
Regulator. Please refer to Description and Specifications for pressure limits.
Lube is provided for lubrication of bearings and splines, and for lubricating and
cooling clutches. The maximum lube pressure is limited by cascading the
excess oil to torque converter supply circuit cavity.

Transmission Range Clutch Valves
Four proportional cartridge valves are housed in three valve bodies that are
located on the side of the input section of the transmission. Two proportional
cartridge valves are housed in a valve body that is located on the planetary
(rear) section of the transmission. When a range is selected, the valve coils for
that range are energized, permitting regulated main pressure to apply the
desired clutch packs. When another range is selected, the valve coils for the
new range are energized, and the valve coils for the previous range are
de-energized, allowing the passage of clutch apply oil to the sump, thus
releasing the clutch. These valves are powered with signals that are capable
of controlling the pressures at intermediate levels for improved shift quality.
Converter Lockup Clutch Valve
A proportional cartridge valve is mounted in the regulator valve assembly that

is located on the torque converter to supply pressure to the lockup clutch. Main
pressure is supplied to this valve from the main pressure regulator through an
internal passage in the valve body.

Power Flow Through Transmission System
The torque converter driving ring bolts directly onto the engine flywheel. The
internal teeth of the driving ring mesh with the gear teeth on the rotating housing.
The rotating housing provides input power to the impeller wheel of the torque
converter. Power flow system components and their functions are as follows:
Converter Drive
When in converter drive, converter fluid is moved by the impeller blades and
directed against the turbine wheel blades, driving the turbine wheel assembly.
Since the turbine wheel assembly is spline connected to the output shaft, the
output shaft is driven.
After the fluid passes through the turbine wheel blades, it is redirected to the
impeller wheel blades by the stator blades. When output torque requirements
exceed input torque, the freewheel unit on the stator is locked up. However,
when output torque requirements are equal to, or less than, input torque, the
stator freewheels.
The pumps run at engine speed.
Lockup Clutch Drive
The lockup clutch is controlled automatically through the electronic control

system.
When the lockup clutch is engaged, power is transmitted from the rotating
housing, through the steel driving plates which are spline connected to the
rotating housing, and to the friction clutch plates by clamping action of the
engaged clutch. The friction clutch plates are spline connected to the turbine
hub. The turbine hub is spline connected to the output shaft. Thus, the lockup
clutch provides direct mechanical drive.

Freewheel Function
When the lockup clutch is engaged, the freewheel assembly allows the stator
to freewheel. This improves the unit efficiency. The freewheel assembly locks
the stator to the stator carrier during converter operation. This allows the torque
converter to multiply engine torque.
Transmission
Power flow is from the engine through the torque converter output shaft to the
input yoke on the front of the transmission input shaft. The 2-5-8 clutch input
gear drives the 1-4-7 and the 3-6-9 input gears that are solidly connected to
their shafts by an interference tapered fit. If one of these three clutches are
engaged, they cause the front section output shaft to rotate. The 2-5-8 clutch
output is directly connected to this shaft, and the other two clutches are connected
through gears. The front section output shaft is spline connected to the sun
gear for the low range (1-2-3) planetary assembly, the sun gear for the
intermediate range (4-5-6) planetary assembly, and to the clutch hub for the
high range (7-8-9) clutch. When the low (1-2-3) range clutch is engaged, the
low range ring gear becomes anchored to the housing and cannot rotate. The
low range sun gear causes the low range planet gears to rotate inside of the
stalled ring gear, causing the planetary carrier to rotate. The transmission output
shaft is an integral part of this planetary carrier and therefore rotates at the
same speed. When the intermediate range (4-5-6) clutch is engaged, the
intermediate range ring gear becomes anchored to the housing and cannot
rotate. The intermediate range sun gear causes the intermediate range planet
gears to rotate inside of the stalled ring gear, causing the planetary carrier to
rotate. The intermediate range planetary carrier is directly connected to the
low range ring gear. The low range sun gear and the intermediate range sun
gear are connected and rotating together, resulting in the low range planetary
carrier being driven at a faster speed than when the low range ring gear was
grounded. When the high range (7-8-9) clutch is engaged, the intermediate
range carrier, the low range ring gear, and the low range sun gear are rotating
at the same speed as the front input section output shaft, thus the low range
carrier also must rotate at this speed. In order to have power to the oil well
fracturing pump, one input section clutch and one output (planetary section)
clutch must be engaged.

D.C. Power Supply
Input power to the electronic control is supplied by the customer. Refer to drawing
#1019142 in Engineering Drawings. The positive lead should be connected
directly to the positive terminal of the 24 volts DC battery post with no other
loads. The circuit protection device must not exceed time/current characteristics
of an ATO type fuse. The neutral disconnect switch is actuated by a customer
supplied relay, and is used to turn the disconnectable solenoid power off when
in neutral. The system ground is through a single wire connected directly to the
battery negative. The electronic control is active when applied voltage is
between 10 and 28 volts dc.
Note: The 10 amp input power circuit protection device must

not exceed the time/current characteristics of an ATO type
fuse. If the installed device is larger or slower responding
than specified, the wiring could be damaged and the
system made inoperable.
Interruption of Power
1. Interruption of power to the electronic control for 100 milliseconds or

more will require resetting the input power to the electronic control by
cycling the key switch once the input voltage has been restored above
the 11 volt dc level.
2. The control system will be in neutral (N) on power up. This means that
after regaining power from some power fault, the electronic control will
place the transmission in N even if the transmission output shaft is
rotating.

Electronic Control System Overview
The electronic control system monitors and coordinates functions of the torque
converter and transmission system. Various external components are used to
provide inputs for the control as well as outputs for operation of the transmission/
converter system. Different operating characteristics are obtained through the
positioning of various input switches to the control system.
See Figure 1 in Operation.
The electronic control system consists of the following components:
Cables
Two cables connect the components of the electronic control system to each
other, and also to the sensors, valves, and switches that are located on the
various components in the power transmission system.
Transmission Range Selector
The transmission range selector is customer supplied, and is used to select

upshifts or downshifts into the desired transmission range. The range selector
communicates with the electronic control via the oil well fracturing rig’s J1939
data bus. An “instant neutral” switch is associated with the range selector, and
removes power from the Neutral Disconnect relay, which disconnects all clutches.

Display Unit
The display unit provides information to the operator about what range the
transmission is in, and is also used while troubleshooting system problems. It
also displays messages that may be generated by the electronic control sensing
abnormal conditions in the transmission system. The display unit contains the
switches that enable the diagnostic testing of the transmission system.
Electronic Control
The electronic control contains the computer memory that has been
programmed with the desired fracturing rig function parameters. The electronic
control relies on information provided by several discreet input devices, and
provides signals to several outputs that result in the fracturing rig performing in
the desired manner. The electronic control also monitors and responds to some
signals from the fracturing rig’s J1939 data bus.
The J1939 Data Bus is a communication link designed into the fracturing rig.
Refer to the Society of Automotive Engineers (S.A.E.) Recommended Practice
J1939 for detailed information. Electronic signals are communicated to the
J1939 Data Bus by various controllers on the fracturing rig. The transmission
control system uses this data bus to receive information from other fracturing
rig controls, and to send information to other fracturing rig controls. The display
data is communicated from the control via the data bus.

The Discreet Inputs Are:
q Transmission input speed sensor
q Transmission output speed sensor
q Transmission system oil temperature sensor
q Transmission filter differential pressure switch
q Transmission oil level switch
q Relay (customer supplied) to remove power from disconnectable

clutch valve coils when in neutral
q Dedicated ground connection to the battery negative
q Dedicated fused (10 Amp) +24 volt battery power
q Fracturing rig key switch
The S.A.E. J1939 Data Bus Inputs Are:
q Transmission range selector signal
q Work mode or Hydraulic Test mode command (if applicable)
q Potentiometer position if equipped for work mode for testing
q Torque converter lockup disable request

Based on all discreet input signals and J1939 Data Bus input signals, the
electronic control sends signals out to various devices that cause the fracturing
rig operation. The outputs are sent discreetly and also via the J1939 Data
Bus.
The Discreet Output Signals Are:
q Electrical current to the transmission range valve clutch coils used

to engage the proper clutches to provide the transmission range
desired
q Electrical current to the lockup clutch valve coil used to apply the
converter lockup clutch as needed
The S.A.E. J1939 Data Bus Output Signals Are:
q Signals to the display unit, indicating the transmission range and

direction
q Transmission input and output speed
q Transmission system oil temperature
q Status of transmission filter differential pressure switch
q Status of transmission oil level switch
q Transmission configuration and # of gears, and ratios
q Current gear status

TDEC-400 Electronic Control System Components
Electronic Control
Monitors and controls the system through two wiring harnesses that attach to
the control through three connectors. The control has no preferred mounting
orientation.
Transmission Range Selector
The transmission range selector is customer supplied. Contact closures

communicate with the electronic control the operators demand for upshifts or
downshifts from the current range. An “instant neutral” switch is available to
instantly disconnect the pump from the engine if needed.
R-1 (Warm-Up)
This range is selected by downshifting from neutral. Solenoids are energized
to select the 2-5-8 input section clutch, and the 1-2-3, and 4-5-6 planetary
clutches in the output section. This results in the transmission shafts being
locked up, stalling the torque converter output shaft. The lockup clutch is not
allowed in the Warm-up mode.
N--NEUTRAL
Torque converter lockup clutch and transmission range clutches are disengaged.
Neutral (N) will always be selected while starting the engine and during power
up of the electronic control system. A customer supplied neutral disconnect
relay will be de-energized and the neutral disconnect switch contacts opened.
Neutral will be achieved if the “instant neutral” switch is used to disconnect the
pump from the engine.
D-1
First range is engaged. This range is achieved by upshifting from neutral or
downshifting from D-2. The transmission input shaft will turn at 4.47 times the
transmission output shaft. Torque converter lockup clutch is automatically
applied based on turbine speed.

D-2
Second range is engaged. This range is achieved by upshifting from D-1 or
D-3
Third range is engaged. This range is achieved by upshifting from D-2 or
D-4
Fourth range is engaged. This range is achieved by upshifting from D-3 or
D-5
Fifth range is engaged. This range is achieved by upshifting from D-4 or
D-6
Sixth range is engaged. This range is achieved by upshifting from D-5 or
D-7
Seventh range is engaged. This range is achieved by upshifting from D-6 or

D-8
Eighth range is engaged. This range is achieved by upshifting from D-7. This
is the maximum range allowed in this application, even though one additional
range is available in the transmission. The transmission input shaft will turn at
1.00 times the transmission output shaft. Torque converter lockup clutch is
automatically applied based on turbine speed.
D-9
Ninth range is engaged. The transmission input shaft will turn at 0.798 times
the transmission output shaft. Torque converter lockup clutch is automatically
applied based on turbine speed. This range is not allowed in this transmission
application via a customer inhibit.
Signals are provided by the customer supplied range selector.

N (neutral) must be selected before the starter is engaged (so that clutches are
not being unexpectedly engaged when the engine starts).
A customer supplied neutral disconnect relay is de-energized by the range

selector, so the electronic control is not able to energize most of the solenoids
when the selector is in N. This provides a redundant neutral for safety - the
control cannot engage transmission clutches when the selector is in N.

Speed Sensors
A voltage signal is generated as each tooth of a gear moves past the sensor.
This results in an ac voltage signal with a frequency determined by the frequency
of a tooth passing the sensor. The control is programmed with the number of
teeth on the gear under the sensor and converts the frequency of pulses to
determine gear/shaft RPM. The input speed sensor is calibrated to measure
torque converter output speed (equals transmission input speed). The sensor
is mounted on the left front side of the transmission (when viewed from the
rear). The output speed sensor measures output speed of the transmission.
The control uses the input and output speed information when determining
transmission range, engagement of the lockup clutch, and work mode functions.
Resistance of the sensors is approximately 1100 ohms. The control does not
measure the voltage of the speed sensor signals; it only uses the frequency of
the pulses. The amplitude (voltage) of the signal is determined by the velocity
of the gear tooth as it passes the sensor and the gap between the gear tooth
and the end of the sensor. The sensor must be close to the gear to generate a
signal that is large enough to reach the control where the frequency is measured.
Measuring the voltage of the speed sensor signal would only be useful for
verifying that the sensor is generating a signal.
The control checks resistance of speed sensor circuits frequently. If the value
is found to be out of range, a display message is shown on the display to alert
the operator. This could indicate a fault in a wire to the sensor or in the sensor
itself. The control also calculates what range is engaged based on what
solenoids are energized and the transmission ratio. It alerts the operator if it
does not receive a frequency signal from one of the sensors when it expects to
see a signal. For example, the control will show a display message if it sees a
signal indicating output speed, a range is engaged, and it sees no signal from
the turbine/transmission input speed sensor.
Display
The dot matrix liquid crystal display (LCD) is usually installed on the control
panel for the oil fracturing rig. It indicates the transmission range that the control
has engaged. It is also used to inform the operator if the control has detected a
fault in one of the external circuits, and is used during the diagnostics test to
communicate with the operator. Two membrane switches are housed in the
display for diagnostic purposes. The diagnostic test mode is entered by
simultaneously depressing these up and down arrow buttons while cycling
power to the control via the key switch.

Clutch Valve Coils
Identical cartridge valves are used throughout the transmission system. The
cartridge valves are identified as transmission range clutch valve coils, #1
through #6, and converter lockup clutch valve coil. They are used for controlling
high pressure oil being directed to engage clutches. They are controlled with a
signal type that can control pressure full off, full on, or at intermediate levels as
needed for proper fracturing rig shifting and control. The oil flow/pressure
supplied to the clutch pack can be precisely controlled with these valves. This
is especially important when the control changes transmission ranges - turning
some clutches off and others on.
The resistance of these solenoid coils ranges approximately between 5 and

11 ohms depending on temperature.
The control is programmed with the appropriate resistance of each of the valves
and the wires to/from the valve and checks the external circuits continuously. If
it detects a value that is out of range, it shows a display message on the display
to alert the operator to check the circuit and the valve. This will alert the operator
if a wire is cut or shorted, or if the connector plug becomes disconnected, etc.
Filter Differential Pressure Switch
This sensor reacts to the pressure drop across the oil filter (inlet pressure vs.
outlet pressure). When the pressure drop reaches a high level (filter starting to
plug) the control will alert operator with a display message.
Transmission Oil Level Sensor
This customer supplied sensor will indicate EMPTY or FULL level of oil in the
transmission sump..
Transmission System Oil Temperature Sensor
This sensor is located in the torque converter outlet oil circuit. The sensor is a
variable resistance element that provides an analog signal to the control.

System Operation
Start Up
1. Select N on the range selector. This de-energizes the neutral disconnect

relay which opens the contacts disconnecting all power from the
transmission solenoids.
2. Activate the start switch to supply electrical power to the starter circuit.

Fracturing Rig Operating Modes
The control system is capable of three modes of operation: Drive mode , Work
mode, and Diagnostic mode. The application is not using the Work mode
(also known as hydraulic test mode) at the present time. The control could be
commanded to the Work mode by an appropriate signal from the J1939 Data
Bus, so will be discussed here.
Operation in Drive Mode
Electrical power is supplied to some electronic control circuits at all times.

Power is supplied to the disconnectable valve coil circuit when a gear range
has been selected with the range selector. The electronic control does a self
test sequence, and upon passing this, looks at the various input signals. If N
has been selected with the range selector, the operator is allowed to start the
engine. The electronic control continuously monitors the various inputs, and
outputs to prevent improper operation of the transmission system.
When the operator selects an upshift or a downshift, the electronic control selects
the appropriate transmission clutches to engage. If an upshift is selected, the
transmission will be shifted into D-1. If a downshift is selected, three clutches
will be engaged, R1 will be displayed, and the transmission will be locked
together internally so that the torque converter output shaft is stalled to warm
the oil.

Examples of Operation
Basic: The oil well fracturing rig has been positioned and plumbed for pumping
into an oil well. The operator starts the engine . A downshift is selected to lock
the transmission shafts to allow for heating of the transmission system oil prior
to begin pumping mud into the oil well. The control looks at all of the inputs and
decides it is appropriate to engage the clutches necessary for R-1 or warm-up.
The oil temperature is monitored, and when appropriate, an upshift to Neutral
is selected, or the instant neutral switch is actuated, placing the transmission
into neutral. When it is time to begin pumping mud, the upshift button is actuated
until the desired transmission range is reached. This could be done at any
engine speed desired. If the transmission input speed is high enough, the
torque converter lockup clutch may be automatically engaged by the control.
Upshifts or downshifts can be made based on the needs for more or less flow
into the well. The control energizes two transmission range clutch valves to
engage two clutch packs in the transmission. See drawing number 1019142 in
Engineering Drawings. Two clutch packs must be engaged in the transmission
to transmit power to the oil well fracturing rig pump. There is no automatic
shifting of the transmission in this application. The torque converter lockup
clutch can be disabled by the disable request switch. The oil well fracturing rig
mud pump can be disconnected from the engine at any time by use of the
instant neutral switch on the selector.

Normal Operation in Work Mode (also known as hydraulic test mode)
Note: That this function may not be allowed in this application,

however the transmission system is capable, and only
requires the appropriate signals over the J1939 data bus
to activate.
The work mode is available in N, D-1, D-2, and D-3. Entry into this mode
requires a signal over the J1939 data bus signaling the desired entry into the
work mode, and a potentiometer signal of the appropriate value over the J1939
data bus. A request for an upshift while in D-3 in the work mode will be ignored,
and a request for a downshift to warm-up while in Neutral and in work mode will
be ignored. If the transmission is in the warm-up range, a request for the work
mode will be ignored. Operation in the work mode requires that the input speed
remain below a predetermined level. Speed increases beyond that level will
result in the transmission being automatically be placed in Neutral. Upon entering
the work mode, and a range selected, the appropriate input section clutch will
be engaged, and the low range output section clutch (Solenoid # 4) will be
engaged at a low level, and the pressure level will be controlled with the
potentiometer signal. The converter lockup clutch is not applied in the work
mode.
The display shows the letter W and the corresponding range that the transmission
is in. Drive mode is available at any time while operating in the work mode.
When the drive mode is selected, the electronic control monitors the
transmission input and output speed, and if acceptable based on predetermined
levels, the planetary output clutch will be fully engaged. As soon as the planetary
output clutch is fully engaged, the display will again show D and the
corresponding range.

Diagnostics Test Mode
Diagnostics mode is available for controller system tests, and for ease in certain
troubleshooting procedures. These tests verify operation of the controller,
integrity and function of the external circuits, and provide a means to energize
clutches individually. Fifteen separate tests can be individually selected and
performed via the display unit. Please refer to Troubleshooting for the correct
troubleshooting procedures. This mode is entered by simultaneously depressing
the up and down arrow switches on the display unit while powering the control
by cycling the key switch off and back on.

Operational Problems
If the normal operation of the fracturing rig is not occurring. Please refer to
Troubleshooting for the correct troubleshooting procedures. A clear
understanding of the normal operation of the fracturing rig systems is essential
to understand and troubleshoot any problems.

Twin Disc, Incorporated Preventative Maintenance
Preventative Maintenance
General
Lubrication
Lubrication for the TA-90-8501 transmission and the 8-FLW-2302-0 torque

converter is accomplished by a full pressure system utilizing oil in the
transmission sump. The transmission sump is the reservoir for all oil used in
the hydraulic and lubrication systems. No lubrication is required beyond a daily
check of the transmission oil level with the sight gauges.
Transmission/Converter Overhaul Interval
A complete overhaul of the transmission and converter should be accomplished

at the same time as a scheduled engine overhaul. This is to minimize down
time. Parts indicating wear, or damage should be replaced at this time.

Preventative Maintenance Twin Disc, Incorporated
Hydraulic System
Checking Oil Level
The oil level in the transmission must be checked before each use. Procedure
for checking oil is as follows:
1. Visually inspect the transmission, converter and drive line for security of
mounting. Inspect plumbing and electrical components for security of
attachment and/or leaks. Leakage must be corrected.

2. Oil level check: It is best to check the oil level after the oil well fracturing
rig has been parked with the engine not running for at least 8 hours (or
overnight). The fracturing rig should be parked on a level surface.
a. With the engine not running, the low level sight gauge should show
full, and the hot oil level sight gauge may be full. Add oil if the low
level sight gauge does not show full.
b. Start the engine. With the engine at low idle for 1 minute, the
transmission in neutral, and with cold oil (10~35 oC) the oil level
should be visible in the low level (lower) sight gauge. Add oil as
necessary until it is seen in the low level sight gauge before
operating the oil well fracturing rig. Note that there is a low oil
level sight gauge on the front of the transmission by the hot oil
level sight gauge, and one on the rear of the transmission.
c. If the oil temperature is at operating temperature (80~100 oC),

the oil level can be checked. With the engine at low idle for 5
minutes, the transmission in neutral, the low level sight gauge
should be completely full and the hot oil level sight gauge should
show 1/4 to 1/2 full. The oil level should never be above the
middle of the hot oil level sight gauge. Any oil level
adjustments must be confirmed with a cold oil level check as
previously described.
d. If a sump heater is used when the fracturing rig is parked, the oil
temperature after the engine is idling for one minute will determine
which of the above procedures should be followed.
check procedure be sure the fracturing rig is secured from moving.

Adding Oil
The oil fill plug is located on the front face of the transmission on the left side as
viewed from the rear. Refer to Figure 5 in Operation. Add or remove oil as
needed to set proper level. Note that an optional oil fill plug is located on the
left side of the planetary section below the valves.
check procedure be sure the fracturing rig parking brakes are on. The
fracturing rig wheels should also be blocked or the fracturing rig parked
up against an immovable object.
Oil/Filter Change Interval
Change the transmission oil after every 1200 hours of operation. Change the
oil filter after each 300 hours of operation or sooner if the filter pressure indicator
shows TRAN OIL FILTER in the display.
Note: The TRAN OIL FILTER message is triggered by a switch

that senses pressure drop across the filter. As the filter
fills with contamination the pressure drop increases. A
filter may show an TRAN OIL FILTER message under
cold oil conditions at high engine speeds even though the
filter is still usable. With oil temperature between 0° and
35° C at low idle engine speed and with oil at 80° to 100°
C at any engine speed the TRAN OIL FILTER message
should not appear. If it does come on under these
conditions, the oil filter must be changed as soon as
possible.
When changing the oil in the transmission system drain the transmission sump
and the engine flywheel housing. Change the oil filter.
When installing new units or newly rebuilt units it may be necessary to replace
the oil filter after a few hours of operation. Monitor the filter pressure indicator
for the TRAN OIL FILTER message.

Recommended Oil
Oil Classification
Use specified engine oil viscosity grade that meets one of the API service
classification: CF, CF-2, CG-4, or CH-4 per SAE J138a and the requirements
of Caterpillar TO-2 and Allison C4 specifications or the requirements of MIL-L-
2104E.
Oil Viscosity
The approved viscosity for this application is SAE 10W. Some multi-viscosity
oils (SAE 15W40) have also been approved in this transmission. Contact Twin
Disc for approval.
Filter Requirement
A filter is to be installed between the main pump outlet and pressure regulating
valve. Provision is made for the filter and it is shown on the hydraulic schematic.
The Twin Disc part number for replacement filter elements is 1016502.
The Twin Disc filter or equivalent must be used to assure transmission

warranty consideration.

Periodic Visual Inspection
Periodically, inspect all transmission and converter mounting points for security
and/or damage. Re-torque any loose mounting bolts and replace any damaged
parts. Check the drive line fasteners at the converter and transmission yokes.
Check all electrical wiring components (switches, magnetic pickups, etc.) and
connections for security, chafing and/or other damage. Tighten loose
connections and replace any damaged parts. Reroute or otherwise secure
wiring to prevent chafing damage.
Control Cables and Wiring
Inspect and care for control cables and harnesses as follows:
1. The connector end of the control cable or harness must be secured to

its own support six inches back from each connector. The cable or
harness must be secured at 18-inch intervals to its own frame supports
between the cable or harness ends.
2. Keep cable or harness away from hot surfaces, moving parts and oil
locations.
3. Attach cable or harness to machine, making the connector the highest

point of the cable. If not possible, install cable or harness with drip loop.
4. Protect cable or harness with grommet, loom or flex guard at any rub
point, particularly when passing through a sheet metal hole.
5. Locate cable or harness away from potential hazards. For example, a

screw cutting through the jacket and shorting a conductor to the chassis,
welding, drilling, etc.
6. Prevent the cable from becoming a step or hand rail.
7. When mating connectors, make sure they will mate properly. Coat pins
and sockets only with dielectric compound to seal out moisture and
corrosive substances (Twin Disc part number MA890 or Dow 4
Compound.) Locate and use the connector orientation key.

8. Circular connectors must be hand tightened.
9. Cable or harness bend radius must not be less than twenty times the
cable diameter.
10. Avoid twisting or winding cable along its axis during installation or
removal.
11. Whenever mating connectors, always inspect each for damage or

defects. For example: bent pins, pushed-back sockets, broken keys,
etc.
12. Check that sure-seal connectors have clip/clamps in place.
13. Check the cable or harness tie downs. Keep cable securely fastened to
machine frame.
14. Check the condition of the cable or harness at any rub point and wherever
the cable passes through a sheet metal hole.
15. Check cable or harness for cracks, effects of vibration, abrasion,

brittleness or abuse.

Hydraulic Lines, Flexible Hoses and Connectors
Inspect all hydraulic lines, hoses, etc. for damage, sponginess, loose
connections, chafing, etc. Correct leaks and replace damaged parts. Lines,
hoses, etc. which show evidence of chafing should be replaced, rerouted, and/
or otherwise protected to prevent further damage.
Externally Mounted Components
Periodically inspect split lines between housing halves and between externally
mounted components such as valves and covers for leakage or damage. Repair
leaks and/or replace damaged parts as required.

Hydraulic System Pressure Checks
At the time of each transmission oil change the main and lube pressure of the
transmission should be checked. See Figures 3, 4, 5, and 6 in Operation for
pressure test point locations.
Prior to making pressure checks, ensure that the transmission is filled with oil
of the correct type.
Pressures should be measured with gages or instrumentation that

allows the technician to be at a safe distance from the fracturing rig
tires. Gages must be installed while the engine is not running. Pressure
checks are made with the engine running, the transmission in neutral,
and the fracturing rig parking brakes on. No one must be allowed in
front of, nor behind the fracturing rig nor near the fracturing rig tires.
Check main and lube system pressures as follows:
1. Select desired check point and install 0-300 psi (0-2000 kPa) pressure
gauge to check main and clutch apply pressures, and 0-100 psi (0-800
kPa) pressure gauge for lube system.
2. Start the engine, and shift to Warm-Up and bring the engine up to 1500
rpm. Allow the transmission oil to heat to 80° to 100° C.
3. Refer to pressure requirements in Description and Specifications.


Twin Disc, Incorporated Troubleshooting
Troubleshooting
General
This section of the maintenance manual has been prepared to assist

maintenance personnel in troubleshooting the power shift transmission and
control. When troubleshooting the equipment, always remember to consider
the entire power package of the oil well fracturing rig. Interaction between the
transmission, the engine, and the oil well fracturing rig functions are all part of
the troubleshooting process. It is suggested that you take some time to
understand the operational characteristics of the transmission power system
to more accurately diagnose the problem at hand. See Figures 1, 2, 3, 4, and
5 in Operation.
Power Transmission System Operator’s Manual #1020510 61

Troubleshooting Twin Disc, Incorporated
Pressure and Flow Test Kit
A portable pressure and flow test kit NU 2451 is available and contains the
necessary equipment to accurately test and troubleshoot the hydraulic system
of this Twin Disc unit. The kit contains pressure gauges, hoses, adapters, and
flow meters. Contact the Twin Disc Service Department, Racine Wisconsin for
specific information concerning this test kit.
One principle of troubleshooting is to start with the simple and move to the
more difficult. Check the simple items first. Run the simple test first. Then
move to the more difficult.
62 Power Transmission System Operator’s Manual #1020510

Troubleshooting Discussion
The troubleshooting discussion includes the following topics:
q Problems that do not produce a fault message in the display
q Problems that do produce a fault message in the display
q Pressure testing for troubleshooting
q Recommended testing following field service repairs
This should be performed after the installation of any major components

such as transmission or torque converter.

Problems that Show No Fault Messages in the Display
See the troubleshooting flow charts, Figures 6 through 13, in Troubleshooting.
1. Display is blank with the ignition in the on position
Possible causes:
No dc Power to the Display

Verify that the proper dc voltage (24 volts) is supplied to the transmission
display connector.
Failed Display
If the cable connections are tight but the display is still blank, the display
is defective. The oil well fracturing rig will still operate if the control unit is
functioning properly.
Replace the display unit.

2. Output driveshaft does not rotate when a forward range is

selected.
Note: If the display is blank, follow the procedures in Step 1.
Note: If the display shows N when N is selected and shows

either R when a downshift from neutral is selected, or D1
when an upshift from neutral is selected, then the display
and control unit are functioning properly.
Possible causes
Low Transmission Oil Level

With the engine not running the oil level may be above the top sight level
gauge. Start the engine and with the transmission in neutral, the engine
at low idle, watch the transmission oil level. The oil level should drop to
the normal operating range within 10 to 15 seconds.
If the oil level is low, add oil to bring to proper operating level. If the
output driveshaft now rotates properly, low oil level was the cause of
malfunction.
If oil level is high and does not drop when the engine is running, either
the oil level was set over full or the main pump is not supplying oil.
Failed Main Pump

Since the output driveline will not rotate, it is possible that the pump is
not supplying oil. Check main pressure with a pressure gage at the
transmission main pressure test port “X”. At low idle, while in neutral,
main pressure should be a minimum of 185 psi. If main pressure is at or
near 0 psi, the pump is not supplying oil to the transmission.
Pump Suction Leak

Check for leaks in the suction hose between the pump inlet and the
transmission. Suction leaks can be difficult to find. They may not leak
oil out but they may allow air into the pump causing the pump to loose
the ability to pump oil. Look for loose hose clamps, loose hydraulic
fittings, or worn spots in the suction hose. If no pump suction leaks are
found, remove and replace the main transmission pump mounted on
the torque converter.

Failed Clutch Solenoid

If there is partial or full pressure on a clutch that is not selected, then
remove and inspect the selector valve assembly. Replace the selector
valve if necessary.
Failed Clutch Pack
DO NOT GET NEAR THE DRIVESHAFTS FOR THIS TEST!
If the oil level is correct but the oil well fracturing rig output
driveshaft will not rotate, start the engine and while at low idle,
shift out of N into D, and then R. With the help of an assistant if
necessary, observe the drive shaft between the converter and
transmission. Use a mirror under the oil well fracturing rig if
necessary.
When the range selector is in the N position the drive shaft between the
converter and the transmission should be rotating. If the input drive shaft
is not rotating when in the N position, the transmission is locked-up
internally or the torque converter is not transmitting power. When N is
deselected, the input drive shaft should come to a stop quickly. If R is
selected, three clutches are deliberately engaged, thus stalling the torque
converter. If the input drive shaft stops and the output driveshaft does
not move when D1 is selected, the transmission may be locked-up
internally, or the oil fracturing pump may be locked up. If the drive shaft
does not come to a stop when shifted out of N, and the output driveshaft
does not rotate, one or more of the transmission clutches are not engaged
properly. Further testing is required to identify the problem.
Install pressure test fittings at each clutch pressure test port. See the
test port locations in Operation. Go to Test 8 of the control system tests.
With the engine running, verify that the pressure at each clutch is at full
pressure when selected and at zero pressure when not selected.
If no problems are found during the clutch pressure test, it is likely that a
clutch pack has failed. Dark or burnt smelling oil is an indication of a
failed clutch. A clutch pack may be seized, causing the clutch to be
locked up, or the clutch pack may be worn out causing it to slip. The
transmission must be removed to repair either condition.

Locked Up Oil Fracturing Pump

If no problems are detected during the clutch pressure tests, and the
transmission input driveline comes to a stop when N is deselected,
remove the output drive shaft from the transmission to verify that the
transmission is not the cause of the problem. With the transmission
output drive shaft removed, the transmission input shaft should rotate in
N and any Drive range . The transmission output flange should rotate
when any Drive range is selected by using the upshift button on the
range selector.

3. Output Driveshaft rotates in Warm-Up Mode (R)

Possible causes:
Failed Transmission Range Clutch Valve # 2, 4, or 5.

If the display indicates R but the oil well fracturing rig input driveline and/
or the output driveline rotates, run Test 8 and check pressure to the
applied clutch packs.
These can be checked by upshifting to D2 and D4. Valves # 2 and 4

are energized in D2, and valves # 2 and 5 are energized in D4. These
tests should only be done with the engine at idle speed.
If the clutch pressures are good when engaged and the drive shaft into
the transmission doesn’t stop when R is selected, run Test 8 and monitor
pressures. Remove the transmission to repair if necessary.

4. Oil well fracturing rig output driveshaft only moves in some ranges
Possible causes:
Failed Transmission Range Clutch Valve

If the display indicates a D range, and the input driveline rotates, but the
oil well fracturing rig output driveline does not rotate, run Test 8 and
check pressure to the range clutch packs.
If no pressure or abnormally low pressure exists when a clutch is

engaged, then inspect, repair or replace the clutch valve.
Failed Range Clutch

If the range clutch pressures are acceptable when the clutches are
engaged but the drive shaft into the transmission does not stop when D
is selected, and the output drive line does not rotate, then the range
clutch pack is slipping internally. Dark or burnt oil is confirmation of
clutch damage. Remove the transmission for repair.
If the range clutch pressure is acceptable when engaged, and the drive
shaft into the transmission does stop when D is selected, and the output
driveline flange does not rotate when disconnected from the oil well
fracturing rig pump, it is possible that a different clutch that should not
be engaged for the selected range is seized causing the transmission
to stall. Remove the transmission to repair.
As additional troubleshooting methods, try other forward ranges by

upshifting with the range selector. This process of elimination will help
to identify a failed clutch pack. Only run these tests with the engine at
idle speed.

5. Oil well fracturing rig will not properly drive the pump in the upper
transmission ranges when the pumping load should allow
operation in these ranges.
Possible Causes:
Too much oil in transmission

Adjust transmission oil level.
Low Converter Outlet Pressure

Measure converter outlet pressure. With the transmission in neutral,
measure converter outlet pressure at low engine idle speed and at 1950
RPM. Converter outlet pressure should be 30 psi minimum (207 kPa)
at low idle and 45 to 55 psi (310 to 379 kPa) at 1950 RPM. Values will
vary somewhat with oil temperature. Pressure well below specification
will produce poor converter performance. Check the converter pressure
regulator for a broken spring or stuck spool.
Check the transmission lube pressure as well. Low lube pressure is an

indication of low transmission main pump flow. Replace the main pump.
Low Engine Power

With N selected, fully advance the engine throttle. Maximum engine speed
should agree with the manufacturers no-load engine specification.
With the transmission in the warm-up mode, fully advance the engine
throttle. The loaded engine speed (loaded against the torque converter)
should agree with engine application specifications.
If the engine speeds do not agree with engine specifications it is possible

that the engine is not performing as expected.

Poor Engine Flywheel Scavenge

Another possibility is that the engine flywheel housing is running with too
much residual oil. The lube oil and normal leakage from the torque
converter must be removed (scavenged) from the flywheel housing and
returned to the transmission sump. This is done with the scavenge pump
mounted on the torque converter. If the oil is not completely scavenged
from the flywheel housing, the excess oil will cause drag on the engine.
This will create both heat and loss of power.
Poor flywheel housing scavenging can be detected by looking for heat

discolored paint on the torque converter housing or on the transmission
at the scavenge oil return port area. Or, after running the engine at low
idle for a few minutes, shut the engine off and feel the transmission
housing in the area of the scavenge oil return port. If this area is much
hotter than the other areas of the transmission, the scavenge return
system is not working properly.
Inspect and clean the strainer screen at the inlet side of the scavenge
pump.
Disconnect the hose at the outlet side of the scavenge pump and direct
it to a bucket. Start the engine and observe if oil is coming from the
pump. Initially the hose should run full until the oil from the flywheel housing
is evacuated. While the hose is running full, catch the oil in a 2 liter or ½
gallon container and measure the time to fill the container. At 700 RPM,
the pump should deliver 21.3 liter/minute (5.6Gal/minute) or fill the
container in about 5 to 6 seconds. When the flywheel housing is
evacuated, the hose should flow a mixture of air and oil. If the pump
outlet is below the expected value, check for damaged or loose hose or
fittings in the suction side of the scavenge pump. Also, check the drain
port at the bottom of the engine flywheel housing for obstructions.
Replace the scavenge pump if necessary.
Failed Converter
If the pump continues to deliver a solid stream of oil and the pump is
delivering as expected , it is likely that the leakage from the torque
converter is greater than normal and the scavenge pump can not keep
up. The torque converter must be removed for repair. Raise engine rpm
to approximately 1000 rpm and run for several minutes. Repeat the oil
flow measurement at this engine rpm. A solid oil stream at this rpm
supports the decision to remove the torque converter because of
excessive leakage.

6. Converter/transmission does not go into converter lockup
Repeat the engine performance and flywheel housing scavenge checks

as in step 5.
Other possible causes:
Lockup Clutch Disable Switch activated

Be sure that the switch to disable the torque converter lockup clutch is in
the proper position.
Lockup Clutch Solenoid

With the engine running at low idle go into Test 8, and select LOCKUP
to verify that the converter lockup clutch pressure is following the pressure
versus current %. Observe main pressure at the same time. Follow the
instructions as outlined in the electronic test mode section.
If lockup clutch pressure is low but main pressure remains normal, replace
the proportional valve on the converter.
Lockup Clutch
If lockup clutch pressure is low and main pressure drops significantly as
lockup is applied, then an internal leak in the lockup clutch apply section
is likely. The converter must be removed for repair.

7. Transmission and/or torque converter oil runs hot
Possible causes:
Too Much Oil in Transmission

Adjust the transmission oil to the proper fill level.
Poor Scavenge from Engine Flywheel

Follow engine flywheel scavenge checks as outlined in step 5.
Low Oil Flow Through the Converter and Cooler

Measure transmission main and lube pressures and converter outlet
pressure. Low pressure, especially low lube pressure is an indication
of low oil flow through the torque converter. Replace the transmission
main pump on the torque converter.
Cooler Not Working Properly

Check the oil well fracturing rig cooling system.

8. Transmission system loses oil
Possible causes:
Leaks in Hoses and Fittings

Check all hoses and fittings for leaks. Repair as needed.
Seal Leak Between Engine and Torque Converter

Check the engine oil. If the transmission continues to lose oil and the
engine gains oil, it is likely that the engine crankshaft oil seal at the rear
of the engine is leaking. The converter must be removed from the truck
and the engine crankshaft oil seal replaced.

9. Engine Cranking Problems
Engine Won’t Crank (N Selected)
Engine Cranks with Selector In Gear
The oil well fracturing rig engine cranking system and power supply is
discussed here, as the transmission control system criteria calls for the
engine cranking to only occur when the transmission is in neutral. The
customer supplied neutral disconnect relay circuit is between the range
selector and the oil well fracturing rig starting circuit. A comprehensive
testing of this circuit is necessary when troubleshooting engine cranking
problems.

10. Vibrations in oil well fracturing rig
Possible causes:
Unbalanced or Bent Drive Shaft

Inspect the input drive shaft between the torque converter and the
transmission, and between the transmission output flange and the oil
well fracturing rig pump. Look for bad universal joint assemblies. Verify
that the universal joints are phased properly (universal joint yokes at
each end of the center section must be parallel with each other).
Inspect cross and bearing journals for brinelling or other damage.
With the range selector in the N position, run the engine speed up slowly.
If there is vibration present in the speed range, the drive shaft between
the torque converter and transmission may be bent or out of balance.
Repair or replace the drive line.

IGNITION SWITCH ON, DISPLAY IS BLANK
Possible causes: No D.C. power to display, loose cables, failed display
IS FUSE OR CIRCUIT No
REPLACE FUSE OR
BREAKER CLOSED? RESET BREAKER
Yes
24 VOLTS PIN 1 TO 2 ON 6
PIN CONNECTOR AT No CHECK FOR BROKEN WIRES
DISPLAY?
Yes
ARE ALL SYSTEM CABLES No CONNECT AND TIGHTEN

CONNECTED AND TIGHT
Yes
SEE NEXT CHART

DOES OUTPUT DRIVE
No TITLED DRIVESHAFT
Yes
WON'T TURN, DISPLAY
SHOWS D
IF AFTER 30 SECONDS,
DISPLAY REMAINS BLANK,
REPLACE DISPLAY UNIT
Figure 6. Troubleshooting Flowchart

ENGINE RUNNING, DRIVESHAFT WILL NOT ROTATE IN FWD

DISPLAY SHOWS D
Possible causes: low oil level, failed main pump, pump suction leak, failed clutch solenoid, failed clutch pack, locked axle or brakes
IS PUMP LOCKED UP? Yes REPAIR PUMP
No
WITH ENGINE OFF, IS OIL LEVEL No

ADD OIL FOLLOWING
ABOVE TOP SIGHT GAUGE? FILL PROCEDURE
Yes
ENGINE AT IDLE, IS OIL LEVEL

ABOVE BOTTOM OF LOWER No
ADD OIL FOLLOWING
SIGHT GAUGE? FILL PROCEDURE
Yes
CHECK MAIN PRESSURE PORT X.

ENGINE AT IDLE, IS OIL LEVEL
ABOVE TOP OF UPPER SIGHT
185 minimum
GAUGE?
BELOW 185 PSI
CHECK FOR OIL PUMP REMOVE OIL TO PROPER

SUCTION LEAKS (See LEVEL
Trouble Shooting Discussion) No
Yes
REPAIR REPLACE TRANSMISSION IN NEUTRAL, IS

SUCTION OIL PUMP DRIVESHAFT TURNING
LEAKS
Yes
ENGINE OFF, DOES No
TRANSMISSION INPUT Yes
PUT SELECTOR IN RANGE, IS
DRIVESHAFT TURN EASILY DRIVESHAFT TURNING
No
RUN PRESSURE
No Yes TEST TO
DIAGNOSE TRANSMISSION IS
TRANSMISSION IS DAMAGED HYDRAULICLY LOCKED
INTERNALLY AND MUST BE UP, RUN PRESSURE
REMOVED TEST TO DIAGNOSE

OUTPUT SHAFT ROTATES IN WARM-UP (R)
Possible Causes: Failed range clutch, failed range clutch valve
DOES DISPLAY INDICATE R?

No DIAGNOSE SELECTOR
R selected
Yes
ENGINE AT IDLE, DOES

THIS IS NORMAL IN WARM-
TRANSMISSION DRIVESHAFT STOP Yes
UP
IN REVERSE?
No
RUN TEST 8 AND CHECK MAIN

MAIN - NORMAL REPAIR OR REPLACE
AND # 2, 4, AND 5 OTHER - ZERO FAULTY RANGE VALVE
RANGE VALVE PRESSURES
MAIN - NORMAL
OTHERS - LOW
MAIN - NORMAL
OTHERS - NORMAL
SWAP LOW PRESSURE

IF ALL PRESSURES ARE RANGE VALVE WITH
NORMAL, ONE OR MORE ANOTHER RANGE
CLUTCH IS SLIPPING - VALVE
REMOVE TRANSMISSION
NO CHANGE
REMOVE AND REPAIR

TRANSMISSION

OUTPUT DRIVESHAFT ROTATES ONLY IN SOME RANGES
DOES DISPLAY INDICATE A DRIVE No DIAGNOSE SELECTOR

RANGE
Yes
ENGINE AT IDLE, DOES RUN PRESSURE TEST 8

TRANSMISSION INPUT DRIVESHAFT Yes EXTRA CLUTCH MAY BE
STOP IN A DRIVE RANGE APPLIED
No
SELECT A DIFFERENT DRIVE

RANGE AND NOTE IF
TRANSMISSION DRIVESHAFT
STOPS
REPAIR OR REPLACE
RUN TEST 8 AND CHECK MAIN AND MAIN - NORMAL
CLUTCH- ZERO APPROPRIATE RANGE
RANGE CLUTCH PRESSURES
CLUTCH VALVE
MAIN - NORMAL
MAIN - NORMAL CLUTCH - LOW
CLUTCH- NORMAL
SWAP AFFECTED
IF ALL PRESSURES ARE RANGE CLUTCH VALVE
NORMAL, ENGAGED CLUTCH WITH A KNOWN GOOD
IS SLIPPING - REMOVE RANGE CLUTCH VALVE
TRANSMISSION
NO CHANGE
REMOVE AND REPAIR

TRANSMISSION

FRAC RIG WILL NOT OPERATE PUMP PROPERLY IN

UPPER RANGES, CONVERTER DOES NOT GO INTO
LOCK-UP POOR VEHICLE PERFORMANCE,
LACKS POWER
Possible causes: Low engine power, poor engine flywheel scavenge, Improper oil level, Converter Lock-up clutch or lockup clutch
range valve, improper pressures
CHECK OIL LEVEL
NEUTRAL SELECTED, OPEN

THROTTLE FULLY. ENGINE RPM No
INVESTIGATE CAUSE OF
MATCHES NO LOAD SPECIFICATION ENGINE MALFUNCTION
(APPROXIMATELY 2350 RPM)
Yes
SELECT R (WARM-UP), FULLY OPEN RUN TEST 8 ON LOCK-UP

THROTTLE. ENGINE RPM SHOULD Yes CLUTCH AND RANGE
AGREE WITH ENGINE STALL CLUTCH VALVES
TORQUE SPECIFICATION
(EXPECT 2000 to 2050 RPM)
No
PRESSURE TEST CONVERTER

AND LUBE TEST 8
IDENTIFY AND CORRECT

PERFORM CONVERTER SCAVENGE Fail PROBLEM WITH TORQUE
PUMP TEST (See Fig. 14)
CONVERTER
SERVICE Pass
Test 8, Select
ENGINE LOCKUP,followed by
MEASURE LOCKUP AND MAIN FULL ON. Both pressures
Lock-up pressure low
normal no evidence of
Main pressure normal PRESSURE IN TEST 8 slight engine lug
down when lock-up
is applied
Lock-up pressure low LOCK-UP CLUTCH IS FAILED,

REPLACE CLUTCH RANGE Main pressure drops
when lock-up clutch REMOVE AND REPAIR
VALVE ON CONVERTER is applied CONVERTER
INTERNAL LEAKAGE, REMOVE AND

REPAIR CONVERTER

HARSH SHIFTING INTO SOME RANGES
Possible causes: Worn clutch pack, slow range clutch valve, improper pressure,
improper speed signal, defective temperature sensor
RUN TEST 5, TEST 6, and TEST 7

CHECK FOR DARK OR
AND VERIFY INTEGRITY AND
BURNED SMELLING OIL
ACCURACY OF TRANSMISSION
TEMPERATURE SENSOR
PERFORM PRESSURE
TEST

TRANSMISSION / TORQUE CONVERTER RUNS HOT
Possible causes: Too much oil in transmission, poor scavenge from engine flywheel, low oil flow thru converter
and cooler, cooler not working properly
ADJUST TRANSMISSION PERFORM TORQUE

OIL TO PROPER LEVEL CONVERTER SCAVENGE
TEST
PERFORM PRESSURE INSPECT AND REPAIR

TEST COOLING SYSTEM

TORQUE CONVERTER SCAVENGE PUMP TEST
Possible causes: Excessive Torque Converter leakage, obstructed pump inlet, suction leak
IDLE ENGINE AT 700 RPM

ENGINE OFF, DISCONNECT SCAVENGE
AND MEASURE OIL FLOW
PUMP HOSE FROM TRANSMISSION.
RATE BY MEASURMENT AND
DIRECT TOWARD BUCKET
TIME. NOTE FLOW RATE.
AFTER A SHORT TIME, OIL

OIL FLOW REMAINS STEADY AT PUMP
FLOW SHOULD INCLUDE
RATED CAPACITY (APPROXIMATELY
SOME AIR, AND MEASURED
5.6GPM @ 700 RPM)
FLOW RATE SHOULD SLOW
Low Flow but converter getting

hot
CONVERTER LEAKAGE EXCESSIVE,
REMOVE AND REPAIR CONVERTER
CLEAN PUMP INLET SCREEN
AND EXAMINE DEBRIS FOR
POSSIBLE ORIGIN
CHECK FOR PUMP SUCTION

LEAKS
REPLACE PUMP

Problems that Show Fault Messages in the Display
The purpose of this section is to help troubleshoot the TDEC-400 control system.
This section is divided into component groups and/or specific fault messages.
See the following pages for specific display fault information. The diagnostics
test in Troubleshooting may be used to perform the initial tests. A volt-ohm
multimeter will be required to complete the troubleshooting.
Note: Problems are usually caused by wiring faults or other parts

of the system rather than the control itself. Voltage and
resistance measurements will be required throughout the
troubleshooting section. When making resistance
measurements, the power to the control must be off. DO
NOT use a test light to check for voltage. Control damage
can result.
Fault Message Definitions
General
The control system is designed to maintain safe operation in all modes of
operation. The system also runs special software routines in conjunction with
the main program to check system integrity. For example, if a range is engaged,
a test routine checks that the correct range clutch valves are turned on and that
all others are off. If not, the system reacts by going to neutral. At the instant
such faults are detected the operator is notified by a fault message on the
display. Only fault messages that are listed on the following pages should be
displayed. If unusual codes are displayed, use diagnostics Test 1 in
Troubleshooting to check the operation of the display.
In most instances, additional information regarding the fault can be obtained

by simultaneously depressing the two (up and down arrow button) switches on
the display while the fault message is displayed. The additional information
will contain a fault log message and in some instances, a status code. This
fault information is also logged in memory along with the date and time that the
fault occurred.

Table 1. Fault Codes
Display Message NVM Log Code Status Code TEST

CONTROL ERROR I1 thru I24 N/A Internal Control problem
PWR PROB I15 HIGH Power Test: VFILT Voltage
PWR PROB I16 LOW Power Test: VFILT Voltage
SELECT NEUTRAL Looking For Neutral Test
TRAN OIL FILTER OIL FILT PLUGGED N/A Hydraulic System Filter Differential Pressure
TRAN SYS FAULT ACC PEDL HIGH Accelerator Pedal/Throttle Position Sensor
TRAN SYS FAULT ACC PEDL LOW Accelerator Pedal/Throttle Position Sensor
TRAN SYS FAULT INPT SPD OPEN Transmission Input Speed Sensor
TRAN SYS FAULT INPT SPD SHORT Transmission Input Speed Sensor
TRAN SYS FAULT INPT SPD FREQ N/A Transmission Input Speed Sensor
TRAN SYS FAULT LOCKUP CIRCUIT Converter Lockup Clutch Valve Coil
TRAN SYS FAULT NEUTRAL FAULT N/A Neutral Disconnect Switch Test
TRAN SYS FAULT OUT1 SPD FREQ N/A Transmission Output Speed Sensor #1
TRAN SYS FAULT OUT1 SPD OPEN Transmission Output Speed Sensor #1
TRAN SYS FAULT OUT1 SPD SHORT Transmission Output Speed Sensor #1
TRAN SYS FAULT SELECTOR FAULT N/A Test via J1939 bus
TRAN SYS FAULT TranSol1 BD COMBO Transmission Range Clutch valve coil #1
TRAN SYS FAULT TranSol1 CIRCUIT Transmission Range Clutch valve coil #1
TRAN SYS OVR HEAT SYST TMP CIRCUIT Transmission oil temperature sensor
TRAN SYS OVR HEAT SYST TMP HIGH Transmission oil temperature sensor
TRAN SYS OVR HEAT SYST TMP LOW Transmission oil temperature sensor
DISPLAY FAULT Display Test
COM FAILURE SAE J1939 Message Loss
If a malfunction occurs that puts the transmission into neutral, a status

code appears and the operator must reduce the engine throttle.

Display Faults
Note: The following Fault Messages, Log Codes, and Status

Codes are arranged and listed in alphabetical order.
The TDEC-400 Display unit is a sealed non field serviceable device with two
cable connectors and a backlit dot matrix LCD screen.
Possible display faults include segments that don’t come on, stay on when they
should not, blank display, and no backlight.
One of the cable connectors is used to supply 24 volts DC and a signal from
the oil well fracturing rig light switch. The other connector attaches to the oil
well fracturing rig J1939 Data Bus. If the wiring that supplies the power is
damaged, there will not be any information displayed on the display screen.
If the connection to the oil well fracturing rig J1939 Data Bus is damaged or
missing, the display will show COM FAILURE.
Controller Test 1 is used to check the display pixels.
Controller Test 13 is used to adjust the blacklight brightness and contrast of the
display.
Note: Refer to the System Control Drawing 1019142 in

Engineering Drawings for cable and pin locations that are
identified in the Troubleshooting instructions. Note that
pin connections are identified by cable number and pin
matrix number. For example, J2C2 refers to the cable at
Junction block 2, column C, row 2.
CONTROL ERROR Fault Message - Log Code I1 through I24

The control continuously tests its internal functions, and if a problem is detected,
a Log Code will be recorded and displayed that identifies the type of problem.
Oil well fracturing rig operation may continue for a limited time, depending on
the type of internal problem. The control must be replaced except for power
problems identified as I15 and I16.

PWR PROB Fault Message
Log Code: I15, Status Code: High

This fault message indicates that the supply voltage is too high as a
result of a oil well fracturing rig power supply problem. If this condition
exists for more than 5 seconds, the control will display the message,
and after 2 minutes, will shut down. Check the oil well fracturing rig
charging system.
Log Code: I16, Status Code: Low

This fault message indicates that the supply voltage for the control has
dropped and stayed below 10 volts dc for more than 0.1 second. The
10 volts dc is necessary to sustain the outputs. The electronic control
will go to computer neutral.
Note: Voltage dropping below 10 volts dc for longer than 0.1

seconds followed by restoration of voltage above 10 volts
dc will cause the electronic control to repower (act as if
the power was turned off, then on). If a position other than
N has been selected, a SELECT NEUTRAL fault
message will appear.
Possible causes:
A. The code may appear briefly when electrical power is removed

from the control during activation of the starter or when the run
switch is turned off. This is a normal response to input power
dropping off.
B. Battery voltage low. Power is supplied to the control from the

battery via J4X2 and J4Y2. The power is then routed from J2C1
to the neutral disconnect switch in the neutral disconnect relay,
and then to J2C2 of the control. The battery ground is connected
to J4X3 and J4Y3 of the control.
C. Loose or poor connection between the control and the power

source or ground. Poor connection may briefly remove power or
limit the amount of current being supplied to the electronic control.
D. Charging system of the oil well fracturing rig not functioning

properly, resulting in low supply voltage during operation.
E. Key switch contacts are not disconnecting during the start cycle.

SELECT NEUTRAL Fault Message

This fault message will be displayed at any time that the Neutral position of the
selector must be verified for continued operation of the oil well fracturing rig.
The message will be cleared when the switches indicate that Neutral has been
selected.
TRAN OIL FILTER Fault Message -OIL FILT PLUGGED Log Code
This fault message will be displayed if the hydraulic system filter differential
pressure switch indicates a high pressure drop across the filter for more than
30 seconds. The message will be cleared when the switch indicates a normal
pressure drop for at least five seconds. This message will not affect the operation
of the transmission system.
TRAN SYS FAULT Message -- INPT SPD Log Code

This fault message will be displayed if the control recognizes an open or short
in the transmission input speed sensor circuit. The transmission output speed
sensor signal will be used to determine the engagement of the torque converter
lockup clutch, based on the range that the transmission is in. The display
message will not be cleared until the fault is corrected and the controller is
repowered by cycling the key switch. The proper impedance of the sensor when
checked by using an ohmmeter should be 1000 to 1300 ohms. This can be
checked across terminals J3E1 and J3E2 at the plug when it is removed from
the control. There should be no circuit between either of these terminals and
the chassis ground which is J4X3. If the measured impedance is not proper at
these points, the cable must be disconnected at the sensor, and at the
transmission junction to determine the location of the fault.

TRAN SYS FAULT Message -- INPUT SPD FREQ Log Code

This fault message will be displayed if the control recognizes a speed signal
from the transmission input speed sensor that is zero when there is an output
speed signal. The torque converter lockup clutch will be engaged based on
the transmission output speed and the range that the transmission is in. The
display message will not be cleared until the fault is corrected and the controller
is repowered by cycling the key switch.
The likely cause of this problem is a transmission input speed sensor that is
out of adjustment or damaged. The sensor is located on the upper left side of
the transmission. The sensor can be adjusted as follows.
A. Remove the transmission input speed sensor.
B. Thoroughly clean the transmission input speed sensor or replace if

damaged.
C. Align the gear seen through the transmission input speed sensor hole
so the gear tooth is in the middle of the hole.
D. Screw the transmission input speed sensor into the hole until it just
contacts the gear tooth.
E. Back out the transmission input speed sensor 1 to 1 1/2 turn. *
F. Use jam nut to lock the transmission input speed sensor in place (50 in-
lbs, 5.7 Nm).
* Transmission input Speed Sensor.

1 to 1 1/2 turn gap corresponds to approximately .0.060 to 0.090
in. air gap between the speed pickup tip and the top of the gear
tooth.

TRAN SYS FAULT Message -- LOCKUP Log Code -- CIRCUIT

Status Code
This fault message will be displayed if the control detects a short or open circuit
to the torque converter range clutch valve. The valve will be turned off, and the
message displayed. Operation of the oil well fracturing rig will continue, however
the torque converter lockup clutch will not be available. The message will be
displayed until the problem is addressed, and the control power cycled by the
key switch. The circuit can be checked by removing the J4 cable and checking
terminals J3J1 and J3J2, If the measured impedance is not proper at these
points, the cable must be disconnected at the sensor, to determine the location
of the fault. The proper coil impedance is 5 to 11 ohms.
TRAN SYS FAULT Message -- NEUTRAL FAULT Log Code

This fault message will be displayed if the neutral disconnect relay switch and
the current gear status are not in agreement. The control will put the system
into computer neutral until the neutral disconnect switch and the current gear
status are in agreement. The fault message will clear from the display, however
will be logged into the control memory.

TRAN SYS FAULT Message -- OUT1 SPD Log Code

This fault message will be displayed if the control recognizes an open or short
in the transmission output speed sensor circuit. The display message will not
be cleared until the fault is corrected and the controller is repowered by cycling
the key switch. The proper impedance of the sensor when checked by using an
ohmmeter should be 1000 to 1300 ohms. This can be checked across terminals
J3A1 and J3B1 at the plug when it is removed from the control. There should
be no circuit between either of these terminals and the chassis ground which is
J4X3. If the measured impedance is not proper at these points, the cable must
be disconnected at the sensor, and at the transmission junction to determine
the location of the fault.
Note: If both the transmission input speed sensor and the

transmission output speed sensor fail simultaneously
while the oil well fracturing rig is pumping, the following
will happen:
A. The torque converter lockup clutch range valve will be de-energized.
B. The present transmission range will be held until the operator selects
neutral.
C. Warm-up will not be allowed.
The above actions will be maintained until the fault is corrected and the control
is repowered by cycling the key switch.

TRAN SYS FAULT Message -- OUT1 SPD FREQ

This fault message will be displayed if the control recognizes a speed signal
from the transmission output speed sensor that is zero when the transmission
is in gear, and there is an input speed signal. Shifts from neutral to forward will
be inhibited based on the transmission input speed. The display message will
not be cleared until the fault is corrected and the controller is repowered by
cycling the key switch.
The likely cause of this problem is a transmission output speed sensor that is
out of adjustment or damaged. The sensor is located near the output shaft of
the transmission. The sensor can be adjusted as follows.
A. Remove the output speed sensor.
B. Thoroughly clean the output speed sensor or replace if damaged.
C. Align the gear seen through the output speed sensor hole so the gear
tooth is in the middle of the hole.
D. Screw the output speed sensor into the hole until it just contacts the
gear tooth.
E. Back out the output speed sensor 1/4 to 1/2 turn. *
F. Use jam nut to lock the output speed sensor in place (50 in-lbs, 5.7
Nm).
* Transmission Input Speed and Output Speed Sensor.

1/4 to 1/2 turn gap corresponds to approximately .016 to .032 in.
air gap between the speed pickup tip and the top of the gear
tooth.

TRAN SYS FAULT Message -- SELECTOR FAULT Log Code

This fault message will be displayed if the control detects an invalid signal in
the selector circuit via the J1939 data bus. The transmission will be placed in
computer neutral until the fault is corrected. The fault message will clear from
the display, however will be logged into the control memory. If the Neutral
Disconnect relay contacts and the Selector data that indicates neutral do not
agree, the transmission will be placed in Computer Neutral by the controller
until the data agrees.
Troubleshooting Test 3 and Test 4 can be used to test the opening and closing
of individual relay contacts and the J1939 data from the selector.
A closed switch has approximately 0 OHMS of resistance.
An open switch has resistance too large to be measured.
TRAN SYS FAULT Message -- TranSol# (1 through 6) Log Code BD

COMBO Status Code
This fault message will be displayed if the control detects current to a solenoid
that is not required for the transmission range that the control has selected.
Computer Neutral will be selected and the message displayed until the problem
is addressed, and the control power cycled by the key switch. The circuit can
be checked by removing the J4 cable and checking the appropriate terminals
as identified in the chart that follows. The proper impedance for each coil is 5
to 11 ohms.

TRAN SYS FAULT Message -- TranSol# (1 through 6) Log Code

CIRCUIT Status Code
This fault message will be displayed if the control detects an open circuit to the
appropriate transmission range clutch valve. Computer neutral will be selected,
and the message displayed until the fault is corrected and the control power
cycled by the key switch. The circuit can be checked by removing the J4 cable
and checking the appropriate terminals as identified in the chart that follows.
The proper impedance for each coil is 5 to 11 ohms.
Table 2. Transmission Solenoid Listing
Log So lenoid Co nnector Co ntacts Approximate

Co de Energized Resistance
Oh ms
T ranSol1 1 J4 J4S1 and J4S2 5 to 11
T ranSol2 2 J4 J4N2 and J4 N3 5 to 11
T ranSol3 3 J4 J4M2 and J4M3 5 to 11
T ranSol4 4 J4 J4L1 and J4L2 5 to 11
T ranSol5 5 J4 J4P1 and J4T1 5 to 11
T ranSol6 6 J3 J3K1 and J3 J3 5 to 11
An intermittent status code may be caused by an intermittent or a

temperature sensitive fault in the valve or the wires between the control
and the valve. Look for any trends in occurrence of the status code,
such as only when transmission oil is cold or hot. Try to check valve and
harnesses immediately after an intermittent code occurs.

Unplug the pigtail of the indicated valve and measure the resistance of
the solenoid valve itself. Expected resistance values are listed in Table
2. Place ohmmeter leads on the two sockets corresponding to the
solenoid in question. See Table 2. A proper ohmmeter reading for the
solenoid is shown in the chart. Also verify that the solenoid leads are not
shorted to the chassis by measuring resistance between the connector
and the transmission housing, there should be no connection.
A. If an incorrect resistance is measured at the valve pigtail, the

fault is in the pigtail wires or in the internal coil of the valve. Valve
may need to be replaced.
B. If correct resistance is measured into the valve and there is no

connection to the chassis, reconnect the harness to the valve.
a. Unplug the J4 cable from the electronic control.
b. Measure the resistance between the contacts shown.

Resistance value should be the same as measured at
the valve itself. If the resistance is very high, there is a
fault in one of the harnesses from the control to the valve
or there is a poor connection in one of the cable
connections.
c. If the resistance measured is very low, the two wires going

to the valve are shorted together in the harnesses between
the control and the valve.
d. If the correct resistance is measured between the

connections shown, check for connections between the
solenoid wires and other wires in the harness or
connections to the chassis. Place the ohmmeter on the
first contact shown in the chart for the valve indicated.
Measure the resistance to each of the other contacts in
the P4 harness and also to the chassis.

TRAN SYS OVR HEAT Message -- SYST TMP Log Code CIRCUIT
Status Code
This fault message will be displayed if the transmission temperature signal is
well outside of the range that would indicate a possible oil temperature condition.
Operation of the oil well fracturing rig will continue. The display message will
not be cleared until the fault is corrected and the controller is repowered by
cycling the key switch.
TRAN SYS OVR HEAT Message -- SYST TMP Log Code HIGH
Status Code
above the normal transmission operating level. Normal operation of the oil well
fracturing rig will continue. The fault message will clear from the display when
the transmission temperature returns to normal, however a code will be logged
into the control memory.
TRAN SYS OVR HEAT Message -- SYST TMP Log Code LOW
Status Code
below the normal transmission operating level. Normal operation of the oil well
fracturing rig will continue. The fault message will clear from the display when
the transmission temperature returns to normal, however a code will be logged
into the control memory.

CONTROL SYSTEM FAULT MESSAGES 1
DISPLAY STATUS
LOG CODE CAUSE ACTION
MESSAGE CODE
INTERNAL
CONTROL REPLACE
I1 - I24 CONTROL
ERROR CONTROL
PROBLEM
CHECK
VOLTAGE TOO CHARGING
PWR PROB I15 HIGH
HIGH SYSTEM
RUN TEST 2
CHECK
VOLTAGE TOO VOLTAGE
PWR PROB I16 LOW
LOW SUPPLY
RUN TEST 2
SELECT NEUTRAL NOT SELECT

NEUTRAL SELECTED NEUTRAL
FILTER
TRAN OIL OIL FILT DIFFERENTIAL WARM OIL OR
FILTER PLUGGED PRESSURE CHANGE FILTER
HIGH
HIGH J1939 DATA

TRAN SYS CHECK J1939
ACC PEDL SIGNAL
FAULT BUS
LOW MISSING

DISPLAY STATUS
MESSAGE CODE
OPEN RESISTANCE
TRANSMISSION
TRAN SYS 1000 TO 1300
INPT SPD INPUT SPEED
FAULT OHMS
SHORT SENSOR
RUN TEST 5
TRANSMISSION ADJUST OR
TRAN SYS INPT SPD
INPUT SPEED REPLACE
FAULT FREQ
SENSOR SENSOR
OPEN CIRCUIT-
LOCKUP RESISTANCE
TRAN SYS
LOCKUP CIRCUIT VALVE COIL SHOULD BE 5
FAULT
IMPEDANCE TO 11 OHMS
RUN TEST 5
NEUTRAL
TRAN SYS NEUTRAL
DISCONNECT RUN TEST 4
FAULT FAULT
SWITCH
OPEN RESISTANCE
TRANSMISSION
TRAN SYS 1000 TO 1300
OUT1 SPD OUTPUT SPEED
FAULT OHMS
SHORT SENSOR
RUN TEST 5
TRANSMISSION ADJUST OR
TRAN SYS OUT1 SPD
OUTPUT SPEED REPLACE
FAULT FREQ
SENSOR SENSOR
RANGE/
TRAN SYS SELECTOR DIRECTION
RUN TEST 3
FAULT FAULT SELECTOR
SWITCHES
OPEN CIRCUIT-
TRANSMISSION RESISTANCE
CIRCUIT
RANGE CLUTCH SHOULD BE 5
VALVE COIL # TO 11 OHMS
TRAN SYS RUN TEST 5
TranSol#
FAULT
TRANSMISSION
BD WRONG COILS
RANGE CLUTCH
COMBO ENERGIZED
VALVE COIL #


DISPLAY STATUS
MESSAGE CODE
SYSTEM REPAIR OR
CIRCUIT TEMPERATURE REPLACE
CIRCUIT BAD RUN TEST 5
INVESTIGATE
SYSTEM
TRAN SYS HOT OIL OR
SYST TMP HIGH TEMPERATURE
OVR HEAT SENSOR
HIGH SIGNAL
RUN TEST 7
INVESTIGATE
SYSTEM
COLD OIL OR
LOW TEMPERATURE
SENSOR
LOW SIGNAL
RUN TEST 7
CHECK CABLE -
DISPLAY IF GOOD,
DISPLAY TEST
FAULT REPLACE
DISPLAY
J1939
COM DISPLAY CHECK J1939
MESSAGE
FAILURE FAULT BUS
LOSS

Diagnostic Test
General
See Figure 14 in Troubleshooting.
A test routine is included within the control to aid in troubleshooting the external
components of the control system. It is also helpful in troubleshooting the
transmission and torque converter.
The troubleshooting mode is entered by simultaneously depressing the up and

down arrow buttons on the display unit face while applying power to the control
by turning the key switch off and back on.
The following chart shows the required engine running status for the available
tests.
Oil well fracturing rig brakes should be applied during all testing.

Table 3. Engine Status for Diagnostic Testing
Running Stopped
Test Engine Engine
Required Required
Test 1: Display Test NO NO
Test 2: Power Supply Test NO NO
Test 3: Range/Direction Selector Test NO YES
Test 4: Discrete Switch Test NO YES
Test 5: GP4 Controller Boundary Scan Test NO YES
Test 6: Speed Sensor & Engine Load Readout Test YES NO
Test 7: Miscellaneous Sensor Readout Test NO NO
Test 8: Powered Coil Test YES NO

Test 9: Converter Stall Torque Speed and Transmission Clutch Check YES NO
Test 10: Communication Link Tests NO NO
Test 11: Speed Out Test NO NO
Test 12: Warranty Date and Software/Hardware Version NO NO
Test 13: Adjust Display NO NO
Test 14: Sensor Calibration NO NO
Test 15: Fault Log NO NO

Test 1. Display Test
Upon entering the Troubleshooting Mode, the display test will be entered
automatically. DISPLAY TEST will appear. After two seconds, all display
segments/pixels will be displayed. After five seconds, the display will begin
alternating between DISPLAY TEST (for one second), all segments/pixels (for
one second), and the firmware checksum, CHECKSUM XXXX. Test 1 may
be exited by depressing either the up or down arrow button. If the down arrow
button is pushed, the next display will be 2 POWER TEST. If the up arrow
button is pushed, the next display will be 15 FAULT LOG. Subsequently pushing
the up or down arrow button will scroll through the list of possible tests, numbered
1 through 15 (in either direction). When the desired test identifier is displayed,
the test can be entered by simultaneously depressing the up and down arrow
button.
Test 2. Power Supply Test
The following sub-menu items will be displayed: SUPPLY POWER, INTERNAL

POWER, EXIT TEST. These are scrolled through by depressing the up or
down arrow button. To enter one of the tests, simultaneously depress both the
up and down arrow button. Once entered, the sub menu test may be exited by
pushing the up arrow button.
SUPPLY POWER will display the oil well fracturing rig voltage level that is
supplied to the control with a resolution of 50 mv (.05 volts). Below 8 volts will
indicate a blank display, and above 50 volts, the display will flash 50.00 V.
INTERNAL POWER will test five internal controller voltages. If they are all
within the allowable range, the display will show TEST PASSED. If any are out
of range, the display will indicate the voltage name and the word FAILED. The
internal voltage names are: ANAREF, VSUST, SREFV, VCLAMP, and
SNSAMPV. The control must be replaced if one of these voltages are failed.
EXIT TEST will return the control to the main menu at the same point that it was
when the test was entered.

Test 3. Range/Direction Selector Test
During this test, the display will communicate with the push-button range selector
via the J1939 data bus, and indicate the selection as seen by the control. If
improper data is detected in any position, INVALID POSITION will be displayed
(including between positions). Verify that the display matches the position of
the selector.
The following positions can be tested:
q Upshift
q Downshift
To exit Test 3, momentarily depress the up arrow button. The control will return
to the main menu at the same point that it was when the test was entered.
Test 4. Discrete Switch Test
The following sub-menu switches will be listed by depressing the up arrow button:
OIL FILT, OIL LEVEL, LOCKUP OFF, MODE SEL, NEUT DIS, and EXIT
TEST. Select the desired option by simultaneously depressing the up and
down arrow button on the display. The switch relay contact status will be shown
on the lower line of the display.

Test 5. GP4 Controller Boundary Scan Test
Two options will be displayed on the sub-menu: RUN TEST and EXIT TEST.
Note that the engine should not be running to enter this test. Upon selecting
RUN TEST, the control will automatically check all speed sensor and coil circuits
for continuity and miscellaneous sensors to verify that the signal is in the proper
range. The selector must be removed from neutral to run this test. DESELECT
NEUTRAL will be displayed if the selector is left in neutral. The display will
show TESTING, followed by TEST PASSED if all functions are normal.
Depressing the up arrow button or moving the selector to neutral will terminate
the test and display EXIT TEST. If a fault is detected in a speed sensor circuit,
the top half of the display will indicate which sensor is being tested, (OUT1
SPD, OR INPT SPD) and the bottom half of the display will indicate OPEN or
SHORT.
OPEN means that the circuit is open or connected to a positive power

source.
SHORT indicates that the circuit is internally shorted or connected to

the chassis.

If a fault is detected in a valve coil circuit during the testing, the top half of the
display will indicate which coil is being tested, (LOCKUP, TranSol1, TranSol2,
TranSol3, TranSol4, TranSol5, or TranSol6) and the bottom half of the display
will indicate one of the following: FAULT 1, or FAULT 2. Refer to the sketch
below as a guide.
FAULT 1 - Lead A or lead B open; or Lead B connected to ground.
FAULT 2 - Lead A connected to ground; Lead A or lead B connected to

positive voltage; or Leads A and B connected together (low coil
resistance)
Control
Figure 17. Valve Coil Fault Schematic
If a miscellaneous sensor circuit voltage is found to be out of range during the

testing, the out of range sensor circuit will be indicated on the display (ACC
PEDL or SYST TMP). If one of these sensors is found to be out of range, Test
7 should be run to further identify the problem. If a sensor or coil fault is displayed,
it will remain until the up arrow button is depressed to continue. TESTING will
be displayed until all sensors have been tested, followed by EXIT TEST.
Selector must be in neutral to exit this test and return to the main menu.

Test 6. Speed Sensor Readout Test
The transmission input speed (INPT SPD), transmission output speed (OUT1
SPD), and EXIT TEST can be displayed during this test. The choices are
displayed on the first line of the display, and when selected, the appropriate
data is selected on the second line. The speed data will be displayed as XXXX
RPM.
Test 7. Miscellaneous Sensor Readout Test
The accelerator pedal position (ACC PEDL),and transmission input

temperature (SYST TMP) can be displayed during this test. The accelerator
pedal position will be displayed with a percent of full travel such as 25% that is
obtained from the oil well fracturing rig’s J1939 Data Bus. Note that if the oil
well fracturing rig is not equipped with a work mode switch, it may not have an
accelerator pedal potentiometer. The oil temperatures will displayed as xxx
°
C. The data value will be displayed until the up or down arrow button is pressed,
and when EXIT TEST is selected, the control is returned to the main menu.
Note: The resistance of the temperature sensor should be

between 800 and 1800 ohms, and should measure
approximately 968 ohms at 77° F.

Test 8. Powered Coil Test
Note: Tests 8 and 9 may be used to verify torque converter

and transmission clutch engagement. The engine must
be running to perform these hydraulic tests. The oil well
fracturing rig parking brakes must be applied, by the
operator, during these tests to prevent oil well fracturing
rig movement. Pressure gauges will be required to verify
that each clutch is engaging to its proper value. The
display shall show the identifier of the coil commanded
on.
This test will allow individual transmission or converter clutch valve coils to be
energized at any level for pressure testing. The following list identifies the
selectable menu. The display will flash DESELECT NEUTRAL if the selector
is not moved out of the Neutral position when the test is entered.
LOCKUP = Converter Lockup Clutch Valve Coil
TranSol1 = Transmission Range Clutch Valve Coil #1
EXIT TEST = Exit to Main Menu

After selection of an individual coil, a sub menu will be displayed, showing the
following options: FULL ON, MODULATE, PRESET, and EXIT SUB MENU.
If FULL ON is selected, the selected coil will be powered with full on current.
The display will show the coil selected and display FULL ON. Depressing the
up arrow button will turn the coil off and go back to the sub menu.
If MODULATE is selected, the selected coil can be toggled on in increments of

5% of full current with the use of the up arrow button. It can be reduced in
increments of 5% of full current with the use of the down arrow button. The
display will identify the coil selected, the percentage of full current, and the
current value. (Example: TranSol2 55% .13A) The test can be terminated by
reaching 100% with the use of the up arrow button, or by simultaneously
depressing both the up and down arrow buttons at any time. These actions will
both result in EXIT SUB MENU being displayed.
If PRESET is selected, current to the selected coil will be ramped linearly from
zero to full current in 15 seconds, and then from full current to zero current over
the next 15 seconds. This cycle will be continuously repeated until the up arrow
button is pushed. This will turn the current to zero, and return the control to the
sub menu listing the choices. While the cycling is continuing, the display will
identify the coil, the percentage of full current, and the current level.
If the range selector is moved into the neutral position after FULL ON,
MODULATE, or PRESET has been selected, the test will be terminated, current
turned off, and DESELECT NEUTRAL will be displayed.

Table 4 shows expected pressure values for the electric modulating valves tested
in troubleshooting Test 8. The oil temperature range is between 100° F and
180° F, and the system main pressure is 250 psi or less, and SAE 10W oil is
used. The pressure at an intermediate setting is not affected by the main supply
pressure, but will level off when main pressure is reached. The important things
to consider when testing a valve are that there should not be any pressure at
zero current, and full pressure when 100 is displayed. The orientation of the
axis of the valve coil with respect to the horizontal plane affects the
resulting pressure. The maximum pressure results when the coil axis is
vertical with the coil end up. Conversely, the minimum pressure results
when the coil axis is vertical with the coil end down. A plot of pressure vs.
current should result in a reasonably smooth line from minimum current to
maximum current.
Table 4. Proportional Valve Pressure Chart
Current Pressure Pressure

% of full minimum maximum
0 0 0
5 0 0
10 0 0
15 0 0
20 0 0
25 0 0
30 0 15
35 3 29
40 10 46
45 30 70
50 52 90
55 74 110
60 93 129
65 112 148
70 135 170
75 155 189
80 177 210
85 195 230
90 218 246
95 230 255
100 241 255

Test 9. Converter Stall Torque Speed and Transmission Clutch Check
Test 9 may be used to verify proper operation of the transmission, torque

converter, and engine. Note that the oil well fracturing rig pump will be driven
during this test. If sufficient hydraulic resistance exists on the well, the pump
may not turn, thus stalling the converter. The engine must be running to perform
this test. The test must be entered with the selector in neutral. Once 8th is
selected, DESELECT NEUTRAL will be displayed until the upshift button is
pushed. The transmission will be shifted into 8th range, and the display will
indicate 8th ENGAGED. The transmission will remain engaged until the up
arrow button is pushed or the selector is moved to the neutral position. This
test should only be performed for short periods of time to allow the transmission
system oil temperature to cool sufficiently.
During the operation of test 9, it is necessary to have all personnel and

any obstacles clear of the oil well fracturing rig. If the oil well fracturing
rig pump is not sufficiently loaded, the transmission output speed will
accelerate in 8th range. Operation can be stopped by any of the
following.
q Selecting N
q Turning the oil well fracturing rig power off
q Depressing the up arrow button on the Display
Test 10. Communication Link Tests
This test may be used to confirm the functionality of an externally installed RS232
communication link. This test requires special test harnesses, and is only used
by qualified electronic technicians. Listed selections are RS232 and EXIT
TEST. If the test is entered, and proper connections are made, the message
will be BAD LINK CONNECT Rx TO Tx or WORKING.

Test 11. Speed Out Test
There are no speed outs in this application. The only option available if this
test is entered is EXIT TEST.
Test 12. Warranty Date and Software/Hardware Version
Four submenu items are available during this test: SOFTWARE VERSION,
HARDWARE VERSION, WARRANTY DATE, and EXIT TEST. If
SOFTWARE VERSION or HARDWARE VERSION are selected, the part
number and the version will be displayed. Depressing the up arrow button will
result in the sub menu again being displayed. If WARRANTY DATE is selected,
the date shall be taken from memory and displayed as DDMMMYY, unless the
warranty has not been initialized, and it will then display NOT STARTED.
Test 13. Adjust Display
Four sub menu items are available during this test: ADJUST BACKLITE,
ADJUST CONTRAST, FACTORY DEFAULT, and EXIT TEST. If ADJUST
BACKLITE is selected, three options are ADJUST BRITENES, SET MIN
VALUE, and EXIT SUB MENU. If ADJUST BRITENES is selected, the display
will indicate ADJUST NOW, and the brightness level can be adjusted by the up
and down arrow buttons. The SET MIN VALUE will apply the lowest allowable
setting to the brightness. EXIT SUB MENU will again display the first sub
menu options. Selecting ADJUST CONTRAST will display ADJUST NOW,
and allow the contrast to be adjusted by the up or down arrow buttons.
Simultaneously depressing the up and down arrow buttons will display the first
sub menu options. Selecting FACTORY DEFAULT will return the brightness
and contrast will be reset to the factory default condition. The message,
WORKING, will be displayed for two seconds to indicate that the action is
complete. After FACTORY DEFAULT is again displayed, the test can be exited
by simultaneously depressing the up and down arrow button, and then selecting
EXIT TEST.

Test 14. Sensor Calibration
There are no analog sensors that can be calibrated in this application. The
only option available if this test is entered is EXIT TEST.
Test 15. Fault Log
This test gives limited access to the memory Log Code with the date and time
of occurrences of logged fault messages. The following are the sub menu
choices with a description of the contents. Note: The acronym NVM refers
to the Non Volatile Memory in the control.
ALL FAULTS = Record of all faults written to NVM
SPEED = Record of Speed Sensor faults written to NVM

SENSORS
RANGE = Record of Range/Direction Selector faults written

SELECTOR to NVM
SWITCHES = Record of Discrete Switch faults written to NVM
MISC SENSORS = Record of Miscellaneous (analog) Sensor faults

written to NVM
COILS = Record of Valve Coil Driver faults written to NVM
POWER = Record of Power Supply faults written to NVM

SUPPLIES
INTERNAL = Record of Internal Controller faults written to NVM

FAULTS
COMM FAULTS = Record of Communication faults written to NVM
EXIT TEST = Exit to Main Menu

When any selection is made other than EXIT TEST, the sub menu of SHORT
LOG LIST, LONG LOG LIST, and EXIT SUB MENU will be displayed.
Selecting the SHORT LOG LIST will allow scrolling (by using the up and down
arrow buttons) through any faults that had been logged into memory since the
memory was last cleared. The logged code, date, and time for any faults logged
for the category selected, will be displayed, followed by the message END OF
LOG. If no messages have been logged, the message NO LOG FAULTS will
be displayed. The short log list can be cleared by depressing and holding the
up arrow button for six seconds when at the beginning of the fault list. If this is
done, the message CLEARING SHORT LG will be displayed while the clearing
is occurring. Once cleared, the message, NO LOG FAULTS will appear.
Selecting the LONG LOG LIST will allow scrolling through any faults that had
been logged into memory (by using the up and down arrow buttons). The
logged code, date, and time for any faults logged for the category selected, will
be displayed, followed by the message END OF LOG. This list of faults can
not be cleared. If the allocated memory capacity is exceeded, the “first in”
faults will be overwritten. If no faults have occurred, NO LOG FAULTS will be
displayed. Simultaneously depressing both up and down arrow buttons will
exit the sub menu, and EXIT SUB MENU must be selected to return to the
main menu. Selecting EXIT TEST will return the control to the main menu. Exit
the Test Mode by cycling the key switch off and back on.

CONTROL SYSTEM TROUBLESHOOTING 1

These rules apply to each of the test sequences on the following pages:
v Simultaneously press both up and down arrow buttons while powering with the key
switch to enter the test sequence
v Simultaneously press both up and down arrow buttons to select any displayed test from
the menu selection
v Press down button to scroll through menu selection in order shown
v Cycle power to exit testing
v DISPLAY This shape shows exactly what is seen in the display
v ACTION This shape shows an action that must be accomplished
v SEC This shape shows a time delay that is programmed
v This shape shows a decision that is reached
1 DSPLAY
TEST PRESS UP OR
DOWN
ARROW OR
1 DSPLAY 2 SEC ALL DOTS 5 SEC ALL DOTS BOTH TO EXIT
TEST DELAY ON DELAY ON TO MAIN
MENU
CHECKSUM
XXXX
SUPPLY
X.XX V
POWER
PRESS UP
2 POWER INTERNAL TEST BUTTON
TEST POWER PASSED TO EXIT
OR SUB MENU
EXIT TEST XXXXX
FAILED
IF FAILED
REPLACE
CONTROL


UPSHIFT,
PRESS UP
DNSHIFT
3 SLECTR BUTTON
TEST OR TO EXIT
INVALID SUB MENU
POSITION
OIL FILT
OPEN OR CLOSED
OIL LEVEL
FULL OR EMPTY
4 SWITCH NEUT DIS
TEST OPEN OR CLOSED
MODE SEL
OPEN OR CLOSED
LU OFF
OPEN OR CLOSED
EXIT TEST
DESELECT INPT SPD

5 SCAN ENGINE NEUTRAL OPEN OR SHORT
TEST OFF
MOVE OUT1 SPD
SELECTOR OPEN OR SHORT
RUN TEST FROM LOCKUP
NEUTRAL FAULT 1 OR FAULT 2
EXIT TEST
TESTING TranSol#
OR FAULT 1 OR FAULT 2
TEST
PASSED ACC PEDL
SYSTTMP
PRESS UP BUTTON
OR SELECT
NEUTRAL
PRESS UP BUTTON
TO CONTINUE THRU
TEST


OUT1 SPD
XXXX RPM
SYST TMP
6 SPEED INPT SPD 7 SENSOR XXX OC
RD TEST XXXX RPM RD TEST ACC PEDL
XX%
EXIT TEST EXIT TEST
8 COIL DESELECT COIL ID

FULL ON
TEST NEUTRAL FULL ON
LOCKUP COIL ID
MODULATE
XX% .XXA
MOVE
SELECTOR COIL ID
PRESET
FROM TranSol# XX% .XXA
NEUTRAL EXIT SUB
MENU
EXIT PRESS UP
TEST ARROW OR
SELECT N
SELECT
NEUTRAL PRESS UP OR DOWN
ARROW TO CHANGE
5% PRESS BOTH OR
SELECT N TO EXIT
PRESS UP
ARROW OR
SELECT N
MOVE
DESELECT SELECTOR 8th
8th
9 STALL NEUTRAL FROM ENGAGED
TEST NEUTRAL
EXIT TEST
MOVE SELECTOR TO NEUTRAL
TURN VEHICLE POWER OFF
SELECT
OR PRESS UP ARROW
NEUTRAL


RS232
BAD LINK
RS232
10 COMM
CONNECT
TESTS PRESS UP
RX TO TX
ARROW OR
EXIT TEST SELECT N
11 SPEED
OUT TEST EXIT PRESS BOTH UP AND DOWN BUTTON TO EXIT
SOFTWARE
VERSION XXXXXXXX
HARDWARE XXX
12 VERSN VERSION
DDMMMYY
WARRANTY WARRANTY PRESS UP
OR BUTTON
DATE
NOT TO EXIT
EXIT TEST STARTED
ADJUST ADJUST ADJUST

BACKLITE BRITENES NOW
SET MIN 2
13 ADJST WORKING
VALUE SEC
DISPLAY
EXIT SUB
PRESS UP TO INCREASE
MENU
PRESS DOWN TO
DECREASE
PRESS BOTH TO EXIT
ADJUST ADJUST
CONTRAST NOW
FACTORY 2
WORKING SEC
DEFAULT
EXIT TEST

14 SENSR Note: Sensor information comes

EXIT TEST from J1939 Data Bus and
CALIBRTN
cannot calibrate that data
15 FAULT
LOG
DEPRESS BOTH
SWITCHES TO CLEAR SHORT
ALL EXIT TEST FAULTS BY
FAULTS HOLDING UPARROW
FOR SIX SECONDS
SPEED SCROLL THRU AT BEGINNING OF
SENSORS FAULTS WITH UP LIST
SHORT OR DOWN
RANGE LOG LIST ARROW
SELECTOR
OR
SWITCHES NO LOG CLEARING

FAULTS SHORT LG
MISC
SENSORS
SCROLL THRU
AFTER 2 SECONDS
COILS LONG FAULTS WITH UP
FAULT, DATE, AND
LOG LIST OR DOWN
TIME WILL SCROLL
POWER ARROW
SUPPLIES
INTERNAL
DEPRESS BOTH
FAULTS
SWITCHES TO
COMM EXIT TEST
FAULTS EXIT
SUB MENU END OF
EXIT TEST LOG

Pressure Test of System
Note: Measurement and recording of all of the pressures listed

can be very helpful in determining the cause of and a
solution to a problem. A shortcut taken here to only
measure the pressure that is of concern can result in
erroneous conclusions.
Install quick connect fittings on the following ports. Refer to Figures 2 through 5
in Operation.
q Main pressure
q Converter outlet
q Lube
q Lockup clutch
q Clutch 1
q Clutch 2
q Clutch 3
q Clutch 4
q Clutch 5
q Clutch 6

Multiple gauges should be used, otherwise fewer gauges must be moved to

accomplish the test. One fitting with a short open ended hose should be used
to vent the suggested port. The measurement of leakage from the vented port
will aid in determining if internal leakages could be causing partial application
of the opposing clutch on the same shaft. It is normal that a few drips will be
present from the vented location when the opposing clutch is engaged. A steady
stream may be an indication of excessive leakage due to seal ring damage.
Refer to Troubleshooting for instructions for Test 8 procedures.
Engine speed should be held at approximately 715 rpm during test if possible.
If not possible, run complete test at a consistent engine rpm.
Oil temperature should be warmed to operating temperatures if possible. If

not, this must be taken into consideration during the analysis of the results.
Use Test 8 to select the converter and transmission range clutch coil. Use the
FULL ON option when recording pressures in Table 5 in Troubleshooting.
Troubleshooting the proportional effects of the shift profiles requires that
pressure versus current be measured using the MODULATE option, and
recorded in Table 6 in Troubleshooting. The charts that follow will aid in
determining if a possible problem may exist.
Note: All of the valve coils interchangeable, and any two of them
could be swapped to aid in troubleshooting.
Refer to Description and Specifications for expected pressures. Note that

these values may differ somewhat with temperature and engine speed
variations. An analysis of the measured results will aid in determining the cause
of potential problems. Significant variations from the specifications and
differences among the individual clutches are indications of problem areas.

Table 5. Pressure Data -- FULL ON Sub Menu Option
Solenoid energized
Record none 1 2 3 4 5 6 Lock up
Pressure
Main
Converter
Lube
Lock-up -- -- -- -- -- -- --
Clutch 1 -- VENT -- -- -- -- --
Clutch 2 -- VENT -- -- -- -- --
Clutch 3 -- -- -- VENT -- -- --
Clutch 4 -- -- -- VENT -- -- --
Clutch 5 -- -- -- -- -- VENT --
Clutch 6 -- -- -- -- -- VENT --
Flow from
vented -- --
port

Table 6. Proportional Valve Pressure -- MODULATE Option
Pressure, PSI
Current Min Clutch Clutch Clutch Clutch Clutch Clutch Lock Max
% of Full 1 2 3 4 5 6 up
0 0 0
5 0 0
10 0 0
15 0 0
20 0 0
25 0 0
30 0 15
35 3 29
40 10 46
45 30 70
50 52 90
55 74 110
60 93 129
65 112 148
70 135 170
75 155 189
80 177 210
85 195 230
90 218 246
95 230 255
Main - -
Pressure
Lube - -
Pressure

Transmission In Oil Well Fracturing Rig Test
Following the installation of any major components such as the transmission or

torque converter, it is important that certain tests be performed to insure proper
installation and function of the components.
This oil well fracturing rig is equipped with an oil filtering system with a filter
bypass warning indicator. During the following engine running tests, be alert to
the TRAN OIL FILTER fault warning on the transmission system display unit. If
the fault message is indicated, and the engine is at idle, it is important to change
oil filter elements. Repeat this as necessary to clean up the oil of contaminants
that may have been trapped in various locations in the transmission hydraulic
system.
A data sheet and procedure guide are on the following pages.

Data Sheet: In Oil Well Fracturing Rig Testing
Chassis# ________ Hour Meter __________ Km__________

Serial #’s:
Transmission ________ Converter __________ Control __________
Date: ________ Tested By __________ Location __________
Electronic Diagnostic Tests

Engine not running (See diagnostic test in the troubleshooting section of this
manual)
Table 7. Diagnostic Test
Test Description Results

Test 1 Display check
Test 2 Power Supply test
Test 3 Range Selector Check
Test 4 Switch tests
Test 5 Speed sensors & coil integrity
Test 7 Sensor read test

Start engine for the following tests:
Check Oil Level

Oil level should be in the middle of the upper glass when in neutral with engine
at low idle, with oil at operating temperature.
Low Idle Pressure Check

Check with the engine speed at low idle, the transmission in neutral, and the oil
temperature still cold:
Engine rpm ____________________ (715 rpm)
Main pressure ____________________ (185 psi minimum)
Converter outlet pressure ____________________ (30 psi minimum)
Lube regulator ____________________ (-5 psi minimum)
High Speed Pressure Test

Warm oil to 100° C by shifting to Warm-up, and engine speed up to about
1200 to 1500 RPM. When oil is hot shift to N and set engine speed at 1950
RPM.
Engine RPM ____________________ ( 1950 RPM)
Oil temp ____________________ Deg C
Main pressure ____________________ (235 to 255 psi)
Converter outlet pressure ____________________ (45 to 55 psi)
Lube regulator ____________________ (35 to 60 psi)

Test 8 - Clutches Full On
While in test mode start engine and select Test 8, and set engine at 1950
RPM, select D on the push-button range selector. Use FULL ON option
Table 8. Solenoid Pressures
Solenoid energized
Record none 1 2 3 4 5 6 Lock up
Pressure
Main
Converter
Lube
Lock-up -- -- -- -- -- -- --
Clutch 1 -- VENT -- -- -- -- --
Clutch 2 -- VENT -- -- -- -- --
Clutch 3 -- -- -- VENT -- -- --
Clutch 4 -- -- -- VENT -- -- --
Clutch 5 -- -- -- -- -- VENT --
Clutch 6 -- -- -- -- -- VENT --
Flow from
vented -- --
port
Note: Clutch apply pressures on disengaged clutch packs

should be 0 psi. Shaft lube pressures should not change
when solenoids are on or off.

Test 8 - Clutches Modulated
Select Test 8, set engine at 1950 RPM, select D on the push-button range
selector. Use MODULATE option, and increase % engagement to modulated
clutch and record clutch pressure.
Table 9. Modulated Pressures
Pressure, PSI
Current Min Clutch Clutch Clutch Clutch Clutch Clutch Lock Max
% of Full 1 2 3 4 5 6 up
0 0 0
5 0 0
10 0 0
15 0 0
20 0 0
25 0 0
30 0 15
35 3 29
40 10 46
45 30 70
50 52 90
55 74 110
60 93 129
65 112 148
70 135 170
75 155 189
80 177 210
85 195 230
90 218 246
95 230 255
Main - -
Pressure
Lube - -
Pressure

Range Engagement Test

This verifies that the transmission is shifting properly. Keep the engine at low
idle, and the pressure gages still connected.
Table 10. Shift Test Results
Selected Test Port Pressure Comments

Range PSI
Test 9 2 ________ Transmission should engage in 8th range.
6
Downshift 4 ________ Transmission should engage warm-up
N to R 5 mode. Record converter stall RPM:
2
Upshift 1 ________ Transmission should engage in 1st range.
N to 1 4
Upshift 2 ________ Transmission should engage in 2nd range.
1 to 2 4
Upshift 3 ________ Transmission should engage in 3rd range.
2 to 3 4
Upshift 1 ________ Transmission should engage in 4th range.
3 to 4 5
4 to 5 5
5 to 6 5
6 to 7 6
7 to 8 6
Final Operation Test

Operate the oil well fracturing rig transmission system, verifying proper operation
in all ranges and lockup. Look for leaks. Recheck oil level.

Figure 23. Pressure vs. Current Coil Up Graph
Figure 24. Pressure vs. Current Coil Down Graph

Twin Disc, Incorporated Engineering Drawings
Engineering Drawings
List of Engineering Drawings
The following pages include the engineering drawings that are specific to this
model. The engineering drawings included are listed below and on the following
page.
Note: Any part numbers listed in the following engineering

drawings are for reference only. Please refer to your bill
of material for part numbers specific to your model.
q 1019142 (System, Elect. Control)
q 238008A (Schematic, Hydraulic)
q 229578E (Diagram, Piping)
q 1019876 (page 1 of 6) (Transmission Parts)
q 1019876 (page 5 of 6) (Transmission Installation)
q 1019876 (page 6 of 6) (Transmission Installation)
q X237074A (Clutch Assembly, 1, 4, 7)
q X237073A (Clutch Assembly, 3, 6, 9)
q X229489F (Clutch Assembly, 2, 5, 8)
q 1018460 (Valve Assembly)
q X229460P (Valve Assembly, Main Regulator)
q X229823B (page 1 of 3) (Torque Converter Installation)

Engineering Drawings Twin Disc, Incorporated
q X229823B (page 2 of 3) (Torque Converter Parts)
q X229823B (page 3 of 3) (Torque Converter Parts)
q 1018360 (partial) (Valve Assembly, solenoid)

#1020510 R1 05/02
TWIN DISC, INCORPORATED RACINE, WISCONSIN 53403, U.S.A. 262-638-4000/262-638-4482 (FAX) WWW.TWINDISC.COM

Manual Transmision Twin Disc

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TWIN DISC

Document Number: 1020510

Twin Disc, Incorporated makes no warranty or guaranty of any

Power Shift Transmission

December 14, 2001 TDWP0002

Matching Torque Converters

Industrial Torque Converters

Power Take Off's Clutches Only

December 14, 2001 TDWP0002A

Description and Specifications .........................15

Power Shift Transmission System Operator’s Manual #1020510 7

Preventative Maintenance ..................................51

Engineering Drawings ......................................131

8 Power Shift Transmission System Operator’s Manual #1020510

Operation and maintenance personnel responsible for this equipment should

Power Shift Transmission System Operator’s Manual #1020510 9

Engineering assembly drawings are provided in appropriate sections of this

All replacement parts or products (including hoses and fittings) must

10 Power Shift Transmission System Operator’s Manual #1020510

Frequent reference to the information provided in this manual regarding daily

In the event a malfunction does occur, a troubleshooting table is provided to

Lifting Bolt Holes

Select lifting eyebolts to obtain maximum thread engagement with bolt

Power Shift Transmission System Operator’s Manual #1020510 11

Safe practices must be employed by all personnel operating and servicing

Important Safety Notice

Because of the possible danger to person(s) or property from accidents which

12 Power Shift Transmission System Operator’s Manual #1020510

Sources of Service Information

Each series of manuals issued by Twin Disc, Incorporated is current at the

Power Shift Transmission System Operator’s Manual #1020510 13

14 Power Shift Transmission System Operator’s Manual #1020510

Description and Specifications

(Reference - Twin Disc Application # AN4019)

The Twin Disc TA-90-8501 transmission is a hydraulically actuated power shift

Model Identity Numbers and Letters

TA--90-8501, BOM 67425

8-FLW-2302-0, BOM 67288

TDEC-400 electronic control, BOM 41488

Power Shift Transmission System Operator’s Manual #1020510 15

16 Power Shift Transmission System Operator’s Manual #1020510

Regulator Valve Assembly

Pressure regulating valves for controlling main pressure, converter circuit

Range Selector Valve

The lockup clutch in the torque converter is controlled by a proportional valve,

The control system is powered by 24 volts dc.

Power Shift Transmission System Operator’s Manual #1020510 17

18 Power Shift Transmission System Operator’s Manual #1020510

Normal Temperature Range:

Low Speed Pressures:

Main Pressure (X):

Transmission Lube Pressure:

Converter outlet pressure (W):

High Speed Pressures:

Main Pressure (X):

Clutch Apply Pressure (CL):

Transmission Lube Pressures:

Converter outlet pressure (W):

Power Shift Transmission System Operator’s Manual #1020510 19

Engine speeds (approximate)

Full load 1950 rpm

20 Power Shift Transmission System Operator’s Manual #1020510

Power Shift Transmission System Operator’s Manual #1020510 21