Power Train Components and Torque Converter Overview

SECTION 3 POWER TRAIN SYSTEM
GROUP 1 STRUCTURE AND FUNCTION
1. POWER TRAIN COMPONENT OVERVIEW
Transmission Engine
Front axle
Front drive shaft Center drive shaft Rear drive shaft Rear axle
7577APT01
The power train consists of the following components:

ÂTransmission
ÂFront, center and rear drive shafts
ÂFront and rear axles
Engine power is transmitted to the transmission through the torque converter.
The transmission is a hydraulically engaged four speed forward, three speed reverse countershaft type
power shift transmission. A calliper-disc type parking brake is located on the transmission.
The transmission outputs through universal joints to three drive shaft assemblies. The front drive shaft
is a telescoping shaft which drives the front axle. The front axle is mounted directly to the loader frame.
The front and rear axle is equipped with limited slip differential.
The rear axle is mounted on an oscillating pivot.
The power transmitted to front axle and rear axle is reduced by the pinion gear and ring gear of
differential. It then passes from the differential to the sun gear shaft(Axle shaft) of final drive.
The power of the sun gear is reduced by a planetary mechanism and is transmitted through the
planetary hub to the wheel.
3-1
HYDRAULIC CIRCUIT
K4 KR K1 K3 KV K2
P1 F 60 P2 E 55 P3 D 56 P4 C 58 P5 B 53 P6 A 57
B D B D B D B D B D B D
Y1 NFS Y2 NFS Y3 NFS Y4 NFS Y5 NFS Y6 NFS
Pressure
Temp reducing
sensor valve
9+0.5 bar
System
pressure
Valve block control circuit valve
16+2 bar
Filter pressure
differential valve
Converter
Relief Filter
valve
11+2 bar
Oil cooler Bcak

pressure
valve Pump
Bypass 4.3+3 bar
valve 16+2 bar
3 bar
Oil sump
Lubrication Main oil circuit
7607APT18
NFS Follow-on slide P3 Proportional valve clutch K1

D Vibration damper P4 Proportional valve clutch K3
B Orifice P5 Proportional valve clutch KV
P1 Proportional valve clutch K4 P6 Proportional valve clutch K2
P2 Proportional valve clutch KR Y1~Y6 Pressure regulator
Current
Forward Reverse Engaged Positions No. of the
Speed Neutral clutch on the measuring
valve block points
1 2 3 4 1 2 3
Y1 X K4 F 60
Y2 X X X KR E 55
Y3 X X K1 D 56
Y4 X X X K3 C 58
Y5 X X X KV B 53
Y6 X X K2 A 57
Engaged
K1,KV KV,K2 K3,KV K4,K3 KR,K1 KR,K2 KR, K3 - - -
clutch
X : Pressure regulator under voltage
3-2
2. TORQUE CONVERTER
5 1 2 3 4
73033TM00
1 Turbine 3 Pump 5 Input flange

2 Stator 4 Transmission pump
The converter is working according to the Trilok-system, i.e. it assumes at high turbine speed the
characteristics, and with it the favorable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favorable operating conditions
are obtained for each installation case.
The Torque converter is composed of 3 main components :
Pump wheel - turbine wheel - stator(Reaction member)
These 3 impeller wheels are arranged in such a ring-shape system that the fluid is streaming through
the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In this way, the
converter can fulfill its task to multiply the torque of the engine and at the same time, the heat created in
the converter is dissipated via the escaping oil.
The oil which is streaming out of the pump wheel, enters the turbine wheel and is there inversed in the
direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft is receiving a more
or less high reaction torque. The stator(Reaction member), following the turbine, has the task to reverse
the oil streaming out of the turbine once more and to deliver it under the suitable discharge direction to
the pump wheel.
Due to the reversion, the stator receiving a reaction torque.
The relation turbine torque/pump torque is called torque multiplication. This is the higher, the greater the
speed difference of pump wheel and turbine wheel will be.
Therefore, the maximum torque multiplication is created at stationary turbine wheel.
With increasing output speed, the torque multiplication is decreasing. The adaption of the output speed
to a certain required output torque will be infinitely variable and automatically achieved by the torque
converter.
3-3
when the turbine speed is reaching about 80% of the pump speed, the torque multiplication becomes
1.0 i.e. the turbine torque becomes equal to that of the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, in the torque multiplication
range it is backing-up the torque upon the housing, and is released in the clutch range.
In this way, the stator can rotate freely.
Function of a hydrodynamic torque converter(Schematic view)
TP = Torque of the pump wheel

TT = Torque of the turbine wheel
TR = Torque of the reaction member(Stator)
Pump wheel TR
Turbine wheel
From the engine
TT
TP
To the gearbox
Starting nT = 0
condition 1 Reaction member
1.5
(Stator) 2.5 Machine standing
still
Intermediate
condition 1 <1.5 <2.5
nT < n engine
Condition in the
coupling point 1 1 nT = 0.8n engine
0
7577APT100
3-4
3. TRANSMISSION
1) LAYOUT
12
11
10
3
15
14
13
8
6
7
16
7577APT03
1 Reverse clutch(KR) 6 Rear output flange 11 Converter

2 Engine-dependent 7 Converter side output 12 Inductive transmitter
power take-off flange for engine speed
3 Forward clutch(KV) 8 Output shaft 13 4th clutch(K4)
4 2nd clutch(K2) 9 Transmission pump 14 Converter relief valve
5 3rd clutch(K3) 10 Connection to engine 15 1st clutch(K1)
16 Parking brake
3-5
2) INSTALLATION VIEW
6 8 3
11
15
14
7
4
2
5 1
12
10 9 13
7577APT02
1 Converter 9 Parking brake

2 Full flow filter 10 Oil drain plug
3 Transportation eye 11 Connection to engine
4 Gearbox mounting pads 12 Output flange-Converter side
5 Mounting possibility emergency steering 13 Output flange-Rear side
pump 14 Temperature switch for oil temperature
6 Breather behind converter
7 Electrical hydraulic transmission control 15 Difference pressure switch for pressure filter
8 Power take-off; Coaxial; Engine dependent
3-6
3) OPERATION OF TRANSMISSION
(1) Forward
Η Forward 1st
In 1st forward, forward clutch(KV) and 1st clutch(K1) are engaged.
Forward clutch and 1st clutch are actuated by the hydraulic pressure applied to the clutch piston.
KR KR
KV IN
K4
K2
INPUT
K3 K1
KV
OUT
GEAR PATTERN
K2
K1 K3
K4
OUTPUT OUTPUT
7577APT04 F1
3-7
Θ Forward 2nd
In 2nd forward, forward clutch(KV) and 2nd clutch(K2) are engaged.
Forward clutch and 2nd clutch are actuated by the hydraulic pressure applied to the clutch piston.
KR KR
KV IN
K4
K2
INPUT
K3 K1
KV
OUT
GEAR PATTERN
K2
K1 K3
K4
OUTPUT OUTPUT
7577APT05 F2
3-8
Ι Forward 3rd
In 3rd forward, forward clutch(KV) and 3rd clutch(K3) are engaged.
Forward clutch and 3rd clutch are actuated by the hydraulic pressure applied to the clutch piston.
KR KR
KV IN
K4
K2
INPUT
K3 K1
KV
OUT
GEAR PATTERN
K2
K1 K3
K4
OUTPUT OUTPUT
7577APT06 F3
3-9
Κ Forward 4th
In 4th forward, 4th clutch(K4) and 3rd clutch(K3) are engaged.
4th clutch and 3rd clutch are actuated by the hydraulic pressure applied to the clutch piston.
KR KR
KV IN
K4
K2
INPUT
K3 K1
KV
OUT
GEAR PATTERN
K2
K1 K3
K4
OUTPUT OUTPUT
7577APT07 F4
3-10
(2) Reverse
Η Reverse 1st
In 1st reverse, reverse clutch(KR) and 1st clutch(K1) are engaged.
Reverse clutch and 1st clutch are actuated by the hydraulic pressure applied to the clutch piston.
KR KR
KV IN
K4
K2
INPUT
K3 K1
KV
OUT
GEAR PATTERN
K2
K1 K3
K4
OUTPUT OUTPUT
7577APT08 R1
3-11
Θ Reverse 2nd
In 2nd reverse, reverse clutch(KR) and 2nd clutch(K2) are engaged.
Reverse clutch and 2nd clutch are actuated by the hydraulic pressure applied to the clutch piston.
KR KR
KV IN
K4
K2
INPUT
K3 K1
KV
OUT
GEAR PATTERN
K2
K1 K3
K4
OUTPUT OUTPUT
7577APT09 R2
3-12
Ι Reverse 3rd
In 3rd reverse, reverse clutch(KR) and 3rd clutch(K3) are engaged.
Reverse clutch and 3rd clutch are actuated by the hydraulic pressure applied to the clutch piston.
KR KR
KV IN
K4
K2
INPUT
K3 K1
KV
OUT
GEAR PATTERN
K2
K1 K3
K4
OUTPUT OUTPUT
7577APT10 R3
3-13
4) ELECTRO-HYDRAULIC SHIFT CONTROL WITH PROPORTIONAL VALVE
2 1 3
A A
Y6 Y1
Y5 Y2
B
Y4 Y3
3 6
2 6 1 4 11 9 10
Y5
SECTION A-A SECTION B-B

8 7
73033CV01
1 Pressure reducing valve(9+0.5bar) 7 Intermediate sheet

2 System pressure valve(16+2bar) 8 Duct plate
3 Housing 9 Oscillation damper
4 Cable harness 10 Follow-on slide
5 Cover 11 Pressure regulator
6 Valve block
Transmission control, see schedule of hydraulic circuit, electro-hydraulic control unit and measuring
points at page 3-2, 3-14 and 3-73.
The six clutches of the transmission are selected via the 6 proportional valves P1 to P6. The
proportional valve(Pressure regulator unit) is composed of pressure regulator(e.g. Y1), follow-on
slide and vibration damper.
The control pressure of 9 bar for the actuation of the follow-on slides is created by the pressure
reducing valve. The pressure oil (16+2bar) is directed via the follow-on slide to the respective clutch.
3-14
Due to the direct proportional selection with separated pressure modulation for each clutch, the
pressures to the clutches, which are engaged in the gear change, will be controlled. In this way, a
hydraulic intersection of the clutches to be engaged and disengaged becomes possible.
This is creating spontaneous shiftings without traction force interruption.
At the shifting, the following criteria are considered:
- Speed of engine, turbine, central gear train and output.
- Transmission temperature.
- Shifting mode(Up-, down-, reverse shifting and speed engagement out of neutral).
- Load condition(Full and part load, traction, overrun inclusive consideration of load cycles during
the shifting).
The main pressure valve is limiting the maximum control pressure to 16+2 bar and releases the
main stream to the converter and lubricating circuit.
In the inlet to the converter, a converter satety valve is installed which protects the converter from
high internal pressures(Opening pressure 11+2bar).
Within the converter, the oil serves to transmit the power according to the well-known hydrodynamic
principle(See torque converter, page 3-3).
To avoid cavitation, the converter must be always completely filled with oil.
This is achieved by a converter back pressure back-up valve, rear-mounted to the converter, with an
opening pressure of at least 4.3bar.
The oil, escaping out of the converter, is directed to a oil cooler.
The oil is directed from the oil cooler to the transmission and from there to the lubricating oil circuit,
so that all lubricating points are supplied with cooled oil.
In the electro-hydraulic control unit are 6 pressure regulators installed.
5) GEAR SELECTOR(DW-3)
The gear selector is designed for the
mounting on the left side of the steering
column. The positions(Speeds) 1 to 4 are F
selected by a rotary motion, the driving 1

2
3
N
4
R
direction Forward(F)-Neutral(N)-Reverse(R)
by tilting the gear selector lever.
The gear selector is also available with
integrated kickdown push button.
For the protection from unintended start off,
a neutral interlock is installed.
N D
Position N - Gear selector lever blocked in
this position.
Position D - Driving. 73033TM17
3-15
6) LCD
1 LCD
2( ) Right, Buzzer stop
Move to the next selection
1
3( ) Select(Enter)
Activate the currently chosen item
2 4( ) Escape
3 Return to the previous menu
4 5( ) Main, Menu
5 - Display menu
7707A3CD04
- Return to the main display
(1) Main display
2
TYPE 1 TYPE 2
1
4
c
a
3 e 5
b
d
7
6
8 9
7707A3CD10
No Symbol Meaning Remark

Job timer, Odometer, Hydraulic temperature, Battery
1 Job Time 1.26h Monitoring information
voltage, Coolant temperature, T/M oil temperature.
Buzzer, Fan state, Ride state(option), Steering
2 AUTO State information
joystic(option), Warming up
a When operating intermittently, it shows an operating time interval
3 Wiper display
b Wiper motor intermittently operating
Forward, reverse, neutral LCD type 1
F, R, N Forward, reverse, neutral LCD type 2
4 Actual gear display
1, 2, 3, 4 Actual gear
P Parking brake mode active
c, d Up and down shifting c: Forward, d: Reverse
5 Select gear display Automatic mode
e Pre-selected gear
Fault
6 71 Fault code display Fault code state display
7 0 RPM Engine rpm display Now engine rpm state display
8 11.0Hr Hour meter display Hour meter state display
9 PM 12:05 Timer & alarm display Now time & alarm state display
ö Both type1 and type2 are LCD modes and they can be changed each other by operator’s selection.
(Adjustment/Display, see page 3-18)
3-16
(2) Display map
Main Menu Sub menu Activate item
7707A3CD11
Main group Sub group Meaning Display on LCD

Accessory ÂMeasure the various job time.
Job timer Job Time 1.26h
ÂPress : Display ON, OFF or RESET
ÂMeasures time in seconds.
Stop watch -
ÂPress : Start. Press again : Stop.
Latest ÂDistance until recent times. Latest 20.5 Km

Odometer
Total ÂTotal distance. Total 30.5 Km
ÂControl of LCD display luminosity.

Light control -
ÂBrightness control : .
Clock ÂWhen 12H or 24H is selected, the current
Time set hour appears.
Â : input, : setting. PM 22:05
Clock ON/OFF Â : Clock display ON or OFF.
1
ÂAlarm setting. It is possible to set 3 alarms.
Alarm 2
ÂStop alarming :
3
User Alternate ON ÂRaise the idle rpm to 1200rpm automatically
-
idle OFF to warm up the engine.
Mode 1 ÂAutomatic travelling speed is applied from 1st -

Auto (1st-4th) to 4th gear.
select Mode 2 ÂAutomatic travelling speed is applied from -
(2nd-4th) 2nd to 4th gear.
Mode 1 ÂPress button once : Shift down, press button -
Quick (Down/Up) again ; shift up.
shift Mode 2 ÂPress button every time : Shift to lower gear -
(Down only) respectively.
Auto ÂON : Transmission auto condition.
select ÂOFF : Transmission semi-auto condition.
Aux-sw
Clutch ÂON : Clutch cut-off is activated.
cut-off ÂOFF : Clutch cut-off is cancelled. -
Forward ÂForward active

Fan
control Reverse ÂReverse activeø
ø Reverse mode cleans out quickly dirt and dust on radiator and cooler by reverse rotation of cooling fan.
3-17
Main group Sub group Meaning Display on LCD
Adjustment MKS Total 50.7 Km
Unit ÂChoose between metric and inch unit display.
ENG Total 31.5 Mile
Wiper ÂWhen using the intermittent function of wiper
Intermittence motor, it regulates operation time.
ÂRegulate idle rpm.
Alternate RPM ÂPress : Adjust idle rpm increments -
(or decrement) by 25rpm.
Pulse ÂPress : Modification. -

ÂIt controls the disk interval of the transmission,
AEB automatically.
ÂIt is set at the factory, so there's no need to
Model -
change.
ÂEnglish : Display in English.
ENG/KOR -
ÂKorean : Display in Korean.
ÂType 1 : Indicate with the symbol.
Display 1/2 ÂType 2 : Indicate with a letter. ,
Diagnostics Fault ÂError code display.

-
code ÂRefer to page 3-19.
Machine ÂHydraulic temperature and battery voltage HYD temp 100.6 C
Monitor display. Bat Volt 27.5 V
ÂPress : Display ON or OFF.
Fault ÂError code display. -
code ÂConsult a Hyundai dealer to error code.
Engine
ÂEngine coolant temperature display.
Monitor Coolant Temp 57.6 C
ÂPress : Display ON or OFF.
Fault ÂError code display.

-
Transmis- code ÂConsult a Hyundai dealer to error code.
sion Transmission oil temperature display.
Monitor ÂPress : Display ON or OFF.
Oil Temp 37.6 C
Version ÂDisplay the controller(MCU) and cluster version. -
3-18
(3) Machine fault code
When selecting the fault code menu, it shows all of the fault codes which mean abnormal
conditions of present time.
3 's FAULT 71
34 71 72 TCU Communication Error
7707A3CD36
ö To go out from fault explanation window, press button.

(Press , to go out to main.)
ö No error will be indicated in case that there’s no fault.
Description Code Meaning Remark
010 Power input voltage low Below 18V

011 Power input voltage high Above 38V
Electrical 012 Alternator voltage low Below 5V
system 013 Alternator voltage high Above 36V
014 Buzzer circuit open or short to ground
015 Buzzer circuit short to power
Hydraulic 020 Hydraulic oil temperature sensor open or short to power
system 021 Hydraulic oil temperature sensor short to ground
030 Fuel level sensor open or short to power
Engine 031 Fuel level sensor short to ground
system 034 Cooling fan driving valve open or short to ground
035 Cooling fan driving valve short to power
050 Auto select switch supply power open or short to power
051 Auto select switch supply power short to ground
T/M system
052 Clutch cutoff supply power open or short to power
053 Clutch cutoff supply power short to ground
Steering 060 Emergency steering relay open or short to ground Option
system 061 Emergency steering relay short to power Option
070 MCU communication error
Communication 071 TCU communication error
072 ECM communication error
MCU : Machine control unit TCU : Transmission control unit ECM : Engine control module
3-19
(4) Transmission warning
Symbol Meaning Remarks
LF, LR Limp home gear -

F/R/Ā/Ă flashing Direction F or R selected while turbine
speed is too high, CAUTION gear will -
engage if turbine speed drops
Oil temperature too low, no gear available Warm up engine / transmission
WS Warning sump temperature Changes between actual gear/direction
while driving, in neutral only displayed if no
fault is detected
WT Warning torque converter temperature Changes between actual gear/direction
fault is detected
WE Warning high engine speed Changes between actual gear/direction
fault is detected
3-20
(5) Display during AEB mode
Symbol Meaning Remarks
K1~K4, KV, KR Calibrating clutch K1~K4, KV

or KR respectively
- And Kx Wait for start, initialization of
clutch Kx, x : 1, 2, 3, 4, V, R
And Kx Fast fill time determination of
clutch Kx
= And Kx Compensating pressure
determination of clutch Kx
OK Calibration for all clutches Transmission stays in neutral, you have to restart the
finished TCU(Ignition off/on)
STOP AEB cancled(Activation Transmission stays in neutral, you have to restart the
stopped) TCU(Ignition off/on)
STOP and Kx AEB stopped, clutch Kx can't Transmission stays in neutral, you have to restart the
be calibrated TCU(Ignition off/on)
Spanner and Kx Kx couldn't be calibrated, AEB Transmission stays in neutral, you have to restart the
finished TCU(Ignition off/on)
ĀE Engine speed too low,
- Raise engine speed
ĂE Engine speed too high,
- Lower engine speed
ĀT Transmission oil temperature
too low,
- Heat up transmission
ĂT Transmission oil temperature
too high,
- Cool down transmission
FT Transmission temperature not Transmission stays in neutral, you have to restart the
in defined range during TCU(Ignition off/on)
calibration
FB Operating mode not NORMAL Transmission stays in neutral, you have to restart the
or transmission temperature TCU(Ignition off/on)
sensor defective or storing of
calibrated values to EEPROM
has failed
FO Output speed not zero Transmission stays in neutral, you have to restart the
TCU(Ignition off/on)
FN Shift lever not in neutral Transmission stays in neutral, you have to restart the
position TCU(Ignition off/on)
FP Park brake not applied Transmission stays in neutral, you have to restart the
TCU(Ignition off/on)
ö AEB mode : It controls the disk internal of the transmission, automatically.
3-21
(6) Engine fault codes
Fault code No. Reason Effect (only when fault code is active)
Engine control module critical internal failure - Possible no noticeable performance effects,
Bad intelligent device or component. Error engine dying, or hard starting.
111
internal to the ECM related to memory hardware
failures or internal ECM voltage supply circuits.
Engine magnetic crankshaft speed/position lost Fueling to injectors is disabled and the engine
both of two signals - Data erratic, intermittent, or can not be started.
115 incorrect. The ECM has detected that the
primary engine speed sensor and the backup
engine speed sensor signals are reversed.
Intake manifold 1 pressure sensor circuit - Engine power derate.
Voltage above normal, or shorted to high
122
source. High signal voltage detected at the
intake manifold pressure circuit.
Intake manifold 1 pressure sensor circuit - Engine power derate.
Voltage below normal, or shorted to low Source.
123
Low signal voltage or open circuit detected at the
intake manifold pressure circuit.
Intake manifold 1 pressure - Data valid but Engine power derate.
above normal operational range - Moderately
124 severe level. Intake manifold pressure has
exceeded the maximum limit for the given
engine rating.
Accelerator pedal or lever position sensor 1 Severe derate in power output of the engine.
circuit - Voltage above normal, or shorted to high Limp home power only.
131
source. High voltage detected at accelerator
pedal position circuit.
Accelerator pedal or lever position sensor 1 Severe derate in power output of the engine.
circuit - Voltage below normal, or shorted to low Limp home power only.
132
source. Low voltage detected at accelerator
pedal position signal circuit.
Remote accelerator pedal or lever position Remote accelerator will not operate. Remote
sensor 1 circuit - Voltage above normal, or accelerator position will be set to zero percent.
133
shorted to high source. High voltage detected at
remote accelerator pedal position circuit.
Remote accelerator pedal or lever position Remote accelerator will not operate. Remote
sensor 1 circuit - Voltage below normal, or accelerator position will be set to zero percent.
134
shorted to low source. Low voltage detected at
remote accelerator pedal position signal circuit.
Engine oil rifle pressure 1 sensor circuit - Voltage None on performance. No engine protection
above normal, or shorted to high source. High for oil pressure.
135
signal voltage detected at the engine oil
pressure circuit.
Engine oil rifle pressure 1 sensor circuit - Voltage None on performance. No engine protection
below normal, or shorted to low source. Low for oil pressure.
141
signal voltage detected at engine oil pressure
circuit.
Engine oil rifle pressure - Data valid but below None on performance.
143 normal operational range - Moderately severe
level.
Engine coolant temperature 1 sensor circuit - Possible white smoke. Fan will stay ON if
Voltage above normal, or shorted to high controlled by ECM. No engine protection for
144
source. High signal voltage or open circuit engine coolant temperature.
detected at engine coolant temperature circuit.
3-22
Engine Coolant Temperature 1 Sensor Circuit - Possible white smoke. Fan will stay ON if
145 Voltage Below Normal, or Shorted to Low controlled by ECM. No engine protection for
Source. Low signal voltage detected at engine engine coolant temperature.
coolant temperature circuit.
Engine Coolant Temperature - Data Valid but Progressive power derate increasing in
Above Normal Operational Range - Moderately severity from time of alert.
146 Severe Level. Engine coolant temperature signal
indicates engine coolant temperature is above
engine protection warning limit.
Accelerator Pedal or Lever Position 1 Sensor Severe derate in power output of the engine.
Circuit Frequency - Data Valid but Below Normal Limp home power only.
147 Operational Range - Most Severe Level. A
frequency of less than 100 Hz has been
detected at the frequency throttle input to the
ECM.
Accelerator Pedal or Lever Position Sensor 1 - Severe derate in power output of the engine.
Data Valid but Above Normal Operational Limp home power only.
148 Range - Most Severe Level. A frequency of
more than 1500 Hz has been detected at the
frequency throttle input to the ECM.
Engine Coolant Temperature - Data Valid but Progressive power derate increasing in
Above Normal Operational Range - Most severity from time of alert. If Engine Protection
151 Severe Level. Engine coolant temperature signal Shutdown feature is enabled, engine will shut
indicates engine coolant temperature above down 30 seconds after Red Stop Lamp starts
engine protection critical limit. flashing.
Intake Manifold 1 Temperature Sensor Circuit - Possible white smoke. Fan will stay ON if
153 Voltage Above Normal, or Shorted to High controlled by ECM. No engine protection for
Source. High signal voltage detected at intake intake manifold air temperature.
manifold air temperature circuit.
Intake Manifold 1 Temperature Sensor Circuit - Possible white smoke. Fan will stay ON if
154 Voltage Below Normal, or Shorted to Low controlled by ECM. No engine protection for
Source. Low signal voltage detected at intake intake manifold air temperature.
manifold air temperature circuit.
Intake Manifold 1 Temperature - Data Valid but Progressive power derate increasing in
Above Normal Operational Range - Most severity from time of alert. If Engine Protection
155 Severe Level. Intake manifold air temperature Shutdown feature is enabled, engine will shut
signal indicates intake manifold air temperature down 30 seconds after Red Stop Lamp starts
above engine protection critical limit. flashing.
Sensor Supply 2 Circuit - Voltage Below Normal, Engine power derate.
187 or Shorted to Low Source. Low voltage detected
at the sensor supply number 2 circuit.
Coolant Level Sensor 1 Circuit - Voltage Above None on performance.
195 Normal, or Shorted to High Source. High signal
voltage detected at engine coolant level circuit.
Coolant Level Sensor 1 Circuit - Voltage Below None on performance.
196 Normal, or Shorted to Low Source. Low signal
voltage detected at engine coolant level circuit.
Coolant Level - Data Valid but Below Normal None on performance.
197 Operational Range - Moderately Severe Level.
Low coolant level has been detected.
Barometric Pressure Sensor Circuit - Voltage Engine power derate.
221 Above Normal, or Shorted to High Source. High
signal voltage detected at barometric pressure
circuit.
3-23
Barometric Pressure Sensor Circuit - Voltage Engine power derate.
222 Below Normal, or Shorted to Low Source. Low
signal voltage detected at barometric pressure
circuit.
Engine Crankshaft Speed/Position - Data Valid Fuel injection disabled until engine speed falls
234 but Above Normal Operational Range - Most below the overspeed limit.
Severe Level. Engine speed signal indicates
engine speed above engine protection limit.
Coolant Level - Data Valid but Below Normal Progressive power derate increasing in
Operational Range - Most Severe Level. Low severity from time of alert. If Engine Protection
235 engine coolant level detected. Shutdown feature is enabled, engine will shut
down 30 seconds after Red Stop Lamp starts
flashing.
External Speed Command Input (Multiple Unit
Synchronization) - Data Erratic, Intermittent, or
237 Incorrect. Communication between multiple
engines may be intermittent.
Sensor Supply 3 Circuit - Voltage Below Normal, Possible hard starting and rough running.
or Shorted to Low Source. Low voltage detected
238 on the +5 volt sensor supply circuit to the engine
speed sensor.
Wheel-based vehicle speed - Data erratic, Engine speed limited to ,mximum engine
intermittent, or incorrect. The ECM lost the speed without VSS parameter value. Cruise
241 vehicle speed signal. control, gear-down protection, and road speed
governor will not work.
Wheel-based vehicle speed sensor circuit Engine speed limited to maximum engine
tampering has been detected - Abnormal rate of speed without VSS parameter value. Cruise
242 change. Signal indicates an intermittent control, gear-down protection, and road speed
connection or VSS tampering. g+H53overnor will not work.
Fan control circuit - Voltage below normal, or The fan may stay on continuously or not run at
shorted to low source. Low signal voltage all.
245 detected at the fan control circuit when
commanded on.
Fuel pump pressurizing assembly 1 circuit - Engine will run poorly at idle. Engine will have
Voltage below normal, or shorted to low source. low power. Fuel pressure will be higher than
271 Low signal voltage detected at the fuel pump commanded.
actuator circuit.
Fuel pump pressurizing assembly 1 circuit - Engine will not run or engine will run poorly.
272 source. High signal voltage or open circuit
detected at the fuel pump actuator circuit.
Fuel pump pressurizing assembly 1 - Engine will not run or possible low power.
281 Mechanical system not responding properly or
out of adjustment.
SAE J1939 multiplexing PGN timeout error - At least one multiplexed device will not operate
Abnormal update rate. The ECM expected properly.
285 information from a multiplexed device but did not
receive it soon enough or did not receive it at all.
SAE J1939 multiplexing configuration error - Out At least one multiplexed device will not operate
of calibration. The ECM expected information properly.
286 from a multiplexed device but only received a
portion of the necessary information.
SAE J1939 multiplexed accelerator pedal or Engine may only idle or engine will not
lever sensor system - received network data In accelerate to full speed.
287 error. The OEM vehicle electronic control unit
(VECU) detected a fault with its accelerator
pedal.
3-24
SAE J1939 Multiplexing Remote Accelerator The engine will not respond to the remote
Pedal or Lever Position Sensor Circuit - throttle. Engine may only idle. The primary or
288 Received Network Data In Error. The OEM cab accelerator may be able to be used.
vehicle electronic control unit (VECU) detected a
fault with the remote accelerator.
292 Auxiliary temperature Sensor Input 1 - Special Possible engine power derate.
instructions.
Auxiliary temperature sensor input 1 circuit - None on performance.
293 source. High signal voltage or open circuit
detected at the OEM auxiliary temperature
circuit.
Auxiliary temperature sensor input 1 circuit - None on performance.
294 Voltage below normal, or shorted to low source.
Low signal voltage detected at the OEM
auxiliary temperature circuit.
296 Auxiliary pressure sensor input 1 - Special Possible engine power derate.
instructions.
Auxiliary pressure sensor input 1 circuit - Voltage None on performance.
297 above normal, or shorted to high source. High
signal voltage detected at the OEM pressure
circuit.
Auxiliary pressure sensor input 1 circuit - Voltage None on performance.
298 below normal, or shorted to low source. Low
signal voltage or open circuit detected at the
OEM pressure circuit.
Real time clock power interrupt - Data erratic, None on performance. Data in the ECM will
319 intermittent, or incorrect. Real time clock lost not have accurate time and date information.
power.
Injector solenoid driver cylinder 1 circuit - Engine can possibly misfire or run rough.
Current below normal, or open circuit. High
322 resistance detected on injector number 1 circuit
or no current detected at number 1 injector driver
or return pin when the voltage supply at the
harness is on.
harness is on.
harness is on.
harness is on.
3-25
harness is on.
harness is on.
Engine coolant temperature - Data erratic, The ECM will estimate engine coolant
334 intermittent, or incorrect. The engine coolant temperature.
temperature reading is not changing with engine
operating conditions.
Electronic calibration code incompatibilty - Out of Possible no noticeable performance effects,
342 calibration. An incompatible calibration has been engine dying, or hard starting.
detected in the ECM.
Engine control module warning internal No perfomance effects or possible severe
343 hardware failure - Bad intelligent device or power derate.
component. Internal ECM failure.
Injector power supply - Bad intelligent device or Possible smoke, low power, engine misfire,
351 component. The ECM measured injector boost and/or engine will not start.
voltage is low.
Sensor supply 1 circuit - Voltage below normal, Engine power derate.
352 or shorted to low source. Low voltage detected
at sensor supply number 1 circuit.
Sensor supply 1 circuit - Voltage above normal, Engine power derate.
386 or shorted to high source. High voltage detected
at sensor supply number 1 circuit.
Engine oil rifle pressure - Data valid but below Progressive power derate increasing in
normal operational range - Most severe level. Oil severity from time of alert. If engine protection
415 pressure signal indicates oil pressure below the shutdown feature is enabled, engine will shut
engine protection critical limit. down 30 seconds after red stop lamp starts
flashing.
Water in fuel indicator - Data valid but above Possible white smoke, loss of power, or hard
418 normal operational range - Least severe level. starting.
water has been detected in the fuel filter.
Water in fuel indicator sensor circuit - Voltage None on performance. No water in fuel
428 above normal, or shorted to high source. High warning available.
voltage detected at the water in fuel circuit.
Water in fuel indicator sensor circuit - Voltage None on performance. No water in fuel
429 below normal, or shorted to low source. Low warning available.
voltage detected at the water in fuel circuit.
Accelerator pedal or lever idle validation switch - Engine will only idle.
431 Data erratic, intermittent, or incorrect. Voltage
detected simultaneously on both idle validation
and off-idle validation switches.
Accelerator pedal or lever idle validation circuit - Engine will only idle.
432 Out of calibration. Voltage at idle validation on-
idle and off-idle circuit does not match
accelerator pedal position.
Engine oil rifle pressure - Data erratic, None on performance. No engine protection
435 intermittent, or incorrect. An error in the engine for oil pressure.
oil pressure switch signal was detected by the
ECM.
3-26
Battery 1 voltage - Data valid but below normal Engine may stop running or be difficult to start.
operational range - Moderately severe level.
441
ECM supply voltage is below the minimum
system voltage level.
Battery 1 Voltage - Data valid but above normal Possible electrical damage to all electrical
operational range - Moderately severe level. components.
442
ECM supply voltage is above the maximum
system voltage level.
Injector metering rail 1 pressure - Data valid but None or possible engine noise associated with
449 above normal operational range - Most severe higher injection pressures (especially at idle or
level. light load). Engine power is reduced.
Injector metering rail 1 pressure sensor circuit - Power and or speed derate.
451
source. High signal voltage detected at the rail
fuel pressure sensor circuit.
Injector metering rail 1 pressure sensor circuit - Power and or speed derate.
Voltage below normal, or shorted to low
452
source. Low signal voltage detected at the rail
fuel pressure sensor circuit.
Intake manifold 1 temperature - Data valid but Progressive power derate increasing in
above normal operational range - Moderately severity from time of alert.
488 severe level. Intake manifold air temperature
signal indicates intake manifold air temperature
is above the engine protection warning limit.
Multiple unit synchronization switch - Data
497
erratic, intermittent, or incorrect.
Auxiliary intermediate (PTO) speed switch None on performance.
523 validation - Data erratic, intermittent, or
incorrect.
Auxiliary input/output 2 circuit - Voltage above None on performance.
normal, or shorted to high source. High signal
527
voltage or open circuit has been detected at the
auxiliary input/output 2 circuit.
Auxiliary alternate torque validation switch - None on performance.
528
Data erratic, intermittent, or incorrect.
Auxiliary input/output 3 circuit - Voltage above
normal, or shorted to high source. Low signal
529
voltage has been detected at the auxiliary
input/output 2 circuit.
Injector metering rail 1 pressure - Data valid but The ECM will estimate fuel pressure and
above normal operational range - Moderately power is reduced.
553
severe level. The ECM has detected that fuel
pressure is higher than commanded pressure.
Injector metering rail 1 pressure - Data erratic, Possibly hard to start, low power, or engine
Intermittent, or incorrect. The ECM has smoke.
554
detected that the fuel pressure signal is not
changing.
Injector metering rail 1 pressure - Data Valid Either the engine will not start or the engine
but Below Normal Operational Range - will not have starter lockout protection.
559 Moderately Severe Level. The ECM has
detected that fuel pressure is lower than
commanded pressure.
Starter relay driver circuit - Voltage above The engine will not have starter lockout
normal, or shorted to high source. Open circuit protection.
584
or high voltage detected at starter lockout
circuit.
3-27
Starter relay driver circuit - Voltage below Engine power derate. The ECM uses an
585 normal, or shorted to low source. Low voltage estimated turbocharger speed.
detected at starter lockout circuit.
Turbocharger 1 speed - Data valid but above Amber lamp will light until high battery voltage
normal operational range - Moderately severe condition is corrected.
595
level. High turbocharger speed has been
detected.
Auxiliary commanded dual output shutdown - None or possible engine noise associated with
599 Special instructions. higher injection pressures (especially at idle or
light load). Engine power is reduced.
Turbocharger 1 speed - Data valid but below Engine can run rough. Possibly poor starting
normal operational range - Moderately severe capability. Engine runs using backup speed
687
level. Low turbocharger speed detected by the sensor. Engine power is reduced.
ECM.
Engine crankshaft speed/position - Data erratic, Engine power derate.
689 intermittent, or incorrect. Loss of signal from
crankshaft sensor.
Turbocharger 1 compressor inlet temperature Engine power derate.
circuit - Voltage above normal, or shorted to
691 high source. High signal voltage detected at
turbocharger compressor inlet air temperature
circuit.
Turbocharger 1 compressor inlet temperature Engine will run derated. Excessive black
circuit - Voltage below normal, or shorted to low smoke, hard start, and rough idle possible.
692
source. Low signal voltage detected at
turbocharger compressor inlet air tempera
Engine speed / position camshaft and Possible no noticeable performance effects,
crankshaft misalignment - Mechanical system engine dying, or hard starting.
not responding properly or out of adjustment.
731
mechanical misalignment between the
crankshaft and camshaft engine speed
sensors.
Electronic control module data lost - Condition Possible poor starting. Engine power derate.
757
exists. Severe loss of data from the ECM.
Engine camshaft speed / position sensor - Data Possible engine power derate.
erratic, intermittent, or incorrect. The ECM has
778
detected an error in the camshaft position
sensor signal.
Auxiliary equipment sensor input 3 - Root Possible no noticeable performance effects or
cause not known. engine dying or hard starting. Fault
779
information, trip information, and maintenance
monitor data may be inaccurate.
Power supply lost with ignition on - Data erratic, Engine will shut down.
intermittent, or incorrect. Supply voltage to the
ECM fell below 6.2 volts momentarily, or the
1117
ECM was not allowed to power down correctly
(retain battery voltage for 30 seconds after key
OFF).
OEM datalink cannot transmit - Data erratic, Engine will only idle.
1633 intermittent, or incorrect. Communications
within the OEM datalink network is intermittent.
Sensor supply 4 circuit - Voltage sbove normal, Engine will only idle.
or shorted to high source. High voltage
2185
detected at +5 volt sensor supply circuit to the
accelerator pedal position sensor.
3-28
Sensor supply 4 circuit - Voltage below normal, Possibly hard to start, low power, or engine
or shorted to low source. Low voltage detected smoke.
2186
at +5 volt sensor supply circuit to the
accelerator pedal position sensor.
Injector metering rail 1 pressure - Data valid but Engine may be difficult to start.
below normal operational range - Most severe
2249
level. The ECM has detected that fuel pressure
is lower than commanded pressure.
Electric lift pump for engine fuel supply circuit - Engine may be difficult to start.
2265
source. High voltage or open detected at the
fuel lift pump signal circuit.
Electric lift pump for engine fuel supply circuit - Possible low power.
Voltage below normal, or shorted to low
2266
source. Low signal voltage detected at the fuel
lift pump circuit.
Electronic fuel injection control valve circuit - Engine may exhibit misfire as control switches
Condition exists. Fuel pump actuator circuit from the primary to the backup speed sensor.
2311
resistance too high or too low. Engine power is reduced while the engine
operates on the backup speed sensor.
Engine crankshaft speed/position - Data erratic, Possible low power.
2321 intermittent, or incorrect. crankshaft engine
speed sensor intermittent synchronization.
Engine camshaft speed / position sensor - Data Engine power derate.
erratic, intermittent, or incorrect. Camshaft
2322 engine speed sensor intermittent
synchronization.
Turbocharger 1 Speed - Abnormal rate of Engine power derate.
2345 change. The turbocharger speed sensor has
detected an erroneous speed value.
Turbocharger turbine inlet temperature Engine power derate.
(Calculated) - Data valid but above normal
2346 operational range - Least severe level.
Turbocharger turbine inlet temperature has
exceeded the engine protection limit.
Turbocharger compressor outlet temperature Engine brake on cylinders 1, 2, and 3 can not
2347 (Calculated) - Data valid but above normal be activated or exhaust brake will not operate.
operational range - Least severe level.
Fan control circuit - Voltage above normal, or Variable geometry turbocharger will go to the
2377 shorted to high source. Open circuit or high open position.
voltage detected at the fan control circuit.
VGT actuator driver circuit - Voltage below Variable geometry turbocharger may be in
2384 normal, or shorted to low source. Low voltage either the open or closed position.
detected at turbocharger control valve circuit.
VGT actuator driver circuit - Voltage above The intake air heaters may be ON or OFF all
normal, or shorted to high source. Open circuit the time.
2385 or high voltage detected at turbocharger control
valve circuit.
Intake air heater 1 circuit - Voltage above The intake air heaters may be ON or OFF all
2555 normal, or shorted to high source. High voltage the time.
detected at the intake air heater signal circuit.
Intake air heater 1 circuit - Voltage below Can not control transmission.
2556 normal, or shorted to low source. Low voltage
detected at the intake air heater signal circuit.
Auxiliary PWM driver 1 circuit - Voltage above Can not control transmission.
2557 normal, or shorted to high source. High signal
voltage detected at the analog torque circuit.
3-29
Auxiliary PWM driver 1 circuit - Voltage below Power derate and possible engine shutdown if
2558 normal, or shorted to low source. Low signal engine protection shutdown feature is enabled.
voltage detected at the analog torque circuit.
Intake manifold 1 pressure - Data erratic,
intermittent, or incorrect. The ECM has
2973 detected an intake manifold pressure signal
that is too high or low for current engine
operating conditions.
3-30
(7) DEFINITION OF OPERATING MODES
Η Normal
There's no failure detected in the transmission system or the failure has no or slight effects on
transmission control. TCU will work without or in special cases with little limitations.(See
following table)
Θ Substitute clutch control
TCU can't change the gears or the direction under the control of the normal clutch modulation.
TCU uses the substitute strategy for clutch control. All modulations are only time controlled.
(Comparable with EST 25)
Ι Limp-home
The detected failure in the system has strong limitations to transmission control. TCU can
engage only one gear in each direction. In some cases only one direction will be possible.
TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator
must shift the gear selector into neutral position.
If output speed is less than a threshold for neutral to gear and the operator shifts the gear
selector into forward or reverse, the TCU will select the limp-home gear.
If output speed is less than a threshold for reversal speed and TCU has changed into the limp-
home gear and the operator selects a shuttle shift, TCU will shift immediately into the limp-home
gear of the selected direction.
If output speed is greater than the threshold, TCU will shift the transmission into neutral. The
operator has to slow down the vehicle and must shift the gear selector into neutral position.
Κ Transmission-shutdown
TCU has detected a severe failure that disables control of the transmission.
TCU will shut off the solenoid valves for the clutches and also the common power supply(VPS1).
Transmission shifts to neutral. The park brake will operate normally, also the other functions
which use ADM1 to ADM8.
The operator has to slow down the vehicle. The transmission will stay in neutral.
Λ TCU-shutdown
TCU has detected a severe failure that disables control of system.
TCU will shut off all solenoid valves and also both common power supplies(VPS1, VPS2). The
park brake will engage, also functions are disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.
ö Abbreviations
OC : Open circuit
SC : Short circuit
OP mode : Operating mode
TCU : Transmission control unit
EEC : Electronic engine controller
PTO : Power take off
3-31
(8) Transmission fault codes
Fault code Meaning of the fault code

(Hex) possible reason for fault detection Reaction of the TCU Possible steps to repair
11 Logical error at gear range signal TCU shifts transmission to Â Check the cables from TCU to
TCU detected a wrong signal combination neutral shift lever
for the gear range OP-mode : Transmission Â Check signal combinations of shift
ÂCable from shift lever to TCU is broken shutdown lever positions for gear range
ÂCable is defective and is contacted to ö Failure cannot be detected in
battery voltage or vehicle ground systems with DW2/DW3 shift lever.
ÂShift lever is defective Fault is taken back if TCU detects
a valid signal for the position
12 Logical error at direction select signal TCU shifts transmission to Â Check the cables from TCU to
TCU detected a wrong signal combination neutral shift lever
for the direction OP-Mode : Transmission Â Check signal combinations of shift
ÂCable from shift lever to TCU is broken shutdown lever positions F-N-R
ÂCable is defective and is contacted to ö Fault is taken back if TCU detects
battery voltage or vehicle ground a valid signal for the direction at
ÂShift lever is defective the shift lever
13 Logical error at engine derating device After selecting neutral, Â Check engine derating device
TCU detected no reaction of engine while TCU change to OP mode ö This fault is reset after power up of
derating device active limp home TCU
15 Logical error at direction select signal 2 TCU shifts transmission to Â Check the cables from TCU to
shift lever neutral if selector active shift lever 2
TCU detected a wrong signal combination OP mode : Transmission Â Check signal combinations of shift
for the direction shutdown if lever positions F-N-R
ÂCable from shift lever 2 to TCU is broken elector active ö Fault is taken back if TCU detects
ÂCable is defective and is contacted to a valid neutral signal for the
battery voltage or vehicle ground direction at the shift lever
ÂShift lever is defective
16 Logical error at axle connection OP mode : Normal Â Check the cables from TCU to
Feedback axle connection measured by TCU feedback axle connection switch
and output signal axle connection don't fit Â Check signals of the feedback
ÂAxle can't be connected or disconnected axle connection switch
due to mechanical problem
ÂOne of the cables from feedback axle
connection switch to TCU is broken
21 S.C. to battery voltage at clutch cut off Clutch cut off function is Â Check the cable from TCU to the
input disabled sensor
The measured voltage is too high: OP mode : Normal Â Check the connectors
ÂCable is defective and is contacted to Â Check the clutch cut off sensor
battery voltage
ÂClutch cut off sensor has an internal
defect
ÂConnector pin is contacted to battery
voltage
22 S.C. to ground or O.C. at clutch cut off Clutch cut off function is Â Check the cable from TCU to the
input disabled sensor
The measured voltage is too low: OP mode : Normal Â Check the connectors
ÂCable is defective and is contacted to Â Check the clutch cut off sensor
vehicle ground
ÂCable has no connection to TCU
ÂClutch cut off sensor has an internal
defect
ÂConnector pin is contacted to vehicle
ground or is broken
3-32
23 S.C. to battery voltage at load sensor Retarder function is Â Check the cable from TCU to the
input affected TCU uses default sensor
The measured voltage is too high: load Â Check the connectors
ÂCable is defective and is contacted to OP mode : Normal Â Check the load sensor
battery voltage Â Check the assembly tolerances of
ÂLoad sensor has an internal defect load sensor
ÂConnector pin is contacted to battery ö Availability of retarder depends on
voltage default load
24 S.C. to ground or O.C. at load sensor Retarder function is Â Check the cable from TCU to the
input affected TCU use default sensor
The measured voltage is too low: load Â Check the connectors
ÂCable is defective and is contacted to OP mode : Normal Â Check the load sensor
vehicle ground Â Check the assembly tolerances of
ÂCable has no connection to TCU load sensor
ÂLoad sensor has as internal defect ö Availability of retarder depends on
ÂConnector pin is contacted to vehicle default load
ground or is broken
25 S .C. to battery voltage or O.C. at No reaction, TCU use Â Check the cable from TCU to the
transmi-ssion sump temperature sensor default temperature sensor
input OP mode : Normal Â Check the connectors
The measured voltage is too high: Â Check the temperature sensor
ÂCable is defective and is contacted to
battery voltage
ÂTemperature sensor has an internal
defect
voltage or is broken
26 S .C. to battery voltage or O.C. at No reaction, TCU uses Â Check the cable from TCU to the
transmi-ssion sump temperature sensor default temperature sensor
The measured voltage is too low: Â Check the temperature sensor
vehicle ground
defect
ground
retarder temperature sensor input default temperature sensor
The measured voltage is too high: OP mode : Normal Â Check the connectors
ÂCable is defective and is contacted to Â Check the temperature sensor
battery voltage
defect
3-33
28 S.C. to ground at retarder temperature No reaction, TCU uses Â Check the cable from TCU to the
sensor input default temperature sensor
vehicle ground
defect
ground
converter output temperature sensor default temperature sensor
The measured voltage is too high: Â Check the temperature sensor
battery voltage
defect
30 S .C. to ground at converter output No reaction, TCU uses Â Check the cable from TCU to the
temperature sensor input default temperature sensor
vehicle ground
defect
ground
31 S.C. to battery voltage or O.C. at engine OP mode : Substitute clutch Â Check the cable from TCU to the
speed input control sensor
TCU measures a voltage higher than Â Check the connectors
7.00V at speed input pin Â Check the speed sensor
battery voltage
ÂSpeed sensor has an internal defect
voltage or has no contact
32 S.C. to ground at engine speed input OP mode : Substitute clutch Â Check the cable from TCU to the
TCU measures a voltage less than 0.45V at control sensor
speed input pin Â Check the connectors
ÂCable/connector is defective and is Â Check the speed sensor
contacted to vehicle ground
3-34
33 Logical error at engine speed input OP mode : Substitute clutch Â Check the cable from TCU to the
TCU measures a engine speed over a control sensor
threshold and the next moment the Â Check the connectors
measured speed is zero Â Check the speed sensor
ÂCable/connector is defective and has Â Check the sensor gap
bad contact ö This fault is reset after power up of
ÂSpeed sensor has an internal defect TCU
ÂSensor gap has the wrong size
34 S.C. to battery voltage or O.C. at turbine OP mode : Substitute clutch Â Check the cable from TCU to the
speed input control sensor
TCU measures a voltage higher than If a failure is existing at Â Check the connectors
7.00V at speed input pin output speed, Â Check the speed sensor
ÂCable is defective and is contacted to TCU shifts to neutral
vehicle battery voltage OP mode : Limp home
35 S.C. to ground at turbine speed input OP mode : Substitute clutch Â Check the cable from TCU to the
TCU measures a voltage less than 0.45V control sensor
at speed input pin If a failure is existing at Â Check the connectors
ÂCable/connector is defective and is output speed, Â Check the speed sensor
contacted to vehicle ground TCU shifts to neutral ö This fault is reset after power up of
ÂSpeed sensor has an internal defect OP mode : Limp home TCU
36 Logical error at turbine speed input OP mode : Substitute clutch Â Check the cable from TCU to the
TCU measures a turbine speed over a control sensor
threshold and at the next moment the If a failure is existing at Â Check the connectors
measured speed is zero output speed, Â Check the speed sensor
ÂCable/connector is defective and has TCU shifts to neutral Â Check the sensor gap
bad contact OP mode : Limp home
37 S .C. to battery voltage or O.C. at OP mode : Substitute clutch Â Check the cable from TCU to the
internal speed input control sensor
TCU measures a voltage higher than Â Check the connectors
7.00V at speed input pin Â Check the speed sensor
vehicle battery voltage
38 S.C. to ground at turbine speed input OP mode : Substitute clutch Â Check the cable from TCU to the
TCU measures a voltage less than 0.45V control sensor
at speed input pin Â Check the connectors
ÂCable/connector is defective and is Â Check the speed sensor
3-35
39 Logical error at internal speed input OP mode : Substitute clutch Â Check the cable from TCU to the
TCU measures a internal speed over a control sensor
threshold and at the next moment the Â Check the connectors
measured speed is zero Â Check the speed sensor
ÂCable/connector is defective and has Â Check the sensor gap
bad contact ö This fault is reset after power up of
ÂSpeed sensor has an internal defect TCU
3A S.C. to battery voltage or O.C. at output Special mode for gear Â Check the cable from TCU to the
speed input selection sensor
TCU measures a voltage higher than OP mode : S u b s t i t u t e Â Check the connectors
12.5V at speed input pin clutch control Â Check the speed sensor
ÂCable is defective and is contacted to If a failure is existing at
battery voltage turbine speed,
ÂCable has no connection to TCU TCU shifts to neutral
ÂSpeed sensor has an internal defect OP mode : lamp home
3B S.C. to ground at output speed input Special mode for gear Â Check the cable from TCU to the
TCU measures a voltage less than 1.00V selection sensor
at speed input pin OP mode : Substitute clutch Â Check the connectors
ÂCable/connector is defective and is control Â Check the speed sensor
contacted to vehicle ground If a failure is existing at
ÂSpeed sensor has an internal defect turbine speed,
TCU shifts to neutral
OP mode : lamp home
3C Logical error at output speed input Special mode for gear Â Check the cable from TCU to the
TCU measures a turbine speed over a selection sensor
threshold and at the next moment the OP mode : Substitute clutch Â Check the connectors
measured speed is zero control Â Check the speed sensor
ÂCable/connector is defective and has If a failure is existing at Â Check the sensor gap
bad contact turbine speed, ö This fault is reset after power up of
ÂSpeed sensor has an internal defect TCU shifts to neutral TCU
ÂSensor gap has the wrong size OP mode : lamp home
3D Turbine speed zero doesn't fit to other - ö Not used
speed signals
3E Output speed zero doesn't fit to other Special mode for gear Â Check the sensor signal of output
speed signals selection speed sensor
If transmission is not neutral and the OP mode : Substitute clutch Â Check the sensor gap of output
shifting has finished, control speed sensor
TCU measures output speed zero and If a failure is existing at Â Check the cable from TCU to the
turbine speed or internal speed not equal turbine speed, sensor
to zero. TCU shifts to neutral ö This fault is reset after power up of
ÂSpeed sensor has an internal defect OP mode : lamp home TCU
3-36
71 S.C. to battery voltage at clutch K1 TCU shifts to neutral Â Check the cable from TCU to the
The measured resistance value of the valve OP mode : Limp home gearbox
is out of limit, the voltage at K1 valve is too If failure at another clutch Â Check the connectors from TCU
high is pending to the gearbox
ÂCable/connector is defective and has TCU shifts to neutral Â Check the regulator resistance*
contact to battery voltage OP mode : TCU shutdown Â Check internal wire harness of the
ÂCable/connector is defective and has gearbox
contact to another regulator output of the * See page 3-52
TCU
ÂRegulator has an internal defect
72 S.C. to ground at clutch K1 TCU shifts to neutral Â Check the cable from TCU to the
is out of limit, the voltage at K1 valve is too If failure at another clutch Â Check the connectors from
low is pending gearbox to TCU
contact to vehicle ground OP mode : TCU shutdown Â Check internal wire harness of the
ÂRegulator has an internal defect gearbox
* See page 3-52
73 O.C. at clutch K1 TCU shifts to neutral Â Check the cable from TCU to the
The measured resistance value of the OP mode : Limp home gearbox
valve is out of limit If failure at another clutch Â Check the connectors from
ÂCable/connector is defective and has no is pending gearbox to TCU
contact to TCU TCU shifts to neutral Â Check the regulator resistance*
ÂRegulator has an internal defect OP mode : TCU shutdown Â Check internal wire harness of the
gearbox
* See page 3-52
valve is out of limit, the voltage at K2 valve If failure at another clutch Â Check the connectors from
is too high is pending gearbox to TCU
TCU
* See page 3-52
gearbox
* See page 3-52
3-37
TCU
* See page 3-52
Cable/connector is defective and has no is pending gearbox to TCU
Regulator has an internal defect OP mode : TCU shutdown Â Check internal wire harness of the
gearbox
* See page 3-52
7A S .C. to battery voltage at converter
- -
clutch
7B S.C. to ground at converter clutch - -
7C O.C. at converter clutch - ö Not used
7D S.C. ground at engine derating device Engine derating will be on Â Check the cable from TCU to the
ÂCable is defective and is contacted to until engine derating device
vehicle ground TCU power down even if Â Check the connectors from engine
ÂEngine derating device has an internal fault vanishes(Loose derating device to TCU
defect connection) Â Check the resistance* of engine
ÂConnector pin is contacted to vehicle OP mode : Normal derating device
ground ö Not used
* See page 3-52
7E S.C. battery voltage at engine derating No reaction Â Check the cable from TCU to the
device OP mode : Normal engine derating device
ÂCable/connector is defective and is Â Check the connectors from
contacted to battery voltage backup alarm device to TCU
ÂEngine derating device has an internal Â Check the resistance* of backup
defect alarm device
* See page 3-52
3-38
7F O.C. at engine derating device No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal engine derating device
output pin, that looks like a O.C. for this Â Check the connectors from engine
output pin derating device to TCU
ÂCable is defective and has no Â Check the resistance* of engine
connection to TCU derating device
ÂEngine derating device has an internal * See page 3-52
defect
ÂConnector has no connection to TCU
TCU
The measured resistance value of the valve OP mode : Limp home engine derating device
* See page 3-52
ÂCable/connector is defective and has is pending gearbox to TCU
gearbox
* See page 3-52
TCU
85 S.C. to ground at clutch KV TCU shifts to neutral Â Check the cable from TCU to the
* See page 3-52
3-39
86 O.C. at clutch KV TCU shifts to neutral Â Check the cable from TCU to the
ÂCable/connector is defective and has is pending gearbox to TCU
gearbox
* See page 3-52
87 S.C. to battery voltage at clutch KR TCU shifts to neutral Â Check the cable from TCU to the
valve is out of limit, the voltage at KR valve is If failure at another clutch Â Check the connectors from
too high is pending gearbox to TCU
TCU
88 S.C. to ground at clutch KR TCU shifts to neutral Â Check the cable from TCU to the
is out of limit, the voltage at KR valve is too If failure at another clutch Â Check the connectors from
* See page 3-52
89 O.C. at clutch KR TCU shifts to neutral Â Check the cable from TCU to the
gearbox
* See page 3-52
91 S.C. to ground at relay reverse warning Backup alarm will be on Â Check the cable from TCU to the
alarm until backup alarm device
TCU detected a wrong voltage at the TCU power down even if Â Check the connectors from
output pin, that looks like a S.C. to vehicle fault backup alarm device to TCU
ground vanishes(Loose connect- Â Check the resistance* of backup
ÂCable is defective and is contact to ion) alarm device
vehicle ground OP mode : Normal * See page 3-52
ÂBackup alarm device has an internal
defect
ground
3-40
92 S.C. to battery voltage at relay reverse No reaction Â Check the cable from TCU to the
warning alarm OP mode : Normal backup alarm device
TCU detected a wrong voltage at the Â Check the connectors from
output pin, that looks like a S.C. to battery backup alarm device to TCU
voltage Â Check the resistance* of backup
ÂCable is defective and is contacted to alarm device
battery voltage * See page 3-52
ÂBackup alarm device has an internal
defect
voltage
93 O.C. at relay reverse warning alarm No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal backup alarm device
output pin, that looks like a O.C. for this Â Check the connectors from
output pin backup alarm device to TCU
ÂCable is defective and has no Â Check the resistance* of backup
connection to TCU alarm device
ÂBackup alarm device has an internal * See page 3-52
defect
94 S.C. to ground at relay starter interlock No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal stater interlock relay
output pin, that looks like a S.C. to vehicle Â Check the connectors from starter
ground interlock relay to TCU
ÂCable is defective and is connection to Â Check the resistance* of starter
vehicle ground interlock relay
ÂStarter interlock relay has an internal * See page 3-52
defect
ground
95 S.C. to battery voltage at relay starter No reaction Â Check the cable from TCU to the
interlock OP mode : Normal starter interlock relay
TCU detected a wrong voltage at the Â Check the connectors from starter
output pin, that looks like a S.C. to battery interlock relay to TCU
voltage Â Check the resistance* of starter
ÂCable is defective and has no interlock relay
connection to battery voltage * See page 3-52
ÂStarter interlock relay has an internal defect
voltage
96 O.C. at relay starter interlock No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal starter interlock relay
output pin, that looks like a O.C. for this Â Check the connectors from starter
output pin interlock relay to TCU
ÂCable is defective and has no Â Check the resistance* of starter
connection to TCU interlock relay
ÂStarter interlock relay has an internal defect * See page 3-52
3-41
97 S.C. to ground at park brake solenoid No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal park brake solenoid
output pin, that looks like a S.C. to vehicle Â Check the connectors from park
ground brake solenoid to TCU
ÂCable is defective and is connection to Â Check the resistance* of park
vehicle ground brake solenoid
ÂPark brake solenoid has an internal * See page 3-52
defect
ground
98 S .C. to battery voltage at park brake No reaction Â Check the cable from TCU to the
solenoid Optional : (Some custom- park brake solenoid
TCU detected a wrong voltage at the ers) Â Check the connectors from park
output pin, that looks like a S.C. to battery TCU shifts to neutral brake solenoid to TCU
voltage caused by park brake feed Â Check the resistance* of park
ÂCable is defective and is connection to back brake solenoid
battery voltage OP mode : Normal * See page 3-52
ÂPark brake solenoid has an internal
defect
voltage
99 O.C. at park brake solenoid No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the Optional : Some park brake solenoid
output pin, that looks like a O.C. for this customers Â Check the connectors from park
output pin TCU shifts to neutral brake solenoid to TCU
ÂCable is defective and has no caused by park brake feed Â Check the resistance* of park
connection to TCU back brake solenoid
ÂPark brake solenoid has an internal OP mode : Normal * See page 3-52
defect
9A S .C. to ground at converter lock up No reaction Â Check the cable from TCU to the
clutch solenoid OP mode : Normal converter clutch solenoid
output pin, that looks like a S.C. to vehicle converter clutch solenoid to TCU
ground Â Check the resistance* of park
ÂCable is defective and is contacted to brake solenoid
vehicle ground * See page 3-52
ÂConverter clutch solenoid has an
internal defect
ground
9B O .C. at converter lock up clutch Converter clutch always Â Check the cable from TCU to the
solenoid open, converter clutch solenoid
TCU detected a wrong voltage at the retarder not available Â Check the connectors from
output pin, that looks like a O.C. for this OP mode : Normal converter clutch solenoid to TCU
output pin Â Check the resistance* of park
ÂCable is defective and has no brake solenoid
connection to TCU * See page 3-52
internal defect
3-42
9C S.C. to battery voltage at converter lock No reaction Â Check the cable from TCU to the
up clutch solenoid OP mode : Normal converter clutch solenoid
output pin, that looks like a S.C. to battery converter clutch solenoid to TCU
voltage Â Check the resistance* of converter
ÂCable is defective and has no contacted clutch solenoid
to battery voltage * See page 3-52
internal defect
voltage
9D S.C. to ground at retarder solenoid No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal retarder solenoid
output pin, that looks like a S.C. to vehicle Â Check the connectors from
ground retarder solenoid to TCU
ÂCable is defective and is contacted to Â Check the resistance* of retarder
vehicle ground solenoid
ÂRetarder solenoid has an internal defect * See page 3-52
ground
9E O.C. at retarder solenoid No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal retarder solenoid
output pin retarder solenoid to TCU
ÂCable is defective and has no Â Check the resistance* of retarder
connection to TCU solenoid
ÂRetarder solenoid has an internal defect * See page 3-52
9F S .C. to battery voltage at retarder No reaction Â Check the cable from TCU to the
solenoid OP mode : Normal retarder solenoid
output pin, that looks like a S.C. to battery retarder solenoid to TCU
voltage Â Check the resistance* of retarder
ÂCable is defective and has no solenoid
ÂRetarder solenoid has an internal defect
voltage
3-43
A1 S.C. to ground at difflock or axle No reaction Â Check the cable from TCU to the
connection solenoid OP mode : Normal difflock solenoid
TCU detected a wrong voltage at the Â Check the connectors from difflock
output pin, that looks like a S.C. to vehicle solenoid to TCU
ground Â Check the resistance* of difflock
ÂCable is defective and is contacted to solenoid
ÂDifflock solenoid has an internal defect
ground
A2 S.C. to battery voltage at difflock or axle No reaction Â Check the cable from TCU to the
connection solenoid OP mode : Normal difflock solenoid
output pin, that looks like a S.C. to battery solenoid to TCU
voltage Â Check the resistance* of difflock
voltage
A3 O .C. at difflock or axle connection No reaction Â Check the cable from TCU to the
solenoid OP mode : Normal difflock solenoid
output pin, that looks like a O.C. for this solenoid to TCU
output pin Â Check the resistance* of difflock
connection to TCU * See page 3-52
A4 S.C. to ground at warning signal output No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal warning device
output pin, that looks like a S.C. to vehicle Â Check the connectors from
ground warning device to TCU
ÂCable is defective and is contacted to Â Check the resistance* of warning
vehicle ground device
ÂWarning device has an internal defect * See page 3-52
ground
A5 O.C. voltage at warning signal output No reaction Â Check the cable from TCU to the
TCU detected a wrong voltage at the OP mode : Normal warning device
output pin warning device to TCU
ÂCable is defective and has no Â Check the resistance* of warning
connection to TCU device
ÂWarning device has an internal defect * See page 3-52
A6 S.C. to battery voltage at warning signal No reaction Â Check the cable from TCU to the
output OP mode : Normal warning device
output pin, that looks like a S.C. to battery warning device to TCU
voltage Â Check the resistance* of warning
ÂCable is defective and has is contacted device
to battery voltage * See page 3-52
ÂWarning device has an internal defect
voltage
3-44
B1 Slippage at clutch K1 TCU shifts to neutral Â Check pressure at clutch K1

TCU calculates a differential speed at OP mode : Limp home Â Check main pressure in the
closed clutch K1. If this calculated value If failure at another clutch system
is out of range, TCU interprets this as is pending Â Check sensor gap at internal
slipping clutch TCU shifts to neutral speed sensor
ÂLow pressure at clutch K1 OP mode : TCU shutdown Â Check sensor gap at output speed
ÂLow main pressure sensor
ÂWrong signal at internal speed sensor Â Check signal at internal speed
ÂWrong signal at output speed sensor sensor
ÂWrong size of the sensor gap Â Check signal at output speed
ÂClutch is defective sensor
Â Replace clutch
Â Replace clutch
Â Replace clutch
ÂLow pressure at clutch K4 OP mode : TCU shutdown Â Check sensor gap at turbine
ÂLow main pressure speed sensor
ÂWrong signal at turbine speed sensor sensor
ÂWrong size of the sensor gap Â Check signal at turbine speed
Â Replace clutch
3-45
B5 Slippage at clutch KV TCU shifts to neutral Â Check pressure at clutch KV

closed clutch KV. If this calculated value If failure at another clutch system
ÂLow pressure at clutch KV OP mode : TCU shutdown Â Check sensor gap at turbine
Â Replace clutch
B6 Slippage at clutch KR TCU shifts to neutral Â Check pressure at clutch KR
closed clutch KR. If this calculated value If failure at another clutch system
ÂLow pressure at clutch KR OP mode : TCU shutdown Â Check sensor gap at turbine
Â Replace clutch
B7 Overtemp sump No reaction Â Cool down machine
TCU measured a temperature in the oil OP mode : Normal Â Check oil level
sump that is over the allowed threshold. Â Check temperature sensor
B8 Overtemp retarder TCU disables retarder Â Cool down machine
TCU measured a temperature in the OP mode : Normal Â Check oil level
retarder oil that is over the allowed Â Check temperature sensor
threshold
B9 Overspend engine Retarder applies
-
OP mode : Normal
BA Differential pressure oil filter No reaction Â Check oil filter
TCU measured a voltage at differential OP mode : Normal Â Check wiring from TCU to
pressure switch out of the allowed range differential pressure switch
ÂOil filter is polluted Â Check differential pressure
ÂCable/connector is broken or cable/ switch(Measure resistance)
connector is contacted to battery voltage
or vehicle ground
ÂDifferential pressure switch is defective
3-46
BB Slippage at converter lockup clutch Â Check pressure at converter

TCU calculates a differential speed at lockup clutch
closed converter lockup clutch. If this Â Check main pressure in the
calculated value is out of range, TCU system
interprets this as slipping clutch Â Check sensor gap at engine
ÂLow pressure at converter lockup clutch speed sensor
ÂLow main pressure Â Check sensor gap at turbine
ÂWrong signal at engine speed sensor speed sensor
ÂWrong signal at turbine speed sensor Â Check signal at engine speed
ÂWrong size of the sensor gap sensor
ÂClutch is defective Â Check signal at turbine speed
sensor
Â Replace clutch
BD S.C. to ground at engine brake solenoid No reaction Â Check the cable from TCU to
TCU detected a wrong voltage at the OP mode : Normal engine brake solenoid
output pin, that looks like a S.C. to vehicle Â Check the connectors from engine
ground brake solenoid to TCU
ÂCable is defective and is contacted to Â Check the resistance* of engine
vehicle ground brake solenoid
ÂEngine brake solenoid has an internal * See page 3-52
defect
ground
BE S.C. to battery voltage at engine brake No reaction Â Check the cable from TCU to the
output pin, that looks like a S.C. to battery Â Check the connectors from engine
voltage brake solenoid to TCU
ÂCable is defective and is contacted to Â Check the resistance* of engine
battery voltage brake solenoid
defect
voltage
BF O.C. at engine brake No reaction Â Check the cable from TCU to the
output pin, that looks like a O.C. for this Â Check the connectors from engine
output pin brake solenoid to TCU
ÂCable is defective and has no Â Check the resistance* of engine
connection to TCU brake solenoid
defect
3-47
C3 Overtemp converter output No reaction Â Cool down machine

TCU measured a oil temperature at the OP mode : Normal Â Check oil level
converter output that is the allowed Â Check temperature sensor
threshold
C4 S.C. to ground at joystick status No reaction Â Check the cable from TCU to
indicator OP mode : Normal joystick status indicator
output pin, that looks like a S.C. to vehicle joystick status indicator to TCU
ground Â Check the resistance* of joystick
ÂCable is defective and is contacted to status indicator
ÂJoystick status indicator has an internal
defect
ground
C5 S.C. to battery voltage at joystick status No reaction Â Check the cable from TCU to
indicator OP mode : Normal joystick status indicator
output pin, that looks like a S.C. to battery joystick status indicator to TCU
voltage Â Check the resistance* of joystick
ÂCable is defective and is contacted to status indicator
battery voltage * See page 3-52
ÂJoystick status indicator has an internal
defect
voltage
C6 O.C. at joystick status indicator No reaction Â Check the cable from TCU to
TCU detected a wrong voltage at the OP mode : Normal joystick status indicator
output pin joystick status indicator to TCU
ÂCable is defective and has no Â Check the resistance* of joystick
connection to TCU status indicator
ÂJoystick status indicator has an internal * See page 3-52
defect
ÂConnector pin has no connection to
TCU
3-48
D1 S.C. to battery voltage at power supply See fault codes No.21 to Â Check cables and connectors to
for sensors 2C sensors, which are supplied from
TCU measures more than 6V at the pin AU1
AU1 (5V sensor supply) Â Check the power supply at the pin
AU1(Should be appx. 5V)
ö Fault codes No.21 to No.2C may
be reaction of this fault
D2 S.C. to ground at power supply for See fault codes No.21 to Â Check cables and connectors to
sensors 2C sensors, which are supplied from
TCU measures less than 4V at the pin AU1
AU1 (5V sensor supply) Â Check the power supply at the pin
AU1(Should be appx. 5V)
ö Fault codes No.21 to No.2C may
be reaction of this fault
D3 Low voltage at battery Shift to neutral Â Check power supply battery
Measured voltage at power supply is lower OP mode : TCU shutdown Â Check cables from batteries to
than 18V(24V device) TCU
Â Check connectors from batteries
to TCU
D4 High voltage at battery Shift to neutral Â Check power supply battery
Measured voltage at power supply is OP mode : TCU shutdown Â Check cables from batteries to
higher than 32.5V(24V device) TCU
Â Check connectors from batteries
to TCU
D5 Error at valve power supply VPS1 Shift to neutral Â Check fuse
TCU switched on VPS1 and measured OP mode : TCU shutdown Â Check cables from gearbox to
VPS1 is off or TCU switched off VPS1 and TCU
measured VPS1 is still on Â Check connectors from gearbox to
ÂCable or connectors are defect and are TCU
contacted to battery voltage Â Replace TCU
ÂCable or connectors are defect and are
ÂPermanent power supply KL30 missing
ÂTCU has an internal defect
D6 Error at valve power supply VPS2 Shift to neutral Â Check fuse
TCU switched on VPS2 and measured OP mode : TCU shutdown Â Check cables from gearbox to
VPS2 is off or TCU switched off VPS2 and TCU
measured VPS2 is still on Â Check connectors from gearbox to
ÂCable or connectors are defect and are TCU
contacted to battery voltage Â Replace TCU
ÂCable or connectors are defect and are
ÂPermanent power supply KL30 missing
ÂTCU has an internal defect
3-49
E1 S.C. battery voltage at speedometer - ö Not used

output
E2 S.C. to ground or O.C at speedometer ö Not used
output -
E3 S.C. to battery voltage at display output No reaction Â Check the cable from TCU to the
TCU sends data to the display and OP mode : Normal display
measures always a high voltage level on Â Check the connectors at the
the connector display
ÂCable or connectors are defective and Â Change display
are contacted to battery voltage
ÂDisplay has an internal defect
E4 S.C. to ground at display output No reaction Â Check the cable from TCU to the
TCU sends data to the display and OP mode : Normal display
measures always a high voltage level on Â Check the connectors at the
the connector display
ÂCable or connectors are defective and Â Change display
are contacted to battery voltage
ÂDisplay has an internal defect
E5 Communication failure on DeviceNet Shift to neutral Â Check Omron master
OP mode : TCU shutdown Â Check wire of DeviceNet-Bus
Â Check cable to Omron master
E5 DISPID1 timeout TCU select parameter set Â Check display controller
Timeout of CAN-massage DISPID1 from with ID0 Â Check wire of CAN-Bus
display controller OP mode : Limp home Â Check cable display controller
ÂInterference on CAN-Bus
ÂCAN wire/connector is defective
ÂCan wire/connector is defective and has
contact to vehicle ground or battery
voltage
3-50
F1 General EEPROM fault No reaction Â Replace TCU

TCU can't read non volatile memory OP mode : Normal ö Often shown together with fault
ÂTCU is defective code F2
F2 Configuration lost Transmission stay neutral Â Reprogram the correct configurat-
TCU has lost the correct configuration and OP mode : TCU shutdown ion for the vehicle (e.g. with cluster
can't control the transmission controller,...)
ÂInterference during saving data on non
volatile memory
ÂTCU is brand new or from another
vehicle
F3 Application error Transmission stay neutral Â Replace TCU
Something of this application is wrong OP mode : TCU shutdown ö This fault occurs only if an test
engineer did something wrong in
the application of the vehicle
F5 Clutch failure Transmission stay neutral Â Check clutch
AEB was not able to adjust clutch filling OP mode : TCU shutdown ö TCU shows also the affected
parameters clutch on the display
ÂOne of the AEB-Values is out of limit
F6 Clutch adjustment data lost No reaction, Â Execute AEB
TCU was not able to read correct clutch Default values : 0 for AEB
adjustment parameters Offsets used
ÂInterference during saving data on non OP mode : Normal
volatile memory
ÂTCU is brand new
3-51
(9) Measuring of resistance at actuator/sensor and cable
Η Actuator
2 G
76043PT19
Open circuit R12 = R1G = R2G = â

Short cut to ground R12 = R; R1G = 0, R2G = R or R1G = R, R2G = 0
(For S.C. to ground, G is connected to vehicle ground)
Short cut to battery R12 = R; R1G = 0, R2G = R or R1G = R, R2G = 0
(For S.C. to battery, G is connected to battery voltage)
Θ Cable
UBat
P(Power supply)
TCU
1 2 Actuator/
Sensor
C(Chassis)
Ground
76043PT20
Open circuit R12 = R1P = R1C = R2P = R2C= â

Short cut to ground R12 = 0; R1C = R2C = 0, R1P = R2P = â
Short cut to battery R12 = 0; R1C = R2C = 0, R1P = R2P = 0
3-52
7) ELECTRIC CONTROL UNIT
(1) Complete system
1
2
14 12
10
5 4 15 9
3
7
A
13
2
6
11
8
7607APT11
1 Transmission control unit(EST-37A)

2 Kickdown switch
3 Clutch cut off switch
4 Full automatic switch
5 LCD
6 Gear selector(DW-3) with integrated kickdown switch
7 Power supply connection
8 Transmission
9 Cable to inductive transmitter - speed central gear train
10 Cable to inductive transmitter - speed turbine
11 Cable to inductive transmitter - speed engine
12 Cable to speed sensor output and speedometer
13 Cable to plug connection on the electro - hydraulic control unit
14 CAN-Connection
15 Wiring
(2) Description of the basic functions
The powershift transmissions is equipped is electronic transmission control unit(EST-37A),
developed for it.
The system is processing the desire of the driver according to the following criteria.
ÂGear determination depending on controller position, driving speed and load condition.
3-53
ÂProtection from operating errors as far as necessary, is possible via electronic protection
(programming).
ÂProtection from over-speeds(On the basis of engine and turbine speed).
ÂAutomatic reversing(Driving speed-dependent).
ÂPressure cut-off possible(Disconnecting of the drive train for maximum power on the power
take-off).
ÂChange-over possibility for Auto-/Manual mode.
ÂKick down functions possible.
(3) Driving and shifting
- Neutral position :
Neutral position will be selected via the controller.
After the ignition is switched on, the electronics remains in the waiting state. By the position
NEUTRAL of the controller, resp. by pressing the pushbutton NEUTRAL, the EST-37A becomes
ready for operation.
Now, a gear can be engaged.
- Starting :
The starting of the engine has always to be carried out in the NEUTRAL POSITION of the
controller.
For safety reasons it is to recommend to brake the machine securely in position with the parking
brake prior to start the engine.
After the starting of the engine and the preselection of the driving direction and the gear, the
machine can be set in motion by acceleration.
At the start off, the converter takes over the function of a master clutch.
On a level road it is possible to start off also in higher gears.
- Upshifting under load
Upshifting under load will be then realized if the machine can still accelerate by it.
- Downshifting under load
Downshifting under load will be realized if more traction force is needed.
- Upshifting in overrunning condition
In the overrunning mode, the upshifting will be suppressed by accelerator pedal idling position, if
the speed of the machine on a downgrade should not be further increased.
- Downshifting in overrunning condition
Downshiftings in overrunning mode will be then carried out if the machine should be retarded.
If the machine will be stopped and is standing with running engine and engaged transmission,
the engine cannot be stalled. On a level and horizontal roadway it is possible that the machine
begins to crawl, because the engine is creating at idling speed a slight drag torque via the
converter.
It is convenient to brake the machine at every stop securely in position with the parking brake.
At longer stops, the controller has to be shifted to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a
converter transmission it might not immediately be noted to have forgotten this quite normal
operating step because a converter, due to its high ratio, can easily overcome the braking torque
of the parking brake.
3-54
Temperature increases in the converter oil as well as overheated brakes will be the
consequences to be find out later.
Neutral position of the selector switch at higher machine speeds(above stepping speed) is not
admissible.
Either a suitable gear is to be shifted immediately, or the machine must be stopped at once.
(4) Independent calibration of the shifting elements(AEB)
The AEB has the task to compensate tolerances(plate clearance and pressure level) which are
influencing the filling procedure of the clutches. For each clutch, the correct filling parameters are
determined in one test cycle for :
ÂPeriod of the quick-filling time
ÂLevel of the filling compensating pressure
The filling parameters are stored, together with the AEB-program and the driving program in the
transmission electronics. Because the electronics will be separately supplied, the AEB-cycle must
be started only after the installation of both components in the machine, thus ensuring the correct
mating(Transmission and electronics).
ö It is imperative, to respect the following test conditions :
- Shifting position neutral
- Engine in idling speed
- Parking brake actuated
- Transmission in operating temperature
ö After a replacement of the transmission, the electrohydraulic control or the TCU in the machine,
the AEB-cycle must be as well carried out again.
The AEB-cylcle continues for about 3 to 4 minutes. The determined filling parameters are stored
in the EEProm of the electronics. In this way, the error message F6 shown on the display will be
cancelled also at non-performed AEB.
(5) Pressure cut-off
In order to provide the full engine power for the hydraulic system, the control can be enlarged for
the function of a pressure cut-off in the 1st and 2nd speed. In this way, the pressure in the
powershift clutches will be cut-off, and the torque transmission in the drive train will be eliminated
by it. This function will be released at the actuation of a switch, arranged on the brake pedal.
For a soft restart, the pressure will be build-up via a freely programmable characteristic line.
3-55
5. AXLE
1) OPERATION
Â The power from the engine passes through torque converter, transmission and drive shafts, and is
then sent to the front and rear axles.
Â Inside the axles, the power passes from the bevel pinion to the bevel gear and is sent at right
angles. At the same time, the speed is reduced and passes through the both differentials to the
axle shafts. The power of the axle shafts is further reduced by planetary-gear-type final drives and
is sent to the wheels.
(1) Front axle
3
2
2 3
7577APT12
1 Input 2 Output 3 Brake

4 Axle housing
(2) Rear axle

4
1
4
3
2 2
3
7577APT13
1 Input 2 Output 3 Brake

4 Axle housing 5 Axle drive housing
3-56
2) DIFFERENTIAL
(1) Description
3
When the machine makes a turn, the
2 4
outside wheel must rotate faster than the
inside wheel. A differential is a device
which continuously transmits power to the
right and left wheels while allowing them
to turn a different speeds, during a turn.
The power from the drive shaft passes
through bevel pinion(1) and is transmitted
to the bevel gear(2). The bevel gear
changes the direction of the motive force
by 90 degree, and at the same time
reduces the speed. 1
It then transmits the motive force through
the differential(3) to the axle gear shaft(4). 770-3 [3-26(1)]
(2) When driving straight forward

Pinion gear
When the machine is being driven straight
forward and the right and left wheels are Side gear Side gear
rotating at the same speed, so the pinion Axle gear shaft
gear inside the differential assembly do not
rotate. The motive force of the carrier is
send through the pinion gear and the side
gear, therefore the power is equally Carrier
transmitted to the left and right axle gear Pinion gear
shaft.
770-3 [3-26(2)]
(3) When turning

Swing
When turning, the rotating speed of the
Pinion gear
left and right wheels is different, so the
Side gear Side gear
pinion gear and side gear inside the
differential assembly rotate in accordance
with the difference between the rotating
speed of the left and right wheels.
The power of the carrier is then
transmitted to the axle gear shafts. Carrier
Pinion gear Ring gear
770-3 [3-26(3)]
3-57
3) TORQUE PROPORTIONING DIFFERENTIAL
(1) Function
Η Because of the nature of their work, 4-
wheel-drive loaders have to work in
places where the road surface is bad.
In such places, if the tires slip, the ability
to work as a loader is reduced, and also
the life of the tire is reduced.
The torque proportioning differential is
installed to overcome this problem.
In structure it resembles the differential of
an automobile, but the differential pinion
gear has an odd number of teeth.
Because of the difference in the
resistance from the road surface, the
position of meshing of the pinion gear
and side gear changes, and this changes
the traction of the left and right tires.
(2) Operation
Spider rotating
Η When traveling straight direction
(Equal resistance from road surface to
left and right tires)
Under this condition, the distances
involving the engaging points between
FL FR
right and left side gears and pinion-a and Engaging a b Engaging
point point
b-are equal and the pinion is balanced as
FLÝa=FRÝb. Thus, FL=FR, and the
right and left side gears are driven with Left side gear Right side gear
the same force. Pinion
770-3 (3-27)
3-58
Θ When traveling on soft ground
(Resistance from road surface to left and
right tires is different)
If the road resistance to the left wheel is
Spider rotating
smaller, the left side gear tends to rotate direction
forward, and this rotation changes the
engaging points between the side gears
and pinion. As a result, the distances
involving the engaging points becomes FL
Small road FR Large road
a>b. The pinion now is balanced as FL resistance a b resistance
Ýa=FRÝb, where FL>FR. The right Engaging Engaging
side gear is driven with a greater force point point
than the left side gear. The torque can
Left side gear Right side gear
be increased by up to about 30% for Pinion
either side gear.
The pinion therefore does not run idle
and driving power is transmitted to both
side gears until the difference between
road resistance to the right and left
(770-7)3-27
wheels reaches about 30%.
3-59
6. TIRE AND WHEEL
7407APT10
1 Wheel rim 3 O-ring 5 Side ring

2 Tire 4 Lock ring 6 Valve assembly
1) The tire acts to absorb the shock from the ground surface to the machine, and at the same time
they must rotate in contact with the ground to gain the power which drives the machine.
2) Various types of tires are available to suit the purpose. Therefore it is very important to select the
correct tires for the type of work and bucket capacity.
3-60

Power Train Components and Torque Converter Overview

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SECTION 3 POWER TRAIN SYSTEM

GROUP 1 STRUCTURE AND FUNCTION

1. POWER TRAIN COMPONENT OVERVIEW

The power train consists of the following components:

Y1 NFS Y2 NFS Y3 NFS Y4 NFS Y5 NFS Y6 NFS

Oil cooler Bcak

NFS Follow-on slide P3 Proportional valve clutch K1

1 Turbine 3 Pump 5 Input flange

Function of a hydrodynamic torque converter(Schematic view)

TP = Torque of the pump wheel

1 Reverse clutch(KR) 6 Rear output flange 11 Converter

1 Converter 9 Parking brake

SECTION A-A SECTION B-B

1 Pressure reducing valve(9+0.5bar) 7 Intermediate sheet

selected by a rotary motion, the driving 1

(1) Main display

No Symbol Meaning Remark

Main Menu Sub menu Activate item

Main group Sub group Meaning Display on LCD

Latest ÂDistance until recent times. Latest 20.5 Km

ÂControl of LCD display luminosity.

Mode 1 ÂAutomatic travelling speed is applied from 1st -

Forward ÂForward active

Pulse ÂPress : Modification. -

Diagnostics Fault ÂError code display.

Fault ÂError code display.

Version ÂDisplay the controller(MCU) and cluster version. -

ö To go out from fault explanation window, press button.

Description Code Meaning Remark

010 Power input voltage low Below 18V

Symbol Meaning Remarks

LF, LR Limp home gear -

Symbol Meaning Remarks

K1~K4, KV, KR Calibrating clutch K1~K4, KV

Fault code Meaning of the fault code

B1 Slippage at clutch K1 TCU shifts to neutral Â Check pressure at clutch K1

B5 Slippage at clutch KV TCU shifts to neutral Â Check pressure at clutch KV

BB Slippage at converter lockup clutch Â Check pressure at converter

C3 Overtemp converter output No reaction Â Cool down machine

E1 S.C. battery voltage at speedometer - ö Not used

F1 General EEPROM fault No reaction Â Replace TCU

Open circuit R12 = R1G = R2G = â

Open circuit R12 = R1P = R1C = R2P = R2C= â

1 Transmission control unit(EST-37A)

1 Input 2 Output 3 Brake

(2) Rear axle

1 Input 2 Output 3 Brake

(2) When driving straight forward

(3) When turning

Pinion gear Ring gear

1 Wheel rim 3 O-ring 5 Side ring

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