Chapter 2

Ser vice Training

Service Page 1

2 HYDROD
HYDRODYNAMIC TRA
ODYNAMIC VEL DRIVE
TRAVEL
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2.1 DRIVE LAYOUT

The drive is designed as one unit consisting of the following components:

- Volvo TWD1231VE diesel engine

- Torque converter
- 4-speed power shift transmission type 36000 with hydraulic pumps mounted for the working and
steering hydraulics
- universal propshaft with transmission brake
- drive axle type 101 NLB with differential and hub planetary reduction gears

2.1.1 SCHEMATIC DIAGRAM OF THE POWER TRAIN

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1 Volvo engine 8 Drive axle

2 Torque converter 9 Hub planetary reduction gear
3 Working hydraulics pump variable 10 Disc brake
4 Braking system hyd pump 20 cl/rev 11 Drive wheels
5 Power shift transmission 12 Hydraulic cooling system pump 20 cl/rev
6 Universal propshaft 13 Working hydraulics pump variable
7 Parking disc brake
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2.2 FULL VIEW OF POWER SHIFT TRANSMISSION

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POWER SHIFT TRANSMISSION 36000, 4 SPEED

Specifications

Manufacturer SPICER CLARK-HURTH

Series 36000
Weight 698 kg (without fluid)
Type Power shift transmission with torque converter
Converter pressure Output pressure 1.7 bar Input pressure 4.8 bar
No. of gears 4 forward / 4 reverse
Gearshift Hydraulic
4 speed clutches Hydraulic
2 directional clutches Hydraulic
Clutch pressure 16.6 - 19.3 bar
Power shift control EGS (Electronic Gear Selector, fully automatic)
Gear oil API CD/SE or CD/SF Grade 10
Hydraulic MIL-L2104C class 10
Capacity 50 litres
Operating temperature 82 - 93 °C
Max. temperature 121 °C (red field)
Operating voltage 24 DCV
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2.2.1 36000 SERIES POWER SHIFT TRANSMISSION, 4 SPEED

The transmission assembly consists of the torque converter and the power shift transmission. It is
mounted directly to the engine as a unit.

EXPLANATION OF THE TRANSMISSION NUMBER

15.5 HR 36 4 3 2 -5

Identification number

Transmission ratio

Basic design (short)

Number of gears

Model

Type of transmission
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Diameter of converter in inches, e.g. 15" = 381 mm

Torque factor = 5

2.3 TORQUE CONVERTER

2.3.1 PURPOSE OF THE TORQUE CONVERTER

A torque converter is a device for transmitting power and motion from an engine to a transmission using
hydraulic oil. There are only two types of systems that transmit energy hydraulically.

1 Hydrostatic

2 Hydrodynamic

Hydrodynamic systems are based on the principle that a fluid in motion exerts power. The torque converter
works on the same principle as a hydraulic clutch, but it employs an additional element called a stator. With
the stator, the converter can multiply the torque at a ratio of 1:3. If the torque of an engine is 100 kN, for
example, the converter can multiply the torque to 300 kN through the stator.
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2.3.2 BASIC DESIGN OF THE TORQUE CONVERTER

The torque converter is a closed and sealed unit, filled with oil from the transmission. It transmits the
rotational power from the engine to the transmission and can multiply the engine's torque to provide a
smooth take-up of power without the need for foot-operated clutches.

The torque converter consists of the following components:

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1 Pump drive flange 5 Stator

2 Front cover 6 Turbine
3 Stator shaft 7 Transmission input shaft
4 Impeller 8 Drive housing

The drive housing (8) driven by the engine is connected directly to the impeller (4) which transmits the
engine's rotational power to the torque converter components. The turbine (6), which is the driven member
of the torque converter, is connected to the transmission input shaft (7) and transmits the drive to the
transmission components. The stator (5) is connected to the transmission housing through the stator shaft
(3). The stator (5) is fixed and cannot rotate.
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2.3.3 HOW A TORQUE CONVERTER OPERATES

When the engine is running, it drives the housing (8) and the impeller (4). The impeller blades drive the
oil inside the unit and apply force to the oil. The oil is passed centrifugally to the turbine (6), the force in
the oil is transmitted to the turbine, which rotates in engine direction, driving the transmission.

Oil returning to the impeller from the turbine must strike against the blades of the stator (5). The stator
blades are curved to direct the oil to move in the direction that the impeller (4) is turning. In this way the
force remaining in the oil is not dissipated against the impeller, but instead is complemented and increased
by the impeller in its next rotation to the turbine (6).
The engine torque is then multiplied by the ever increasing speed and force of the oil.

As the turbine speed approaches that of the impeller (5), the oil cannot be further accelerated, therefore
the effective torque multiplication is reduced. Torque multiplication is at its highest when the engine and
the impeller (4) are rotating at a low speed. Torque multiplication reduces as the turbine speed increases.
The torque converter is most efficient during take-up of power and acceleration.
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2.4 THE POWER SHIFT TRANSMISSION

The transmission consists of a torque converter and a multi-speed transmission in one unit bolted to the
engine.

A shift control valve mounted on the side of the transmission housing is used to divert pressurised oil to
the selected direction of travel and speed clutches. The control valve is driven by the EGS = Electronic
Gear Selector. The flow of power in the transmission can be interrupted by operating the decoupling
switch.

The speed and directional clutch groups are located inside the transmission housing. They are connected
to the output shaft of the torque converter directly through the gears. The purpose of these clutches is to
direct the flow of power through the transmission at the selected speed and in the selected direction of
travel.

With the engine running, the torque converter charging pump draws oil from the transmission oil sump
through the removable suction screen and directs it though the pressure regulating valve and oil filter. The
pressure regulating valve maintains the pressure supply to the transmission control valve for the operation
of the directional and speed clutches. Only a small quantity of oil from the total system is required for this.

The pressure regulating valve consists of a hardened spool operating in a closely fitting bore. To keep the

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valve in a closed position, the spool is spring-loaded. When a specific pressure is reached, the valve spool
works against the spring until a port is exposed along the side of the bore. This cycle provides the proper
system pressure.

The remaining oil flow is directed through the torque converter to the oil cooler and returns to the
transmission through the positive lubrication.

Oil entering the converter housing is directed through the stator support shaft to the converter blade cavity.
At the passage between the turbine shaft and stator shaft, the oil flows out of the converter into the oil
cooler.

Oil leaving the oil cooler is returned to the transmission. It then flows through a number of pipes and drilled
passages, lubricating the transmission bearings and clutches, before finally draining into the transmission
oil sump.
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2.4.1 FOUR SPEED TRANSMISSION

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1 3rd speed 4 4th speed

2 2nd speed 5 Reverse
3 1st speed 6 Forward
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POWER FLOW IN THE 4 SPEED TRANSMISSION, FORWARD 1ST AND 2ND SPEED

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Engage Clutch
Direction & Speed

Forward 1st Forward 1st

Forward 2nd Forward 2nd
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POWER FLOW IN THE 4 SPEED TRANSMISSION, FORWARD 3RD AND 4TH SPEED
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Engage Clutch
Direction & Speed

Forward 3st Forward 3st

Forward 4nd Forward 4nd
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POWER FLOW IN THE 4 SPEED TRANSMISSION, REVERSE 1ST SPEED

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Engage Clutch
Direction & Speed

Reverse
Reverse 1st
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2.4.2 OIL FLOW IN THE POWER SHIFT TRANSMISSION

to transmission
lubrication
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1 Cooler
2 Control valve
3 Filter
4 Pump
5 Suction filter
6 Pressure regulating valve
7 Pressure relief valve
8 Torque converter
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2.5 TRANSMISSION FLUID DIAGRAMS

Type MEASURING POINTS

1 Suction filter 1C 1ST SPEED CLUTCH PRESSURE

2 Oil pump 2C 2ND SPEED CLUTCH PRESSURE
3 Oil filter with bypass valve 3C 3RD SPEED CLUTCH PRESSURE
4 Pressure regulating valve 4C 4TH SPEED CLUTCH PRESSURE
5 Pressure relief valve FC FORWARD CLUTCH PRESSURE
6 Torque converter RC REVERSE CLUTCH PRESSURE
7 Oil cooler
8 Lubrication system 1P 1ST SPEED PILOT PRESSURE
9 Transmission oil sump 2P 2ND SPEED PILOT PRESSURE
10 Forward control valve 3P 3RD SPEED PILOT PRESSURE
11 Reverse control valve FP FORWARD PILOT PRESSURE
12 Forward valve spool RP REVERSE PILOT PRESSURE
13 Valve spool - 3rd and 4th speed
14 Valve spool - 2nd speed C1 Oil pressure at the torque converter outlet
15 Valve spool - 1st speed max. 4.8 bar, min. 1.7 bar
16 Reverse clutch C1 Oil temperature at the torque converter outlet,
17 Forward clutch max. 121 °C

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18 4th speed clutch C0 Pressure for circulation lubrication

C01. Register 05
19 3rd speed clutch 1.03…1.72 bar
20 2nd speed clutch C0 Temperature at the oil cooler outlet
21 1st speed clutch 82…93 °C
22 Reverse valve spool

A Forward solenoid valve

B Reverse solenoid valve
C 3rd speed solenoid valve
D 2nd speed solenoid valve
E 1st speed solenoid valve

4 SPEED SHIFTING DIAGRAM

Forward Reverse

1 2 3 4 1 2 3 4 N

A X X X X - - - - -

B - - - - X X X X -

C X X X - X X X - -

D X X - - X X - - -

E X - - - X - - - -

X = operated solenoid valves

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BR 357 HYDRAULIC CIRCUIT DIAGRAM, 36000 SERIES POWER SHIFT TRANSMISSION

Siehe Datei 357_GB_2HPL_9906

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2.6 OIL FLOW THROUGH THE CONTROL VALVE

NOTE:
When the ignition is switched on or the motor is running, the electronic gear selector (EGS)
always selects the 2nd speed clutch.

NEUTRAL

Directional lever is in neutral, 2nd clutch is operated.

Oil flows from the transmission pump through the pressure regulating valve to the shift control valve. Oil
at regulated pressure is delivered to the control valve inlet port, to all solenoid valves and to the 2nd speed
clutch. As oil cannot reach either directional clutch, the unit is in neutral and no drive exists.

The electronic selection equipment (EGS) gives indication of the machine's status. In neutral, LED N
illuminates red to show the unit is in neutral. LED 2 is also red. LED 8 will be green, indicating that self-
diagnosis is continuing.
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Pilot Pressure

Vent

V Feed Pressure

Control valve, neutral (Ignition off or plug pulled out)

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FORWARD, 1ST SPEED

When the direction lever is shifted to the forward position and the lever knob is turned back and released,
the solenoids for forward (A) as well as (C), (D) and (E) are energised when truck speed is below 3.5 km/h.
If forward is selected, LED N is extinguished and LED 1 is illuminated green.

The forward clutch (17) is operated. The solenoid valves (C), (D) und (E) move the spools (13), (14) and
(15) and oil pressure is directed to the 1st speed clutch (21). Simultaneously, the spools (13), (14) and
(15) switch the 2nd speed clutch(20), 3rd speed clutch (19) and 4th speed clutch (18) to zero pressure.
The vehicle drives forward in 1st speed. As soon as the truck starts, LED 8 extinguishes, indicating the
reception of the speed sensor signal in the transmission.

The forward solenoid valve (A) is operated and LED F (forward) of the EGS is illuminated. The forward
spool (12) allows oil pressure to flow to the forward clutch (17) and the truck drives forward in 1st speed.

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Pilot Pressure

Vent

V Feed Pressure

Control valve, forward 1st speed

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FORWARD, 2ND SPEED

When the direction lever is shifted to 2nd speed, solenoid valve (E) is de-energised, the solenoid valves
(C) and (D) and the forward solenoid valve (A) remain activated. The 2nd speed LED is illuminated green.
As soon as the truck starts, LED 8 extinguishes.
If the truck is not driving over 7.5 km/h, the transmission remains in 2nd speed until this speed is reached.
Then the EGS automatically shifts into 3rd speed.

The 2nd speed solenoid valve (D) energises the 2nd speed spool (14) and oil pressure goes via the 1st
speed (15) and 2nd speed (14) spools to the 2nd speed clutch (20). The truck drives in 2nd speed.
Simultaneously, spool (15) switches the 1st speed clutch (21), spool (13) switches the 3rd speed clutch
(19) and spools (13) and (14) switch the 4th speed clutch (18) to zero pressure.

The forward solenoid valve (A) is operated and LED F (forward) of the EGS is illuminated. The forward
spool (12) allows oil pressure to flow to the forward clutch (17) and the truck drives forward in 2nd speed.
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Pilot Pressure
Vent

V Feed Pressure

Control valve, forward 2nd speed

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FORWARD, 3RD SPEED

When shifting from 2nd to 3rd speed, the 1st speed solenoid valve remains de-energised. Also the 2nd
speed solenoid valve (D) is de-energised. The 3rd speed solenoid valve (C) remains energised. The de-
energised 1st speed (15) and 2nd speed (14) spools and the energised 3rd speed spool (13) direct oil
pressure to the 3rd speed clutch (19). Simultaneously, spool (15) switches the 1st speed clutch (21), spool
(14) switches the 2nd speed clutch (20) and spool (13) switches the 4th speed clutch (18) to zero pressure.

The forward solenoid valve (A) is operated and LED F (forward) of the EGS is illuminated. The forward
spool (12) allows oil pressure to flow to the forward clutch (17) and the truck drives forward in 3rd speed.

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Pilot pressure
Vent

V Feed Pressure

Control valve, forward 3rd speed

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FORWARD, 4TH SPEED

When shifting from 3rd to 4th speed, the 1st speed (E) and 2nd speed (D) solenoid valves remain de-
energised. Also the 3rd speed solenoid valve (C) is de-energised. The de-energised 1st speed (15), 2nd
speed (14) and 3rd speed (13) spools direct oil pressure to the 4th speed clutch (18). Simultaneously,
solenoid valves (15) switches the 1st speed clutch (21), spool (14) switches the 2nd speed clutch (20) and
spool (13) switches the 3rd speed clutch (19) to zero pressure.

The forward solenoid valve (A) is operated and LED F (forward) of the EGS is illuminated. The forward
spool (12) allows oil pressure to flow to the forward clutch (17) and the truck drives forward in 4th speed.
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Pilot pressure

Vent
V Feed Pressure

Control valve, forward 4th speed

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REVERSE 1ST SPEED

When the direction lever is shifted to the reverse position and the lever knob is turned back and released,
the solenoids for reverse (B) as well as (C), (D) and (E) are energised when truck speed is below 3.5 km/h.
If reverse is selected, LED N is extinguished and LED 1 is illuminated green.

The reverse clutch (16) is operated. The solenoid valves (C), (D) und (E) move the spools (13), (14) and
(15) and oil pressure is directed to the 1st speed clutch (21). Simultaneously, solenoid valves (13), (14)
and (15) switch the 2nd speed clutch, 3rd speed clutch and 4th speed clutch to zero pressure.
The vehicle drives reverse in 1st speed. As soon as the truck starts, LED 8 extinguishes, indicating the
reception of the speed sensor signal in the transmission.

The reverse solenoid valve (B) is operated and LED R (reverse) of the EGS is illuminated. The reverse
spool (22) allows oil pressure to flow to the reverse clutch (16) and the truck reverses in 1st speed.

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Pilot pressure

Vent

V Feed Pressure

Control valve, reverse 1st speed

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REVERSE 2ND SPEED

When the direction lever is shifted to 2nd speed, solenoid valve (E) is de-energised, the solenoid valves
(C) and (D) and the reverse solenoid valve (B) remain activated. The 2nd speed LED is illuminated green.
As soon as the truck starts, LED 8 extinguishes.
If the truck is not driving over 7.5 km/h, the transmission remains in 2nd speed until this speed is reached.
Then the EGS automatically shifts into 3rd speed.

The 2nd speed solenoid valve (D) energises the 2nd speed spool (14) and oil pressure goes via the 1st
speed (15) and 2nd speed (14) spools to the 2nd speed clutch (20). The truck drives in 2nd speed.
Simultaneously, spool (15) switches the 1st speed clutch (21), spool (13) switches the 3rd speed clutch
(19) and spools (13) and (14) switch the 4th speed clutch (18) to zero pressure.

The reverse solenoid valve (B) is operated and LED R (reverse) of the EGS is illuminated. The reverse
spool (22) allows oil pressure to flow to the reverse clutch (16) and the truck reverses in 2nd speed.
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Pilot pressure

Vent

V Feed Pressure

Control valve, reverse 2nd speed

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REVERSE, 3RD SPEED

When shifting from 2nd to 3rd speed, the 1st speed solenoid valve remains de-energised. Also the 2nd
speed solenoid valve (D) is de-energised. The 3rd speed solenoid valve (C) remains energised. The de-
energised 1st speed (15) and 2nd speed (14) spools and the energised 3rd speed spool (13) direct oil
pressure to the 3rd speed clutch (19). Simultaneously, spool (15) switches the 1st speed clutch (21), spool
(14) switches the 2nd speed clutch (20) and spool (13) switches the 4th speed clutch (18) to zero pressure.

The reverse solenoid valve (B) is operated and LED R (reverse) of the EGS is illuminated. The reverse
spool (22) allows oil pressure to flow to the reverse clutch (16) and the truck reverses in 3rd speed.

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Pilot pressure

Vent

V Feed Pressure

Control valve, reverse 3rd speed

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REVERSE, 4TH SPEED

When shifting from 3rd to 4th speed, the 1st speed (E) and 2nd speed (D) solenoid valves remain de-
energised. Also the 3rd speed solenoid valve (C) is de-energised. The de-energised 1st speed (15), 2nd
speed (14) and 3rd speed (13) spools direct oil pressure to the 4th speed clutch (18). Simultaneously,
spool (15) switches the 1st speed clutch (21), spool (14) switches the 2nd speed clutch (20) and spool
(13) switches the 3rd speed clutch (19) to zero pressure.

The reverse solenoid valve (B) is operated and LED R (reverse) of the EGS is illuminated. The reverse
spool (22) allows oil pressure to flow to the reverse clutch (16) and the truck reverses in 4th speed.
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Pilot pressure
Vent

V Feed Pressure

Control valve, reverse 4th speed

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Electric control valve

For each travel direction an electric control valve (modulation valve) is installed between the transmission
housing and shift control valve to achieve gentle, smooth starting and shifting in the forward and reverse
direction of travel. The clutch pressure is increased gradually (see diagram).

Pressure

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Time

CLUTCH PRESSURE CURVE

ELECTRIC CONTROL VALVE

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Legend to electric control valve in 36000 series transmission

1 Plug
2 Plug O-ring
3 Spool stop pin
4 Accumulator spring, outer
5 Accumulator spring, middle
6 Accumulator spring, inner
7 Accumulator valve
8 Housing
9 Accumulator valve
10 Accumulator spring, inner
11 Accumulator spring, middle
12 Accumulator spring, outer
13 Spool stop pin
14 Plug O-ring
15 Plug
16 Plug
17 Plug O-ring
18 Regulator spool ball
19 Regulator spool
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20 Regulator spring
21 Valve stop
22 Regulator spring
23 Regulator spool
24 Roll pin
25 Regulator spool ball
26 Valve stop
27 Valve stop O-ring
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ELECTRIC CONTROL OF 4 SPEED 36000 SERIES TRANSMISSION

Electronic Gear
Selector

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Energised wires Wire No. and Colour Code

Speed Selected Output Wire No. Colour Code

F4 36 1 White
F3 3, 6, 9 2 Black
F2 3, 5, 6, 9 3 Red
F1 3, 4, 5, 6, 9 4 Yellow
N2 3, 5, 9 5 Green
N1 3, 4, 5, 9 6 Blue
R4 3, 7 7 Brown
R3 3, 7, 9 8 Pink
R2 3, 5, 7, 9 9 Orange
R1 3, 4, 5, 7, 9 F6 Fuse
G2 Battery
K3 Relay (start inhibitor)
K15 Relay, starter magnet
S1 Ignition switch
S11 Electric Gear Selector
(EGS)
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2.7 TRANSMISSION DUMP SYSTEM

The transmission dump system is electronically controlled by a normally open, hydraulic-operated switch
on the left-hand side brake pedal. This supplies, when operated, a negative signal to the EGS system.
EGS will electronically disconnect either the forward or reverse clutch only, disconnecting the transmission
drive.
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1 Earth link 5 Left footbrake pedal

2 Dump switch 6 Accelerator pedal
3 Speed change solenoids 7 Microswitch
4 EGS selector switch 8 Handbrake switch

2.7.1 UPSHIFT INHIBITOR

A microswitch is installed on the accelerator pedal. It closes when the accelerator pedal is operated and
sends a negative signal to the EGS system.
If the accelerator pedal is not depressed, the transmission does not shift up into the next speed.
Example: If 1 st or 2nd speed was selected before a slope, truck speed increases if the accelerator pedal
is not depressed; but as the transmission remains in the selected speed, the truck is braked as a result.
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2.8 TROUBLESHOOTING

2.8.1 PRESSURE TEST AND CONNECTIONS

Forward

3rd speed

2nd speed
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1st speed

Reverse

Clutch pressure between 16.6 and 19.3 bar

Test Port Designation Item Checked

FC Forward clutch
2C 2nd clutch
RC Reverse clutch
FP Forward pilot pressure
RP Reverse pilot pressure
3P 3rd pilot pressure
2P 2nd pilot pressure
1P 1st pilot pressure
See test port 1st clutch
overview
See test port 3rd clutch
overview
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TRANSMISSION TEST PORTS

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LEGEND TO TRANSMISSION TEST PORTS

1 Clutch pressure, forward

2 Converter outlet
3 Oil fill
4 Heat exchanger inlet pressure
5 Heat exchanger outlet temperature
6 Heat exchanger outlet pressure
7 Heat exchanger
8 Clutch pressure, 4th speed
9 Lubricating oil pressure
10 From heat exchanger
11 Clutch pressure
(measure with pressure gauge in cabin, range 0 ... 27.6 bar. Readings: 16.6 ... 19.3 bar)
12 Clutch pressure, forward
(FC at control valve)
13 Clutch pressure, reverse
(RC at control valve)
14 Oil level check ports at transmission
15 From filter
16 Filter type "B"
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17 To filter
18 Converter outlet temperature port
(Gauge is to be located in the cabin. Take temperature between 82.3 - 93.3 °C.)
19 Converter outlet pressure pickup port
20 Clutch pressure, 3rd speed
21 Oil suction filter
22 Oil drain
23 Clutch pressure, 1st speed
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2.8.2 AIDS FOR MEASUREMENTS

Order Number Description

WM 1.12 Low pressure gauge 0 - 40 bar

WM 172 M10 x 1 adaptor

WM 173 1/8² NPTF adaptor

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WM 174 1/4² NPTF adaptor

WM 189 1/2² NPTF adaptor

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2.8.3 CLARK 36000 SERIES POWER SHIFT TRANSMISSION TROUBLESHOOTING

To locate and to repair a malfunction in the transmission it is necessary to perform four checks.

1. Oil level and condition check

2. Mechanical and electric transmission assemblies check
3. Stall test
4. Transmission pressure tests

1. OIL LEVEL AND CONDITION CHECK

Transmission oil smells burned: Clutch slips (discs)

Transmission oil contains aluminium shavings:Oil pump or converter malfunction
Transmission oil contains bronze shavings: Clutch discs faulty
Transmission oil contains steel shavings: Bearings, shafts or gears damaged

2. ELECTRIC TRANSMISSION ASSEMBLIES CHECK

Electric faults: Check cable plugs, cables, solenoid valves (apply power and earth directly to the
solenoids). Check the microswitch on the accelerator pedal and pressure switch on the
left foot brake valve.
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3. STALL TEST

Lack of power: Check the engine and transmission by stall testing.

The stall test is performed if the fork truck shows lack of power when driving in order to quickly localize
the faulty assembly (engine or transmission).

Test conditions: Engine speed at upper idle, 2000 RPM

Transmission oil temperature 82 to 93 °C
Safe braking system
Fork truck chocked to prevent rolling
Engine speed tachometer installed on engine

Select forward travel, apply the foot brake, accelerate the engine speed to approx. 2000 RPM and
maintain this speed. Shift through all gears and record (enter on the check sheet) the drop in engine speed
for each gear. The engine speed should drop to approx. 1800 RPM in each gear. A higher stall speed
indicates a fault in the transmission in the speed range or direction selected. A lower stall speed indicates
a faulty engine.

NOTE:
A stall test cannot be carried out with the parking brake or the dump switch applied.

CAUTION
Do not overheat the torque converter, monitor the temperature (max. 120 °C). Waiting period
between forward and reverse test at least 1 to 2 minutes (test duration not longer than approx.
30 seconds).
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TEST SHEET

OIL LEVEL AND OIL CONDITION

Oil level
Oil condition
Contaminants in the oil
SYSTEM TEST

The condition of both the engine and transmission can be quickly estimated by carrying out a stall test.
The test is carried out by preventing the truck from moving and measuring the revolutions that the engine
can achieve when any speed range or direction is selected. The engine should achieve 1800 rpm in all
speeds. If the engine will not achieve this speed an engine fault is indicated. If more than 1800 revolutuions
are achieved there is a fault is in the transmission speed clutch or direction clutch in which the high
revolutions are reached, or possibly in the torque converter if the high revolutions are reached in ALL
speeds and directions.
An oil pressure test should be carried out and used in conjunction with the result of this test.
Engine RPM
1800
Under 1800 rpm Over 1800 rpm
Engine condition poor Transmission condition poor

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F1 F1 F1
F2 F2 F2
F3 F3 F3
F4 F4 F4
R1 R1 R1
R2 R2 R2
R3 R3 R3
R4 R4 R4

To carry out the test proceed asfollows:-

- Start and warm up the engine.

- Select forward 1st speed, release the handbrake.
- Press hard on the foot brake (not the dump switch) to prevent the truck moving.
- Increase the engine revolutions to the maximum achievable and measure the engine speed.
- Without reducing the engine speed change quickly through all speeds and drections measuring the
engine speed in all.

As this test generates a large increase in the transmission oil temperature the test must be completed
within 30 seconds from start to finish.

CAUTION
After this test leave the engine at idle speed for at least 2 - 3 minutes to drop the oil
temperature.
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4. TRANSMISSION PRESSURE TESTS

Apply the parking brake, start the engine and run it until the operating temperature of the transmission oil
of approx. 82 to 93°C is attained.

Unscrew the appropriate blanking plug on the transmission or shift control valve, and connect a low
pressure gauge.

With an engine speed of 800 RPM, check the travel direction clutches and all speed clutches. Write down
all the indicated clutch pressures in a table as indicated below.

Repeat the procedure with the engine running at 2000 RPM.

The specified clutch pressure is 16.6 to 19.3 bar and this pressure should be reached at least at an engine
speed of 2000 RPM. The pressures should not deviate more than 0.5 to 0.7 bar from each other.

When used in conjunction with the data obtained at a stall test any fault within the transmission will be
clearly indicated.

TEST PRESSURE TABLE

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Forward 800 RPM 2000 RPM Reverse 800 RPM 2000 RPM

F R

F-1 R-1

F-2 R-2

F-3 R-3

F-4 R-4

Input pressure of torque converter 16.6 - 19.3 bar

Output pressure of torque converter 1.7 - 4.8 bar

Directional clutches and speed clutches 16.6 - 19.3 bar

Control pressure 16.6 - 19.3 bar

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2.9 ELECTRONIC GEAR SELECTOR

2.9.1 DESCRIPTION OF THE ELECTRONIC GEAR SELECTOR

The EGS (= Electronic Gear Selector) is equipped with an automatic shifting system. With this automatic
system the transmission can shift automatically through all speeds after the selection of the direction of
travel.

When the engine is started 2nd gear is selected automatically.

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C01. Register 05
The truck starts in 2nd gear and when accelerating, shifts into 3rd and 4th gear (see table of Gear Shift
Points).

When the truck is decelerated the transmission shifts down automatically into 2nd gear.

1st gear can be selected either manually while driving and when the truck is decelerated to under 3.2 km/
h the transmission will shift down automatically into 1st gear, or, for startup, 1st gear can be selected
manually After shifting up into 2nd, gear selection is again automatic in gears 2, 3, or 4.

Table of Gear Shift Points

Shifting up Shifting down

Speed km/h Speed km/h
rpm rpm
1 --> 2 2030 3,2 2--> 1 850* <3,2*
2 --> 3 1940 7,5 3 --> 2 1100 <7,5
3 --> 4 1940 13 4 --> 3 1100 <13,0

* only if 1st gear was selected manually

Table of Speeds

1st gear: 0 - 3,2 km/h 3rd gear: 7,5 - 13,0 1km/h

2nd gear: 3,2 - 7,5 km/h 4th gear: 13,01 - 23,3 km/h
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The circuit includes the following modules:

1 Battery
2 Speed sensor
3 Speed selector
4 Accelerator pedal microswitch
5 Left brake pressure switch
6 EGS
7 Parking brake pressure switch

The EGS receives information on the speed from a speed sensor mounted over the gear on the power
output shaft. The EGS activates the appropriate solenoid valve of the control valve, which selects the
corresponding speeds and direction clutches depending on the direction selected and on the RPM of the
universal shaft.
During travel, the direction of travel can be reversed with the EGS. The actual reversal, however, takes
place automatically only at a speed under 1 km/h.

If problems occur, adhere strictly to the following fault diagnosis procedure.

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2.9.2 EGS FAULT DIAGNOSIS

Three self test modes are built into the EGS control program:

input test, includes a switch test capability

speed sensor test and lamp test
output test

The EGS can also detect problems during travel (on-line fault diagnosis). These problems are displayed
with LED T ( T = Troubleshooting) and the status of LED N.

FUNCTION OF LED'S 'N' AND 'T' (LED 'F', 'N', 'R' ARE WITHOUT FUNCTION)

Standard operation 'T' is always OFF

When a fault occurs 'T' is ON or FLASHING
In self test mode 'T' is always ON

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INDIVIDUAL DISPLAYS

Situation LED 'N' LED 'T'

Standard operation ON in neutral OFF

Input fault ON slow FLASHING
Input test slow FLASHING ON
Output test fast FLASHING ON
Speed sensor test OFF ON

SWITCH TEST.
Within the input test the additional facility to test switches exists as follows. With the ignition and handbrake
on and the gearshift in neutral LED 1 will be on green. Releasing the handbrake will turn LED 1 off. Placing
the foot on the accelerator will Turn LED 1 on red. Placing the foot on the dump switch will turn LED 1 green.
Placing the feet on both the accelerator and dump pedals will turn LED 1 on orange. If these criteria are
met the switches are all working correctly.
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SELF TEST

Test conditions:

The following applies for all tests:

- Using the gear shift control lever, select the direction required for the desired mode.
- Rotate the gear selector knob as required.
- Switch the keyswitch on.
- For the sensor check, first jack the truck up and secure it against rolling.

To leave the self-test mode, turn the switch key to the OFF position.
In all tests LED 'N' is blinking red. LED 'T' lights continuously yellow.

NOTE:
The truck can NOT be driven in all INPUT & OUTPUT test modes as all EGS outputs stay off
until quitting the test mode.

INPUT TEST
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Mode To select the mode

Input test Move gear shift control lever 'forward' and rotate
the knob forward and hold it, switch on ignition.

This test checks the operation of the shiftlever.

Check if the LED's in the display illuminate as shown in the table.

Shiftlever Position LED Colour LED Number

Neutral red 4
Turn forward red 5
Turn rearward red 3

Forward green 4
Forward and turn forward green 5
Forward and turn rearward green 3

Reverse yellow 4
Reverse and turn forward yellow 5
Reverse and turn rearward yellow 3

Cable 14 = ground red 1 (together with above LED's)

Cable 15 = ground green 1 (together with above LED's)
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SPEED SENSOR TEST

CAUTION
The truck can move during this test! Jack the truck up.

The test begins with a LAMP TEST. LED 'N' shortly lights red, 'T' lights continuously yellow.

Mode To select the mode

Lamp test Move gear shift control lever to 'reverse' and

turn knob forward and hold it, switch on ignition
and start engine.

Immediately after starting up, all LEDs 1 - 8 are switched on one by one (first red, then green) in order to
show their operation.

Mode To select the mode

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Speed sensor test After completion of lamp test, release the knob
and move the gear shift control lever to the
forward position. Slowly increase engine speed.

speed indication

Transmission Propshafts LED Colour

RPM No.

0 1 flashing green
0 - 249 1 on green
250 - 499 2 on green
500 - 749 3 on green
750 - 999 4 on green
1000 - 1249 5 on green
1250 - 1499 6 on green
1500 - 1749 7 on green
1750 - 1999 8 on green
through 2000 8 flashing green

Any incorrect readings during this test indicate a fault in the transmission speed sensor and/or its wiring.

The sensor output can be read either as AC voltage or Hertz.

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OUTPUT TEST (EGS OUTPUT TO TRANSMISSION)

Mode To Select Mode

Output test Turn the shiftlever 'forward' and the knob back,
switch on ignition.

LED's 1 - 8 light up sequentially during the output test. The LED numbers correspond to output wires on
the EGS switch as follows:

LED No. Output Wire No. LED Colour Output Function

1 6 green Forward solenoid valve

2 7 green Reverse solenoid valve
3 4 green 1st speed solenoid valve
4 5 green 2nd speed solenoid valve
5 9 green 3rd speed solenoid valve
6 13 green Relay K5
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7 8 yellow Not used

8 3 green Neutral / neutral lock

The colour of the LED indicates its status:

Colour Status

Green Output OK
Yellow Output not connected or shorted to battery +
Red Output shorted to ground (or to an other output)

An LED which does not illuminate in the correct colour indicates the type of fault in that part of the circuit.
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2.9.3 INDUCTIVE SENSOR ADJUSTMENT

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1 Transmission housing
2 Adjusting bush
3 O-ring
4 Inductive sensor
5 Transmission gear

ADJUSTING THE INDUCTIVE SENSOR

Dimension A - B = C
Dimension C must be 0.55 mm

NOTE: Secure the adjusting bush with Loctite 270. Install the inductive sensor dry.
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357 804 46 01. 0102
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2.10 D 101 AND 102 SERIES DRIVE AXLE

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1 Hub planetary reduction gear 5 Brake*
2 Axle housing 6 Parking brake*
3 Differential 7 Brake*
4 Hub planetary reduction gear 8 Axle drive

* See section 5
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2.10.1 SPECIFICATIONS FOR D101 AND 102

Axle drive ratio 2.69 : 1

Hub planetary reduction gear ratio 12.43 : 1
Total ratio 33.44 : 1

Lubricant capacities:
Drive axle approx. 75 L
Hub planetary reduction gearbox approx. 7 L
Oil specification Hypoid speed oil to MIL-L-2105 B/API/GL5
Braking system approx. 94 litres of hydraulic oil + 6 litres additive
Brake oil specifications see Operating Instructions

EXPLANATION OF THE AXLE NUMBER

D 102 PL 787.3 -B

Oil-bathed disc brake

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Planetary type (42 tonne models only. 45 tonne models use 1020.3)
Planetary gear
Type
Drive axle

2.10.2 AXLE DRIVE SETTINGS

- Rolling resistance of spiral pinion mounting

without shaft seal ring (all axles) 0.8 - 1.2 Nm

- Backlash at pinion drive embossed on circumference of toric speed

- End play between fully floating shaft and

setscrew in hub planetary reduction gear 0.6 - 0.9 mm

Axle types 101 have a brake with 7 pairs of discs.

Axle types 102 have a brake with 8 pairs of discs.
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2.10.3 TORQUES FOR SCREWS AND NUTS

WHEEL NUTS

Wheel nut with clamp

Dimension M 18 x 2 350 Nm

UNIVERSAL PROPSHAFT FLANGE

Drive-in nut on drive flange 850 Nm

Fastening screw on drive axle 2350 Nm

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2.10.4 UTILISATION OF LIQUID GLUE

The following applications and glues can occur when securing high stress joints in the drive axle.

- For low screw security: (wheel hub nut)

e.g with Loctite 243 (blue)
Liquid glue with a controlled friction index.

- For medium screw security:

e.g with Loctite 262 (red)
Liquid glue with a controlled friction index.
Preferred for securing and sealing screws, nuts up to M36.

- For highest screw security:

- For raising the friction index:
e.g. with Loctite 270 (green)
Preferred for raising the friction index of screwed surfaces (ring speed, etc.)

- Special joints:
e. g. Loctite 572 white
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- Surface joints:
e. g. Loctite 510 orange

- Gluings with a large gap:

e. g. with Loctite 638 light green

- The parts to be joined should be clean and free of grease. Regreasing cold cleaners and washing
primer reduce the strength of glued joints. Cold cleaners should be preferred.
The different axle joints are secured with liquid glue depending on the stress, axle version and
service. The glues harden under the following conditions:
- hermetically sealed
- contact with metal
- heat

Only 5 - 10 min may pass between pre-assembly and controlled tightening. Loaded joints must harden
at least 24 hrs.

For repairs, however, it is recommended to always secure the following joints with a liquid glue.
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Location Joint Loctite

Differential Differential housing Screw joint 262

carrier Toric speed Screw joint 262
Toric speed Joint face 270
U-bolt Screw joint 262
Shift cylinder (differential lock) Mating surface 572
Differential carrier housing Mating surface 510
(through-drive)
Drop gear housing Mating surface 510
Through-drive cover Mating surface 510
Adjustment nut screw Srew 270
Ring gear support Cap 270

Hub differential Ring gear retainer In planetary housing 270

Adjusting screw and nut In planetary housing 270
Thrust washer In axle spindle 270
Spacer Mating surface 572
Axle spindle Screws 262
Axle spindle Mating surface 270

357 804 46 01. 0102

Grommet In planetary housing 270

C01. Register 05
Support Screw 262
Pole wheel Mating surface 638
Steering lever/track rod lever Screws 262
Steering lever/track rod lever Mating surface 270
Wheel hub cover Thread 572
Radial seal rings, rubber casing Mating surface 572
Radial seal rings, steel casing Mating surface 270

The following joints should be provided with Epple 33 sealant:

Location Joint Sealant

Differential Drive flange Nut surface Epple 33

carrier Differential carrier housing Mating surface Epple 33
Ring gear support Thread Epple 33
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2.10.5 DISASSEMBLY OR ASSEMBLY OF WHEELS WITH CLAMPING RIM FASTENER

ATTENTION
Completely deflate tyres before every intervention, including wheel removal.

WARNING
NEVER stand in front of the rim when deflating or inflating the tyres (danger to life!).
Never use hoses.

- Apply the parking brake and place chocks under the wheels.

- Raise the axle with a suitable jack.

- For safety reasons, secure with suitable supports.
- Secure the wheel with a suitable hoist and remove it.
- Before assembling the rim on the hub, carefully clean the rim and inspect it for any cracks or defects.
- Check that the tyres are of type 18.00x25/40PR and no swellings or cracks are visible.
- Clean the stud bolts and fastening nuts.

NOTE:
Only use M18x2 nuts with clamps. Do not grease the nut seats and threads.
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- Before tightening the nuts, check if the wheels contact the wheel hub mating surface perfectly.
- Tighten opposite wheel nuts in steps.

Torque loading for Wheel nuts with clamps 350 Nm

- Inflate the tyre to 10 bar.

ATTENTION
After assembly, tighten wheel nuts daily before the shift until no further tightening is possible
and every 100 hours thereafter.