Detroit 1180 Op Manual 1023080 - RevB - 0512 - CD PDF

TWIN DISC TWIN DISC
INCORPORATED
®
Operator’s
Manual
Power Shift
Transmission
Model:
TD-61-1180 Transmission
8-MLW-1755-1 Torque Converter
TDEC-400 Electronic Control
Document Number: 1023080

NOTICE
Twin Disc, Incorporated makes no warranty or guaranty of

any kind, expressed, implied or otherwise, with regard to the
information contained within this manual. Twin Disc, Incorporated
has developed this manual through research and testing of the
information contained therein. Twin Disc, Incorporated assumes
no responsibility for any errors that may appear in this manual
and shall not be liable under any circumstances for incidental,
consequential or punitive damages in connection with, or arising
out of, the use of this manual. The information contained within
this manual is subject to change without notice.
Document Number
1023080
Revision B
May, 2012
Power Shift Transmission

System Operator’s Manual
TWIN DISC, INCORPORATED

EXCLUSIVE LIMITED WARRANTY

TD61-1179 / TD61-1180 / TD61-2619 TRANSMISSION SYSTEM FOR
AIRPORT RESCUE FIRE FIGHTING VEHICLES
A. Twin Disc, Incorporated warrants all assembled products and parts, (except component products or parts on which
written warranties issued by the respective manufacturers thereof are furnished to the original customer, as to which
Twin Disc, Incorporated makes no warranty and assumes no liability) against defective materials or workmanship for
a period of thirty (30) months from the date of shipment by Twin Disc, Incorporated to original customer, but not to
exceed twenty-four (24) months of service, whichever occurs first. This is the only warranty made by Twin Disc,
Incorporated and is in lieu of any and all other warranties, express or implied, including the warranties of
merchantability or fitness for a particular purpose and no other warranties are implied or intended to be
given by Twin Disc, Incorporated. The original customer does not rely upon any tests or inspections by Twin Disc,
Incorporated or on Twin Disc, Incorporated's application engineering.
B. The exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the
applicable warranty period as specified, or otherwise (including tort liability), shall at the sole option of Twin
Disc, Incorporated be either the repair or replacement of any Twin Disc, Incorporated part or product found
by Twin Disc, Incorporated to be defective and the labor to perform that work and to remove and reinstall (or
equivalent credit). In this context, labor is defined as the flat rate labor hours established by Twin Disc,
Incorporated in the published Twin Disc Flat Rate Schedule, required to remove, disassemble, inspect,
repair, reassemble, reinstall and test the Twin Disc, Incorporated product only. Authorized reasonable travel
and living expenses will be considered for payment. Under no circumstances, including a failure of the
exclusive remedy, shall Twin Disc, Incorporated be liable for economic loss, consequential, incidental or
punitive damages.
The above warranty and remedy are subject to the following terms and conditions:
1. Complete parts or products upon request must be returned transportation prepaid and also the claims submitted
to Twin Disc, Incorporated within sixty (60) days after completion of the in warranty repair.
2. The warranty is void if, in the opinion of Twin Disc, Incorporated, the failure of the part or product resulted from
abuse, neglect, improper maintenance or accident.
3. The warranty is void if any modifications are made to any product or part without the prior written consent of Twin
Disc, Incorporated.
4. The warranty is void unless the product or part is properly transported, stored and cared for from the date of
shipment to the date placed in service.
5. The warranty is void unless the product or part is properly installed and maintained within the rated capacity of
the product or part with installations properly engineered and in accordance with the practices, methods and
instructions approved or provided by Twin Disc, Incorporated.
6. The warranty is void unless all required replacement parts or products are of Twin Disc origin or equal, and
otherwise identical with components of the original equipment. Replacement parts or products not of Twin Disc
origin are not warranted by Twin Disc, Incorporated.
C. As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin
Disc, Incorporated harmless from and against all and any loss, liability, damages or expenses for injury to persons or
property, including without limitation, the original customer's and subsequent purchaser's employees and property,
due to their acts or omissions or the acts or omissions of their agents, and employees in the installation,
transportation, maintenance, use and operation of said equipment.
D. Only a Twin Disc, Incorporated authorized factory representative shall have authority to assume any cost or expense
in the service, repair or replacement of any part or product within the warranty period, except when such cost or
expense is authorized in advance in writing by Twin Disc, Incorporated.
E. Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without
being obligated to incorporate such changes in products of prior manufacture. The original customer and subsequent
purchasers will not use any such changes as evidence of insufficiency or inadequacy of prior designs or materials.
F. If failure occurs within the warranty period, and constitutes a breach of warranty, repair or replacement parts will be
furnished on a no charge basis and these parts will be covered by the remainder of the unexpired warranty which
remains in effect on the complete unit.
January 12, 2011 TDWP4007 rev 2011

TWIN DISC, INCORPORATED

FLAT RATE HOUR ALLOWANCE

TD61-1179 / TD61-1180/ TD61-2619 TRANSMISSION SYSTEM FOR
AIRPORT RESCUE FIRE FIGHTING VEHICLE POWER TRAIN INSTALLATION
(Hourly Labor Rates Must be Acceptable to Twin Disc, Incorporated)
Transmission, Torque Converter and Electronic Control

Hour
A. Removal and Reinstallation or Reset Labor from Vehicle:
1. Units, Torque Converter-20 Hrs., Transmission-12 Hrs., Test-4 Hrs ...........................................................................36
Includes R&R of both units or either unit, all necessary parts and equipment.
Drain and refill, clean and flush hoses and coolers, disconnect and connect
hydraulic lines, linkages, and drivelines and test.
2. External Assemblies
Pump ...................................................................................................................................................................1
Modulating Valve .................................................................................................................................................1
Regulator Valve ...................................................................................................................................................1
Magnetic Pickup ..................................................................................................................................................1
Electronic Control ................................................................................................................................................3
Wiring Harness (checking) ...................................................................................................................................1
PTO Clutch Assembly..........................................................................................................................................1
Lip Seal ................................................................................................................................................................1
B. Repair Labor on Units

TRANSMISSION
1. Unit Overhaul ..............................................................................................................................................................30

(Includes pre-clean, disassemble, clean, inspect, assemble and test.)
2. Valve Assembly
(Disassemble, clean, inspect, assemble and test)
Modulating Valve (replace - do not open or repair) ..............................................................................................0

Regulator .............................................................................................................................................................1
TORQUE CONVERTER
1. Unit Overhaul ...............................................................................................................................................................14

(Includes pre-clean, disassemble, clean, inspect, assemble and test.)
2. Valve Assembly
Modulating Valve (replace - do not open or repair) ..............................................................................................0
3. PTO Clutch Assembly with Valve ...................................................................................................................................3

(Disassemble, clean, inspect, assemble and test.)
January 12, 2011 TDWP4007A rev 2011

Twin Disc, Incorporated Table of Contents
Table of Contents
Introduction............................................................ 11
General Information.............................................................................. 11
Replacement Parts...............................................................................12
Preventative Maintenance/Troubleshooting......................................13
Safety.....................................................................................................14
Sources of Service Information...........................................................15
Warranty................................................................................................16
Description and Specifications............................15

General..................................................................................................15
Description............................................................................................16
Sump......................................................................................................16
Pump......................................................................................................16
Regulator Valve Assembly...................................................................17
Range Selector Valve...........................................................................17
Clutch Applied Power Take-off............................................................17
Special Features...................................................................................18
Specifications.......................................................................................19
Power Shift Transmission System Operator’s Manual #1023080 7

Table of Contents Twin Disc, Incorporated
Operation................................................................23
Checking Oil Level................................................................................24
Basic System Description....................................................................25
Transmission Component Summary.................................................36
Transmission Hydraulic System.........................................................37
Power Flow Through Transmission System......................................40
Action of the Differential (50/50) (used in 4 x 4 vehicles) ................42
Action of the Differential (30/70) (used in 6 x 6 vehicles).................43
D.C. Power Supply................................................................................44
Electronic Control System Overview .................................................45
TDEC-400 Electronic Control System Components..........................49
System Operation.................................................................................56
Vehicle Operating Modes.....................................................................57
Operational Problems..........................................................................62
Preventative Maintenance....................................63
General..................................................................................................63
Hydraulic System..................................................................................64
Periodic Visual Inspection...................................................................67
Hydraulic System Pressure Checks...................................................70
Troubleshooting....................................................71
General..................................................................................................71
Pressure and Flow Test Kit..................................................................72
Troubleshooting Discussion...............................................................73
Problems that Show No Fault Messages in the Display...................74
Problems that Show Fault Messages in the Display.........................98
Display Faults ....................................................................................101
Diagnostic Test................................................................................... 116
8 Power Shift Transmission System Operator’s Manual #1023080

Twin Disc, Incorporated Table of Contents
Engineering Drawings ......................................149

List of Engineering Drawings ........................................................ 149
1018360 (partial (Valve Assembly, solenoid) ............................... 151
1018352A (Oil Collector Assembly) ............................................... 152
1018460 (Valve Assembly, Differential) ......................................... 153
1019229(System, Elect. Control) ................................................... 154
1019230 (System, Elect. Control) .................................................. 155
1019233 (System, Elect. Control) .................................................. 156
1017753 (Schematic, Hydraulic) .................................................... 157
1017754B (Diagram, Piping)........................................................... 158
1018262B (page 1 of 3) (Transmission Parts) .............................. 159
1018262B (page 2 of 3) (Transmission Parts) .............................. 160
1018262B (page 3 of 3) (Transmission Installation) .................... 161
1018601E (page 1 of 3) (Transmission Parts) .............................. 162
1018601E (page 2 of 3) (Transmission Parts) .............................. 163
1018601E (page 3 of 3) (Transmission Installation ..................... 164
1018065A (Clutch Assembly, 2-5, Reverse) .................................. 165
1018068A (Clutch Assembly, 1-4, 3-6) ........................................... 166
1020781C (Clutch Assembly, 1-2-3, 4-5-6) .................................... 167
1018205 (Differential Assembly) .................................................... 168
1018338 (Differential Assembly) .................................................... 169
1017752B (Valve Assembly, Main Regulator) .............................. 170
1018465A (page 1 of 2) (Torque Converter Installation) ............. 171
1018465A (page 2 of 2) (Torque Converter Parts) ....................... 172

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

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

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

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

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

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

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

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

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

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

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

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

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

time of printing. When required, changes are made to reflect advancing
technology and improvements in state-of-the-art.
Individual product service bulletins are issued to provide the field with
immediate notice of new service information.
For the latest service information on Twin Disc products, contact any Twin
Disc distributor, or contact the Product Service Department, Twin Disc,
Incorporated, Racine, Wisconsin 53405-3698, USA, or by e-mail at
service@twindisc.com.
Contact information for Authorized Twin Disc Distributors and Service Dealers
can be found on the Twin Disc website at [http://www.twindisc.com].

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

Twin Disc, Incorporated Description and Specifications
Description and Specifications
General
(Reference - Twin Disc Application # AN4165, AN4166, and AN4167 for

Rosenbauer Motors)
The Twin Disc TD-61-1180 transmission is a hydraulically actuated power

shift transmission, providing six speeds forward and one reverse. Used with
this transmission is a Twin Disc torque converter model 8-MLW-1755-1. The
transmission and torque converter are electronically controlled by a Twin Disc
model TDEC-400 control.
Model Identity Numbers and Letters
TD-61-1180, BOM 67685, 67686, and 67687

T = Transmission
D = Drop box, output at different level than input
6 = Six speeds forward
1 = One speed reverse
11 = Transmission model series
80 = Basic model number (Assigned in consecutive sequence to identify
specific modifications or gear ratios)
8-MLW-1755-1, BOM 67469 and 67453

8 = type 8 Twin Disc torque converter
M = modulated input clutch
L = with lockup clutch
W = with stator freewheel
175 = 17.5-inch converter circuit size
5 = specific model for application
1 = housing size to match SAE flywheel
TDEC-400 electronic control, BOM 43877, 43869, and 43863

Description and Specifications Twin Disc, Incorporated
Description
The input section of the transmission consists of two geared-together clutch

shafts. Each shaft contains two 7-inch clutch packs of the orifice type. When
the clutch is engaged, output is from gear and drive rings on the clutch shafts to
and through gears on the compound shaft, and then to gears on the 9-inch
clutch shaft. This shaft contains two 9-inch clutch packs of the orifice type. A
spline-connected output gear on the 9-inch clutch shaft is meshed with the input
gear on the inter-axle differential. The differential includes two independent
output shafts connected through the inter-axle differential. The differential has a
clutch that when applied, locks up the differential providing a solid drive through
the differential to the outputs.
The hydraulic torque converter is a single stage Type 8 design with a modulated
input clutch, integral lockup clutch, and stator freewheel. The converter includes
power take-off mounting ports for the mounting of hydraulic pumps. The lockup
clutch and modulated input clutches are hydraulically controlled in conjunction
with the electronic control unit.
Sump
The bottom of the transmission housing serves as the sump for all oil used in
the transmission/ torque converter system. A suction strainer is installed in the
sump to prevent debris from being drawn into the pump inlet.
Pump
The system pump located on the rear of the torque converter is a positive
displacement gear-type and is driven directly by the engine. The pump inlet
draws oil through a suction strainer. Outlet from the pump is directed through a
filter and regulator valve and supplies pressure for clutch apply, torque converter
and lube. The pump runs at 1.28 times faster than engine speed.
A scavenge pump is attached to the back of the main system pump on the
converter. The scavenge pump draws oil from the bottom of the engine flywheel
and converter housings and returns the oil to the transmission sump.

Regulator Valve Assembly
Pressure regulating valves for controlling main and lube oil pressures are
contained in the regulator valve assembly on the transmission. Converter
pressure is controlled by a pressure regulator at the converter outlet and the
transmission lube regulator. The regulator valve on the transmission also
includes a cold oil relief for protection of the converter.
Range Selector Valve
Seven identical proportional valves, mounted on the rear of the transmission

housing, control the application of the transmission clutches. The valves are
controlled by electronically modulated signals. Six of these valves are located
in three pairs in a valve body on the end of each of the clutch shafts on the rear
of the transmission housing. These are identified as 1, 2, 3, 4, 5, and 6. The
seventh valve, identified as D, controls the clutch in the transmission differential.
This is located on the right of side A of the transmission housing on 6 x 6 vehicles,
and on the left of side B on 4 x 4 vehicles. These solenoid numbers are
referenced in the electronic control system drawing to aid technicians in
troubleshooting the system.
The lockup and modulated input clutches in the torque converter are controlled
by proportional valves that are mounted on the torque converter, and are
actuated by proportional electrical signals. A solenoid of a different type is
used to control the torque converter mounted power take-off.
The control system is powered by the vehicle’s 12 volts dc battery, and the
solenoids are powered by 12 volts dc that is regulated by an internal voltage
regulator in the electronic control.
Clutch Applied Power Take-off
Mounted on the torque converter is a hydraulically actuated power take-off unit

which is driven by the engine. When the hydraulic clutch is disengaged the
power take-off output does not turn and is held stationary with a single disc
brake. When the engaging solenoid is activated the hydraulic clutch engages
and drives the power take-off output. The power take-off output is driven at
engine speed x 1.28. A 12 volt dc solenoid is used to engage the clutch.

Special Features
Clutches
Hardened steel plates and organic fiber friction plates are used on all clutches.
The 7-inch and 9-inch clutches are of the orifice type clutch. The clutches are
hydraulically actuated, spring-released, and oil cooled. The outer diameter of
the 7-inch steel plates are polygon shaped.
Bearings
The 7-inch clutch shafts are supported with tapered roller bearings. The end
play of the 9-inch clutch shaft is controlled by a double tapered roller bearing
set, and the other end of the shaft is supported by a straight roller bearing. The
output shafts and differential are supported with tapered roller bearings and
ball bearings. The output end gear and ring assemblies on the clutches are
supported with caged needle bearings, and located with needle thrust bearings.
The input end gear and ring assemblies are supported and located by, and
include, a matched set of double tapered roller bearing assemblies.

Specifications
Normal Temperature Range:

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

Run at 715 rpm
Main Pressure (X):

210 psi (1448 kPa) minimum at regulator.
Clutch Apply Pressure (CL):
205 psi (1413 kPa) minimum at end caps and within 5 psi (34 kPa) of each
other.
Transmission Lube Pressure:

3-13 psi (21-90 kPa) at lube regulator (G).
2 psi (14 kPa) minimum at shaft end caps (G,1-2), (G,3-4), (G,5-6).
2-8 psi (14-55 kPa) at differential clutch when disengaged.
Converter outlet pressure (W):

50 to 70 psi (345-483 kPa)
High Speed Pressures:

Run at 2150 rpm
Main Pressure (X):

250-255 psi (1724-1758 kPa) at main regulator.
Clutch Apply Pressure (CL):

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

50-60 psi (345-414 kPa) at lube regulator (G).
29-40 psi (200-276 kPa) at 7-inch clutch shaft end caps (G,1-2) & (G,3-4).
25-36 psi (172-248 kPa) at 9-inch clutch shaft end cap (G,5-6).
26-38 psi (179-262 kPa) at 50/50 differential clutch (4 x 4) when disengaged.
47-57 psi (324-393 kPa) at 30/70 differential clutch (6 x 6) when disengaged.
Converter outlet pressure (W):

70 to 90 psi (483-621 kPa)
Differential Clutch Pressure:

Within 12 psi (83 kPa) of main pressure when engaged.

Engine speeds (approximate)

(Rosenbauer Motors ARFF 4x4 WIDE and 6x6 with Detroit Diesel Series 60
engine, 665 bhp (496kW) @ 2300 rpm)
Full load 2300 rpm

No load 2350 rpm
Converter stall speed (4x4) 2177 rpm
Converter stall speed (6x6) 2118 rpm
TDEC-400 CONTROL
Furnished with the transmission is the TDEC-400 electronic control. The control
provides automatic shifting for the transmission/converter system and is
necessary to coordinate the function of the vehicle, torque converter and
transmission in a truck application. The control includes an internal voltage
regulator, and operates on 12 volts dc provided by the vehicle’s battery.

Twin Disc, Incorporated Operation
Operation
This section covers operation of the transmission, torque converter, and the
associated hydraulic and electronic control system and their relationship to the
engine and vehicle. The following paragraph (prior to start-up) provides
information the vehicle operator needs to know to inspect the transmission and
start the engine.
Powershift Transmission System Operator’s Manual #1023080 23

Operation Twin Disc, Incorporated
Checking Oil Level
The oil level in the transmission must be checked before each use. Procedure
for checking oil is as follows:
1. Visually inspect the transmission, converter and drive line for security of
mounting. Inspect plumbing and electrical components for security of
attachment and/or leaks. Leakage must be corrected.
2. Oil level check: It is best to check the oil level after the truck has been
parked with the engine not running for at least 8 hours (or overnight).
The truck should be parked on a level surface.
a. With the engine not running, both oil level sight glass should show
full. If both glasses do not show full, add oil until both sight glasses
indicate full.
b. Set the vehicle brakes and start the engine. With the engine at
low idle for 1 minute, the transmission in neutral, and with cold oil
(10~35oC) the oil level should be at the middle of the lower sight
glass.
Do not operate the transmission with oil levels above or below the
recommended settings. Either condition can result in overheating or
loss of power and damage to the equipment. When following this oil
check procedure be sure the vehicle parking brakes are on.
24 Powershift Transmission System Operator’s Manual #1023080

Basic System Description
This section describes the function and relationship of the following major
components in your power transmission system.
Remote mounted transmission (TD61-1180)
Engine mounted torque converter (8MLW-1755-1)
Electronic control system (TDEC-400)

26
Into Into
Transmission Transmission
Operation
Controller Controller
Via Wiring Via J1939
Neutral Data Bus
disconnect Range/ direction Engine load
switch selector signal
switches
Primary Requested
Work mode
electrical Gear
switch state
power Engine Speed
Key switch Engine Brake
Transmission Request
Input and
Output speeds
Differential
lock switch
Transmission
Oil Temp
System Oil
Temp 24Volts
DC
Filter Switch
Status
PTO
Switch
Stationary
Disconnect
switch
Acclerator
pedal / throttle
position sensor
Twin Disc, Incorporated
Powershift Transmission System Operator’s Manual #1023080

Figure 1. Control System Components (Into Control)
From From TC1
Transmission Via Wiring
Control
Via J1939 Lockup Solenoid
Data Bus
Twin Disc, Incorporated
Transmission
Lockup Engaged Solenoids
1 thru 6
Shift in progress,
Current Gear, Differential
Requested Solenoid
Range, Gear Modulated Input
Ratio Clutch Solenoid
Transmission PTO
Input and Solenoid
output Speed
Filter Switch Engine
Status Conversion Relay
Transmission 15 pps
Powershift Transmission System Operator’s Manual #1023080

System Oil Speedometer
Temp Signal
Torque limiting
signal
27
Operation
Figure 2. Control System Components (Output from Control)

Figure 3. Hydraulic Torque Converter (4 x 4)

Figure 4. Hydraulic Torque Converter (6 x 6)

Figure 5. Power Shift Transmission Engine Side (4 x 4) - Side B

Figure 6. Power Shift Transmission Engine Side (6 x 6) - Side B

Figure 7. Power Shift Transmission Side View (4 x 4)

Figure 8. Power Shift Transmission Side View (6 x 6)

Figure 9. Power Shift Transmission - Opposite Input (4 x 4) - Side A

Figure 10. Power Shift Transmission - Opposite Input (6 x 6) - Side A

Transmission Component Summary
Torque Converter
The torque converter is direct mounted to the engine flywheel housing, and its
input member rotates with the flywheel. The transmission system oil pumps
are geared to the input member, providing oil flow for transmission system
operation. Two pumps are mounted in tandem. One provides oil flow for the
operation of the transmission system, and the other one pumps normal torque
converter drainage back to the transmission oil sump (scavenge pump).
There are two internal clutches in the torque converter. One is a modulated
input clutch that connects the flywheel driven member to the fluid circuit impeller.
The other is the lockup clutch that connects the engine flywheel to the fluid
turbine or converter output shaft. Both of these clutches are controlled by the
electronic controller, based on conditions. There are pressure testing ports
located on the torque converter that can be used in trouble shooting certain
problems. See Figure 3 and 4 in Operation.
Power Take Off (PTO)
The power take-off is mounted on the torque converter, and is used to connect
the engine flywheel power to operate a remotely mounted pump for the vehicle.
Remote Mounted Transmission
The remote mounted transmission contains several clutches that are engaged
in combinations that determine the gear ratio that is used to drive the vehicle.
The input shaft is directly connected to the torque converter output shaft. The
transmission output shaft is directly connected to the axles of the vehicle.
Electric valves are mounted on the transmission that are energized in the proper
combination to engage the appropriate clutches. The transmission housing is
the oil sump for the transmission system. There are several oil pressure test
ports located on the transmission for use in troubleshooting certain problems.
See Figure 9 and 10 in Operation.

Transmission Hydraulic System
See the hydraulic system schematic and piping diagram in the drawing section
of this manual.
The hydraulic system provides oil at correct pressures and flows for operation
and lubrication of the transmission and torque converter. A cascading-type
system is used, wherein the demand for pressure and flow for transmission
functions are supplied in sequence from a single pump. Regulator valves control
and maintain the necessary pressures for each function. As the demand for
pressure and flow are met for one area of the system, oil is cascaded to meet
the demands of the next area. Hydraulic system components and their functions
are as follows:
Transmission Sump
The sump is located in the bottom of the transmission housing and serves as a
reservoir for all oil used in the system. Oil level is checked with two sight glasses
on the side of the transmission. Please refer to Preventative Maintenance for
oil level check and filling procedures. A suction screen installed in the reservoir
prevents debris from being drawn into the pump inlet. This screen is not
serviceable from the outside.
Pump
The pump is a positive displacement gear-type, rated at 46.5 gpm (176 L/min)
for the front element and 15.6 gpm (59 L/min) for the rear element at 2100 rpm
engine speed.

Main Pressure Regulator Valve
The main pressure regulator valve maintains main system pressures for
application of clutches. Please refer to Description and Specifications for
designed pressure limits. Main system pressure, opposed by preset spring
tension on the back side of the regulator piston, causes the valve to open and
cascade excess oil into the torque converter circuit, thereby maintaining system
pressure at the desired value. As main pressure is building up, oil passes through
an orifice into lube to provide for lubrication during start-up.
Cold Oil Relief
A spring and ball located in the main regulator valve sense pressure at the
outlet port. Excessive pressure causes the ball to open and bypass oil to the
lube circuit which protects the converter.
Converter Regulator Valve
The torque converter circuit oil pressure is regulated by the converter regulator
valve that is located in the converter housing of the torque converter. This
regulates the converter circuit outlet pressure to the desired level, and the oil is
then discharged through the oil cooler and into the lube oil circuit of the
transmission.
Lube Regulator Valve
The lube regulator valve maintains lube system pressure at the desired level.
Please refer to Description and Specifications for pressure limits. Lube is
provided for lubrication of bearings and splines, and for lubricating and cooling
clutches. The maximum lube pressure is limited by cascading the excess oil to
the transmission sump.

Transmission Range Clutch Valves
Two proportional cartridge valves are housed in each of three valve bodies that
are also the clutch shaft end caps or collectors. When a range is selected, the
valve coils for that range are energized, permitting regulated main pressure to
apply the desired clutch packs. When another range is selected, the valve
coils for the new range are energized, and the valve coils for the previous range
are de-energized, allowing the passage of clutch apply oil to the sump, thus
releasing the clutch. These valves are powered with signals that are capable
of controlling the pressures at intermediate levels for improved shift quality.
Converter Lockup Clutch and Modulated Input Clutch Valve
Two proportional cartridge valves are mounted in the converter regulator valve
body to supply pressure to the lockup clutch and to the converter input clutch.
Main pressure is supplied to this valve from the main pressure regulator on the
transmission.
Differential Clutch Apply Valve
A proportional cartridge valve is located on the front of the transmission housing,

and is used by the control system to apply the differential clutch when the operator
has selected this option, and the control senses the proper conditions.
Power Take-off Actuation Valve
An on/off solenoid is located on the power take-off clutch rate of rise valve
located on the power take-off at the right rear of the torque converter. This
solenoid supplies oil to the pilot spool and rate of rise portion of the valve,
resulting in a controlled pressure rise to the clutch. The power take-off solenoid
is energized by the control system or the operator, depending on the conditions
that exist.

Power Flow Through Transmission System
The torque converter driving ring bolts directly onto the engine flywheel. The
internal teeth of the driving ring mesh with the gear teeth on the rotating housing.
The rotating housing provides input power to the input clutch. The output of this
clutch is connected to the impeller wheel of the torque converter. Power flow
system components and their functions are as follows:
Converter Drive
When in converter drive, with the input clutch engaged, converter fluid is moved
by the impeller blades and directed against the turbine wheel blades, driving
the turbine wheel assembly. Since the turbine wheel assembly is spline
connected to the output shaft, the output shaft is driven.
After the fluid passes through the turbine wheel blades, it is redirected to the
impeller wheel blades by the stator blades. When output torque requirements
exceed input torque, the freewheel unit on the stator is locked up. However,
when output torque requirements are equal to, or less than, input torque, the
stator freewheels.
Disengaging the input clutch disconnects the impeller from the engine. The
pumps will still run at 1.282 times engine speed, and the power take-off will still
run at 1.282 times engine speed.
Lockup Clutch Drive
The lockup clutch is controlled automatically through the electronic control

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

Freewheel Function
When the lockup clutch is engaged, the freewheel assembly allows the stator
to freewheel. This improves the unit efficiency. The freewheel assembly locks
the stator to the stator carrier during converter operation. This allows the torque
converter to multiply engine torque.
Transmission
Power flow is from the engine through the torque converter output shaft to the
input yoke on the front of the transmission input shaft. The three driver gears,
one on the rear of each of the two 7-inch clutch shafts and one on the rear of the
9-inch clutch shaft, are connected to their shafts. The gears on the two 7-inch
clutch shafts are connected by a tapered interference fit, and the gear on the 9-
inch clutch shaft is connected by a spline. Whenever the engine is running the
input (7-inch clutch) shaft and its driver gear will turn engine direction. The driven
7-inch clutch shaft is rotated by its interference fit driven gear, which meshes
with the input shaft driver gear, causing the gear and shaft to rotate in anti-engine
direction. If the transmission is in neutral, the power flow stops at this point. In
order to have power to the wheels, one 7-inch clutch and one 9-inch clutch must
be engaged.
Differential Clutch
The function of the differential clutch is to lock the front and rear transmission
output shafts together to assure equal delivery of power to front and rear axles
of the vehicle. The differential lock switch may be selected at any time, however
engagement of the clutch is inhibited in 4th, 5th, and 6th ranges. In neutral,
reverse, 1st, 2nd or 3rd, the differential clutch will be engaged when the
differential lock switch is turned on.

Action of the Differential (50/50) (used in 4 x 4 vehicles)
In the following discussion, the side of the transmission that is opposite the
input shaft will be referred to as Side A. The side of the transmission that the
input shaft is on will be referred to as side B.
In all ranges, input to the differential is through a driving gear on the 9-inch
clutch shaft to a driven gear bolted to the outside diameter of the differential
housing. The differential housing encloses a pinion pivot with four equally
spaced pinion pivots with a 45 beveled gear mounted on each. The four beveled
gears are in mesh with two 45o output beveled gears on opposite sides of the
pinion pivots. The front (side B) and rear (side A) output shafts are splined into
the hubs of the output beveled gears. As the differential housing turns, the pinion
pivots turn with it carrying the beveled gears in the same orbit. Because the
beveled gears are in mesh with the output beveled gears the output gears are
turned by the rotating differential housing causing the front and rear output shafts
to turn with them.
Operation
Should either output shaft meet resistance that causes it to slow down or stall,
the output gear splined to that shaft will slow down or stall. The differential
housing and pinion pivots will also continue to turn around the stalled shaft
causing the four beveled gears mounted on the pinion pivots to roll around the
stalled output gear. The rotating beveled gears now exert pressure on the
opposite output gear causing it to continue to turn at the speed and direction of
the differential housing causing the output shaft to turn as well.
This principle applies when either output shaft meets resistance so that it is
turning slower than the other. When this happens, the beveled gears on the
pinion pivots will walk around the stalled or slow output gear to compensate for
the difference in speed between that gear and the opposite output gear. When
the differential clutch is applied, the differential is locked up so that it turns en
masse and both output gears (and shafts) are forced to turn at the same speed
as the differential housing. This clutch is applied when the transmission
differential lock clutch valve is energized by the control system when a request
for differential lock is seen on the J1939 bus, and specific conditions are met.
See drawing number 1018338 in Engineering Drawings.

Action of the Differential (30/70) (used in 6 x 6 vehicles)
In the following discussion, the side of the transmission that is opposite the
input shaft will be referred to as Side A. The side of the transmission that the
input shaft is on will be referred to as side B.
In all ranges, input to the differential is through the driving gear on the 9-inch
clutch shaft to the driven gear bolted to the outside diameter of the differential
housing. The differential housing is bolted to the planet carrier. All output
torque from the range clutches passes through these driven gears turning the
differential housing and planet carrier. Within the differential are one sun gear,
one ring gear, a planet carrier, and a set of planet gears. There are two output
shafts. The sun gear is spline-connected to the rear output shaft (side A) via
the clutch spider and the clutch housing. The ring gear is spline-connected to
the front output shaft (side B).
Operation
When the planet carrier rotates, the front (side B) and rear (side A) output shafts
are rotated by the planet gear driving the sun and ring gears. If the front (side
B) output shaft meets some resistance, the planet gears will rotate inside of the
ring gear. The sun gear, planet gears, and rear (side A) output shaft will continue
to rotate. If the rear (side A) shaft is stopped and the front (side B) shaft is free,
the planet gears walk around the sun gear. The ring gear, planet gears and
front (side B) output shaft continue to rotate. This principle can be applied
when either shaft must rotate slower than the other. When the differential clutch
is applied, the differential is locked and turns en masse with both output shafts
turning at the same speed as the differential housing. This clutch is applied
when the transmission differential lock clutch valve is energized by the control
system when the differential lock switch is closed and specific conditions are
met. See drawing number 1018205 in Engineering Drawings.

D.C. Power Supply
Input power to the electronic control is supplied by the customer. Refer to drawing
#1019229, 1019230, and 1019233 in Engineering Drawings. The positive lead
should be connected directly to the positive terminal of the 12 volts DC battery
post with no other loads. The circuit protection device must not exceed time/
current characteristics of an ATO type fuse. The neutral disconnect switch is
used to turn the disconnectable solenoid power on and off. The system ground
is through a single wire connected directly to the battery negative. The electronic
control is active when applied voltage is between 10 and 28 volts dc.
Note: The 10 amp input power circuit protection device must

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

more will require resetting the input power to the electronic control by
cycling the key switch once the input voltage has been restored above
the 11 volt dc level.
2. No outputs are enabled unless the selector lever is in N on power up.

This means that after regaining power from some power fault, the
selector lever must be returned to N even if the vehicle is moving.
Movement of the selector out of N will not be acknowledged unless the
selector lever has been in N for more than 0.25 seconds. This is to
ensure that the shift is intentional.
3. When the selector lever is moved out of N after a power interruption, the
electronic control will calculate a gear ratio using the input and output
speed, and shift into the correct range. If a speed sensor error exists,
the transmission will be shifted into 6th range.
Note: If the vehicle is moving, the selector lever should only be

moved to engage a range in the direction the vehicle is
moving. For example, if the vehicle is rolling forward move
the selector lever to a forward position only. Requesting
a direction change following a power interruption could
cause serious damage to the transmission or drive train.

Electronic Control System Overview
The electronic control system monitors and coordinates functions of the vehicle,
torque converter, and transmission. Various external components are used to
provide inputs for the control as well as outputs for operation of the transmission/
converter system. Different operating characteristics are obtained through the
positioning of various input switches to the control system.
See Figures 1 and 2 in Operation.
The electronic control system consists of the following components:
Cables
The cables connect the components of the electronic control system to each
other, and also to the sensors, valves, and switches that are located on the
various components in the power transmission system.
Manual Override Switch
The manual override switch is used if normal automatic operation is not possible
because of certain control problems. It allows for limited operation of the vehicle
for emergency or come home operation.
Never actuate the manual override switch, except when the selector is
in neutral with the vehicle stopped, and the engine speed is at idle. The
use of this switch allows vehicle power in 3rd range forward, neutral, or
reverse. It also allows manual selection of the transmission differential
clutch and PTO.
Transmission Range Selector (Customer supplied)
The transmission range selector is used to select the direction and maximum
gear obtainable during automatic operation. There is a neutral start switch and
reverse alarm switch within the assembly. This customer supplied range
selector also contains a neutral disconnect switch, forward and reverse manual
switches, a stationary disconnect switch, and a work mode switch that connects
to the control via the SAE J1939 data bus.

Display Unit
The display unit provides information to the operator about what range the
transmission is in, and is also used while troubleshooting system problems. It
also displays messages that may be generated by the electronic control sensing
abnormal conditions in the transmission system. The display unit contains the
switches that enable the diagnostic testing of the transmission system.
Electronic Control
The electronic control contains the computer memory that has been
programmed with the desired vehicle function parameters. The electronic
control relies on information provided by several input devices, and provides
signals to several outputs that result in the vehicle performing in the desired
manner. The electronic control also monitors and responds to some signals
from the vehicle’s J1939 data bus. The wired inputs to the Transmission System
Electronic Control are:
Neutral disconnect and stationary disconnect switches in the

range selector
Throttle pedal position signal
Transmission input speed sensor
Transmission output speed sensor
Transmission oil temperature sensor
System oil temperature sensor
Transmission filter differential pressure switch
Power take off switch
Transmission differential lock switch
Dedicated ground connection to the battery negative
Dedicated fused (10 Amp) +24 volt battery power
Vehicle key switch

S.A.E. J1939 Data Bus
The J1939 Data Bus is a communication link designed into the vehicle. Refer
to the Society of Engineers Recommended Practice J1939 for detailed
information. Electronic signals are communicated to the J1939 Data Bus by
various controllers on the vehicle. The transmission control system uses this
data bus to receive information from other vehicle controls, and to send
information to other vehicle controls. The display data is communicated from
the control via the data bus.
The signals that are monitored by the transmission electronic control on the
J1939 Data bus are:
Engine load signal
Range selector
Work mode switch status
Engine brake request status
Engine speed
Requested gear
Based on the signals obtained from these inputs, the electronic control sends
signals out to various devices that cause the vehicle operation. The wired
outputs are:
Electrical current to the transmission range valve clutch coils used

to engage the proper clutches to provide the transmission range
desired
Electrical current to the differential valve clutch coil used to apply

the transmission differential clutch as needed
Electrical current to the lockup clutch valve coil used to apply the
converter lockup clutch as needed

Electrical current to the modulated input clutch valve coil used to

apply the converter input clutch as needed
Electrical current to the pto valve coil used to apply the power
take off clutch as needed
Signal for the engine conversion relay
Signal for customer supplied speedometer (15 pulses per

revolution of the output shaft)
The electronic control sends signals out to various devices over the J1939
data bus. The signals sent on the J1939 data bus from the transmission control
are:
Present gear ratio
Current transmission range
Requested transmission range
Shift in process message
Lockup clutch status
Oil filter switch status
Transmission input and output speeds
Transmission system oil temperature
Transmission input and output speed
Torque limiting signal

TDEC-400 Electronic Control System Components
Electronic Control
Monitors and controls the system through two wiring harnesses that attach to
the control through four connectors. The control has no preferred mounting
orientation.
Range Selector (Customer supplied)
Six forward touch pad buttons, neutral, and reverse are available on the range
selector. Stationary mode and work (pump and roll) mode touch pad buttons
are also located on the range selector.
The following is a description of system functions as various range selections

are made. Designations shown correspond to range selections available by
the range selector touch pad buttons.
R--REVERSE Selected
Differential lock is allowed. Torque converter lockup clutch engagement is
controlled by software in the electronic controller. Reverse alarm circuit activated
by closure of reverse alarm switch.
N--NEUTRAL Selected
Torque converter lockup clutch and transmission range clutches are disengaged.
Selector lever must be in N to start the engine and to properly power up the
electronic control system. Differential lock is allowed.
D--2-6 Selected
Automatic range shifts from 2nd to 6th are permitted based on output shaft
speed and throttle position. Torque converter lockup clutch is automatically
applied in all ranges based on turbine speed and throttle pedal position. When
the differential lock is selected, automatic shifts include 1st range. The
differential lock is available in ranges 1, 2, and 3.

5--2-5 Selected
Automatic range shifts are allowed in 2nd through 5th ranges based on same
criteria as in D. Torque converter lockup clutch is automatically applied in all
ranges based on turbine speed and throttle pedal position. Differential lock is
available in 1st through 3rd ranges. When the differential lock is selected,
automatic shifts include 1st range.
4--2-4 Selected
Automatic range changes are allowed in 2nd through 4th ranges based on
same criteria as in D. Torque converter lockup clutch is automatically applied
in all ranges based on turbine speed and throttle pedal position. Differential
lock is available in 1st through 3rd ranges. When the differential lock is selected,
automatic shifts includes 1st range.
3--2-3 Selected
Automatic range changes are allowed in 2nd and 3rd ranges based on same
criteria as in D. Torque converter lockup clutch is automatically applied in all
ranges based on turbine speed and throttle pedal position. Differential lock is
available in 1st through 3rd ranges. When the differential lock is selected,
automatic shifts include 1st range.
2--2 Selected
Transmission is held in 2nd range. Torque converter lockup is automatically
applied in all ranges based on turbine speed and throttle pedal position.
Differential lock is available in 1st and 2nd ranges. When differential lock is
selected, automatic shifts include 1st range.
1--1 Selected
First range only is allowed. Torque converter lockup is automatically applied
based on turbine speed and throttle pedal position. Differential lock is available.

The switches that are contained in the range selector are shown in drawing
number 1019229, 1019230, and 1019233 in Engineering Drawings. The
selected touch pad button communicates to the control the operator’s request
for a desired operation. The control will respond when conditions are correct
for a change. For example, the vehicle may be moving forward and the operator
may select R, but the control will not engage reverse until the transmission
output speed (forward direction) is low enough so the power train will not be
damaged.
The selector must be in N when the starter is engaged (so vehicle does not
lunge forward or reverse unexpectedly when the engine starts). The switch in
the selector closes in neutral to supply power to the start switch. If the selector
is not in N, no power is supplied to the start switch, and the starter will not
engage even if the operator turns or presses the start switch. The electronic
control is not involved in the neutral start feature, although the control logic will
also inhibit range engagement if N is not selected at power up.
A neutral disconnect switch, in the selector, is open when the selector is in N so

the electronic control is not able to energize most of the solenoids. This provides
a redundant neutral for safety - control cannot engage transmission clutches
when the selector is in N.
The reverse alarm is activated when the selector is placed in the R position.
Power is supplied to the reverse alarm switch in the selector. When the selector
is in the R position, the switch closes and passes the power on to activate the
reverse alarm. Note that the electronic control is not involved in operation of
the reverse alarm, only the switch in the selector and the wires connected to it.
PR--Work mode (pump and roll) Selected
This is used to select the Work mode (Pump and Roll), with the vehicle pumping
fluid. The PTO clutch is engaged, and the engine speed electronically controlled.
SP--Stationary pump mode Selected
This is used to operate the pump with the vehicle stopped. The PTO clutch is
engaged, and the stationary disconnect switch opened, removing all power
from the transmission solenoids. The transmission must remain in neutral, and
the engine speed controlled manually.

Differential Lock Switch
The differential lock switch is a normally open switch that when closed signals
the control to engage the inter-axle differential clutch. The differential clutch is
controlled by a clutch valve coil and will not be engaged if the differential lock
switch is open (not selected). When the differential lock switch is closed it
signals the control of the operator’s request to turn on the differential lock clutch
in the transmission (locks the front and rear output shafts of the transmission
together). The control will turn the differential clutch valve coil on if the control
has reverse, 1st, 2nd, or 3rd range engaged. The control will not turn the
differential clutch valve coil on if it has 4th, 5th, or 6th range engaged.
Speed Sensors
A voltage signal is generated as each tooth of a gear moves past the sensor.
This results in an ac voltage signal with a frequency determined by the frequency
of a tooth passing the sensor. The control is programmed with the number of
teeth on the gear under the sensor and converts the frequency of pulses to
determine gear/shaft RPM. The input speed sensor is calibrated to measure
torque converter output speed (equals transmission input speed). The sensor
is mounted on the upper part of the transmission. The output speed sensor
measures output speed of one of the output shafts on the transmission. The
control uses the input and output speed information when determining
appropriate transmission range, engagement of the lockup clutch, etc.
Resistance of the sensors is approximately 1100 ohms. The control does not
measure the voltage of the speed sensor signals; it only uses the frequency of
the pulses. The amplitude (voltage) of the signal is determined by the velocity
of the gear tooth as it passes the sensor and the gap between the gear tooth
and the end of the sensor. The sensor must be close to the gear to generate a
signal that is large enough to reach the control where the frequency is measured.
Measuring the voltage of the speed sensor signal would only be useful for
verifying that the sensor is generating a signal.
The control checks resistance of speed sensor circuits frequently. If the value
is found to be out of range, a display message is shown on the display to alert
the operator. This could indicate a fault in a wire to the sensor or in the sensor
itself. The control also calculates what range is engaged based on what
solenoids are energized and the transmission ratio. It alerts the operator if it
does not receive a frequency signal from one of the sensors when it expects to
see a signal. For example, the control will show a display message if it sees a
signal indicating output speed, a range is engaged, and it sees no signal from
the turbine/transmission input speed sensor.

Display
The dot matrix liquid crystal display (LCD) is usually installed on the vehicle
dash. It indicates the transmission range that the control has engaged. It is
also used to inform the operator if the control has detected a fault in one of the
external circuits, and is used during the diagnostics test to communicate with
the operator. Two membrane switches are housed in the display for diagnostic
purposes. The diagnostic test mode is entered by simultaneously depressing
these up and down arrow buttons while cycling power to the control via the key
switch.
Clutch Valve Coils
Identical cartridge valves are used throughout the transmission system with the
exception of the pto solenoid. The cartridge valves are identified as
transmission range clutch valve coils, #1 thru #6, transmission differential lock
clutch valve coil, converter modulating clutch valve coil, and converter lockup
clutch valve coil. They are used for controlling high pressure oil being directed
to engage clutches. They are controlled with a signal type that can control
pressure full off, full on, or at intermediate levels as needed for proper vehicle
shifting and control. The oil flow/pressure supplied to the clutch pack can be
precisely controlled with these valves. This is especially important when the
control changes transmission ranges - turning some clutches off and others on.
The pto solenoid is controlled by a full on or off signal.
The resistance of these solenoid coils ranges approximately between 5 and

11 ohms depending on temperature.
The control is programmed with the appropriate resistance of each of the valves
and the wires to/from the valve and checks the external circuits continuously. If
it detects a value that is out of range, it shows a display message on the display
to alert the operator to check the circuit and the valve. This will alert the operator
if a wire is cut or shorted, or if the connector plug becomes disconnected, etc.
Filter Sensor
This sensor reacts to the pressure drop across the oil filter (inlet pressure vs.
outlet pressure). When the pressure drop reaches a high level (filter starting to
plug) the control will alert operator with a display message.

Transmission Oil Temperature Sensor
This sensor is located in the transmission clutch oil supply circuit. It is used to
modify shift profiles to compensate for the affects of temperature. The sensor
is a variable resistance element that provides an analog signal to the control.
System Oil Temperature Sensor
This sensor is located at the outlet of the torque converter to monitor the highest
temperature level and alert the operator of high temperature conditions. The
signal from this sensor is used, with other inputs, to control the cooling fan
operation.
Power Relay (Customer supplied)
This relay is connected to the vehicle ignition switch to supply power to the
control only in the on or run position. Power may be removed from the control
during starter engagement (thus the control is turned off and back on when the
engine is started).
Engine conversion contacts
A set of normally open contacts close when the controller is in the work mode.
The engine speed is controlled at a preset speed for vehicle and power take-
off operation when these contacts are closed in the work mode. The contacts
are rated for a nominal one amp noninductive load and are isolated from other
controller circuitry.

Accelerator Pedal Sensor (customer supplied)
Potentiometer linked to the accelerator pedal mechanism which provides the

control a voltage signal that indicates the position of the accelerator pedal.
The control requires that the potentiometer be set while in Diagnostics test 7
with a minimum voltage of 0.5 volts dc at idle position, and no more than 4.5
volts dc at full throttle position. A 1.5 volts dc minimum difference is required
between idle and full throttle position. Throttle position tells the control if the
operator is trying to accelerate (pedal is partially depressed) or if the throttle
pedal is released indicating coasting or deceleration. Shifts may be made at
different points or may be quicker (harsher) or slower (softer) depending on a
variety of inputs the control is monitoring.
Output Signal for Engine Control and Speedometer
A pulsed output signal equal to 15 pulses per output shaft revolution is provided
by the control to operate the vehicle speedometer and other vehicle functions.

System Operation
Start Up
1. Selector must be in N. This closes the neutral start switch in the selector,
which supplies power to the start switch.
2. Activate the start switch to supply electrical power to the starter circuit.
3. When the operator releases the start switch, the switch returns to the on
or run position.

Vehicle Operating Modes
There are five modes of operation: Drive mode, Stationary Pump mode, Work
(pump and roll) mode, manual override mode, and Diagnostic mode.
Normal Operation in Drive Mode
Electrical power is supplied to some electronic control circuits at all times.

Power is supplied to the disconnectable valve coil circuit when a range is
selected. The electronic control does a self test sequence, and upon passing
this, looks at the various input signals. If the range selector is in N, the operator
is allowed to start the engine. The electronic control continuously monitors the
various inputs, and outputs to prevent improper operation of the transmission
system.
When the operator selects a maximum forward drive range (D), the electronic
control monitors the transmission output speed to select the appropriate
transmission clutches to engage. If the vehicle is stopped, and the transmission
input speed is below a preset speed condition, the transmission will go into 2nd
range. Note that if the differential lock switch has been selected, the
transmission will go into 1st range. The transmission will then upshift and
downshift automatically, between the maximum gear selected and 2nd based
on the transmission input and output speeds, throttle position, and engine torque
signal level, and the converter lockup clutch will be applied to obtain direct
drive through the torque converter. If the differential lock switch has been
selected, the transmission will upshift and downshift automatically between the
maximum gear selected and 1st. The control monitors the throttle pedal position,
and normally, will not allow automatic upshifts if the pedal is not applied. The
display shows the letter D and the corresponding range that the transmission
is in while in forward, and R1 when in reverse.
Selection of N, followed by D (i.e. D to N to D) while the vehicle remains in

motion will cause the transmission to be engaged in a range that is based on a
gear ratio that is calculated from input speed and output speed. Subsequent
automatic upshifts or downshifts will be made based on selector lever position,
output shaft speed and throttle position. If one or both of the speed signals are
faulty, the transmission will be shifted into the highest possible range.
If the operator selects N while the vehicle is moving forward, the transmission
will shift into neutral, and the electronic control will monitor the transmission
output speed. If a forward range is then selected, the electronic control will
calculate the appropriate gear range, and shift to it regardless of the maximum
forward range selected. If the operator selects the reverse direction while still
moving forward, the transmission will remain in neutral until the transmission

output speed slows to a predetermined speed to prevent damage to the

transmission.
The differential lock may be applied in all ranges except 4th, 5th, and 6th. In 1st,
2nd, 3rd, neutral, and reverse, the differential lock clutch will engage immediately
upon closure of the differential lock switch.
Examples of Operation
Basic: Vehicle is on a paved road. Differential lock is not selected. Operator
starts truck. The operator selects reverse. Control looks at all of the inputs and
decides it is appropriate to engage reverse range in the transmission. The
control energizes two transmission range clutch valves to engage two clutch
packs in the transmission. See drawing number 1019229, 1019230, or
1019233 in Engineering Drawings. Appropriate valves for reverse are #4 and
#5. Two clutch packs must be engaged in the transmission to transmit power
to the wheels. Operator releases vehicle brakes. Operator depresses
accelerator, engine provides power to the torque converter, output of torque
converter provides power to the transmission, output shaft provides power to
the driveshafts to move the vehicle in reverse direction. The vehicle speed will
respond to the operator moving the accelerator pedal or activating the brakes.
Operator stops the vehicle using vehicle brakes.
Operator selects the D position. Control looks at inputs, and energizes two
transmission range clutch valves to engage 2nd range. (1st range used in
certain conditions only - differential lock selected or 1 selected). Control will
respond to changes in the inputs. Operator depresses accelerator pedal -
power is provided to wheels. When vehicle speed (transmission output speed)
reaches an appropriate point, the control will engage 3rd range. As the vehicle
continues to accelerate (operator still pressing accelerator), control will engage
higher ranges as they become appropriate. With D selected, the control may
engage ranges up to 6th range. Converter lockup clutch may also be engaged
in all of the ranges when conditions are appropriate. Converter lockup clutch
connects the converter output directly to the engine through the clutch pack,
bypassing the use of the torque converter circuit to transmit engine power directly
to the transmission. This is an efficient operating condition and the transmission
input RPM will equal engine RPM. Control will continue to respond to changes
in inputs. If control has 6th range engaged and the truck approaches a hill, the
vehicle may slow down. Control will engage 5th if output speed reaches
appropriate point.
If operator stops pressing the accelerator and presses the brakes, the control
will select appropriate transmission range as the output speed decreases, all
the way down to 2nd range if the vehicle slows that much. If operator presses

the accelerator, the control will continue to select the appropriate transmission
range as the speed changes. If the vehicle is rolling when the operator depresses
the accelerator, the control sees that the operator is trying to accelerate (pedal
depressed), and it may decide it is appropriate to select a lower range to
provide quicker acceleration.
Note: Operator interface consists of having the selector in a

forward position, pressing/releasing the accelerator
pedal, using vehicle brakes as needed. The control will
automatically select and engage appropriate transmission
ranges and engage the lockup clutch when conditions are
appropriate.
Normal Operation in Stationary Mode
Stationary pump mode is accomplished by the operator selecting SP on the

range selector. The power take off will be engaged, and the stationary
disconnect switch contacts in the range selector will be opened, removing all
power from the transmission solenoids. The engine speed will be controlled
manually during this mode.
Normal Operation in Work Mode
The work or pump and roll mode is available in all transmission ranges, and
can be entered at any time that the vehicle is in the drive mode. In this mode,
the vehicle’s engine speed is controlled independent of the throttle pedal. The
vehicle speed and tractive effort is controlled by the throttle pedal that is now
controlling the converter input modulated clutch, which is allowed to slip as
necessary to control the vehicle speed. Work mode is allowed in all ranges,
and the transmission will upshift and downshift as determined by the vehicle
speed.
The converter lockup clutch is not applied in the work mode.
The display shows the letter P and the corresponding range that the transmission
is in. Drive mode is available at any time while operating in the pump and roll
mode.
When the drive mode is selected, the electronic control monitors the vehicle
output speed, and if it is above a predetermined level, engine speed control is
immediately given back to the throttle pedal, and the transmission shifted into

the appropriate range for the vehicle speed. If the vehicle output speed is
below this level, engine control is immediately given back to the throttle pedal,
the display shows blank, and the transmission held in neutral for a short period
of time before shifting into the appropriate gear range based on the output
speed. As soon as the transmission is shifted into a gear, the display will again
show D and the corresponding range.
Manual Override Mode
Manual override mode allows limited operation of the transmission in neutral,

3rd and reverse when difficulties with the controller occur. In manual override
mode, the controller is unpowered, the accelerator pedal controls engine speed,
and the modulated converter clutch is fully engaged.
To engage manual override: stop the vehicle, place the selector in N, and rotate
the override switch to the manual override position. To move the vehicle forward,
wait until the engine speed is at idle, then move the range selector to D6. To
move the vehicle backward, wait until the engine speed is at idle, then move
the range selector to R. To limit vehicle speed, apply vehicle brakes. To increase
vehicle speed, depress the accelerator pedal. Moving the range selector to N,
disengages the transmission clutches.
To engage the PTO, select the PR button on the range selector. Both vehicle
speed and PTO speed are controlled by the vehicle accelerator pedal position.
To engage the differential clutch, move the differential clutch switch to the lock
position. Both vehicle speed and PTO speed are controlled by the vehicle
accelerator pedal position.
Operating the engine at high speed with the vehicle brakes applied,
stalls the torque converter and generates considerable heat in the
transmission hydraulic circuit.
If greater power take-off (pump) speed is needed, place the selector in N while
applying vehicle brakes and use the vehicle accelerator pedal to increase engine
speed and pump flow.
To disengage manual override and return to normal controller operation, stop

the vehicle, place the selector in N, allow the engine speed to return to idle,
rotate the manual override mode switch to the normal operating position and
repower the controller.

No direction change inhibit occurs in manual override mode. Selected

ranges will be engaged immediately, regardless of engine speed or
vehicle direction of travel.
Direction changes should only be performed with the engine at idle

and the vehicle stopped. Failure to do so could cause harsh
transmission engagement or engagement in a direction opposite of
vehicle travel, either of which could cause injury to personnel or damage
to equipment.
Diagnostics Test Mode
Diagnostics mode is available for controller system tests, and for ease in certain
troubleshooting procedures. These tests verify operation of the controller,
integrity and function of the external circuits, and provide a means to energize
clutches individually. Fifteen separate tests can be individually selected and
performed via the display unit. Please refer to Troubleshooting for the correct
troubleshooting procedures. This mode is entered by simultaneously depressing
the up and down arrow switches on the display unit while powering the control
by cycling the key switch off and back on.

Operational Problems
If the normal operation of the vehicle is not occurring. Please refer to

Troubleshooting for the correct troubleshooting procedures. A clear
understanding of the normal operation of the vehicle systems is essential to
understand and troubleshoot any problems.

Twin Disc, Incorporated Preventative Maintenance
Preventative Maintenance
General
Lubrication
Lubrication for the TD-61-1180 transmission and the 8-MLW-1755-1 torque

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

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

Preventative Maintenance Twin Disc, Incorporated
Hydraulic System
Checking Oil Level
The oil level in the transmission must be checked before each use. Procedure
for checking oil is as follows:
1. Visually inspect the transmission, converter and drive line for security of
mounting. Inspect plumbing and electrical components for security of
attachment and/or leaks. Leakage must be corrected.
2. Oil level check: It is best to check the oil level after the truck has been
parked with the engine not running for at least 8 hours (or overnight).
The truck should be parked on a level surface.
a. With the engine not running, both oil level sight glass should show
full. If both glasses do not show full, add oil until both sight glasses
indicate full.
b. Set the vehicle brakes and start the engine. With the engine at
low idle for 1 minute, the transmission in neutral, and with cold oil
(10~35oC) the oil level should be at the middle of the lower sight
glass.
check procedure be sure the vehicle parking brakes are on.s oil check
procedure be sure the vehicle parking brakes are on.

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

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

Recommended Oil
Oil Classification
Use engine oils that meet API (American Petroleum Institute) category, CF-4,
CG-4, CH-4, SJ, or ACEA (European Automobile Manufacturers Association)
category A3 or B4, and be approved per the (now obsolete) Caterpillar TO-2
specification, or be listed in the Allison C-4 approved oil list.
Oil Viscosity
The recommended viscosity for this application is SAE 10W. Extremely cold
starting conditions may require the use of other viscosity oils. Contact Twin
Disc for recommendations.
Filter Requirement
A filter is to be installed between the main pump outlet and pressure regulating
valve. Provision is made for the filter and it is shown on the hydraulic
schematic. The Twin Disc part number for replacement filter elements is
1016502.
The Twin Disc filter or equivalent must be used to assure transmission

warranty consideration.
A protective screen is installed behind the fitting that connects to the PTO apply
valve in the oil supply line that must be inspected and cleaned following any
failures. This screen should be inspected and cleaned annually. The oil supply
line is the one to the left as the PTO apply valve is viewed from the rear.

Periodic Visual Inspection
Periodically, inspect all transmission and converter mounting points for

security and/or damage. Re-torque any loose mounting bolts and replace
any damaged parts. Check the drive line fasteners at the converter and
transmission yokes.
Check all electrical wiring components (switches, magnetic pickups, etc.)

and connections for security, chafing and/or other damage. Tighten loose
connections and replace any damaged parts. Reroute or otherwise secure
wiring to prevent chafing damage.
Control Cables and Wiring
Inspect and care for control cables and harnesses as follows:
1. The connector end of the control cable or harness must be secured

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

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

a screw cutting through the jacket and shorting a conductor to the
chassis, welding, drilling, etc.
6. Prevent the cable from becoming a step or hand rail.
7. When mating connectors, make sure they will mate properly. Locate
and use the connector orientation key.

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

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

brittleness or abuse.
16. Visually inspect for evidence of moisture or corrosion.

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

Hydraulic System Pressure Checks
At the time of each transmission oil change the main and lube pressure of the
transmission should be checked. See Figures 3, 4, 9, and 10 in Operation for
pressure test point locations.
Prior to making pressure checks, ensure that the transmission is filled with
oil of the correct type.
Pressures should be measured with gages or instrumentation that

allows the technician to be at a safe distance from the vehicle tires.
Gages must be installed while the engine is not running. Pressure
checks are made with the engine running, the transmission in neutral,
and the vehicle parking brakes on. No one must be allowed in front of,
nor behind the vehicle nor near the vehicle tires.
Check main and lube system pressures as follows:
1. Select desired check point and install 0-300 psi (0-2000 kPa) pressure
gauge to check main and clutch apply pressures, and 0-100 psi (0-
800 kPa) pressure gauge for lube system.
2. Apply the vehicle parking brakes and start the engine. Place the
transmission system into Diagnostics Test 9, and shift to D. This stalls
the torque converter output with the transmission in 5th range, thus limiting
the amount of torque available to the drive axles. Bring the engine up to
1500 rpm. Allow the transmission oil to heat to 80° to 100° C. Shift into
neutral periodically to allow circulation of the oil within the transmission
system.
3. Refer to pressure requirements in Description and Specifications.

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

maintenance personnel in troubleshooting the power shift transmission and
control. When troubleshooting the equipment, always remember to consider
the entire power package of the vehicle. Interaction between the transmission,
the engine, and the vehicle functions are all part of the troubleshooting process.
It is suggested that you take some time to understand the operational
characteristics of the transmission power system to more accurately diagnose
the problem at hand. See Figures 1 through 10 in Operation.
Power Transmission System Operator’s Manual #1023080 71

Troubleshooting Twin Disc, Incorporated
Pressure and Flow Test Kit
The Digital Pressure Transducer Kit ( BOM 42168 ) provides two pressure
transducers (0 to 500 psi ) with hydraulic quick couplings, a power supply box
for the transducers, and cables needed to connect the transducers to the power
supply box and the signals out of the power supply box to a customer supplied
digital volt meter. Contact the Twin Disc Service Department, Racine Wisconsin
for specific information concerning this test kit.
One principle of troubleshooting is to start with the simple and move to the
more difficult. Check the simple items first. Run the simple test first. Then
move to the more difficult.
Figure 11. Picture of Test Kit 42168 Components
72 Power Transmission System Operator’s Manual #1023080

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

such as transmission or torque converter.

Problems that Show No Fault Messages in the Display
See the troubleshooting flow charts, Figures 12 through 19, in Troubleshooting.
1. Display is blank with the vehicle ignition in the on position
Possible causes:
No dc Power to the Display

Verify that the proper dc voltage (12 volts) is supplied to the transmission
display connector.
Failed Display
If the cable connections are tight but the display is still blank, the display
is defective. The vehicle will still drive if the control unit is functioning
properly.
Replace the display unit.

2. Vehicle will not move in forward or reverse when selected
Note: If the display is blank, follow the procedures in Step 1.
Note: If the display shows N when N has been selected, and

shows either R or D2 when selected, then the display and
control unit are functioning properly.
Possible causes
Low Transmission Oil Level

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

Since the vehicle will not move, it is possible that the pump is not
supplying oil. Check main pressure with a pressure gage at the
transmission main pressure test port “X”. At low idle, while in neutral,
main pressure should be a minimum of 205 psi. If main pressure is at or
near 0 psi, the pump is not supplying oil to the transmission.
Pump Suction Leak

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

Failed Clutch Solenoid

If there is partial or full pressure on a clutch that is not selected even
when the opposite clutch on the same shaft is not selected, then remove
and inspect the selector valve assembly. Check for a valve spool that
may be stuck in the “engaged” position. If the solenoid is good, remove
the shaft end cover and check for damaged or worn seal rings near the
end of the shaft.
Failed Clutch Pack
DO NOT GET UNDER THE VEHICLE FOR THIS TEST!
If the oil level is correct but the vehicle will not move, start the
engine and while at low idle and with all vehicle brakes on, shift
out of N into D, and then R. With the vehicle operator still in the
cab, an assistant should stand off to the side of the vehicle in a
position where the drive shaft between the converter and
transmission can be seen. Use a mirror under the vehicle if
necessary.
When N is selected on the range selector, and N showing on the display,

the drive shaft between the converter and the transmission should be
rotating. If the drive shaft is not rotating when in the N position, the
transmission is locked-up internally or the torque converter is not
transmitting power. When R or D is selected on the range selector, and
R1 or D2 is displayed, the drive shaft should come to a stop quickly. If
the drive shaft stops but the vehicle does not move, the transmission
may be locked-up internally. If the drive shaft does not come to a stop
when shifted out of N, one or more of the transmission clutches or the
converter modulated input clutch are not engaged properly. Further
testing is required to identify the problem.
Install pressure test fittings at each clutch pressure test port. See the
test port locations in Operation. Go to Test 8 of the control system tests.
With the engine running, verify that the pressure at each clutch is at full
pressure when selected and at zero pressure when not selected.

If there is partial pressure on a clutch that is not selected only when the
opposite clutch on the same shaft is selected, remove the shaft end
cover and check for damaged or worn seal rings on the shaft. For this
reason, it is important to observe pressure on the clutch when the
opposite clutch on the same shaft is engaged.
If no problems are found during the clutch pressure test, it is likely that a
clutch pack has failed. Dark or burnt smelling oil is an indication of a
failed clutch. A clutch pack may be seized, causing the clutch to be
locked up. Or, the clutch pack may be worn out causing it to slip. The
transmission must be removed to repair either condition.
Locked Axle or Brakes

If no problems are detected during the clutch pressure tests, and the
transmission input driveline comes to a stop when D or R is selected,
the cause of the problem could be caused by brakes that are applied or
an axle problem. The vehicle must be jacked up to allow free movement
of the wheels. The tires should rotate freely if the brakes are not applied.

3. Vehicle only moves in forward
Possible causes:
Failed Reverse Transmission Range Clutch Valve # 4

If the display indicates R but the vehicle will not move in reverse, run
Test 8 and check pressure to the reverse clutch pack.
If no reverse clutch pressure when engaged, then inspect, repair or

replace the reverse clutch solenoid.
Failed Reverse Clutch

If reverse clutch pressure is good when engaged but the transmission
input drive shaft does not stop rotating when R is selected, then the
reverse clutch pack is slipping internally. Dark or burnt oil is confirmation
of clutch damage. Remove the transmission to repair.
If reverse clutch pressure is good when engaged and the drive shaft into
the transmission does stop when R is selected, but the vehicle does not
move, it is possible that the opposite clutch on the same shaft is seized
causing the transmission to stall. Run Test 8 and monitor pressures.
Remove the transmission to repair.

4. Vehicle only moves in reverse
Possible causes:
Failed 2nd/5th Transmission Range Clutch Valve # 1

If the display indicates D2 but the vehicle will not move in forward, run
Test 8 and check pressure to the 2nd and 5th range clutch pack.
If no pressure when engaged, then inspect, repair or replace the clutch

valve.
Failed 2nd/5th Range Clutch

If the 2nd/5th clutch pressure is good when engaged but the drive shaft
into the transmission does not stop when D is selected, then the 2nd/5th
clutch pack is slipping internally. Dark or burnt oil is confirmation of
clutch damage. Remove the transmission for repair.
If the 2nd/5th clutch pressure is good when engaged and the drive shaft
into the transmission does stop when D is selected, but the vehicle does
not move, it is possible that the opposite clutch on the same shaft is
seized causing the transmission to stall. Remove the transmission to
repair.
As additional troubleshooting methods, try other selector positions or

operating modes. This process of elimination will help to identify a failed
clutch pack.
Select 1 rather than D on the selector.

D starts the truck moving in 2nd range but 1 starts the truck moving in
1st range. If the truck will drive in 1st but not 2nd range, then the low
range 9" clutch is good and the 2nd/5th range clutch is likely bad. If the
truck will not move in 1st, 2nd, or reverse, the low range 9" pack is failed.
Check pressure on the low range 9" pack.
Go into Test 9 and select D on the selector.

This puts the transmission in 5th range. If the vehicle drives in 5th but
not reverse, 1st or 2nd, then it is likely that the low range 9" pack has
failed. Check pressure on the low range 9" pack.
Do not drive the vehicle more than a few feet in Test 9.

5. Vehicle will not upshift into the upper ranges
Possible Causes:
Low Engine Power

With the selector in N and the vehicle brakes on, fully press the throttle
pedal. Maximum engine speed should agree with the manufacturers
no-load engine specification.
With the transmission in Test 9, apply the vehicle parking brakes and
the foot brakes. Shift the selector to D (transmission will be in 5th
range) and fully depress the throttle pedal. The loaded engine speed
(loaded against the torque converter) should agree with engine
application specifications.
If the engine speeds do not agree with engine specifications it is possible

that the engine is not performing as expected.
Poor Engine Flywheel Scavenge

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

discolored paint on the torque converter housing or on the transmission
at the scavenge oil return port area. Or, after running the engine at low
idle for a few minutes, shut the engine off, set the parking brakes on and
feel the transmission housing in the area of the scavenge oil return port.
If this area is much hotter than the other areas of the transmission, the
scavenge return system is not working properly.
Inspect and clean the strainer screen at the inlet side of the scavenge
pump.

Disconnect the hose at the outlet side of the scavenge pump and direct
it to a bucket. Start the engine and observe if oil is coming from the
pump. Initially the hose should run full until the oil from the flywheel housing
is evacuated. While the hose is running full, catch the oil in a 2 liter or ½
gallon container and measure the time to fill the container. At 700 RPM,
the pump should deliver 19.7 liter/minute (5.2Gal/minute) or fill the
container in about 6 seconds. When the flywheel housing is evacuated,
the hose should flow a mixture of air and oil. If the pump outlet is below
the expected value, check for damaged or loose hose or fittings in the
suction side of the scavenge pump. Also, check the drain port at the
bottom of the engine flywheel housing for obstructions. Replace the
scavenge pump if necessary.
Failed Converter
If the pump continues to deliver a solid stream of oil and the pump is
delivering as expected , it is likely that the leakage from the torque
converter is greater than normal and the scavenge pump can not keep
up. The torque converter must be removed for repair. Raise engine rpm
to approximately 1000 rpm and run for several minutes. Repeat the oil
flow measurement at this engine rpm. A solid oil stream at this rpm
supports the decision to remove the torque converter because of
excessive leakage.

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

as in step 5.
Other possible causes:
Lockup Clutch Solenoid

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

7. Shifts harsh into certain ranges
Possible causes:
Improper Main Pressure
Improper Speed Signal
Improper Throttle Position Signal or Engine Load Signal
Worn Clutch Pack

Check for dark or burnt smelling oil.
Defective Transmission Temperature Sensor

Go into Test 7 to verify proper display values from the throttle position
sensor and the transmission temperature sensor. Replace the
temperature sensor if necessary.
Slow Response from Solenoid Valve

Select Test 8 to verify the proper pressure versus % current for the
clutches. Use the MODULATE option and observe the pressure rise
and drop during the ramp test. Watch main pressure at the same time.
If main pressure drops and stays low when a clutch is engaged, there
may be an internal leak to the clutch. Remove the shaft end cover and
inspect the piston rings. If main pressure drops only for a split second
and then recovers to full, but the clutch pressure is still low, check or
replace clutch range valves.

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

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

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

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

Check vehicle cooling system.

9. Vehicle is poor in performance, lacks power
Possible causes:
Poor Engine Flywheel Scavenge

Run flywheel scavenge checks and engine performance checks as
outlined in step 5.
Engine Not Performing Properly
Too Much Oil in Transmission

Adjust transmission oil level.
Low Converter Outlet Pressure

Measure converter outlet pressure. With the transmission in neutral and
the vehicle parking brakes applied, measure converter outlet pressure
at low engine idle speed and at 2100 RPM. Converter outlet pressure
should be 50 to 70 psi (345 to 483 kPa) at low idle and 70 to 90 psi
(483 to 621 kPa) at 2100 RPM. Values will vary somewhat with oil
temperature. Pressure well below specification will produce poor
converter performance. Check the converter pressure regulator for a
broken spring or stuck spool.
Check the transmission lube pressure as well. Low lube pressure is an

indication of low transmission main pump flow. Replace the main pump.

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

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

Check the engine oil. If the transmission continues to lose oil and the
engine gains oil, it is likely that the engine crankshaft oil seal at the rear
of the engine is leaking. The converter must be removed from the truck
and the engine crankshaft oil seal replaced.
11. Transmission inter-axle differential action not present
Possible causes:
Transmission Differential Seized

Remove the output shaft driveline from either end of the transmission
with the engine off. The transmission output yoke should be free to turn
when a torque of 50 lb. ft. is applied. If it will not turn, the differential has
internal damage such as the clutch. Remove the transmission to repair.
If the differential is free to turn, but does not turn when the engine is
running, clutch may be applied due to a faulty solenoid valve.

12. Inter-axle differential not locking up when selected
Possible causes:
No Pressure to Differential Clutch, Failed Differential Clutch

Pack
Disconnect the output shaft driveline from one of the ends of the
transmission. Completely remove the input driveline between the torque
converter and transmission. With the engine running, the vehicle brakes
applied, and the differential clutch applied in Test 8, measure pressure
in differential test port as shown in Figure 10 in Operation. With correct
pressure, the transmission output yoke should not be able to be rotated
when torque is applied. If the yoke can be rotated while the differential
clutch is pressurized, remove the transmission to repair.
13. No vehicle ground speed in work mode
Possible causes:
Converter Modulated Clutch Pressure Incorrect

It may be necessary to monitor the clutch apply pressure to the Modulated
Input Clutch, Clutch 5 and Clutch 6 to ascertain release of Clutch 6 and
the increase in the Modulated Input Clutch pressure when throttle is
applied while in the work mode. Refer to Pressure Test of System in
Troubleshooting.
Modulated Clutch Failed

Select Test 8 to verify the proper pressure versus % current for the
clutches. Use the MODULATE option and observe the pressure rise
and drop during the ramp test. Run Test 8, as identified in
Troubleshooting, to determine if the problem is caused by the solenoid
or due to an internal mechanical failure within the torque converter.
Internal Braking Action of Transmission Not Releasing.

14. Engine Cranking Problems
Vehicle engine cranking system and power supply is mentioned here,

because the customer supplied range selector contains a neutral start
switch and vehicle circuitry supplies input power to the transmission
control.
The Engine must ONLY Crank when Neutral is Selected.
Any engine cranking problems must be investigated using the vehicle wiring
schematic as a guide.

15. Vibrations in vehicle
Possible causes:
Unbalanced or Bent Drive Shaft

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

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

CONNECTED AND TIGHT
Yes
SEE NEXT CHART

DOES VEHICLE DRIVE
No TITLED VEHICLE WON'T
Yes
MOVE, DISPLAY
SHOWS D OR R
IF AFTER 30 SECONDS,
DISPLAY REMAINS BLANK,
REPLACE DISPLAY UNIT
Figure 12. Troubleshooting Flowchart

ENGINE RUNNING, VEHICLE WILL NOT MOVE IN FWD OR REV

DISPLAY SHOWS D OR R
Possible causes: low oil level, failed main pump, pump suction leak, failed clutch solenoid, failed clutch pack, locked axle or brakes
ARE BRAKES APPLIED? Yes RELEASE BRAKES
No
WITH ENGINE OFF, IS OIL LEVEL No

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

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

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

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

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

VEHICLE MOVES IN FORWARD BUT NOT REVERSE
Possible Causes: Failed reverse clutch, failed reverse range valve
DOES DISPLAY INDICATE R?

(Diff Lock off) No DIAGNOSE SELECTOR
Selector in D6
Yes
ENGINE AT IDLE, DOES RUN PRESSURE TEST -

TRANSMISSION DRIVESHAFT STOP Yes EXTRA CLUTCH MAY BE
IN REVERSE? APPLIED
No
RUN TEST 8 AND CHECK MAIN

MAIN - NORMAL REPAIR OR REPLACE
AND REVERSE (Tran sol #4) REVERSE - ZERO REVERSE RANGE VALVE
RANGE VALVE PRESSURE
MAIN - NORMAL
REVERSE - LOW
MAIN - NORMAL
REVERSE - NORMAL
SWAP REVERSE (#4)

IF ALL PRESSURES ARE
RANGE VALVE WITH # 2
NORMAL, REVERSE CLUTCH
RANGE VALVE
IS SLIPPING - REMOVE
TRANSMISSION
NO CHANGE
REMOVE AND REPAIR

TRANSMISSION

VEHICLE MOVES IN REVERSE BUT NOT FORWARD
DOES DISPLAY INDICATE D2? No DIAGNOSE SELECTOR
Yes
ENGINE AT IDLE, DOES RUN PRESSURE TEST 8

TRANSMISSION INPUT DRIVESHAFT Yes EXTRA CLUTCH MAY BE
STOP IN D2? APPLIED
No
SELECT D1 AND NOTE IF

TRANSMISSION DRIVESHAFT
STOPS
RUN TEST 8 AND CHECK MAIN AND REPAIR OR REPLACE 2-5

MAIN - NORMAL
2-5 (Tran Sol #1) CLUTCH 2-5 CLUTCH- ZERO (TranSol #1) RANGE CLUTCH
PRESSURE VALVE
MAIN - NORMAL
MAIN - NORMAL 2-5 CLUTCH - LOW
2-5 CLUTCH- NORMAL
SWAP 2-5 (TranSol #1)

IF ALL PRESSURES ARE RANGE CLUTCH VALVE
NORMAL, 2-5 CLUTCH IS WITH REVERSE
SLIPPING - REMOVE (TranSol #1) RANGE
TRANSMISSION CLUTCH VALVE
NO CHANGE
REMOVE AND REPAIR

TRANSMISSION

VEHICLE WILL NOT UPSHIFT INTO UPPER RANGES

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

ON, OPEN THROTTLE FULLY. INVESTIGATE CAUSE OF
No
ENGINE RPM MATCHES NO LOAD ENGINE MALFUNCTION
SPECIFICATION (APPROXIMATELY 2350 RPM)
Yes
BRAKES ON, SELECT TEST 9, SHIFT

TO D6, FULLY DEPRESS THROTTLE.
RUN TEST 8 ON LOCK-UP
ENGINE RPM SHOULD AGREE WITH Yes CLUTCH AND RANGE
ENGINE STALL TORQUE
CLUTCH VALVE
SPECIFICATION
(EXPECT 2000 to 2050 RPM)
No
PRESSURE TEST CONVERTER AND RUN DIAGNOSTIC TEST

INPUT CLUTCH (MODULATED No ON INPUT CLUTCH AND
CLUTCH) >180 PSI; TEST 8 SOLENOID
Yes
IDENTIFY AND CORRECT

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

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

REPAIR CONVERTER

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

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

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

OIL TO PROPER LEVEL CONVERTER SCAVENGE
TEST
INSPECT AND REPAIR

PERFORM PRESSURE
VEHICLE COOLING
TEST
SYSTEM

TORQUE CONVERTER SCAVENGE PUMP TEST
Possible causes: Excessive Torque Converter leakage, obstructed pump inlet, suction leak
IDLE ENGINE AT 1000 RPM

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

OIL FLOW REMAINS STEADY AT PUMP
FLOW SHOULD INCLUDE
RATED CAPACITY (APPROXIMATELY
SOME AIR, AND MEASURED
7.4 GPM @ 1000 RPM)
FLOW RATE SHOULD SLOW
Low Flow but converter getting hot
CONVERTER LEAKAGE EXCESSIVE,

REMOVE AND REPAIR CONVERTER
CLEAN PUMP INLET SCREEN
AND EXAMINE DEBRIS FOR
POSSIBLE ORIGIN
CHECK FOR PUMP SUCTION

LEAKS
REPLACE PUMP

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

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

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

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

DISPLAY FAULT Display Test
BUS OFF ERROR CAN BUS OFF N/A J1939 Mechanical or Polarity Fault
COM FAILURE SAE J1939 Message Loss
CONTROL ERROR I1thru I24 N/A Internal control problem
PWR PROB I15 HIGH Power Test: VFILT Voltage
PWR PROB I16 LOW Power Test: VFILT Voltage
SELECT NEUTRAL Looking For Neutral Test
TRAN OIL FILTER OIL FILT PLUGGED N/A Hydraulic System Filter Differential Pressure
TRAN SYS FAULT ACC PEDL HIGH Accelerator Pedal/Throttle Position Sensor
TRAN SYS FAULT ACC PEDL LOW Accelerator Pedal/Throttle Position Sensor
TRAN SYS FAULT DIF LOCK CIRCUIT Transmission Differential Lock Clutch Valve Coil
TRAN SYS FAULT ENG LOAD N/A Engine Load signal
TRAN SYS FAULT ENG SPD MISSING Engine Speed Signal
TRAN SYS FAULT ENG SPD FREQ N/A Engine Speed Signal
TRAN SYS FAULT INPT SPD OPEN Transmission Input Speed Sensor
TRAN SYS FAULT INPT SPD SHORT Transmission Input Speed Sensor
TRAN SYS FAULT INPT SPD FREQ Transmission Input Speed Sensor
TRAN SYS FAULT LOCKUP CIRCUIT Converter Lockup Clutch Valve Coil
TRAN SYS FAULT NEUTRAL FAULT Neutral Disconnect Switch Test
TRAN SYS FAULT OIL LEVL LOW Oil Level Sensor
TRAN SYS FAULT OIL LEVL CIRCUIT Oil Level Sensor
TRAN SYS FAULT OUT1 SPD OPEN Transmission Output Speed Sensor #1
TRAN SYS FAULT OUT1 SPD SHORT Transmission Output Speed Sensor #1
TRAN SYS FAULT OUT1 SPD FREQ N/A Transmission Output Speed Sensor #1

Table 2. Fault Codes
Display Message NVM Log Code Status Code TEST

TRAN SYS FAULT SELECTOR FAULT Range / Direction Selector Switches
TRAN SYS FAULT TranSol1 CIRCUIT Transmission Range Clutch valve coil #1
TRAN SYS FAULT TranSol1 BD COMBO Transmission Range Clutch valve coil #1
TRAN SYS FAULT TRAN TMP CIRCUIT Transmission oil temperature sensor
TRAN SYS FAULT TRAN TMP HIGH Transmission oil temperature sensor
TRAN SYS FAULT TRAN TMP LOW Transmission oil temperature sensor
TRAN SYS OVR HEAT SYST TMP CIRCUIT System Oil Temperature Sensor (typically at
oil cooler)
TRAN SYS OVR HEAT SYST TMP HIGH System Oil Temperature Sensor (typically at
oil cooler)
TRAN SYS OVR HEAT SYST TMP LOW System Oil Temperature Sensor (typically at
oil cooler)
If a malfunction occurs that puts the transmission into neutral, a status

code appears and the operator must apply the brakes to slow the
vehicle.

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

Codes are arranged and listed in alphabetical order.
The TDEC-400 Display unit is a sealed non field serviceable device with two
cable connectors and a backlit dot matrix LCD screen.
Possible display faults include segments that don’t come on, stay on when they
should not, blank display, and no backlight.
One of the cable connectors is used to supply 24 volts DC and a signal from
the vehicle light switch. The other connector attaches to the vehicle J1939
Data Bus. If the wiring that supplies the power is damaged, there will not be
any information displayed on the display screen.
If the connection to the vehicle J1939 Data Bus is damaged or missing, the
display will show COM FAILURE.
Controller Test 1 is used to check the display pixels.
Controller Test 13 is used to adjust the backlight brightness and contrast of the
display.
Note: Refer to the System Control Drawing 1019208, 1019226,

or 1019228 in Engineering Drawings for cable and pin
locations that are identified in the Troubleshooting
instructions. Note that pin connections are identified by
cable number and pin matrix number. For example, J2C2
refers to the cable at Junction block 2, column C, row 2.
BUS OFF ERROR

This message is displayed if the Mechanical integrity of the J1939 bus is faulty,
such as reversed polarity.
COM FAILURE-
This message is displayed if the connection to the vehicle J1939 Data Bus is
damaged or missing

CONTROL ERROR Fault Message - Log Code I1 through I24

The control continuously tests its internal functions, and if a problem is detected,
a Log Code will be recorded and displayed that identifies the type of problem.
Vehicle operation may continue for a limited time, depending on the type of
internal problem. The control must be replaced except for power problems
identified as I15 and I16.
PWR PROB Fault Message
Log Code: I15, Status Code: High

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

This fault message indicates that the supply voltage for the control has
dropped and stayed below 10 volts dc for more than 0.1 second. The
10 volts dc is necessary to sustain the outputs. The electronic control
will go to computer neutral. The manual override will not function because
the low voltage will not energize the solenoids.
Note: Voltage dropping below 10 volts dc for longer than 0.1

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

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

battery via J4X2 and J4Y2. The power is then routed from J2C1
to the neutral disconnect switch in the selector, and then to J2C2
of the control. The battery ground is connected to J4X3 and
J4Y3 of the control.

C. Loose or poor connection between the control and the power

source or ground. Poor connection may briefly remove power or
limit the amount of current being supplied to the electronic control.
D. Charging system of the vehicle not functioning properly, resulting
in low supply voltage during operation.
E. Key switch contacts are not disconnecting during the start cycle.
SELECT NEUTRAL Fault Message

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

This fault message will be displayed if the value of the accelerator position
signal is out of the proper range. Operation of the vehicle will continue in drive
mode, however shifts will be made using a predetermined shift profile based
on a full throttle position. Operation in the work mode will not be allowed. The
control requires a potentiometer set up to give a display reading in Diagnostics
Test 7 of not less than 0.5 volts with the pedal up, and not more than 4.5 volts
with the pedal down. A 1.5 volt minimum spread is required between the pedal
up and the pedal down positions.
TRAN SYS FAULT Message -- CONV MOD Log Code

This fault message will be displayed if the control detects an open circuit to the
converter modulated input clutch valve. Computer neutral will be selected, and
the message displayed until the fault is corrected and the control power cycled
by the key switch. The circuit can be checked by removing the J4 cable and
checking terminals J4M1 AND J4L3. The proper impedance for each coil is
5 to 11 ohms. Note that the electrical circuit includes a bulkhead connector
between the control and the transmission.

TRAN SYS FAULT Message -- DIF LOCK Log Code

This fault message will be displayed if the control detects a short or open circuit
to the differential lock range clutch valve. The valve will be turned off, and the
message displayed. Operation of the vehicle will continue, however differential
lock will not be available. The message will be displayed until the problem is
addressed, and the control power cycled by the key switch. The circuit can be
checked by removing the J4 cable and checking terminals J4P2 and J4R1, If
the measured impedance is not proper at these points, the cable must be
disconnected at the sensor, and at the transmission junction to determine the
location of the fault. The proper coil impedance is 5 to 11 ohms. Note that the
electrical circuit includes a bulkhead connector between the control and the
transmission.
TRAN SYS FAULT Message -- ENG LOAD Log Code

This fault message will be displayed if the engine load signal that is received
from the J1939 Data Bus is outside the allowable range of 0% to 125%.
Operation of the vehicle will continue, and shifting will be done from a
predetermined load zone table. The message will be cleared when the signal
is in the proper range.
TRAN SYS FAULT Message -- INPT SPD Log Code

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

TRAN SYS FAULT Message -- INPUT SPD FREQ Log Code

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

1 to 1 1/4 turn gap corresponds to approximately .0.060 to 0.075
in. air gap between the speed pickup tip and the top of the gear
tooth.

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

Status Code
to the torque converter range clutch valve. The valve will be turned off, and the
message displayed. Operation of the vehicle will continue, however the torque
converter lockup clutch will not be available. Shifting speeds will be modified
so that all ranges should be achievable. The message will be displayed until
the problem is addressed, and the control power cycled by the key switch. The
circuit can be checked by removing the J4 cable and checking terminals J3J1
and J3J2, If the measured impedance is not proper at these points, the cable
must be disconnected at the sensor, to determine the location of the fault. The
proper coil impedance is 5 to 11 ohms. Note that the electrical circuit includes
a bulkhead connector between the control and the transmission.
TRAN SYS FAULT Message -- NEUTRAL FAULT Log Code

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

TRAN SYS FAULT Message -- OUT1 SPD Log Code

This fault message will be displayed if the control recognizes an open or short
in the transmission output speed sensor circuit. The transmission input speed
sensor signal will be used to determine the transmission shift speeds. Shifts
from neutral into forward will engage the highest transmission range, and then
shifts will occur based on the transmission input speed. The display message
will not be cleared until the fault is corrected and the controller is repowered by
cycling the key switch. The proper impedance of the sensor when checked by
using an ohmmeter should be 1000 to 1300 ohms. This can be checked across
terminals J3A1 and J3B1 at the plug when it is removed from the control. There
should be no circuit between either of these terminals and the chassis ground
which is J4X3. If the measured impedance is not proper at these points, the
cable must be disconnected at the sensor, and at the transmission junction to
determine the location of the fault. Note that the electrical circuit includes a
bulkhead connector between the control and the transmission.
Note: If both the transmission input speed sensor and the

transmission output speed sensor fail simultaneously
while the vehicle is in motion, the following will happen:
A. The torque converter lockup clutch range valve will be de-energized.
B. The present transmission range will be held until the operator selects
neutral.
C. Reverse will not be allowed.
D. If a forward range is selected, the highest available range will be engaged

and maintained.
The above actions will be maintained until the fault is corrected and the control
is repowered by cycling the key switch.

TRAN SYS FAULT Message -- OUT1 SPD FREQ

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

1 to 1 1/4 turn gap corresponds to approximately .060 to .075 in.
air gap between the speed pickup tip and the top of the gear
tooth.

TRAN SYS FAULT Message -- PTO Log Code

to the power take off clutch valve. The valve will be turned off, and the message
displayed. Operation of the vehicle will continue, however the power take off
will not be electrically energized. The message will be displayed until the problem
is addressed, and the control power cycled by the key switch. The power take
off clutch can be engaged manually by stopping the vehicle and rotating and
releasing the valve stem that protrudes from the outer end of the power take off
solenoid. The circuit can be checked by removing the J4 cable and checking
terminals J4R2 and J4R3, If the measured impedance is not proper at these
points, the cable must be disconnected at the sensor, and at the transmission
junction to determine the location of the fault. The proper coil impedance is 5
to 11 ohms. Note that the electrical circuit includes a bulkhead connector
TRAN SYS FAULT Message -- SELECTOR FAULT Log Code

This fault message will be displayed if the control detects an invalid combination
of switches in the selector circuit. The transmission range will be maintained
based on the last valid combination of selector switch closures is seen by the
control. The fault message will clear from the display, however will be logged
into the control memory. If the Neutral Disconnect switch and the Selector switch
that indicates neutral do not agree, the transmission will be placed in Computer
Neutral by the controller until the switches agree.
The customer supplied range selector supplies signals to the control over the
J1939 Data bus.
TRAN SYS FAULT Message -- TranSol# (1 through 6) Log Code BD

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

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

CIRCUIT Status Code
This fault message will be displayed if the control detects an open circuit to the
appropriate transmission range clutch valve. Computer neutral will be selected,
and the message displayed until the fault is corrected and the control power
cycled by the key switch. The circuit can be checked by removing the J4 cable
and checking the appropriate terminals as identified in the chart that follows.
The proper impedance for each coil is 5 to 11 ohms. Note that the electrical
circuit includes a bulkhead connector between the control and the transmission.
Table 3. Transmission Solenoid Listing
Approximate
Solenoid
Log Code Connector Contacts Resistance
Energized
Ohms
TranSol1 1 J4 J4S1 and J4S2 5 to 11
TranSol2 2 J4 J4N2 and J4N3 5 to 11
TranSol3 3 J4 J4M2 and J4M3 5 to 11
TranSol4 4 J4 J4L1 and J4L2 5 to 11
TranSol5 5 J4 J4P1 and J4T1 5 to 11
TranSol6 6 J4 J4K1 and J4J3 5 to 11
An intermittent status code may be caused by an intermittent or a

temperature sensitive fault in the valve or the wires between the control
and the valve. Look for any trends in occurrence of the status code,
such as only when transmission oil is cold or hot. Try to check valve and
harnesses immediately after an intermittent code occurs.
Unplug the pigtail of the indicated valve and measure the resistance of
the solenoid valve itself. Expected resistance values are listed in Table
4. Place ohmmeter leads on the two sockets corresponding to the
solenoid in question. See Table 3. A proper ohmmeter reading for the
solenoid is shown in the chart. Also verify that the solenoid leads are not
shorted to the chassis by measuring resistance between the connector
and the transmission housing, there should be no connection.

A. If an incorrect resistance is measured at the valve pigtail, the

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

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

Resistance value should be the same as measured at
the valve itself. If the resistance is very high, there is a
fault in one of the harnesses from the control to the valve
or there is a poor connection in one of the cable
connections. Note that the electrical circuit includes a
bulkhead connector between the control and the
transmission.
c. If the resistance measured is very low, the two wires going

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

connections shown, check for connections between the
solenoid wires and other wires in the harness or
connections to the chassis. Place the ohmmeter on the
first contact shown in the chart for the valve indicated.
Measure the resistance to each of the other contacts in
the P4 harness and also to the chassis.
TRAN SYS FAULT Message -- TRAN TMP Log Code CIRCUIT

Status Code
This fault message will be displayed if the transmission temperature signal is
well outside of the range that would indicate a possible oil temperature condition.
Operation of the vehicle will continue, and shifts will not be modified based on
this input. The display message will not be cleared until the fault is corrected
and the controller is repowered by cycling the key switch.

TRAN SYS FAULT Message -- TRAN TMP Log Code HIGH Status
Code
above the normal transmission operating level. Normal operation of the vehicle
will continue. The fault message will clear from the display when the transmission
temperature returns to normal, however a code will be logged into the control
memory.
TRAN SYS FAULT Message -- TRAN TMP Log Code LOW Status
Code
below the normal transmission operating level. Normal operation of the vehicle
will continue. The fault message will clear from the display when the transmission
temperature returns to normal, however a code will be logged into the control
memory.
TRAN SYS OVR HEAT Message -- SYST TMP Log Code

CIRCUIT Status Code
This fault message will be displayed if the system temperature signal is well
outside of the range that would indicate a possible oil temperature condition.
Normal operation of the vehicle will continue. The display message will not be
cleared until the fault is corrected and the controller is repowered by cycling the
key switch.

HIGH Status Code
This fault message will be displayed if the system temperature signal is above
the normal system operating level. Normal operation of the vehicle will continue.
The fault message will clear from the display when the system temperature
returns to normal, however a code will be logged into the control memory.

LOW Status Code
This fault message will be displayed if the system temperature signal is above
the normal system operating level. Normal operation of the vehicle will continue.
The fault message will clear from the display when the system temperature
returns to normal, however a code will be logged into the control memory.

CONTROL SYSTEM FAULT MESSAGES 1
DISPLAY STATUS
LOG CODE CAUSE ACTION
MESSAGE CODE
J1939
REPAIR OR
Bus Off MECHANICAL
PROPERLY
Error OR POLARITY
ATTACH WIRES
PROBLEM
CONNECTION
REPAIR OR
COM TO J1939
PROPERLY
FAILURE FAULTY OR
ATTACH WIRES
MISSING
INTERNAL
CONTROL REPLACE
I1 - I24 CONTROL
ERROR CONTROL
PROBLEM
CHECK
VOLTAGE TOO CHARGING
PWR PROB I15 HIGH
HIGH SYSTEM
RUN TEST 2
CHECK
VOLTAGE TOO VOLTAGE
PWR PROB I16 LOW
LOW SUPPLY
RUN TEST 2
SELECT NEUTRAL NOT SELECT

NEUTRAL SELECTED NEUTRAL
FILTER
TRAN OIL OIL FILT DIFFERENTIAL WARM OIL OR
FILTER PLUGGED PRESSURE CHANGE FILTER
HIGH
HIGH ACCELERATOR CALIBRATE
TRAN SYS
ACC PEDL PEDAL OUT OF PEDAL USING
FAULT
LOW ADJUSTMENT TEST 7
OPEN CIRCUIT-
CONV MOD
TRAN SYS RESISTANCE
CONV MOD CIRCUIT VALVE COIL
FAULT SHOULD BE 5 TO
IMPEDANCE
11 OHMS

DISPLAY STATUS
MESSAGE CODE
OPEN CIRCUIT-
DIFF LOCK
TRAN SYS RESISTANCE
DIF LOCK CIRCUIT VALVE COIL
FAULT SHOULD BE 5 TO
IMPEDANCE
11 OHMS
J1939 DATA
TRAN SYS CHECK J1939
ENG LOAD SIGNAL
FAULT BUS
MISSING
OPEN RESISTANCE
TRANSMISSION
TRAN SYS 1000 TO 1300
INPT SPD INPUT SPEED
FAULT OHMS
SHORT SENSOR
RUN TEST 5
TRANSMISSION ADJUST OR
TRAN SYS INPT SPD
INPUT SPEED REPLACE
FAULT FREQ
SENSOR SENSOR
OPEN CIRCUIT-
LOCKUP RESISTANCE
TRAN SYS
LOCKUP CIRCUIT VALVE COIL SHOULD BE 5
FAULT
IMPEDANCE TO 11 OHMS
RUN TEST 5
NEUTRAL
TRAN SYS NEUTRAL
DISCONNECT RUN TEST 4
FAULT FAULT
SWITCH
OPEN RESISTANCE
TRANSMISSION
TRAN SYS 1000 TO 1300
OUT1 SPD OUTPUT SPEED
FAULT OHMS
SHORT SENSOR
RUN TEST 5
TRANSMISSION ADJUST OR
TRAN SYS OUT1 SPD
OUTPUT SPEED REPLACE
FAULT FREQ
SENSOR SENSOR
OPEN CIRCUIT-
PTO VALVE
TRAN SYS RESISTANCE
PTO CIRCUIT COIL
FAULT SHOULD BE 5
IMPEDANCE
TO 11 OHMS
RANGE/
TRAN SYS SELECTOR DIRECTION
RUN TEST 3
FAULT FAULT SELECTOR
SWITCHES


DISPLAY STATUS
MESSAGE CODE
OPEN CIRCUIT-
CIRCUIT TRANSMISSION RESISTANCE
RANGE CLUTCH SHOULD BE 5
VALVE COIL # TO 11 OHMS
TRAN SYS RUN TEST 5
TranSol#
FAULT
TRANSMISSION
BD WRONG COILS
RANGE CLUTCH
COMBO ENERGIZED
VALVE COIL #
TRANSMISSION REPAIR OR
CIRCUIT TEMPERATURE REPLACE
CIRCUIT BAD RUN TEST 5
INVESTIGATE
TRANSMISSION
TRAN SYS HOT OIL OR
TRAN TMP HIGH TEMPERATURE
FAULT SENSOR
HIGH SIGNAL
RUN TEST 7
INVESTIGATE
TRANSMISSION
COLD OIL OR
LOW TEMPERATURE
SENSOR
LOW SIGNAL
RUN TEST 7
SYSTEM REPAIR OR
CIRCUIT TEMPERATURE REPLACE
CIRCUIT BAD RUN TEST 5
INVESTIGATE
SYSTEM
TRAN SYS HOT OIL OR
SYST TMP HIGH TEMPERATURE
FAULT SENSOR
HIGH SIGNAL
RUN TEST 7
INVESTIGATE
SYSTEM
COLD OIL OR
LOW TEMPERATURE
SENSOR
LOW SIGNAL
RUN TEST 7
CHECK CABLE -
DISPLAY IF GOOD,
DISPLAY TEST
FAULT REPLACE
DISPLAY

Diagnostic Test
General
See Figure 24 in Troubleshooting.
A test routine is included within the control to aid in troubleshooting the external
components of the control system. It is also helpful in troubleshooting the
transmission and torque converter.
The troubleshooting mode is entered by simultaneously depressing the up and

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

Table 4. Engine Status for Diagnostic Testing
Running Stopped
Test Engine Engine
Required Required
Test 1: Display Test NO NO
Test 2: Power Supply Test NO NO
Test 3: Range/Direction Selector Test NO YES
Test 4: Discrete Switch Test NO YES
Test 5: GP4 Controller Boundary Scan Test NO YES
Test 6: Speed Sensor & Engine Load Readout Test YES NO
Test 7: Miscellaneous Sensor Readout Test NO NO
Test 8: Powered Coil Test YES NO
Test 9: Converter Stall Torque Speed and Transmission Clutch Check YES NO
Test 10: Communication Link Tests NO NO
Test 11: Speed Out Test NO NO
Test 12: Warranty Date and Software/Hardware Version NO NO
Test 13: Adjust Display NO NO
Test 14: Sensor Calibration NO NO
Test 15: Fault Log NO NO

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

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

Test 3. Range/Direction Selector Test
During this test, the display will indicate the position of the range selector lever
as seen by the control. If an improper combination of switches is detected in
any position, INVALID POSITION will be displayed (including between
positions). Verify that the display matches the position of the selector.
The following positions can be tested:
 R1
 N
 D6
 D5
 D4
 D3
 D2
 D1
To exit Test 2, momentarily depress the up arrow button. The control will return
to the main menu at the same point that it was when the test was entered.
Test 4. Discrete Switch Test
The following sub-menu switches will be listed by depressing the up arrow button:
ENGN BRK, OIL FILT, DIF LOCK, MODE SEL, STAT DIS, NEUT DIS, and
EXIT TEST. Select the desired option by simultaneously depressing the up
and down arrow button on the display. The switch status will be shown on the
lower line of the display. Note that the neutral disconnect switch is in the selector,
and opens when the selector is in neutral. The engine brake and mode select
signals are transmitted on the J1939 data bus, and the second line will show
ACTIVE, INACTIVE, or MISSING with ENGN BRK, and REQUESTED, NOT
REQUESTED, OR MISSING with MODE SEL.

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

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

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

positive voltage; or Leads A and B connected together (low coil
resistance)
Control
Figure 23. Valve Coil Fault Schematic

If a miscellaneous sensor circuit voltage is found to be out of range during the

testing, the out of range sensor circuit will be indicated the display (ACC PEDL;
SYST TMP; or TRAN TMP). If one of these sensors is found to be out of
range, Test 7 should be run to further identify the problem. If a sensor or coil
fault is displayed, it will remain until the up arrow button is depressed to continue.
TESTING will be displayed until all sensors have been tested, followed by EXIT
TEST. Selector must be in neutral to exit this test and return to the main menu.
Upon selecting RUN TEST NEUTRAL, the disconnectable coil circuits will
be checked for internal circuitry faults that can only be detected while the system
is in Neutral. These coil circuits will be checked automatically, one at a time, in
a continuous sequence. The selector must be in neutral to run this test.
SELECT NEUTRAL will be displayed if the selector is left in neutral. The
display will show TESTING, followed by TEST PASSED if all functions are
normal. Depressing the up arrow button or moving the selector out of neutral
will terminate the test and display RUN TEST NEUTRAL. If a fault is detected
in a disconnectable coil circuit, the top half of the display will indicate which coil
circuit is being tested, and the bottom half of the display will indicate FAULT 3
indicating an Internal Control Circuit Fault. If a coil circuit fault is displayed, it
will remain until the up arrow button is depressed to continue. TESTING will be
displayed until all problem coils have been cycled through, and the display will
show EXIT TEST. If the selector is not in Neutral when EXIT TEST is selected,
SELECT NEUTRAL will be displayed until neutral is selected. Then the display
will return to the Main Menu at the same point where this test was entered.

Test 6. Speed Sensor & Engine Load Readout Test
The transmission input speed (INPT SPD), transmission output speed (OUT1
SPD), engine speed (ENGN SPD), engine load level (ENG LOAD), and EXIT
TEST can be displayed during this test. The choices are displayed on the first
line of the display, and when selected, the appropriate data is selected on the
second line. The speed data will be displayed as XXXX RPM. The engine
load signal will be displayed with a percent of duty cycle, such as 46% that is
obtained from the vehicle’s J1939 Data Bus. Signals obtained from the J1939
Data Bus (engine speed and engine load) will display MISSING on the lower
line if there is no signal read.
Test 7. Miscellaneous Sensor Readout Test
The transmission system temperature (SYST TMP), transmission input

temperature (TRAN TMP), and accelerator pedal position (ACC PEDL) can
be displayed during this test. The accelerator pedal position will be displayed
with a voltage level. The proper level for the accelerator pedal potentiometer is
not less than 0.5 volts at idle, and not more than 4.5 volts at full throttle, with at
least 1.5 volts difference between the two positions. The oil temperatures will
displayed as xxx °C. While testing the temperature sensors, the display will
indicate SHORT or OPEN, (such as TRAN TMP OPEN) if those conditions
exist. If the temperature is detected as being above or below the acceptable
limits for the transmission, the words HIGH or LOW will be alternatively displayed
with the measured temperature. The data value will be displayed until the up or
down arrow button is pressed, and when EXIT TEST is selected, the control is
returned to the main menu.
Note: The resistance of the temperature sensors should be

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

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

and transmission clutch engagement. The engine must
be running to perform these hydraulic tests. The vehicle
parking brakes must be applied, by the operator, during
these tests to prevent vehicle movement. Pressure
gauges will be required to verify that each clutch is
engaging to its proper value. The display shall show the
identifier of the coil commanded on.
This test will allow individual transmission or converter clutch valve coils to be
energized at any level for pressure testing. The following list identifies the
selectable menu. The display will flash DESELECT NEUTRAL if the selector
is not moved out of the Neutral position when the test is entered. DESELECT
STATMODE will be displayed if stationnary mode is selected upon entry to this
test.
LOCKUP = Converter Lockup Clutch Valve Coil
CONV MOD = Converter modulated input Clutch Valve Coil
PTO = Converter mounted power take off Clutch Valve

Coil
DIF LOCK = Transmission Differential Lock Clutch Valve Coil
TranSol1 = Transmission Range Clutch Valve Coil #1
EC RELAY = Engine Conversion Relay
EXIT TEST = Exit to Main Menu

If EC RELAY is selected, the first line of the display will show EC RELAY, and
the second line will show OPEN or CLOSED. Depressing the down arrow
button will toggle between these states. Depressing the up arrow button will
open the relay and return to the sub menu.
After selection of an individual coil, a sub menu will be displayed, showing the
following options: FULL ON, MODULATE, PRESET, and EXIT SUB MENU.
If FULL ON is selected, the selected coil will be powered with full on current.
The display will show the coil selected and display FULL ON. Depressing the
up arrow button will turn the coil off and go back to the sub menu.
If MODULATE is selected, the selected coil can be toggled on in increments of

5% of full current with the use of the up arrow button. It can be reduced in
increments of 5% of full current with the use of the down arrow button. The
display will identify the coil selected, the percentage of full current, and the
current value. (Example: TranSol2 55% .13A) The test can be terminated by
reaching 100% with the use of the up arrow button, or by simultaneously
depressing both the up and down arrow buttons at any time. These actions will
both result in EXIT SUB MENU being displayed.
If PRESET is selected, current to the selected coil will be ramped linearly from
zero to full current in 15 seconds, and then from full current to zero current over
the next 15 seconds. This cycle will be continuously repeated until the up arrow
button is pushed. This will turn the current to zero, and return the control to the
sub menu listing the choices. While the cycling is continuing, the display will
identify the coil, the percentage of full current, and the current level.
If the range selector is moved into the neutral position after FULL ON,
MODULATE, or PRESET has been selected, the test will be terminated, current
turned off, and DESELECT NEUTRAL will be displayed.
Note that the PTO solenoid is an on/off device, and this test sequence sends a
current level in each of the test modes that is the same regardless of the valve
coil selected. The PTO clutch pressure will respond only when the current level
is sufficient to turn it fully on, and it will remain on fully until the current level is no
longer sufficient to keep the coil fully energized. The pressure level will not
modulate.

Table 6 shows expected pressure values for the electric modulating valves tested
in troubleshooting Test 8. The oil temperature range is between 100° F and
180° F, and the system main pressure is 250 psi or less, and SAE 10W oil is
used. The pressure at an intermediate setting is not affected by the main supply
pressure, but will level off when main pressure is reached. The important things
to consider when testing a valve are that there should not be any pressure at
zero current, and full pressure when 100 is displayed. The orientation of the
axis of the valve coil with respect to the horizontal plane affects the
resulting pressure. The maximum pressure results when the coil axis is
vertical with the coil end up. Conversely, the minimum pressure results
when the coil axis is vertical with the coil end down. A plot of pressure vs.
current should result in a reasonably smooth line from minimum current to
maximum current.
Table 5. Proportional Valve Pressure Chart
Current Pressure Pressure

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

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

converter, and engine. The engine must be running to perform the stall check.
The vehicle brakes must be applied by the operator, prior to starting this test, to
prevent vehicle movement. Stationary mode must be deselected to enter this
test. Once 5th is selected, DESELECT STATMODE will be displayed until
stationary mode is deselected. The test must be entered with the selector in
neutral. Once 5th is selected, DESELECT NEUTRAL will be displayed until
the selector is placed in a forward range. The transmission will be shifted into
5th range, and the display will indicate 5th ENGAGED. The engine speed will
be controlled by the accelerator pedal. The transmission will remain engaged
until the up arrow button is pushed or the selector is moved to the neutral position.
This test should only be performed for short periods of time to allow the
transmission system oil temperature to cool sufficiently.
During the operation of test 9, it is necessary to have all personnel and

any obstacles clear of the vehicle. If vehicle brake failure occurs, the
transmission will accelerate in 5th range. Operation can be stopped by
any of the following.
Selecting N
Turning the vehicle power off
Depressing the up arrow button on the Display
Test 10. Communication Link Tests
This test may be used to confirm the functionality of an externally installed RS232
communication link. This test requires special test harnesses, and is only used
by qualified electronic technicians. Listed selections are RS232 and EXIT
TEST. If the test is entered, and proper connections are made, the message
will be BAD LINK CONNECT Rx TO Tx or WORKING.

Test 11. Speed Out Test
This test allows the operator to generate a frequency by the electronic control
to test the vehicle speedometer and send an output speed signal to the J1939
data bus. The choices are SPD OUT1, J1939OUT, and EXIT. When SPD
OUT1 is selected, the display will read SPD OUT1 0000 HZ. One of the digits
will be flashing, and the value can be changed by using the up arrow. The other
digits can be selected by using the down arrow. A frequency will be generated
and sent to the vehicle until the test is exited by simultaneously depressing the
up and down arrow buttons. When J1939OUT is selected, the selected number
will be broadcast on the J1939 data bus.
Test 12. Warranty Date and Software/Hardware Version
Four sub menu items are available during this test: SOFTWARE VERSION,
HARDWARE VERSION, WARRANTY DATE, and EXIT TEST. If
SOFTWARE VERSION or HARDWARE VERSION are selected, the part
number and the version will be displayed. Depressing the up arrow button will
result in the sub menu again being displayed. If WARRANTY DATE is selected,
the date shall be taken from memory and displayed as DDMMMYY, unless the
warranty has not been initialized, and it will then display NOT STARTED.
Test 13. Adjust Display
Four sub menu items are available during this test: ADJUST BACKLITE,
ADJUST CONTRAST, FACTORY DEFAULT, and EXIT TEST. If ADJUST
BACKLITE is selected, three options are ADJUST BRITENES, SET MIN
VALUE, and EXIT SUB MENU. If ADJUST BRITENES is selected, the display
will indicate ADJUST NOW, and the brightness level can be adjusted by the up
and down arrow buttons. The SET MIN VALUE will apply the lowest allowable
setting to the brightness. EXIT SUB MENU will again display the first sub
menu options. Selecting ADJUST CONTRAST will display ADJUST NOW,
and allow the contrast to be adjusted by the up or down arrow buttons.
Simultaneously depressing the up and down arrow buttons will display the first
sub menu options. Selecting FACTORY DEFAULT will return the brightness
and contrast will be reset to the factory default condition. The message,
WORKING, will be displayed for two seconds to indicate that the action is
complete. After FACTORY DEFAULT is again displayed, the test can be exited
by simultaneously depressing the up and down arrow button, and then selecting
EXIT TEST.

Test 14. Sensor Calibration
This test will allow for the calibration of the accelerator pedal/ throttle position
sensor. Upon entry to this test, ACC PEDL CALIBRTN and EXIT TEST will
be available for selection. If ACC PEDL CALIBRTN is selected, a sub menu
is displayed allowing the following selections: CALIBRATE SENSOR,
PRESENT SETTINGS, and EXIT SUB MENU. If CALIBRATE SENSOR is
selected, the first line of the display will show SET MIN, and the second line
shall show the voltage (between 0.00 and 5.00 volts in 0.01 increments).
Depressing the up arrow button will return the display to the sub menu.
Simultaneously depressing both the up arrow button and the down arrow button
will store the voltage value, providing it is between 0.5 and 3.0 V. If the voltage
signal is not within this range, one of the following messages will be displayed
for two seconds, before returning to the SET MIN message: UNSTABLE
SIGNAL, VOLTAGE TOO HIGH, or VOLTAGE TOO LOW. Once the minimum
setting has been successfully stored, the display will show SET MAX, and the
second line shall show the voltage (between 0.00 and 5.00 volts in 0.01
increments). Depressing the up arrow button will return the display to the SET
MIN condition. Simultaneously depressing both the up arrow button and the
down arrow button will store the voltage value, providing it is at least 1.5V greater
than the minimum setting, and less than 4.5 V..If the voltage signal is not within
this range, one of the following messages will be displayed for two seconds,
before returning to the SET MAX message: UNSTABLE SIGNAL, VOLTAGE
TOO HIGH, or VOLTAGE TOO LOW. If the voltage values are correct and
stored, the display will show WORKING for two seconds, followed by
CALIBRTN COMPLETE for two seconds, and then return to the sub menu. If
PRESENT SETTINGS is selected the first line of the display will show
Minx.xxV, and the second line will show Maxx.xxV, and remain displayed until
the up arrow button is depressed returning the control to the sub menu. EXIT
SUB MENU must be selected to return to the first menu to access EXIT TEST.

Test 15. Fault Log
This test gives limited access to the memory Log Code with the date and time
of occurrences of logged fault messages. The following are the sub menu
choices with a description of the contents. Note: The acronym NVM refers
to the Non Volatile Memory in the control.
ALL FAULTS = Record of all faults written to NVM
SPEED = Record of Speed Sensor faults written to NVM

SENSORS
ENGINE LOAD = Record of Engine Load Signal faults written to

NVM
RANGE = Record of Range/Direction Selector faults written

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

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

SUPPLIES
INTERNAL = Record of Internal Controller faults written to NVM

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

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

CONTROL SYSTEM TROUBLESHOOTING 1

These rules apply to each of the test sequences on the following pages:
Simultaneously press both up and down arrow buttons while powering with the key
switch to enter the test sequence
Simultaneously press both up and down arrow buttons to select any displayed test from
the menu selection
Press down button to scroll through menu selection in order shown
Cycle power to exit testing
DISPLAY This shape shows exactly what is seen in the display
ACTION This shape shows an action that must be accomplished
SEC This shape shows a time delay that is programmed
This shape shows a decision that is reached
1 DSPLAY
TEST PRESS UP OR
DOWN
ARROW OR
1 DSPLAY 2 SEC ALL DOTS 5 SEC ALL DOTS BOTH TO EXIT
TEST DELAY ON DELAY ON TO MAIN
MENU
CHECKSUM
XXXX
SUPPLY
X.XX V
POWER
PRESS UP
2 POWER INTERNAL TEST BUTTON
TEST POWER PASSED TO EXIT TO
OR SUB MENU
EXIT TEST XXXXX
IF FAILED XXXXX = ANAREF
FAILED
REPLACE VSUST
CONTROL SREFV
VCLAMP
SNSAMPV
R1,N,D6,D5,
PRESS UP
D4,D3,D2,D1
3 SLECTR BUTTON
TEST OR TO EXIT
INVALID SUB MENU
POSITION


ENGN BRK ENGN BRK ENGN BRK
OR OR
ACTIVE INACTIVE MISSING
OIL FILT OIL FILT
OR
OPEN CLOSED
DIFF LOCK DIFF LOCK
OR
OPEN CLOSED
4 SWITCH NEUT DIS NEUT DIS
OR
TEST OPEN CLOSED
MODE SEL MODE SEL MODE SEL
OR OR
REQUESTED NOT REQUESTED MISSING
STAT DIS STAT DIS
OR
OPEN CLOSED
EXIT TEST
ENGN SPD
OPEN OR SHORT
INPT SPD
DESELECT
5 SCAN ENGINE OPEN OR SHORT
NEUTRAL
TEST OFF OUT1 SPD
MOVE OPEN OR SHORT
SELECTOR LOCKUP
RUN TEST FROM FAULT 1 OR FAULT 2
NEUTRAL CONV MOD
FAULT 1 OR FAULT 2
EXIT TEST PTO
TESTING FAULT 1 OR FAULT 2
OR
DIF LOCK
TEST FAULT 1 OR FAULT 2
PASSED
TranSol#
CONTROL CONTINUES TESTING FAULT 1 OR FAULT 2
PRESS UP BUTTON OR SELECT ACC PEDL
NEUTRAL TO RETURN TO SUB
MENU
TRAN TMP
SYST TMP
PRESS UP BUTTON TO
CONTINUE THRU TEST
AND EXIT TO SUB MENU
RUN TEST SELECT
TESTING TranSol#
NEUTRAL NEUTRAL
FAULT 3
OR
MOVE SELECTOR
TO NEUTRAL TEST
PASSED
CONTROL CONTINUES TESTING
EXIT TEST PRESS UP BUTTON OR
DESELECT NEUTRAL TO
RETURN TO SUB MENU


ENGN SPD ENGN SPD
OR
XXXX RPM MISSING
OUT1 SPD
XXXX RPM
6 SPEED INPT SPD
RD TEST XXXX RPM
ENG LOAD ENG LOAD
OR
XX% MISSING
EXIT TEST
SYST TMP SYST TMP SYST TMP

OR OR
XXXOC SHORT or OPEN XXX OC / HIGH or LOW
TRAN TMP TRAN TMP TRAN TMP
OR OR
7 SENSOR XXXOC SHORT or OPEN XXX OC / HIGH or LOW
RD TEST ACC PEDL OR ACC PEDL
XX% MISSING
EXIT TEST
8 COIL DESELECT COIL ID

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


RS232 1 CONNECT
BAD LINK SEC RX TO TX
RS232 OR
10 COMM
TESTS RS232 PRESS UP
WORKING ARROW TO EXIT
EXIT TEST TO SUB MENU
OUT1 SPD
SPD OUT1
XXXX HZ
11 SPEED J1939OUT
J1939OUT
OUT TEST XXXX RPM
PRESS UP ARROW TO CHANGE FLASHING DIGIT
EXIT PRESS DOWN ARROW TO MOVE LEFT ONE
DIGIT. PRESS BOTH TO EXIT
SOFTWARE
VERSION XXXXXXXX
HARDWARE XXX
12 VERSN VERSION
DDMMMYY
WARRANTY WARRANTY PRESS UP
OR BUTTON TO EXIT
DATE
NOT TO SUB MENU
EXIT TEST STARTED
ADJUST ADJUST ADJUST

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

2
14 SENSR DEPRESS BOTH SEC
CALIBRATE SET MIN
CALIBRTN SWITCHES TO
SENSOR x.xxV
STORE
ACC PEDL UNSTABLE

DEPRESS UP SIGNAL
CALIBRTN SWITCH TO EXIT DOES
V=0.5 NO
VOLTAGE
TO SUB MENU TOO HIGH
TO 3.0
DEPRESS UP VOLTAGE
SWITCH TO TOO LOW
RETURN TO
SET MIN
Yes
DEPRESS BOTH 2
SET MAX SWITCHES TO SEC
x.xxV STORE
UNSTABLE
DOES SIGNAL
V=MIN+ VOLTAGE
Yes NO TOO HIGH
1.5 AND
<4.5 VOLTAGE
TOO LOW
WORKING 2 CALIBRATIO
SEC N COMPLETE
2
SEC
EXIT SUB DEPRESS UP

MENU SWITCH TO EXIT
PRESENT Minx.xxV
EXIT TEST
SETTINGS Maxx.xxV


15 FAULT DEPRESS BOTH
LOG SWITCHES TO EXIT
TO SUB MENU
END OF
AFTER 2 SECONDS
LOG
FAULT, DATE, AND
ALL
TIME WILL SCROLL
FAULTS
SPEED SCROLL THRU
SENSORS FAULTS WITH UP CLEAR SHORT
OR DOWN FAULTS BY
ENGINE
ARROW HOLDING UPARROW
LOAD
SHORT FOR SIX SECONDS
OR
RANGE LOG LIST AT BEGINNING OF
SELECTOR NO LOG LIST
FAULTS
SWITCHES
CLEARING
MISC SHORT LG
SENSORS NO LOG
FAULTS
COILS LONG
OR
LOG LIST
POWER SCROLL THRU
SUPPLIES AFTER 2 SECONDS
FAULTS WITH UP
FAULT, DATE, AND
INTERNAL OR DOWN
TIME WILL SCROLL
FAULTS ARROW
COMM
FAULTS DEPRESS BOTH
SWITCHES TO EXIT
EXIT TEST TO SUB MENU
END OF
LOG
EXIT
SUB MENU

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

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

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

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

not, this must be taken into consideration during the analysis of the results.
Use Test 8 to select the converter and transmission range clutch coil. Use the
FULL ON option when recording pressures in Table 6 in Troubleshooting.
Troubleshooting the proportional effects of the shift profiles requires that
pressure versus current be measured using the MODULATE option, and
recorded in Table 7 in Troubleshooting. The charts that follow will aid in
determining if a possible problem may exist.
Note: All of the valve coils except the pto clutch solenoid are
interchangeable, and any two of them could be swapped
to aid in troubleshooting.
Refer to Description and Specifications for expected pressures. Note that

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

Table 6. Pressure Data -- FULL ON sub menu option
Solenoid energized FULL ON

Record Lock Mod
Pressure none 1 2 3 4 5 6 up Input Diff Pto
Main
Converter
Lube
Lock-up -- -- -- -- -- -- -- -- -- --
Mod Input -- -- -- -- -- -- -- -- -- --
Diff -- -- -- -- -- -- -- -- -- --
Pto -- -- -- -- -- -- -- -- -- --
Clutch 1 -- VENT -- -- -- -- -- -- -- --
Clutch 2 -- VENT -- -- -- -- -- -- -- --
Clutch 3 -- -- -- VENT -- -- -- -- -- --
Clutch 4 -- -- -- VENT -- -- -- -- -- --
Clutch 5 -- -- -- -- -- VENT -- -- -- --
Clutch 6 -- -- -- -- -- VENT -- -- -- --
Flow from
vented -- -- -- -- --
port

Table 7. Proportional Valve Pressure -- MODULATE Option
Pressure, PSI
Current % Clutch Clutch Clutch Clutch Clutch Clutch Lock Mod Diff
Min Max
of Full 1 2 3 4 5 6 up Input Clutch
0 0 0
5 0 0
10 0 0
15 0 0
20 0 0
25 0 0
30 0 15
35 3 29
40 10 46
45 30 70
50 52 90
55 74 110
60 93 129
65 112 148
70 135 170
75 155 189
80 177 210
85 195 230
90 218 246
95 230 255
Main
- -
Pressure
Lube
- -
Pressure

Transmission In Vehicle Test
Following the installation of any major components such as the transmission or

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

Data Sheet: In Vehicle Testing
Chassis# ________ Hour Meter __________ Km__________

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

Engine not running (See diagnostic test in the troubleshooting section of this
manual)
Table 8. Diagnostic Test
Test Description Results

Test 1 Display Check
Test 2 Power Supply Test
Test 3 Range Selector Check
Test 4 Switch Tests
Test 5 Speed Sensors & Coil Integrity
Test 7 Sensor Read Test

Start engine for the following tests:
Check Oil Level

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

Check with the engine speed at low idle, the transmission in neutral, and the oil
temperature still cold:
Engine rpm ____________________ (715 rpm)
Main pressure ____________________ (210 psi minimum)
Converter outlet pressure ____________________ (50 to 70 psi)
Lube regulator ____________________ ( 5 to 15 psi)
High Speed Pressure Test

Warm oil to 100 deg C by shifting to D6 with vehicle parking brakes on and
engine speed up to about 1200 to 1500 RPM. When oil is hot shift to N and set
engine speed at 2150 RPM.
Engine RPM ____________________ ( 2100 to 2200 RPM)
Oil temp ____________________ Deg C
Main pressure ____________________ (250 to 255 psi)
Converter outlet pressure ____________________ (70 to 90 psi)
Lube regulator ____________________ (35 to 50 psi)

Test 8 - Clutches Full On
While in test mode start engine and select Test 8, and set engine at 2100 to
2200 RPM, selector must be in D6 position. Use FULL ON option
Table 9. Solenoid Pressures
Solenoid energized FULL ON

Record Lock Mod
Pressure none 1 2 3 4 5 6 up Input Diff Pto
Main
Converter
Lube
Lock-up -- -- -- -- -- -- -- -- -- --
Mod Input -- -- -- -- -- -- -- -- -- --
Diff -- -- -- -- -- -- -- -- -- --
Pto -- -- -- -- -- -- -- -- -- --
Clutch 1 -- VENT -- -- -- -- -- -- -- --
Clutch 2 -- VENT -- -- -- -- -- -- -- --
Clutch 3 -- -- -- VENT -- -- -- -- -- --
Clutch 4 -- -- -- VENT -- -- -- -- -- --
Clutch 5 -- -- -- -- -- VENT -- -- -- --
Clutch 6 -- -- -- -- -- VENT -- -- -- --
Flow from
vented -- -- -- -- --
port
Note: Clutch apply pressures on disengaged clutch packs

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

Test 8 - Clutches Modulated
Select Test 8, set engine at 2100 to 2200 RPM, selector must be in D6 position.
Use MODULATE option, and increase % engagement to modulated clutch
and record clutch pressure.
Table 10. Modulated Pressures
Pressure, PSI
Current % Clutch Clutch Clutch Clutch Clutch Clutch Lock Mod Diff
Min Max
of Full 1 2 3 4 5 6 up Input Clutch
0 0 0
5 0 0
10 0 0
15 0 0
20 0 0
25 0 0
30 0 15
35 3 29
40 10 46
45 30 70
50 52 90
55 74 110
60 93 129
65 112 148
70 135 170
75 155 189
80 177 210
85 195 230
90 218 246
95 230 255
Main
- -
Pressure
Lube
- -
Pressure

Range Engagement Test

This verifies that the truck is shifting properly. Keep the engine at low idle, and
vehicle brakes on, pressure gages still connected.
Table 11. Shift Test Results
Selected Pressure
Test Port Comments
Range PSI
1 Truck should move forward in
Test 9 ______
6 5th range
Apply brakes. Engine at full
1 Stall throttle; Record converter stall
Test 9
6 Check RPM
_____________
D1 ______
5 1st range
D2 ______
5 2nd range
4
R ______ Truck should move in reverse
5
Manual 3 Selected
______
Override 5 Range
Final Drive Test

Drive truck, verify proper operation in all ranges and lockup. Look for leaks.
Recheck oil level.

PR ESSU R E VS C U R R EN T C OIL u p
Main Pressu re 255
280
240
Pressure, PSI
200
160
120
80
40
0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Current, A mps
Figure 30. Pressure vs. Current Coil Up Graph
PRESSURE VS CURRENT COIL down

Main pressure 255
280
240
Pressure, PSI
200
160
120
80
40
0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Current, Amps
Figure 31. Pressure vs. Current Coil Down Graph

NOTES:

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

drawings are for reference only. Please refer to your bill
of material for part numbers specific to your model.
1018360 (partial) (Valve Assembly, solenoid)
1018352A (Oil Collector Assembly)
1018460 (Valve Assembly, Differential)
1019229 (System, Elect. Control)
1017753 (Schematic, Hydraulic)
1017754B (Diagram, Piping)
1018602B (page 1 of 3) (Transmission Parts)
1018602B (page 2 of 3) (Transmission Parts)
1018602B (page 3 of 3) (Transmission Installation)
1018601E (page 1 of 3) (Transmission Parts)
1018601E (page 2 of 3) (Transmission Parts)
1018601E (page 3 of 3) (Transmission Installation)
1018065A (Clutch Assembly, 2-5, Reverse)

Engineering Drawings Twin Disc, Incorporated
1018068A (Clutch Assembly, 1-4, 3-6)
1020781C (Clutch Assembly, 1-2-3, 4-5-6)
1018205 (Differential Assembly)
1018338 (Differential Assembly)
1017752B (Valve Assembly, Main Regulator)
1018465A (page 1 of 2) (Torque Converter Installation)
1018465A (page 2 of 2) (Torque Converter Parts)

# 1023080
TWIN DISC ®
TWIN DISC, INCORPORATED RACINE, WISCONSIN 53403, U.S.A. 262-638-4000/262-638-4482 (FAX) WWW.TWINDISC.COM
56 EC300 Marine Control System Configuration/Troubleshooting Manual #1020XXX

Detroit 1180 Op Manual 1023080 - RevB - 0512 - CD PDF

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Document Number: 1023080

Twin Disc, Incorporated makes no warranty or guaranty of

Power Shift Transmission

January 12, 2011 TDWP4007 rev 2011

Transmission, Torque Converter and Electronic Control

1. Units, Torque Converter-20 Hrs., Transmission-12 Hrs., Test-4 Hrs ...........................................................................36

B. Repair Labor on Units

1. Unit Overhaul ..............................................................................................................................................................30

Modulating Valve (replace - do not open or repair) ..............................................................................................0

1. Unit Overhaul ...............................................................................................................................................................14

Modulating Valve (replace - do not open or repair) ..............................................................................................0

3. PTO Clutch Assembly with Valve ...................................................................................................................................3

January 12, 2011 TDWP4007A rev 2011

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

Power Shift Transmission System Operator’s Manual #1023080 7

8 Power Shift Transmission System Operator’s Manual #1023080

Engineering Drawings ......................................149

Power Shift Transmission System Operator’s Manual #1023080 9

Operation and maintenance personnel responsible for this equipment should

Power Shift Transmission System Operator’s Manual #1023080 11

Engineering assembly drawings are provided in appropriate sections of this

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

12 Power Shift Transmission System Operator’s Manual #1023080

Frequent reference to the information provided in this manual regarding daily

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

Lifting Bolt Holes

Select lifting eyebolts to obtain maximum thread engagement with bolt

Power Shift Transmission System Operator’s Manual #1023080 13

Safe practices must be employed by all personnel operating and servicing

Important Safety Notice

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

14 Power Shift Transmission System Operator’s Manual #1023080

Sources of Service Information

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

Power Shift Transmission System Operator’s Manual #1023080 15

16 Power Shift Transmission System Operator’s Manual #1023080

Description and Specifications

(Reference - Twin Disc Application # AN4165, AN4166, and AN4167 for

The Twin Disc TD-61-1180 transmission is a hydraulically actuated power

Model Identity Numbers and Letters

TD-61-1180, BOM 67685, 67686, and 67687

8-MLW-1755-1, BOM 67469 and 67453

TDEC-400 electronic control, BOM 43877, 43869, and 43863

Power Shift Transmission System Operator’s Manual #1023080 15

The input section of the transmission consists of two geared-together clutch

16 Power Shift Transmission System Operator’s Manual #1023080

Regulator Valve Assembly

Range Selector Valve

Seven identical proportional valves, mounted on the rear of the transmission

Clutch Applied Power Take-off

Mounted on the torque converter is a hydraulically actuated power take-off unit

Power Shift Transmission System Operator’s Manual #1023080 17

18 Power Shift Transmission System Operator’s Manual #1023080

Normal Temperature Range:

Low Speed Pressures:

Main Pressure (X):

Transmission Lube Pressure:

Converter outlet pressure (W):

High Speed Pressures:

Main Pressure (X):

Clutch Apply Pressure (CL):

Transmission Lube Pressures:

Remote mounted transmission (TD61-1180)

Engine mounted torque converter (8MLW-1755-1)

Electronic control system (TDEC-400)