KENR8370

October 2009

Systems Operation
797F Off-Highway Truck Power Train
LAJ1-Up (Machine)

SAFETY.CAT.COM
 i03684547

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as
DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
A non-exhaustive list of operations that may cause product damage are identified by NOTICE labels
on the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. You must
not use this product in any manner different from that considered by this manual without first
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specific rules and precautions
applicable to the worksite. If a tool, procedure, work method or operating technique that is not
specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you
and for others. You should also ensure that the product will not be damaged or become unsafe by
the operation, lubrication, maintenance or repair procedures that you intend to use.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.

In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
KENR8370 3
Table of Contents

Table of Contents
Systems Operation Section
Graphic Color Codes ............................................ 4
Power Train System .............................................. 4
Power Train Electrical System ............................. 8
Transmission Electronic Control Module (ECM) ... 10
Transmission Control ........................................... 16
Electronic Control (Transmission Gear Indicator) .. 18
Speed Sensor (Torque Converter Output) ............ 19
Speed Sensor (Transmission Output) ................... 19
Torque Converter and Transmission Hydraulic
System ................................................................ 21
Gear Pump (Torque Converter Charging and
Transmission Lubrication) ................................... 26
Gear Pump (Transmission Charging and
Scavenge) ........................................................... 26
Oil Filter (Torque Converter) ................................. 27
Oil Cooler (Power Train) ....................................... 29
Torque Converter Inlet and Outlet Relief Valves .. 29
Modulating Valve (Torque Converter Lockup
Clutch) ................................................................. 31
Torque Converter Case Reservoir ........................ 34
Torque Converter ................................................. 34
Transmission ........................................................ 40
Oil Filter (Transmission) ........................................ 43
Magnetic Screen (Transmission) .......................... 45
Relief Valve (Transmission Lubrication) ................ 46
Relief Valve (Transmission Main) ......................... 48
Modulating Valve (Transmission Clutch
Engaging) ............................................................ 49
Transmission Planetary (Front Module) ................ 52
Transmission Planetary (Rear Module) ................ 53
Transmission Hydraulic Control ........................... 54
Rear Axle and Final Drive Hydraulic System ........ 55
Pump Drive .......................................................... 57
Gear Pump (Brake, Rear Axle Lubrication) .......... 58
Gear Motor (Rear Axle Lubrication) ...................... 59
Gear Pump (Rear Axle Oil) ................................... 60
Gear Motor (Rear Axle Oil Cooler Fan) ................ 62
Oil Filter (Differential) ............................................ 63
Oil Filter (Final Drive) ............................................ 64
Control Valve (Final Drive Diverter) ...................... 65
Differential and Bevel Gear .................................. 66
Final Drive ............................................................ 69

Index Section
Index ..................................................................... 71
4 KENR8370
Systems Operation Section

Systems Operation Section (N) Red and Pink Stripes .... Second pump pressure

(O) Orange ......... Pilot, signal or torque converter oil

i01852294
(P) Orange Stripes and White Stripes ........ Reduced
Graphic Color Codes pilot, signal or torque converter oil

SMCS Code: 3000; 3100; 4000 (Q) Orange Crosshatch ............ Second reduction in
pilot, signal or torque converter oil

(R) Blue .................................................. Trapped oil

i03671414

Power Train System

SMCS Code: 3000; 3100; 4000

Operation
The power train is made up of four basic systems.
The following systems are the four systems:

Transmission Electronic Control Module

Torque Converter
Transmission
Rear Axle
The four basic systems have a hydraulic connection,
an electrical connection, a magnetic connection, or a
mechanical connection.
g00943660
Illustration 1
Transmission Electronic Control
(A) Black ..................... Mechanical connection, seal Module
(B) Dark Gray ................................. Cutaway section

(C) Light Gray ..................................... Surface color

(D) White ............... Atmosphere or air (no pressure)

(E) Purple ................................. Pnuematic pressure

(F) Yellow .... Moving parts or activated components

(H) Green .................................................... Tank oil,

suction oil, return oil, and case drain oil

(I) Brown ............................................ Lubricating oil g01998636

Illustration 2
(J) Red ............. High pressure oil (pump discharge) (1) Chassis ECM
(2) Transmission ECM
(K) Red Stripes and White
Stripes .......................... First pressure reduction

(L) Red Crosshatch ....... Second pressure reduction

(M) Pink ............................. Third pressure reduction

KENR8370 5
Systems Operation Section

The operation of the power train begins at Torque Converter

the Transmission Electronic Control Module
(Transmission ECM) (2). The Transmission ECM
(2) receives information of the selected speed of
operation through the Chassis Electronic Control
Module (Chassis ECM) (1). The Chassis ECM
(1) receives an electrical signal from the shift
lever switch. The Transmission ECM (2) uses the
information from several switches and sensors in the
electrical system to control the power train hydraulic
system. This is done by energizing the appropriate
solenoids.

There are seven solenoids that are used to control

the seven transmission clutches. The Transmission
ECM (2) activates the correct supply solenoids.
The supply solenoids modulate the oil pressure in
order to engage the correct transmission clutches.
This mechanically connects the transmission input
shaft to the output shaft and to the differential. The
transmission will not drive the output shaft unless
power is flowing through the torque converter. The
power that is flowing through the torque converter g01992976
Illustration 3
can be hydraulic or mechanical.
(3) Torque converter outlet relief valve
(4) Modulating valve (torque converter lockup clutch)
The Transmission ECM (2) will activate the lockup (5) Torque converter inlet relief valve
clutch solenoid when direct drive is necessary. (6) Torque converter outlet screen
When the lockup clutch solenoid is activated, (7),(8) Gear pump (transmission charging and scavenge)
the lockup clutch is hydraulically engaged. The (9),(10) Gear pump (torque converter charging and transmission
rotating housing of the torque converter becomes lubrication)
(11) Torque converter magnetic screen
mechanically connected to the output shaft of (12) Torque converter charging oil filter
the torque converter through the lockup clutch.
The drive shaft mechanically connects the torque The first component in the power train is the torque
converter to the transmission. When the lockup converter. The torque converter is driven by the
clutch is not activated, the torque converter drives engine flywheel. The torque converter provides a fluid
the transmission hydraulically. coupling that permits the engine to continue running
when the truck is stopped. The torque converter
Note: For more information on the Transmission consists of an impeller, a turbine, a lockup clutch,
ECM, refer to a separate story in this Power Train and a stator with a one-way clutch. The lockup clutch
Systems Operation, Transmission Electronic Control permits the machine to operate in direct drive in order
Module (ECM). to keep the power loss at a minimum. The one-way
clutch holds the stator when the torque converter
drive is used. The one-way clutch allows the stator
to turn freely when the torque converter drive is not
used.

In the converter drive, the torque converter multiplies

engine torque to the transmission. At higher ground
speeds, a lockup clutch engages in order to provide
direct drive. NEUTRAL position and REVERSE
gear position are only converter drive. FIRST gear
is converter drive at low ground speed and direct
drive at high ground speed. SECOND gear through
SEVENTH gear are only direct drive. When the
transmission changes gears, the torque converter
will be in converter drive in order to provide a smooth
shift.

The following major power train components are

mounted on the torque converter housing:

Torque converter outlet relief valve (3)

6 KENR8370
Systems Operation Section

Modulating valve (torque converter lockup clutch) The following major power train components are
(4) mounted on the transmission:

Torque converter inlet relief valve (5) Transmission charging oil filter (1)
Torque converter outlet screen (6) Transmission lubrication valve (2)
Gear pump (transmission charging and scavenge) Magnetic screen (transmission) (3)
(7)(8)
Note: For more information on the Transmission,
Gear pump (torque converter charging and refer to this Power Train Systems Operation, Oil
transmission lubrication) (9)(10) Filter (Transmission), Systems Operation, Relief
Valve (Transmission Lubrication), and Systems
Torque converter magnetic screen (11) Operation, Magnetic Screen (Transmission).

Torque converter charging oil filter (12) Rear Axle

Transmission

g01962032
Illustration 5
Rear axle arrangement
g01962026
Illustration 4
(1) Rear axle housing
View of the transmission (2) Differential and bevel gear
(3) Rear wheel stations
(1) Transmission charging oil filter
(2) Transmission lubrication valve
(3) Magnetic screen (transmission) The rear axle arrangement is made up of the
following components:
The transmission has seven forward speeds and one
reverse speed. The selection of reverse, neutral, Rear axle housing (1)
or first speed is done manually. The selection of
second speed through the highest speed is done Differential and bevel gear (2)
automatically.
Rear wheel stations (3)
Reverse uses only the torque converter drive mode.
First speed has both a torque converter drive and Lubrication components for the rear axle
a direct drive. All speeds above first speed use the
direct drive. The torque converter will be in torque
converter drive for a short time during transmission
shifts. This provides smoother engagement of the
transmission clutch. The transmission output shaft
is fastened directly to the differential and the bevel
gear. The differential and the bevel gear are fastened
directly to the rear axle housing.

Power is supplied from the engine to the torque

converter. Power goes from the torque converter to
the transmission. If the transmission is in gear, power
flows from the transmission to the differential. The
rear axles mechanically connect the differential to the
final drives. The final drives are connected to the rear
wheels. Power is then sent to the tires.
KENR8370 7
Systems Operation Section

Rear Axle Housing The differential and bevel gear is installed from the
rear of the rear axle housing. On all other truck
models, the differential and bevel gear is installed
from the front. Power flows from the transmission to
the differential and bevel gear. The differential divides
the power to the right and to the left axle shafts.
Torque is transmitted equally from the differential
through the two axle shafts and to the final drives.
The differential adjusts the speed of the axle shafts
when the vehicle turns corners. The power that is
delivered to the axle shafts is unequal when the
vehicle turns corners. The differential and bevel gear
is pressure lubricated.

Note: For more information on the differential

and bevel gear, refer to this Power Train Systems
g01962034
Illustration 6 Operation, Differential and Bevel Gear.
(1) Rear axle housing
Rear Wheel Stations
Differential and Bevel Gear
Final Drives

g01962035
Illustration 7
(2) Differential and bevel gear
(4) Distribution manifold
(5) Speed sensors for the axle
(6) Pan

Oil from the differential and bevel gear (2) is

scavenged through a screen that is located in pan
(6). Lubrication oil and cooling oil flows from the
pump to the differential bearings through distribution
manifold (4). Distribution manifold (4) also contains a
lubrication relief valve that will send oil to the sump
if a preset pressure is exceeded.

The Traction Control System uses speed sensors Illustration 8

g02022413
for the axle (5) that are located on the differential.
(7) Final drive
Speed sensors for the axle (5) are located on both
sides of the differential. These sensors provide input
Note: The colors that are used above for the
to the Brake/Cooling ECM. The Brake/Cooling ECM
components of the final drive are not standard colors.
uses these sensors in order to determine if one of the
The colors that are shown are used in order to
rear wheels is spinning. If one of the rear wheels is
differentiate the components of the final drive.
spinning, the Brake/Cooling ECM sends a signal to
engage the brake on the spinning wheel. Engaging
During normal operation, final drive (7) receives
the brake on the spinning wheel will generate a
lubrication oil from the rear axle oil gear pump. Final
higher level of torque across the differential, which
drive (7) is also splash lubricated by the rotation of the
will send more torque to the rear wheel that has
gears in the lubrication oil. The differential and bevel
greater traction.
gear and the final drives use the same lubricant.
8 KENR8370
Systems Operation Section

Lubrication Components for the Rear

Axle

g02022419
Illustration 9
Lubrication schematic for the rear axle
(8) Brake/Cooling ECM (14) Differential oil filter (20) Final drive oil level
(9) Diverter valve (final drive oil) (15) Oil suction screen for the rear axle (21) Relief valve
(10) Gear motor (rear axle pump drive) (16) Rear axle oil temperature sensor (22) Differential oil level for hot oil
(11) Relief valve and unloader valve (17) Gear pump (final drive lubrication) (23) Differential oil level for cold oil
(12) Final drive oil filter (18) Gear pump (differential lubrication)
(13) Gear pump (rear axle motor drive) (19) Gear pump (differential sump scavenge)

The following components are for lubrication of the Diverter valve (final drive oil) (9)
rear axle arrangement:
The amount of oil that flows to the differential
Rear axle oil temperature sensor (16) and bevel gear and final drives is controlled by
the Brake/Cooling ECM. The Brake/Cooling ECM
Gear pump (rear axle motor drive) (13) controls the solenoid for the diverter valve for the
final drive oil. The diverter valve will direct oil to the
Gear motor (rear axle pump drive) (10) differential and the diverter valve will direct oil to
the final drives. The amount of oil that is delivered
Gear pump (final drive lubrication) (17) depends on the temperature of the rear axle oil.

Gear pump (differential lubrication) (18) i03671374

Gear pump (differential sump scavenge) (19) Power Train Electrical System
Differential oil filter (14) SMCS Code: 1400; 3168; 4020; 4808
Final drive oil filter (12)
KENR8370 9
Systems Operation Section

g02000376
Illustration 10
Electrical system
(1) Transmission ECM (12) ECM location 0 (ground) (21) Solenoid proportional return feedback
(2) Requested gear command (13) ECM location 1 (ground) for clutch 2, 5, and 7
(3) Engine speed sensor (14) ECM location 2 (open) (22) Solenoid proportional return feedback
(4) Transmission input speed sensor (15) ECM enable (ground) for clutch 3 and 6
(5) Transmission intermediate speed sensor (16) Transmission control inlet temperature (23) Operating state of the machine
(6) Transmission output speed sensor 1 sensor (24) Modulating valve solenoid 1
(7) Transmission output speed sensor 2 (17) Torque converter outlet oil temperature (25) Modulating valve solenoid 2
(8) Torque converter charge filter bypass sensor (26) Modulating valve solenoid 3
switch (18) Start switch (27) Modulating valve solenoid 4
(9) Torque converter screen bypass switch (19) Oil pressure sensor for the transmission (28) Modulating valve solenoid 5
(10) Bypass switch for the transmission lubrication (29) Modulating valve solenoid 6
charge filter (20) Solenoid proportional return feedback (30) Modulating valve solenoid 7
(11) Transmission oil level sensor and torque for clutch 1, 4, and torque converter (31) Torque converter lockup clutch solenoid
converter sump sensor

Note: Refer to the Service Manual Systems The Transmission ECM directs the electrical system
Operation/Testing and Adjusting, Power Train for the power train. The Transmission ECM receives
Electronic Control System for more detailed information from the switches, sensors, and the
information on the electrical system and on Chassis Electronic Control Module (Chassis ECM).
the Transmission Electronic Control Module The Transmission ECM uses this information in order
(Transmission ECM). to activate the solenoids. The solenoids work with the
hydraulic systems.
10 KENR8370
Systems Operation Section

i03671572

Transmission Electronic
Control Module (ECM)
SMCS Code: 3168; 4020; 4800

g00929564
Illustration 11
Location of the transmission electronic control module

The Transmission Electronic Control Module

(Transmission ECM) is the main component in the
power train electrical system. The Transmission ECM
is located at the rear of the cab. The Transmission
ECM is ABL2C. The Transmission ECM has two
70-pin connectors that are capable of receiving
and sending many signals. The diagnostic and
programming functions must be performed with a
laptop computer that is equipped with Electronic
Technician (ET) software. The Transmission ECM
can be reprogrammed with a flash file by using the
WinFlash application of the ET service tool.

The Transmission ECM receives current through a

fuse on the fuse block. This current is used to activate
outputs such as the torque converter lockup clutch
solenoid. This solenoid controls the option of torque
converter drive or the option of direct drive. This
current is also used to control the supply solenoids
that engage the clutches in the transmission. The
supply solenoids control the direction and speed of
the truck.

The Transmission ECM will determine the desired

transmission gear and the Transmission ECM will
energize solenoids in order to shift the transmission.
This is based on information from both the operator
and the machine.
KENR8370 11
Systems Operation Section

Input Components

g00925851
Illustration 12

The Transmission ECM receives information Customer transmission lockout

(electrical signals) from various input components.
Based on input information, the Transmission Chassis ECM inputs used by the Transmission
ECM determines if the transmission should upshift, ECM
downshift, engage the lockup clutch, or limit the
transmission gear. Refer to Illustration 12 for the
following list of inputs:
Miscellaneous Input

Engine speed sensor Customer Transmission Lockout

Torque converter output speed sensor The Customer Transmission Lockout provides a
secure method of locking out the transmission during
Transmission output speed sensors service work.

Transmission intermediate speed sensor The Customer Transmission Lockout is an option

that is installed by the customer. The user interface
Transmission oil temperature sensor is a single switch to ground that goes directly
to the Transmission Electronic Control Module
Pressure sensor for transmission clutch latching (Transmission ECM) on Pin J1-31. The Transmission
ECM reads this input. The Transmission ECM then
Pressure sensor for transmission lubrication determines whether the transmission should be
locked out.
Bypass switch for transmission charge filter
The Transmission ECM looks for the following
Oil level switch for torque converter conditions before allowing the transmission lockout
status to change.
Bypass switch for torque converter charging filter
Bypass switch for torque converter outlet screen
Bypass switch for torque converter oil temperature
sensor
12 KENR8370
Systems Operation Section

Transmission Lockout Status OFF Electronic control (transmission gear indicator)

The transmission will shift normally when the
Transmission Lockout Status is OFF. The
Systems Controlled by the
Transmission Lockout Status will go ON if the Transmission ECM
following conditions are met:
The following systems are controlled by the
The shift lever is in the Neutral position. Transmission ECM:

Ground speed is 0.0 km/h (0.0 mph). Transmission Shifting

The transmission lockout switch is set to ON Torque Converter Lockup
(switch open).
Engine Overspeed Protection
Note: The Customer Transmission Lockout feature
will not cause a shift to the Neutral position. The Control Throttle Shifting
actual gear of the transmission must always be the
Neutral position before the Transmission Lockout Directional Shift Management
Status can go from the OFF position to the ON
position. Top Gear Limit
Transmission Lockout Status ON Neutral Coast Inhibiting
The transmission will remain in the NEUTRAL Torque Limiting
position when the Transmission Lockout Status is set
to ON. The Transmission Lockout Status will go OFF Speed Limiting
if the following conditions are met:
Fail In Gear Protection
The shift lever is in the Neutral position.
Transmission Shifting
The transmission lockout switch is set to OFF
(switch grounded). Table 1
Operation of the Torque Converter For
The Customer Transmission Lockout feature will not Transmission Speed
cause a shift out of the Neutral position. After the
Transmission Lockout Status goes from OFF to ON, Transmission Torque Direct Drive
the requested gear will always be the Neutral position Speed Converter Drive with an
of the transmission. Engaged
Lockup Clutch
Note: If the Transmission Lockout Status is set to Reverse X
ON, the Transmission ECM will also send a Machine
Neutral X
Lockout Status ON signal to the Brake/Cooling ECM.
This function is referred to as the Customer Parking First X X
Brake Lockout, and will cause the Brake/Cooling
Second X
ECM to hold the parking brakes in the ENGAGED
position. The Customer Parking Brake Lockout Third X
feature can only be released if the parking brakes are
Fourth X
ENGAGED and ground speed is 0.0 km/h (0 mph).
Fifth X
Output Components Sixth X

The following components are output components of Seventh X

the Transmission ECM:

Modulating valves for transmission clutch

engagement (seven)

Modulating valves for the torque converter lockup

clutch

Solenoid valve for transmission clutch latching

KENR8370 13
Systems Operation Section

Neutral (Torque Converter Drive) The lockup clutch will stay activated until there is an
upshift, a downshift, or a decrease in ground speed.
With the shift lever switch in the NEUTRAL position, If there is a sufficient decrease in ground speed and
current flows from the Chassis ECM through the the machine is still in FIRST, the Transmission ECM
shift lever switch to machine ground. The Chassis will stop current to the lockup solenoid. The lockup
ECM then sends a signal to the Transmission solenoid will deactivate. Hydraulic oil pressure to the
ECM. The Transmission ECM uses this signal in lockup clutch will stop and the machine will return
order to deactivate the supply solenoids for the to torque converter drive.
transmission clutches. This keeps the transmission in
the NEUTRAL position. Second through Seventh (Direct Drive)

Note: The second transmission clutch remains Note: FOURTH position will be used as an example.
engaged while the transmission is in the NEUTRAL
position. When the transmission control is moved to the
FOURTH position, the rotor for the shift lever switch
NOTICE is moved to the FOURTH position. With the shift lever
The transmission can be damaged within 20 seconds switch in this position, current flows from the Chassis
if the engine is run and no clutches are engaged in the ECM through the shift lever switch to machine
transmission. Be sure to stop the engine immediately ground. The Chassis ECM analyzes this signal in
if there is ever a No Clutch Neutral warning. order to understand that the shift lever switch is in
the FOURTH position. The Chassis ECM sends a
command for the position of the shift lever to the
First Gear (Torque Converter or Direct Drive) Transmission ECM.

When the transmission control is moved to the The Transmission ECM receives the command for
FIRST position, the rotor for the shift lever switch the position of the shift lever, and the Transmission
moves to the FIRST position. Current then flows ECM determines that FOURTH gear is needed.
from the Chassis ECM through the shift lever switch When the speed sensors on the transmission and
to machine ground. The Chassis ECM analyzes on the torque converter indicate the correct ground
this signal in order to understand that the shift speed, the Transmission ECM sends a calibrated
lever switch is in FIRST position. The Chassis current to the correct supply solenoids in order to
ECM sends a command for the position of the shift engage the correct clutches. The machine is now in
lever to the Transmission ECM. The Transmission FOURTH gear and the machine is in direct drive.
ECM then sends a calibrated current to the correct
supply solenoids for the transmission clutches. Shifting Procedures
The transmission clutches for FIRST gear are now
engaged. The machine is now in FIRST gear and the The following sections will explain the operations
machine is in torque converter drive. of automatic upshifts and downshifts. Except for
different electrical wires that must be grounded or
FIRST gear is converter drive at lower ground activated, the shifting sequence is basically identical
speeds. First gear is direct drive at higher ground for all speeds.
speeds. There are two transmission speed sensors
that transmit a signal to the Transmission ECM. Typical Automatic Upshift (SECOND to THIRD)
There is also a torque converter output speed
sensor that transmits a signal to the Transmission When the transmission control is put in THIRD speed
ECM. When the Transmission ECM is receiving a position, the rotor for the shift lever switch is turned
valid signal from two of these three sensors, the to the THIRD speed position. Current goes from
Transmission ECM will allow the transmission to the Chassis ECM through the shift lever switch to
shift. These signals tell the Transmission ECM the machine ground. The Chassis ECM analyzes this
ground speed of the machine. When the ground signal in order to understand that the shift lever
speed reaches approximately 6 km/h (4 mph), the switch is in the THIRD speed position. The Chassis
Transmission ECM sends a calibrated current to ECM sends a command for the position of the shift
the lockup clutch solenoid. When the lockup clutch lever to the Transmission ECM. The command for the
solenoid activates, hydraulic oil pressure goes to the shift lever switch and a signal from the speed sensors
lockup clutch. The machine is in FIRST gear and the for the torque converter and for the transmission
machine is in direct drive. will inform the Transmission ECM that an upshift is
needed. The upshift to THIRD speed position from
SECOND speed position is automatic when the
correct ground speed signal from the speed sensors
for the torque converter and for the transmission is
sent to the Transmission ECM. Also, the transmission
control must be in THIRD speed position or above
THIRD speed position.
14 KENR8370
Systems Operation Section

The Transmission ECM stops current flow to the The transmission ECM stops the current flow to the
lockup clutch solenoid when a shift is necessary. The lockup clutch solenoid when a shift is necessary.
lockup clutch solenoid deactivates. Hydraulic oil to The lockup clutch solenoid deactivates. Hydraulic
the lockup clutch stops and the machine is in torque oil to the lockup clutch stops and the machine is
converter drive for a moment. Also, the Transmission in torque converter drive for a moment. Also, the
ECM stops current flow to the two supply solenoids Transmission ECM stops the current flow to the
for the transmission clutches that are engaged. two supply solenoids for the transmission clutches
Hydraulic oil to the transmission clutches stops and that are engaged. Hydraulic oil to the transmission
the clutches are now disengaged. At the same time, clutches stops and the clutches are now disengaged.
the Transmission ECM sends a signal to the Engine At the same time, the Transmission ECM sends a
ECM. The Engine ECM will decrease the engine signal to the Engine ECM. The Engine ECM will
speed during the upshift. decrease the engine speed during the downshift.

The Transmission ECM sends a calibrated current to The Transmission ECM sends a calibrated current to
the first transmission clutch. Then, the Transmission the first transmission clutch. Then, the Transmission
ECM sends a calibrated current to the sixth ECM sends a calibrated current to the sixth
transmission clutch. The sixth clutch is a larger clutch transmission clutch. The sixth clutch is a larger clutch
than the first clutch. During an upshift, the larger than the first clutch. During a downshift, the larger
clutch is always engaged after the smaller clutch. The clutch is engaged last in order to absorb the inertia
calibrated current that is sent to the supply solenoids of the shift. The calibrated current that is sent to the
allows oil pressure to move the clutch piston quickly supply solenoids allows the oil pressure to move the
until the clutch piston touches the clutch. Then, the oil clutch piston quickly until the clutch piston touches
pressure slowly engages the clutch. This procedure the clutch. Then, the oil pressure slowly engages the
allows smooth shifts to be made. The transmission is clutch. This procedure allows smooth shifts to be
now in THIRD gear. made. The transmission is now in THIRD gear.

The Transmission ECM sends a calibrated current The Transmission ECM sends a calibrated current
to the lockup clutch solenoid when the transmission to the lockup clutch solenoid when the transmission
gear switch and the ground speed is in the operating gear switch and the ground speed is in the operating
range for THIRD speed. The machine is now in direct range for THIRD speed. The machine is now in direct
drive THIRD speed. drive THIRD speed.

Special Upshifts Special Downshifts

During an upshift from NEUTRAL to REVERSE During a downshift from REVERSE to NEUTRAL
or from NEUTRAL to FIRST, no signal is sent to or from FIRST to NEUTRAL, no signal is sent to
the lockup clutch solenoid. Both speeds are torque the lockup clutch solenoid. Both speeds are torque
converter drive and the lockup clutch is not used. converter drive and the lockup clutch is not used.

An upshift from FIRST to SECOND is a typical A downshift from SECOND to FIRST is a typical
automatic upshift. automatic downshift.

Typical Automatic Downshift (FOURTH to THIRD) Torque Converter Lockup

When the transmission control is put in the THIRD Refer to this Systems Operation module Modulating
speed position, the rotor for the shift lever switch is Valve for the Torque Converter Lockup Clutch.
turned to the THIRD speed position. Current goes
from the Chassis ECM through the shift lever switch
to machine ground. The Chassis ECM analyzes
Engine Overspeed Protection
this signal in order to understand that the shift lever
switch is in the THIRD speed position. The Chassis The Transmission ECM calculates the engine
speed from the ground speed and from the
ECM sends a command for the position of the shift
transmission gear. If the engine speed increases to
lever to the Transmission ECM. The command for
the shift lever and a signal from the speed sensors a predetermined level, the Transmission ECM will
upshift the transmission to one position higher than
for the torque converter and for the transmission
the position of the transmission gear switch. This
will inform the Transmission ECM that a downshift
is needed. The downshift to THIRD speed position will protect the engine from an overspeed condition.
If the transmission is already in the top gear, the
from FOURTH speed position is automatic when the
Transmission ECM will deactivate the lockup clutch
correct ground speed signal from the speed sensors
for the torque converter and the transmission is sent solenoid in order to allow the machine to go into
torque converter drive.
to the Transmission ECM. Also, the transmission
control must be in the THIRD speed position or below
the THIRD speed position.
KENR8370 15
Systems Operation Section

Control Throttle Shifting Top Gear Limit

Control Throttle Shifting (CTS) is used in order to The top gear limit can be programmed in the field
smooth shifting and reduce driveline stress during by using ET service tool. The top gear limit of the
all automatic transmission shifts. During each transmission can be programmed from FIRST gear to
transmission shift, the Transmission ECM sends a SEVENTH gear. The Transmission ECM comes from
signal to the Engine ECM through the Cat Data Link. the factory set to the maximum gear that is available
This will reduce or increase the fuel flow rate, which (SEVENTH gear). The transmission will not shift to a
reduces torque during shifting. During automatic gear that is above the programmed top gear limit.
upshifts, if the throttle position is at 100 percent the
Transmission ECM sends a signal to the Engine ECM Neutral Coast Inhibiting
in order to momentarily reduce the Desired Engine
Speed. During automatic downshifts, if the throttle This function restricts the ability to coast into
position is at 0 percent the Transmission ECM sends NEUTRAL from high speeds. This restriction extends
a signal to the Engine ECM in order to momentarily the transmission life. The transmission speed sensor
increase the Desired Engine Speed. measures the rotation of the gear teeth on a gear that
is fastened to the output shaft of the transmission.
Directional Shift Management The Transmission ECM uses this measured speed
in order to determine the ground speed. If the
Directional shift management reduces torque measured speed is greater than 8 km/h (5 mph), the
spikes in the transmission driveline. Directional transmission will not shift into NEUTRAL.
shift management reduces the energy spikes of
the transmission clutch. The transmission driveline The operator can bypass the restriction against
is not designed to withstand the torque converter coasting into NEUTRAL. However, if the ground
stall. Therefore, the Transmission ECM limits the speed is greater than 19 km/h (12 mph) and the
torque that is created by the engine during a torque transmission is in NEUTRAL, the event will be
converter stall condition. If the transmission is in recorded in the Transmission ECM as Coasting In
REVERSE or FIRST gear, the Transmission ECM will Neutral. This information can be reviewed by using
limit the engine speed to 1600 65 rpm. The torque ET service tool. Also, the Transmission ECM will
converter stall is the maximum amount of torque that increase the engine speed to 1300 rpm. This will
is sent to the transmission by the torque converter. increase the flow of lubrication oil to the transmission.

Directional shift management can occur in two ways. Shift Inhibiting

First, if the engine speed is above 1500 rpm and
the operator shifts through the NEUTRAL position, If the transmission is in any forward speed and the
spikes will be generated in the torque converter. transmission control is moved to REVERSE, the
Second, if the engine speed is above 1800 rpm and transmission will downshift to NEUTRAL as the
the operator shifts from the NEUTRAL position into ground speed decreases. When the ground speed
FIRST gear position, or if the operator shifts from decreases to approximately 5 km/h (3 mph), the
the NEUTRAL position into the REVERSE position, transmission will make a shift into REVERSE from
spikes will be generated in the torque converter. the NEUTRAL position.

After the directional shift management occurs, the Torque Limiting

Transmission ECM stops the pressure spikes by
delaying the shift. The Transmission ECM then The torque limiting feature protects the power train
signals the Engine Electronic Control Module (Engine from excessive torque loads during stall conditions
ECM) for a reduction of fuel and for a lowering of in FIRST gear and in REVERSE gear. When the
the engine speed. The Transmission ECM then vehicle is operated in FIRST gear or in REVERSE
shifts to the requested gear. This reduces the stress gear, the Transmission ECM orders the Engine ECM
on the driveline. This also prevents wear on the to limit engine speed to 1600 65 RPM. The torque
transmission and premature failures of the final drive converter output speed is directly proportional to
or of the differential. the torque that is transmitted through the torque
converter. Therefore, as torque converter output
The event will be recorded in the Transmission ECM speed increases, desired engine speed is reduced.
as Transmission Abuse. Limiting the actual engine speed has the effect of
reducing torque that is being developed by the engine
and transmitted through the torque converter.
16 KENR8370
Systems Operation Section

Speed Limiting i03671567

Cold Mode for the Transmission Transmission Control

Refer to Service Manual , Temperature Sensor SMCS Code: 3065
(Transmission Oil).
Inputs for the Chassis ECM that are
Cold Mode for the Differential
Used by the Transmission ECM
Until the differential oil temperature is warm enough to
allow proper lubrication of the rear axle components, The following inputs to the Chassis ECM are also
the Transmission ECM will limit the top speed of the used by the Transmission ECM:
transmission. When the temperature of the differential
oil is below 4 C (25 F), the Transmission ECM will Shift Lever
limit the speed to FIFTH gear. When the temperature
of the differential oil is between 4 C (25 F) and
24 C (75 F) the Transmission ECM will limit the
speed to SIXTH gear.

Fail In Gear Protection

When there is a loss of electrical power to the
Transmission ECM or to the supply solenoids for the
transmission, the engaged clutches will latch in gear.
When a clutch latches in gear, the control valve for
latching the clutch allows full pump pressure to flow
to the clutch. The full pump pressure will keep the
clutch engaged. Latching the clutches allows the
truck to be driven when there is a loss of electrical
power for the transmission. Latching the clutches
also prevents a shift into a wrong gear when the
ground speed is too high.

Transmission ECM Logged Events

The following events are logged by the Transmission
ECM:

Coasting In Neutral
Transmission Abuse
g02000334
Illustration 13
Coasting In Neutral (1) Shift lever

If the operator coasts in NEUTRAL gear at speeds The shift lever (1) is mechanically positioned. The
above 19.3 km/h (12 mph), engine speed will shift lever (1) provides the Chassis Electronic Control
increase to 1300 RPM and an event will be logged Module (Chassis ECM) with information about the
by the Transmission ECM as a Coasting In Neutral position of the shift lever (1). The Chassis ECM
Event. Refer to this Systems Operation module then sends this information to the Transmission
Neutral Coast Inhibiting. Electronic Control Module (Transmission ECM). The
Transmission ECM uses this information in order to
Transmission Abuse determine the correct speed for the transmission.

If the operator shifts from NEUTRAL gear to FIRST Manual Shifting

gear or to REVERSE gear with the engine speed
above 1500 RPM, the Desired Engine Speed will be In the manual shifting mode, the Transmission
momentarily reduced to low idle and an event will be Electronic Control Module keeps the transmission
logged by the Transmission ECM as a Transmission in the same gear that has been selected. Manual
Abuse Event. Refer to this Systems Operation operation includes REVERSE, NEUTRAL, and
module Directional Shift Management. FIRST gears. The maximum forward gear is also the
minimum automatic gear.
KENR8370 17
Systems Operation Section

Automatic Shifting When the hoist control is released a spring will move
the hoist control from the RAISE position to the
The Transmission ECM provides fully automatic HOLD position or from the LOWER position to the
shifting from the minimum automatic gear to the top FLOAT position.
gear limit.
Hoist Position Sensor
In the automatic shifting mode, the operator sets
shift lever (1) to the maximum gear range that
is desired. All of the automatic upshifts and the
automatic downshifts are dependent on the speed of
the machine. The automatic upshifts and automatic
downshifts are preprogrammed in the Transmission
ECM for each gear. The shift points are raised slightly
by the use of the retarder or by the service brakes.
During normal shifting, the Transmission ECM does
not allow a turnaround shift until approximately
4.5 seconds after a shift occurs. This delay allows
mechanical conditions to stabilize before an opposite
shift occurs. This delay also allows hydraulic
conditions to stabilize before an opposite shift occurs.
Inputs from the service/retarder brake and from the
g01928655
parking and secondary brake eliminate this feature. Illustration 15
Location of the hoist control position sensor
Hoist Control
The position sensor for the hoist control is located
in the center operator's console. The hoist control
position sensor is a Pulse Width Modulation position
sensor. The hoist control postion sensor sends duty
cycle signals to the Power Train Electronic Control
Module (Power Train ECM).

The Power Train ECM uses these signals to energize

the appropriate hoist proportioning solenoid on
the hoist control valve. These hoist propertioning
solenoids will move the spool in the hoist control
valve. This will cause oil to be sent to the hoist
cylinders in order to move the dump body.

The signal from the hoist control position sensor is

also used to neutralize the transmission. The Power
Train ECM will allow only a forward speed position
or the NEUTRAL position when the hoist control
position sensor is in the RAISE position. The Power
Train ECM will not allow a shift to the REVERSE
position until the hoist control position sensor has
Illustration 14
g01950618 been moved from the RAISE position and the
transmission shift lever is in the NEUTRAL position.
(1) LOWER position
(2) FLOAT position
(3) HOLD position Note: If the machine is in REVERSE and the hoist
(4) RAISE position position sensor is in the RAISE position the Power
Train ECM will shift the transmission to NEUTRAL.
The hoist control is located to the right of the The machine will remain in NEUTRAL until the
operator's seat. The hoist control has four positions: hoist control is moved into the HOLD or the FLOAT
RAISE, HOLD, FLOAT, and LOWER. The machine position and the transmission control has been cycled
should normally be operated with the hoist control in through NEUTRAL.
the FLOAT position.

The hoist control is connected to the hoist control

position sensor. The hoist control position sensor
sends electrical signals to the Chassis Electronic
Control Module. See the hydraulic system System
Operation, Position Sensor (Hoist Control) for
additional information.
18 KENR8370
Systems Operation Section

Dump Body Position Sensor The signal from dump body position sensor (2) is also
used to control the SNUB position of the hoist control
valve. The Power Train ECM will signal the hoist
proportioning solenoids to move the hoist control
valve to the SNUB position when the dump body
that is being lowered nears the frame. The speed in
FLOAT is reduced in the SNUB position in order to
prevent the dump body from contacting the frame
too hard.

The signal from the dump body position sensor (2) is

used to provide warnings to the operator when the
truck is moving with the dump body UP.

i03671398
g00498361
Illustration 16
Electronic Control
(1) Rod
(2) Dump body position sensor (Transmission Gear Indicator)
Dump body position sensor (2) is located on the left SMCS Code: 7459
rear frame near the pivot pin for the dump body.
The rod (1) is connected between the dump body
position sensor (2) and the dump body. When the
dump body is raised, the rod (1) rotates the dump
body position sensor (2), which changes the Pulse
Width Modulated signal that is sent to the Power
Train Electronic Control Module (Power Train ECM).
The adjustment of the rod between the sensor and
the dump body is very important. The length of the
rod should be 360.0 3.0 mm (14.17 0.12 inch)
from the center of both rod ends.

After rod (1) has been adjusted, the Power Train

ECM will perform a calibration. The dump body
position sensor (2) is calibrated by the Power Train
ECM when all of the following conditions exist:

The engine is running for one minute with no

ground speed.

The hoist control is in the FLOAT position.

g02000314
Illustration 17
The signal from the dump body position sensor is 6 (1) Location of the transmission gear indicator
degrees different from the previous calibration.
Regardless of the position of the transmission
The duty cycle output must be less than 20 percent. control, the transmission gear indicator will display
the current operating gear of the transmission. The
Dump body position sensor (2) is used to limit the top
indicator is located in the front instrument panel
gear while the dump body is up. The Power Train under the tachometer.
ECM comes from the factory with the top gear value
that is set to FIRST gear. The transmission will not
shift past FIRST gear until the dump body is down.
The top gear value is programmable by utilizing the
Electronic Control Analyzer Programmer (ECAP) or
the Electronic Technician (ET). The top gear value
can be changed to SECOND gear, THIRD gear, or
FOURTH gear.
KENR8370 19
Systems Operation Section

i03671375 i03671377

Speed Sensor (Torque Speed Sensor (Transmission

Converter Output) Output)
SMCS Code: 3141-OJ SMCS Code: 3175

g01905654 g01902547
Illustration 18 Illustration 19
(1) Torque converter output speed sensor (1) Transmission output speed sensors

The torque converter output speed sensor (1) is The two transmission output speed sensors (1) are
a passive magnetic speed sensor. The torque located behind a cover plate on the front side of the
converter output speed sensor (1) generates an AC differential housing. The transmission output speed
current from the teeth on the torque converter output sensors (1) are passive magnetic sensors. Two
shaft. The Transmission ECM recalculates this signal transmission output speed sensors (1) are used in
in order to correspond to the ground speed of the order to provide a redundant signal. The sensors are
machine. This information and the information from also used in order to improve the reliability of the
the shift lever switch allows the transmission to signals from the transmission output speed sensors
automatically shift when the ground speed changes. (1). The Transmission ECM compares the two signals
and diagnoses if one of the signals is invalid. An
Also, there are two transmission output speed invalid signal can result from a signal that is out of
sensors that send a similar signal to the Transmission the range or from noise that is in the signal. If the
ECM. The Transmission ECM uses these signals to transmission ECM determines that the signal from
determine when the transmission should be shifted. the transmission output speed sensor (1) is invalid,
The Transmission ECM analyzes these signals in the last valid speed value is used. The transmission
order to determine if one signal contains electrical output speed sensors (1) generate an AC current
noise or if one signal is invalid. The Transmission from the teeth on the shaft of the differential. The
ECM requires two of the signals to be valid before a Transmission ECM recalculates this signal in order to
transmission shift can be made. correspond to the ground speed of the machine. This
information and the information from the shift lever
Usually, the transmission will not shift into a higher switch allows the transmission to automatically shift
speed than the speed that is selected on the when the ground speed changes.
transmission control. During overspeed conditions,
the transmission will upshift by one gear or the Also, the torque converter output speed sensor
Transmission ECM will unlock the torque converter. sends a similar signal to the Transmission ECM. The
Transmission ECM uses these signals to determine
When the signals from the torque converter output when the transmission should be shifted. The
speed sensor (1) and from the transmission output Transmission ECM analyzes these three signals in
speed sensors indicate a downshift, the Transmission order to determine if one signal contains electrical
ECM will automatically downshift. noise or if one signal is invalid. The Transmission
ECM requires two of the signals to be valid before a
transmission shift can be made.

Usually, the transmission will not shift into a higher

speed than the speed that is selected on the
transmission control. During overspeed conditions,
the transmission will upshift by one gear or the
Transmission ECM will unlock the torque converter.
20 KENR8370
Systems Operation Section

When the signals from the speed sensors for the

torque converter and the transmission indicate a
downshift, the Transmission ECM will automatically
downshift.

Transmission Intermediate Speed

Sensor

g01902548
Illustration 20
The transmission intermediate speed sensor is applicable to (S/N:
JSM1-197).
(2) Transmission intermediate speed sensor

The transmission intermediate speed sensor (2) is

not used at this time. The transmission intermediate
speed sensor (2) is used only for purposes of product
support development.

i03671741

Torque Converter and

Transmission Hydraulic
System
SMCS Code: 3000; 3100; 3101; 4000
KENR8370 21
Systems Operation Section

Schematic

g01998833
Illustration 21
Power train hydraulic schematic
(1) Pump drive (9) Torque converter (17) Transmission magnetic screen
(2) Modulating valve (torque converter (10) Transmission rear module (18) Power train oil cooler
lockup clutch) (11) Diffuser (19) Transmission front module
(3) Torque converter inlet relief valve (12) Filter for the charge oil for the torque (20) Suction log
(4) Torque converter outlet relief valve converter (21) Torque converter charge pump section
(5) Breather (13) Torque converter outlet screen (22) Transmission lubrication pump section
(6) Transmission charging filter (14) Screen (23) Transmission charge pump section
(7) Transmission hydraulic control (15) Lubrication relief valve (24) Transmission scavenge pump section
(8) Torque converter lockup clutch (16) Magnetic screen
22 KENR8370
Systems Operation Section

Location Of Components

g01998834
Illustration 22
Left side view of the torque converter lines
(1) Pump drive (9) Torque converter (14) Screen
KENR8370 23
Systems Operation Section

g01998836
Illustration 23
View A-A
(2) Modulating valve (torque converter (13) Torque converter outlet screen (25) Bypass switch for torque converter
lockup clutch) (16) Magnetic screen outlet screen
(3) Torque converter inlet relief valve (21) Torque converter charge pump section (26) Bypass switch for filter for the charge
(4) Torque converter outlet relief valve (22) Transmission lubrication pump section oil for the torque converter
(12) Filter for the charge oil for the torque (23) Transmission charge pump section
converter (24) Transmission scavenge pump section
24 KENR8370
Systems Operation Section

g01998837
Illustration 24
Left side of power train oil lines
(6) Transmission charging filter (12) Filter for the charge oil for the torque (17) Transmission magnetic screen
(9) Torque converter converter (19) Transmission front module
(10) Transmission rear module (15) Lubrication relief valve
KENR8370 25
Systems Operation Section

g01998838
Illustration 25
View B-B (Top view of power train oil lines)
(6) Transmission charging filter (7) Transmission hydraulic control (15) Lubrication relief valve
26 KENR8370
Systems Operation Section

i03671407 i03671409

Gear Pump (Torque Converter Gear Pump (Transmission

Charging and Transmission Charging and Scavenge)
Lubrication) SMCS Code: 5073
SMCS Code: 5073

g02000113
Illustration 27
g01983136 Rear of the torque converter
Illustration 26
(1) Charging section for the transmission
Rear of the torque converter
(2) Scavenge section
(1) Charging section for the torque converter
(2) Transmission lubrication section
The oil pump for the transmission charging system
and scavenge lines is located on the left side of the
The oil pump for the torque converter charging circuit
rear of the torque converter. The following sections
and the transmission lubrication circuit is located are the two sections of the oil pump:
on the right side of the rear of the torque converter.
The following sections are the two sections of the
oil pump: Transmission charging section (1)
Scavenge section (2)
Torque converter charging section (1)
Transmission charging section (1) is the front section
Transmission lubrication section (2) of the oil pump and scavenge section (2) is the rear
section of the oil pump. The pump is driven by a gear
Torque converter charging section (1) is the front on the torque converter.
section of the oil pump and transmission lubrication
section (2) is the rear section of the oil pump. The
Scavenge section (2) draws oil from the magnetic
pump is driven by a gear on the torque converter. screen that is located at the bottom of the
The two pump sections draw oil from the magnetic
transmission case. This pump section returns the
scavenge screen in the torque converter case
oil to the torque converter through a diffuser that is
reservoir. located behind the inlet cover.
Charging section (1) for the torque converter sends
Transmission charging section (1) draws oil from
the oil to the torque converter oil filter. The oil then the magnetic scavenge screen in the torque
flows to the inlet relief valve. The oil then flows to the
converter case reservoir. Charging section (1) for
torque converter. A small amount of this oil lubricates
the transmission sends oil to the transmission oil
the oil pump drive. filter. Some of the oil from the transmission oil filter
will flow to the modulating valve for the torque
Transmission lubrication section (2) sends oil for the
converter lockup clutch. The rest of the oil flows to
lubrication of the transfer gears and the transmission. the transmission hydraulic control. The oil is used to
The excess oil leaks to the bottom of the transmission
activate the transmission clutches.
case.
KENR8370 27
Systems Operation Section

i03671417

Oil Filter (Torque Converter)

SMCS Code: 5068-VC

g01999898
Illustration 28
Location of the torque converter oil filter
(1) Torque converter oil filter
(2) Auxiliary port
(3) Pressure port for sensor
(4) Oil sample port
(5) Inlet
28 KENR8370
Systems Operation Section

g01999594
Illustration 29
Components of the torque converter oil filter
(2) Auxiliary port (5) Inlet (8) Elements
(3) Pressure port for sensor (6) Outlet
(4) Oil sampling port (7) Housing

Torque converter oil filter (1) is fastened to the right There are three ports that are located on the torque
side of the rear of the torque converter. Oil from the converter oil filter. The first port (4) is used to take oil
hydraulic tank goes to the pump section for the torque samples. The left port (2) is an auxiliary port. The
converter. The pump section for the torque converter right port (3) is used for a pressure sensor.
sends oil to the torque converter oil filter (1).
KENR8370 29
Systems Operation Section

Oil flows through inlet (5). The oil fills the space i03671413
between the inside of housing (7), and elements
(8). During normal operation, the oil goes through Torque Converter Inlet and
elements (8) and through outlet (6). The oil then goes Outlet Relief Valves
to the torque converter.
SMCS Code: 3133; 3182
Elements (8) stop any debris that is in the oil.

Correct maintenance must be used to be certain that

elements (8) do not become full of debris. Debris
in elements (8) will stop the flow of clean oil to the
hydraulic system.

i03671379

Oil Cooler (Power Train)

SMCS Code: 1374-PWT

g01982974
Illustration 31
Location of the torque converter relief valves
(1) Torque converter outlet relief valve
(2) Torque converter inlet relief valve
(3) Pressure tap for the drain
(4) Pressure tap (oil inlet)
(5) Pressure tap (oil outlet)
(6) Pressure tap for the oil cooler
(7) Adjustment screw cover

Oil flows from the torque converter pump and

the transmission pump and the oil enters torque
g02000084
converter inlet relief valve (2). The inlet relief valve
Illustration 30 limits the maximum pressure of the supply oil to the
Location of power train oil coolers torque converter. The pressure at torque converter
(1) Power train oil cooler inlet relief valve (2) can be measured at pressure tap
(4). Normally, the pressure at the inlet relief valve will
Power train oil coolers (1) are located on the right be slightly greater than the pressure at the outlet
side of each frame rail. One power train oil cooler is relief valve. Pressure tap (3) will show pressure of
mounted on the inside of the frame while the other the drain oil. This tap will not normally be used.
power train oil cooler is mounted on the outside of
the frame. Oil flows through torque converter inlet relief valve (2)
and the oil then enters the torque converter. Some
On each power train oil cooler, jacket water coolant of the oil will leak through the torque converter. This
flows through the oil coolers (1). Then, the coolant oil will fall to the bottom of the housing. Most of the
will enter the engine block at the right rear of the oil in the torque converter is used to provide a fluid
engine module. coupling and flows through torque converter outlet
relief valve (1). The outlet relief valve will maintain the
Oil flows from the outlet relief valve to the torque minimum pressure inside the torque converter. The
converter screen to power train oil coolers (1). Then, torque converter outlet relief valve (1) maintains the
the oil flows from the oil coolers back to the suction oil level that is in the torque converter. This prevents
log for the torque converter. cavitation.
30 KENR8370
Systems Operation Section

The pressure for torque converter outlet relief

valve (1) can be measured at pressure tap (5). The
pressure of the outlet relief valve will vary significantly
with the oil temperature.

Pressure tap (6) will show outlet pressure of the oil

that is going to the cooler. This tap will not normally
be used.

The inlet relief valve and the outlet relief valve

can be adjusted with adjustment screws that are
located behind adjustment screw covers (7). These
adjustment screw covers (7) are located on the ends
of the valves.

g02022440
Illustration 32
Inlet relief valve and outlet relief valve
(3) Pressure tap for the drain (5) Pressure tap (oil outlet) (10) Slug
(4) Pressure tap (oil inlet) (8) Check valve (11) Orifice
(6) Pressure tap for the oil cooler (9) Adjustment screw (12) Spool

Inlet relief valve (2) and outlet relief valve (1) are The supply oil to the relief valve flows through orifice
identical. The valves are adjusted to a different (11) in spool (12). The oil then goes past check valve
pressure setting. The pressure setting depends on (8) and the oil enters the slug chamber. Check valve
the function of the valve. (8) will dampen the movement of spool (12). This will
reduce the possibility that the valve will rattle and
the pressure will flutter. Oil pressure moves slug
(10) in the left end of spool (12) to the left and spool
(12) moves to the right against the spring force. Slug
(10) reduces the effective area of spool (12) that is
contacted by the oil pressure. Because of the reduced
effective area, a smaller, more sensitive spring can
be used. Relief pressure will be equal to the force of
the spring on the right end of spool (12). The spring
force can be adjusted with adjustment screw (9).
KENR8370 31
Systems Operation Section

i03671565

Modulating Valve (Torque

Converter Lockup Clutch)
SMCS Code: 3139-VC

g02000094
Illustration 33
(1) Modulating valve for the torque converter lockup clutch

The Transmission ECM provides a Pulse Width

Modulated signal (PWM signal) to the solenoid of
the modulating valve for the torque converter lockup
clutch (1). The PWM signal allows the lockup clutch
pressure to be modulated.
32 KENR8370
Systems Operation Section

Deactivated

g02016655
Illustration 34
Modulating valve torque converter lockup clutch
(2) Solenoid (5) Passage (8) Passage to tank
(3) Pin (6) Spool (9) Passage to the transmission clutch
(4) Ball (7) Spring (10) Passage from the pump

When solenoid (2) of the modulating valve for the

torque converter lockup clutch is deactivated, pump
pressure from the pump section for the transmission
of the transmission charging and scavenge gear
pump flows into passage (10). Spool (6) blocks
passage (9) to the lockup clutch. Pressure oil flows
through passage (5) to ball (4). The oil flows past ball
(4) to the torque converter sump through passage
(8). The machine is in torque converter drive.
KENR8370 33
Systems Operation Section

Activated

g02016774
Illustration 35
Modulating valve torque converter lockup clutch
(2) Solenoid (5) Passage (8) Passage to tank
(3) Pin (6) Spool (9) Passage to the transmission clutch
(4) Ball (7) Spring (10) Passage from the pump

When solenoid (2) of the modulating valve for the

torque converter lockup clutch is activated, pin (3)
moves to the right. Pin (3) pushes ball (4) to close
passage (8) to the torque converter sump. Pump
pressure flows into passage (5). The pressure
increases since passage (8) is closed. Spool (6)
moves to the right against spring (7). Pump oil
pressure is allowed to flow to passage (9) to the
lockup clutch. The Transmission ECM opens the
passage and the Transmission ECM closes the
passage at ball (4) in order to maintain the correct
lockup clutch pressure. The machine is in direct drive.
34 KENR8370
Systems Operation Section

i03671382 i03671384

Torque Converter Case Torque Converter

Reservoir SMCS Code: 3101; 3102; 3129; 3130; 3131; 3134;
3135; 3136
SMCS Code: 3101
The torque converter is driven by the engine flywheel.
The torque converter provides a fluid coupling that
permits the engine to run when the truck is stopped.
In the drive, the torque converter multiplies engine
torque to the transmission. At higher ground speeds,
the lockup clutch engages in order to provide direct
drive.

The following major power train components are

mounted on the torque converter housing:

Torque converter inlet relief valve

Torque converter outlet relief valve
Modulating valve (torque converter lockup clutch)
Gear pump (transmission charging and scavenge)
Gear pump (torque converter charging and
transmission lubrication)
g01998797
Illustration 36
Torque converter case reservoir Oil filter (torque converter charging)
The torque converter sump is located behind the Torque converter outlet screen
engine. Oil for the torque converter system and for
the transmission hydraulic system is supplied by the Torque converter magnetic screen
torque converter sump.
Note: For more information on the major power
The torque converter sump has two sight gauges. train components that are mounted on the torque
When the oil is cold, use the bottom sight gauge to converter housing, refer to this Power Train Systems
check the oil level. Operation, Power Train System.

NOTICE The torque converter consists of an impeller, a

The oil level when cold should only be checked with turbine, a lockup clutch, and a stator with a one-way
the engine stopped. clutch. The lockup clutch permits the machine to
operate in direct drive in order to keep the power
loss at a minimum. The one-way clutch holds the
When the oil is at operating temperature, use the top stator when the torque converter drive is used. The
sight gauge to check the oil level. one-way clutch allows the stator to turn freely when
the torque converter drive is not used.
NOTICE
The oil level at operating temperature should only be The torque converter housing is fastened to the
checked with the engine running. flywheel housing. The flange of the output shaft of
the torque converter is connected to the drive shaft.

See the Operation and Maintenance Manual for

lubricant viscosities and for refill capacities.

The torque converter sump, the transmission case

reservoir, and the pump drive are vented to an air
breather. The air breather is located on the vertical
frame member on the right side of the truck.
KENR8370 35
Systems Operation Section

The transmission is driven by the torque converter in Inside of the Torque Converter
NEUTRAL and in REVERSE. In FIRST speed, torque
converter drive is used at lower ground speeds. In
FIRST speed, direct drive is used at higher ground
speeds. The lockup clutch is activated in FIRST
speed by the Transmission Electronic Control Module
(Transmission ECM) according to the ground speed
or according to the engine speed. During shifts from
FIRST speed through SIXTH speed, torque converter
drive is momentarily activated in order to allow
smoother shifts. When the transmission clutches
are engaged, the lockup clutch engages and the
transmission is in direct drive.

Table 2
Operation of the Torque Converter For
Transmission Speed
Transmission Torque Direct Drive
Speed Converter Drive with an
Engaged
Lockup Clutch
Reverse X g00932464
Illustration 37
Neutral X View of rear housing for torque converter
First X X (1) Oil passage for torque converter lockup clutch
(2) Oil passage for torque converter outlet screen
Second X (3) Oil passage for torque converter inlet
(4) Driven gears for transmission oil pumps
Third X (5) Oil passage for torque converter magnetic screen
Fourth X
Fifth X
Sixth X
Seventh X

g00932468
Illustration 38
View of torque converter in the front housing
(6) Oil passage for torque converter inlet
(7) Oil passage for torque converter lockup clutch
(8) Drive gear for transmission oil pumps
36 KENR8370
Systems Operation Section

g01998813
Illustration 39
(9) Transmission oil return port
(10) Suction tubes

Torque converter charging oil enters the torque

converter through passage (3) and through passage
(6) before exiting through torque converter outlet
screen (2). Oil for the torque converter lockup clutch
enters the torque converter through passage (1)
and through passage (7). Oil for the transmission
oil pumps is pulled through the torque converter
magnetic screen and through passage (5) from the
three suction tubes (10), which are at the bottom of
the rear housing for the torque converter. Drive gear
(8) turns driven gears (4), which are connected to the
transmission oil pumps.

Oil that is scavenged from the bottom of the

transmission case is returned to the torque converter
through transmission oil return port (9). After traveling
through transmission oil return port (9), the oil goes
through a diffuser that is located behind the rear
housing of the torque converter.
KENR8370 37
Systems Operation Section

Torque Converter Drive

g01998816
Illustration 40
(11) Rotating housing (15) Outlet passage (22) Hub
(12) Turbine (16) Carrier (23) Inlet passage
(13) Impeller (17) Output yoke
(14) Drive gear for the torque converter (18) Output shaft
charging and transmission lubrication (19) Hub
gear pump and for the transmission (20) Lockup clutch
charging and scavenge gear pump (21) Stator
38 KENR8370
Systems Operation Section

The engine flywheel turns rotating housing (11) which As the speed of turbine (12) approaches the speed
turns impeller (13). The impeller directs the oil to the of impeller (13), the force of hydraulic oil overcomes
blades of turbine (12). This will cause the turbine the force of the rollers (26) that are wedged. The
to turn. The turbine directs the oil to stator (21). hydraulic oil acts in a clockwise direction on stator
This causes the stator to try to turn in the opposite (21). Stator (21) then free wheels in the same
direction of the turbine. The movement of the stator direction as impeller (13) and turbine (12). Stator
causes the rollers of one-way clutch (22) to move (21) also free wheels when the speed of turbine
between stator (21) and the carrier for the stator. The (12) exceeds the speed of impeller (13). This occurs
action of the one-way clutch keeps the stator from during downhill coasting when the transmission is
rotation in the opposite direction of the turbine (12). engaged.
The stator now directs most of the oil back to impeller
(13). The remainder of the oil goes out of the torque
converter through outlet passage (15). The oil, that
goes back to impeller (13) from stator (21), moves
in the same direction as the rotation of the impeller.
Since this oil is moving in the same direction as the
impeller, the torque output from the torque converter
is multiplied.

Turbine (12) turns hub (19). Hub (19) turns output

shaft (18). Power is sent through the output yoke (17)
to the drive shaft and to the transmission.

One-Way Clutch

g01998819
Illustration 41
(21) Stator
(24) Race
(25) Cam for the one-way clutch
(26) Rollers
(27) Cage
(28) Spring
(29) Slot

The one-way clutch functions in order to keep the

stator stationary up to higher torque converter output
speeds. Stator (21) is connected to cam (25) through
splines. As a result, stator (21) rotates with cam
(25), and race (24) is stationary. Roller cage (27)
is located between cam (25) and race (24). Spring
(28) is partially inserted in a tab at the top and at the
bottom of cage (27). At lower turbine speeds, spring
(28) forces the tab of cage (27) to the right in slot
(29). This forces roller cage (27) to rotate clockwise.
Then, rollers (26) move against the surfaces of cam
(25). The rollers will wedge between cam (25) and
race (24). This action locks stator (21) to race (24)
which is stationary. The stator then returns oil to the
impeller which multiplies the torque output of the
torque converter.
KENR8370 39
Systems Operation Section

Direct Drive

g01998822
Illustration 42
(11) Rotating housing (15) Outlet passage (22) Hub
(12) Turbine (16) Carrier (23) Inlet passage
(13) Impeller (17) Output yoke (31) Inlet passage for lockup clutch oil
(14) Drive gear for the torque converter (18) Output shaft (32) Piston
charging and transmission lubrication (19) Hub (33) Disc
gear pump and for the transmission (20) Lockup clutch (34) Plate
charging and scavenge gear pump (21) Stator
40 KENR8370
Systems Operation Section

Lockup Clutch i03671385

Lockup clutch (20) is part of the torque converter. Transmission

Lockup clutch (20) is located between the engine
flywheel and turbine (12). Lockup clutch (20) is SMCS Code: 3030
engaged when the transmission is in SECOND
through SEVENTH speeds. Lockup clutch (20) will
engage in FIRST speed as the output speed of the
transmission increases. When lockup clutch (20)
is engaged, impeller (13) and turbine (12) turn at
the same speed as the engine and there is no loss
of power in the torque converter. The connection
between the engine and the transmission is now
direct.

The main components of lockup clutch (20) are

piston (32), plates (34), and discs (33).

Operation
Rotating housing (11) is connected to the engine
flywheel by splines. Rotating housing (11) is fastened
to impeller (13) by bolts. Piston (32) and plates
(34) are also connected to rotating housing (11)
by splines. Discs (33) and output shaft (18) are
connected to hub (19) by splines. Turbine (12) is g00934651
fastened to hub (19). Illustration 43
View of transmission
The Transmission Electronic Control Module (1) Transmission lubrication valve
activates the lockup clutch solenoid. The modulating (2) Transmission filter
valve for the lockup clutch sends pressure oil through
inlet passage (21). The oil goes through a passage Power flows from the torque converter to the
in the center of output shaft (8). The oil then goes transmission through a drive shaft. The transmission
through a passage in rotating housing (1) to piston is mounted to the rear axle housing. The output
(22). The pressure of the oil causes piston (32) to shaft of the transmission engages the pinion gear of
move toward disc (33). This causes plates (34) the differential. Power from the transmission flows
and discs (33) to be held together. Plates (34) and through the differential. The power divides equally to
discs (33) will now turn at the same speed. The the final drives that are in the rear wheels.
clutch becomes a direct connection between rotating
housing (11) through hub (19) to output shaft (18). The transmission is electronically controlled and
hydraulically operated. The Transmission ECM and
This causes turbine (12) and impeller (13) to turn the Chassis ECM analyze inputs that are received
at the same speed. Stator (21) turns freely. At this from various sensors and switches. The Transmission
time, the torque converter is not in operation and the ECM will then energize the solenoids that control the
machine is in direct drive. flow of oil to the transmission clutches.

The flow of power is from rotating housing (11), The power shift transmission is a planetary design
through lockup clutch (20), hub (19), output shaft that contains seven hydraulically engaged clutches.
(18), and output yoke (17). The power goes directly The transmission provides seven forward speeds
through the torque converter to the drive shaft. The and one reverse speed.
drive shaft sends the power to the transmission.
Transmission filter (2) is mounted on the front
When the lockup clutch (20) is not engaged, the transmission case. Transmission lubrication valve (1)
operation of the torque converter is in torque is mounted on the rear transmission case.
converter drive.
KENR8370 41
Systems Operation Section

Transmission Planetary Groups Oil from the transmission section of the pump flows
through port (7) to the transmission filter (2). Oil flows
through the transmission filter (2) to the transmission
control valves. When the solenoids for the control
valves are energized by the Transmission ECM, oil
flows to the transmission clutches. Oil also flows from
the transmission filter (2) to the modulating valve
for the torque converter lockup clutch. Oil from the
transmission charging section of the pump is used
in order to engage the lockup clutch which provides
direct drive.

After the lockup clutches are engaged, most of the

transmission charging oil flows out of a port on
the right front side of the transmission case and to
the torque converter inlet relief valve. Oil from the
g00934664
Illustration 44 transmission section of the pump joins with oil from
Front and rear transmission planetary groups the torque converter section of the pump. This oil is
(3) Input shaft
used by the torque converter in order to provide a
(4) Front transmission planetary group fluid coupling.
(5) Rear transmission planetary group
(6) Output shaft Oil from the transmission lubrication section of the
pump flows through port (8) to the transmission
The transmission contains two planetary groups. lubrication valve (1). Oil flows through transmission
Power flows from the torque converter through input lubrication valve (1) to the rear transmission planetary
shaft (3) to front transmission planetary group (4). group and through port (9) to the front transmission
Clutches one, two, and three are in front transmission planetary group. Lubrication oil is used in order to
planetary group (4). cool and lubrication oil is used to lubricate the gears,
bearings, and clutches in the transmission planetary
Rear transmission planetary group (5) sits behind groups. Oil from the transmission section of the
front transmission planetary group (4). Clutches four, pump and transmission lubrication oil that falls to the
five, six, and seven are in rear transmission planetary bottom of the transmission case is scavenged from
group (5). Power flows from front transmission the case through two magnetic screens located in
planetary group (4) to rear transmission planetary housing (10). The scavenge oil returns to the torque
group (5) and to output shaft (6). Output shaft (6) converter housing through a diffuser.
drives the pinion gear of the differential.

Transmission Operation

g01962166
Illustration 45
View of transmission
(1) Transmission lubrication valve
(2) Transmission filter
(7) Port
(8) Port
(9) Port
(10) Housing
42 KENR8370
Systems Operation Section

Transmission Clutch Engagement

g01998794
Illustration 46
(11) Clutch modulating valves (12) Transmission main relief valve

When the solenoid for clutch modulating valve (11)

is energized, transmission charging oil flows to the
clutch.
KENR8370 43
Systems Operation Section

i03671418

Oil Filter (Transmission)

SMCS Code: 3067

g01999457
Illustration 47
Location of the transmission oil filter
(1) Transmission oil filter
(2) Auxiliary port
(3) Pressure port for sensor
(4) Oil sample port
(5) Inlet
44 KENR8370
Systems Operation Section

g01999594
Illustration 48
Components of the transmission oil filter
(2) Auxiliary port (5) Inlet (8) Elements
(3) Pressure port for sensor (6) Outlet
(4) Oil sampling port (7) Housing

Transmission oil filter (1) is fastened to the front left There are three ports that are located on the
side of the transmission. Oil from the torque converter transmission oil filter. The first port (4) is used to take
goes to the pump section for the transmission. The oil samples. The left port (2) is an auxiliary port. The
pump section for the transmission sends oil to the right port (3) is used for a pressure sensor.
transmission oil filter (1).
KENR8370 45
Systems Operation Section

Oil flows through inlet (5). The oil fills the space
between the inside of housing (7), and elements
(8). During normal operation, the oil goes through
elements (8) and through outlet (6). The oil then goes
to the transmission controls.

Elements (8) stop any debris that is in the oil.

Correct maintenance must be used to be certain that

elements (8) do not become full of debris. Debris
in elements (8) will stop the flow of clean oil to the
hydraulic system.

i03671411

Magnetic Screen
(Transmission)
SMCS Code: 3067; 5068

g01904935
Illustration 50
Construction of the magnetic screen
(3) O-ring seal
(4) Cover
(5) Housing
(6) Magnets
(7) Tube assembly
(8) O-ring seal
(9) Inlet
(10) Screen
(11) Wave washer

Oil is pulled from the transmission through a magnetic

screen that is inside housing (5). Housing (5) is
g01904934 fastened to the transmission case reservoir. Housing
Illustration 49
(5) is also sealed with O-ring seal (8). Oil from the
Location of the magnetic screens bottom of the transmission case goes through inlet
(1) Magnetic screen (transmission) (9). As the oil flows through tube assembly (7) toward
(2) Outlet the top, the oil flows through the openings that are
between magnets (6). The magnets are installed on
the tube assembly so that the same magnetic ends
are next to each other.

As the oil flows over the magnets, metal particles

are stopped by the magnets. The oil then flows
through screen (10) to outlet (2). Other foreign
particles are stopped as the oil flows through the
screen. The particles are not allowed to go into the
transmission system. The oil flows from outlet (2) to
the transmission scavenge pump section. The oil is
then sent back to the torque converter housing.

Cover (4) can be removed in order to clean out the

magnetic screens. Cover (4) is sealed with O-ring
seal (3).
46 KENR8370
Systems Operation Section

i03671640

Relief Valve (Transmission

Lubrication)
SMCS Code: 3182

g01904433
Illustration 51
View of transmission lubrication valve (1)
(2) Temperature sensor
(3) Pressure tap
(4) Pressure sensor

Transmission lubrication valve (1) is located on the

left side of the transmission.
KENR8370 47
Systems Operation Section

g02022475
Illustration 52
View of transmission lubrication valve (1)
(2) Temperature sensor for transmission (7) Lube relief valve to drain port (10) Port to clutch four and five, port to gear
lubrication (8) Orifice plug trains four, five, and six
(5) Port to front module for the transmission (9) Lubrication pressure tap for clutch six (11) Supply port for the lubrication from
(6) Transmission lubrication relief valve and seven pump

Oil from the transmission lubrication pump section of

the gear pump flows to transmission lubrication valve
(1) through supply port (11). Some of the oil flows to
the front transmission planetary group through the
outlet hose, and the remaining lube oil enters the rear
transmission planetary group.

g01905293
Illustration 53
Transmission lubrication relief valve
(12) Spring
(13) Inlet port
(14) Outlet ports
48 KENR8370
Systems Operation Section

Transmission lubrication relief valve (6) is located

inside transmission lubrication valve (1). Oil flows
into transmission lubrication relief valve (6) through
inlet port (13) and presses against spring (12).
Spring (12) controls the maximum pressure in the
lubrication circuit. When enough pressure exists in
the lubrication circuit to overcome spring (12), the oil
is diverted through outlet ports (14) and drain port (7)
to the transmission sump.

Pressure sensor (4) for transmission lubrication

oil and temperature sensor (2) for transmission
lubrication oil are located on transmission lubrication
valve (1). These sensors provide input signals to
the Transmission ECM. Transmission lubrication
pressure can be measured at pressure tap (3).

Normally, the transmission lubrication pressure that

is measured will be less than the relief valve setting.
Transmission lubrication pressure is equal to the
back pressure that is caused by the transmission
components that are being lubricated.

i03671393

Relief Valve (Transmission

Main)
SMCS Code: 5069-T3

g02022479
Illustration 54
(1) Check ball (4) Pressure tap (drain) (7) Orifice
(2) Pressure tap (transmission relief) (5) Adjustment screw (8) Slug
(3) Transmission main relief valve (6) Spool
KENR8370 49
Systems Operation Section

Supply oil to transmission main relief valve (3) flows

through orifice (7) in spool (6) and past check ball
(1) to the slug chamber. Check ball (1) dampens the
movements of spool (6). This action reduces the
possibility of valve chatter and pressure fluttering. Oil
pressure moves slug (8) in the left end of spool (6)
to the left, and spool (6) moves to the right against
the spring force. Slug (8) reduces the effective area
that can be pushed by the oil pressure. Because of
this reduced effective area, a smaller, more sensitive
spring can be used. Relief pressure will be equal to
the force of the spring that is on the right end of spool
(6). The spring force can be adjusted with adjustment
screw (5).

i03671564

Modulating Valve
(Transmission Clutch
Engaging)
SMCS Code: 3139

g01999993
Illustration 55
(1) Modulating valves for engaging the large transmission clutches
(2) Modulating valves for engaging the small transmission clutches

Modulating valves (1) control the pressure for the

transmission clutches.

The Transmission ECM provides a Pulse Width

Modulated signal (PWM signal) to the modulating
valves (1). The PWM signal allows the transmission
clutch pressure to be modulated.
50 KENR8370
Systems Operation Section

Deactivated

g02022481
Illustration 56
(3) Solenoid (6) Passage (9) Passage to tank
(4) Pin (7) Spool (10) Passage to the transmission clutch
(5) Ball (8) Spring (11) Passage from the pump

When solenoid (3) on the modulating valve is

deactivated, pump pressure from the transmission
charging and scavenge gear pump flows into
passage (11). Spool (7) blocks passage (10) to
the transmission clutch. Pressure oil flows through
passage (6) to ball (5). The oil flows past ball (5) to
the transmission sump through passage (9). The
transmission clutch is disengaged.
KENR8370 51
Systems Operation Section

Activated

g02022482
Illustration 57
(3) Solenoid (6) Passage (9) Passage to tank
(4) Pin (7) Spool (10) Passage to the transmission clutch
(5) Ball (8) Spring (11) Passage from the pump

When solenoid (3) for the modulating valve is

activated, pin (4) moves to the right. Pin (4) pushes
ball (5) to close passage (9) to the transmission
sump. Pump pressure flows into passage (6). The
pressure increases since passage (9) is closed.
Spool (7) moves to the right against spring (8). Pump
oil pressure is allowed to flow to passage (10) to the
transmission clutch. The Transmission ECM opens
the passage and the Transmission ECM closes the
passage at ball (5) in order to maintain the correct
transmission clutch pressure. The transmission
clutch is engaged.
52 KENR8370
Systems Operation Section

i03671390 Front Transmission planetary group

Transmission Planetary (Front
Module)
SMCS Code: 3160-FR

Transmission Planetary Groups

g01903693
Illustration 58
Front and rear transmission planetary groups
(1) Output shaft
(2) Rear transmission planetary group
(3) Front transmission planetary group
(4) Input shaft g01903834
Illustration 59

The transmission contains two planetary groups. Front transmission planetary group (3)
Power flows from the torque converter through input (5) Port
shaft (4) to front transmission planetary group (3). (6) Port
(7) Port
Clutches one, two, and three are in front transmission (8) Transmission intermediate speed sensor
planetary group (3). (9) Port
(10) Third speed clutch
Rear transmission planetary group (2) sits behind (11) Second speed clutch
front transmission planetary group (3). Clutches four, (12) First speed clutch
five, six, and seven are in rear transmission planetary
group (2). Power flows from front transmission First speed clutch (12) is a rotating clutch. Second
planetary group (3) to rear transmission planetary speed clutch (11) and third speed clutch (10) are
group (2) and to output shaft (1). Output shaft (1) located behind first speed clutch (12). Supply oil
drives the pinion gear of the differential. from the electronically controlled clutch valves flows
through port (6) to first speed clutch (12). Port (5)
flows to second speed clutch (11). Port (7) flows to
third speed clutch (10).

Lubrication oil flows from the transmission lubrication

valve, through an orifice, and then through port (9) to
front transmission planetary group (3). Lubrication oil
is used in order to cool all the gears, bearings, and
clutches in front transmission planetary group (3).
Lubrication oil is also used in order to lubricate all the
gears, bearings, and clutches in front transmission
planetary group (3).

Note: Transmission intermediate speed sensor (8)

is not used at this time.
KENR8370 53
Systems Operation Section

i03671388 Rear Transmission planetary group

Transmission Planetary (Rear
Module)
SMCS Code: 3160-RE

Transmission Planetary Groups

g01903694
Illustration 61
g01903693
Illustration 60 Rear transmission planetary group (2)
Front and rear transmission planetary groups (5) Manifold
(6) Fourth speed clutch
(1) Output shaft
(7) Fifth speed clutch
(2) Rear transmission planetary group
(8) Sixth speed clutch
(3) Front transmission planetary group
(9) Seventh speed clutch
(4) Input shaft
(10) Port
(11) Port
The transmission contains two planetary groups.
Power flows from the torque converter through input Fourth speed clutch (6) is a rotating clutch. Fifth
shaft (4) to front transmission planetary group (3). speed clutch (7), sixth speed clutch (8), and seventh
Clutches one, two, and three are in front transmission speed clutch (9) are located behind fourth speed
planetary group (3). clutch (6). Supply oil from the electronically controlled
clutch valves flows through manifold (5) to the four
Rear transmission planetary group (2) sits behind clutches of the rear transmission planetary group (2).
front transmission planetary group (3). Clutches four,
five, six, and seven are in rear transmission planetary Lubrication oil flows from the transmission lubrication
group (2). Power flows from front transmission valve through port (11) to the REVERSE drive train
planetary group (3) to rear transmission planetary bearings. The oil also flows to the following locations:
group (2) and to output shaft (1). Output shaft (1)
drives the pinion gear of the differential. Fourth speed clutch (6)
Fifth speed clutch (7)
The bearings of clutch (6) and clutch (7)
Lubrication oil flows from the transmission lubrication
valve through port (10) to sixth speed clutch (8) and
seventh speed clutch (9).
54 KENR8370
Systems Operation Section

i03671391 Seventh speed clutch

Transmission Hydraulic Fourth speed clutch
Control
Fifth speed clutch
SMCS Code: 3073
Sixth speed clutch
The left hand row of clutch modulating valves (4) that
are shown in Illustration 62 provide oil to the following
clutches (top to bottom):

First speed clutch

Third speed clutch
Second speed clutch
There are two sizes of clutch modulating valves (4).
The first speed clutch and the second speed clutch
have smaller clutch modulating valves (4), since
these clutches require less oil. Clutch modulating
valves (4) for the first speed clutch and for the second
speed clutch operate the same way as the larger
clutch modulating valves.

i03671394
g01998720
Illustration 62
View of transmission hydraulic control
Rear Axle and Final Drive
(1) Outlet tube Hydraulic System
(2) Transmission main relief valve
(3) Clutch modulating valves SMCS Code: 3260; 4050
(4) Tubes
(5) Solenoids
(6) Inlet tube

Transmission charging oil from the transmission

charging section of the pump flows through inlet tube
(6) to the transmission main relief valve (2). The
transmission main relief valve (2) may be adjusted
with a screw that is located behind the cover for the
transmission control valves.

Transmission charging oil is used in order to fill the

clutches. Transmission charging oil is also used
in order to shift the transmission. Some of this oil
drops to the bottom of the housing in order to be
scavenged, but most of the charging oil flows to the
torque converter through outlet tube (1) in order to
provide charging oil for the torque converter.

Oil flows through tubes (4) to the clutches in the rear

transmission planetary group. From the top to bottom
in Illustration 62, the tubes supply oil to clutches
seven, four, five, and six.

The Transmission ECM energizes solenoids (3) for

the seven clutch modulating valves (5) in order to
control the clutch engagement of the transmission.

The right hand row of clutch modulating valves (4)

that are shown in Illustration 62 provide oil to the
following clutches (top to bottom):
KENR8370 55
Systems Operation Section

Schematic

g02000355
Illustration 63
Schematic of rear axle and final drive
(1) Brake/Cooling ECM (6) Screens (11) Pressure switch
(2) Diverter valve for the final drive oil (7) Gear pumps (12) Final drive oil filter
(3) Relief diverter solenoid valve (8) Level of rear axle oil when temperature (13) Pressure sensor
(4) Gear motor for the rear axle oil gear is below 60 C (140 F). (14) Differential oil filter
pump (9) Level of rear axle oil when temperature (15) Temperature sensor
(5) Piston pump for the motor drive for brake is above 60 C (140 F). (16) Differential relief valve
cooling (10) Final drive oil level
56 KENR8370
Systems Operation Section

Flow Of The Lubrication Oil For The Flow Of The Lubrication Oil For The
Final Drive At Normal Operating Final Drive When The Rear Axle Oil
Temperature Temperature Is Below 60 C (140 F)
Normal operating temperature for the rear axle oil When the rear axle oil temperature is below 60 C
is 60 C (140 F). The primary lubrication for final (140 F), Brake/Cooling ECM (1) activates the
drives and for the rear wheel bearings is by splash solenoid for diverter valve (2). When the solenoid is
lubrication. At any instant, half of the components activated, oil from gear pump (7) is diverted to the
in final drives are rotating under oil level (10). The sump for differential oil. If the cold oil was pumped
gears, bearings, and thrust washers receive the to final drives, the compartments for the final drives
required lubrication by rotating through the oil. The would fill with oil. When the oil is cold, the oil has a
final drive components are also lubricated by splash high viscosity. The high viscosity of the oil will cause
lubrication from the rotating components in the final the oil to flow too slowly out of the compartments for
drive. Secondary lubrication of final drives and of the final drives. The sump for the rear axle and the
the rear wheel bearings is by pumping oil to the differential oil sump would run dry. When the oil is
bearings. Gear pump (7) pumps oil from the sump diverted to the sump for the differential, the oil level
for the rear axle through final drive oil filter (12) to for the differential rises to level (8). Diverting the oil
the rear wheel bearings. This oil lubricates the rear has two purposes. First, the compartments for the
wheel bearings, and this oil cools the rear wheel final drives will not be overfilled with oil that is cold.
bearings. This oil flows from the rear wheel bearings Next, the oil in the differential oil sump will rise to
into the compartments of the final drives. Oil in level (8). This allows the bevel gear to agitate the oil.
the compartments for the final drives returns to the When the oil is agitated, the oil temperature will rise
sump for the rear axle by gravity. Before the oil in quickly. Therefore, the oil temperature will be heated
the compartment of the final drives can return to to 60 C (140 F) quickly. Now, normal filtering and
the sump for the rear axle, the oil must flow through normal circulation of the oil can occur.
the holes in the retainer plates for the rear wheel
bearings.
Flow Of The Lubrication Oil For The
The oil that flows from gear pump (7) must pass Differential At Normal Operating
through final drive oil filter (12) for the final drive Temperature
before the oil flows to final drives. When the filter
becomes plugged, unfiltered oil bypasses the filter. Normal operating temperature for the rear axle oil is
This unfiltered oil is dumped into the sump for the 60 C (140 F). Primary lubrication of the differential
rear axle. This prevents contaminated oil from flowing components is by oil flow that is directed to the gears
through the rear wheel bearings and through the final and to the bearings. Oil is pumped from the sump for
drive components. When the oil bypasses the filter, the rear axle by gear pump (7) for differential oil. The
the bypass switch will be activated. An alarm will be oil flows from the gear pump to differential oil filter
registered in the cab. (14). The oil then flows past differential relief valve
(16) to the differential and bevel gear.

During normal operation, the oil in the differential

oil sump will be at oil level (9). Gear pump (7) pulls
oil from the differential oil sump through screen (6).
This oil is then dumped into the sump for the rear
axle. When the differential oil level is at level (9), the
components of the differential and bevel gear do not
dip into the oil. This allows less agitating of the oil to
occur, and the oil will remain cooler.
KENR8370 57
Systems Operation Section

Flow Of The Lubrication Oil For The i03671395

Differential When The Rear Axle Oil Pump Drive

Temperature Is Below 4 C (25 F)
SMCS Code: 3108
When the rear axle oil temperature decreases below
4 C (25 F), the oil will have a high viscosity.
The high viscosity of the oil will not allow the rear
axle oil pump to pump the oil efficiently. When the
temperature of the oil is below 4 C (25 F), the
Brake/Cooling ECM activates solenoid (3) for relief
diverter solenoid valve (3). When solenoid (3) is
activated, oil from gear pump (7) is diverted back
to the hydraulic tank. The relief diverter solenoid
valve (3) allows a small amount of oil to flow in order
to slowly operate gear motor (7). This allows some
lubrication to occur in addition to splash lubrication.

Flow Of The Lubrication Oil For The

g00890729
Differential When The Rear Axle Illustration 64
(1) Yoke
Oil Temperature Is Between 4 C (2) Pump drive
(25 F) and 60 C (140 F) (3) Gear pumps for hoist and brake cooling
(4) Fan drive pump
(5) Steering pump
When the rear axle oil temperature reaches 4 C (6) Brake cooling drive pump
(25 F) and the machine is moving, solenoid (3) is (7) Brake actuation pump
(8) Gear pump for the motor drive for the rear axle oil pump
deactivated. Gear motor (7) turns the rear axle oil
gear pump. However, if the rear axle oil temperature
is less than 60 C (140 F), the viscosity of the
oil will cause differential relief valve (16) to open.
This allows oil from gear pump (7) to dump into
the differential oil sump. This allows less oil to flow
in order to lubricate the gears and bearings in the
differential and bevel gear. Oil flow from gear pump
(7) is diverted to the differential oil sump in order to
allow splash lubrication for the differential.
58 KENR8370
Systems Operation Section

Six pumps are driven by the pump drive. The gear

pumps for the hoist and the gear pumps for the brake
cooling (3) are fastened to bearing cage (13). The
pump is driven by drive gear (12). The brake cooling
drive pump (6), brake actuation pump (7), and the
gear pump for the motor drive for the rear axle oil
pump (8) are fastened to bearing cage (19). The
steering pump (5) and the fan drive pump (4) are
fastened directly to case (9). The steering pump (5)
and fan drive pump (4) are located across from the
brake cooling drive pump (6), the brake actuation
pump (7), and the gear pump for the motor drive for
the rear axle oil pump (8). Driven gear (18) drives
steering pump (5), fan drive pump (4), brake cooling
drive pump (6), brake actuation pump (7), and the
gear pump for the motor drive for the rear axle oil
pump (8).

Lubrication of the pump drive is provided by oil from

the charging section of the torque converter pump.
The oil is sprayed on drive gear (12). Holes in case
(9) will send oil to each bearing. An oil level is kept in
case (9) so that the teeth on driven gear (18) are in
oil. The gears will throw oil in the housing. Extra oil in
case (9) goes through a screen to the transmission
case reservoir.

i03675620

Gear Pump (Brake, Rear Axle

Lubrication)
SMCS Code: 5073
g01998839
Illustration 65
(1) Yoke
(9) Case
(10) Bearings
(11) Shims
(12) Drive gear
(13) Bearing cage
(14) Idler gear
(15) Shims
(16) Shaft
(17) Bearings
(18) Driven gear
(19) Bearing cage
(20) Shims
(21) Bearings

Pump drive (2) is fastened to the inner right side of

the main frame directly behind the flywheel housing
of the engine. The accessory drive gear in the
flywheel housing drives the pump drive shaft. The
pump drive shaft is connected to yoke assembly (1).

Splines connect yoke assembly (1) to drive gear

g01974093
(12). Drive gear (12) turns idler gear (14) which turns Illustration 66
driven gear (18). (1) Gear pump for the shallow retarding arrangement
(2) Pump drive
Shims (11) are used to adjust the end play of drive
gear (12). Shims (15) are used to adjust the end play
of idler gear (14). Shims (20) are used to adjust the
end play of driven gear (18).
KENR8370 59
Systems Operation Section

g01974158
Illustration 69
(1) Gear pump for the steep retarding arrangement (extra
retarding)
(2) Pump drive
(A) Outlet to the brake oil filter
(B) Outlet to the gear motor for the rear axle lubrication

Illustration 67
g01974095 Hydraulic oil flows directly into gear pump (1) from the
(1) Gear pump for the steep retarding arrangement (extra hydraulic tank. Gear pump (1) has two outlets. Outlet
retarding) (A) sends oil to the brake oil filter. Outlet (B) sends oil
(2) Pump drive to the gear motor for the rear axle lubrication.

Gear pump (1) for the brake and rear axle lubrication
is located between the transmission and the frame on i03671400

the right side of the truck. Gear pump (1) is powered

by pump drive (2).
Gear Motor (Rear Axle
Lubrication)
SMCS Code: 5061

g01974155
Illustration 68
(1) Gear pump for the shallow retarding arrangement
(2) Pump drive
g01902837
(A) Outlet to the brake oil filter Illustration 70
(B) Outlet to the gear motor for the rear axle lubrication (1) Pump drive
(2) Gear pump for the rear axle motor drive
(3) Relief valve and unloader valve
60 KENR8370
Systems Operation Section

i03671403

Gear Pump (Rear Axle Oil)

SMCS Code: 4060; 5073

g01902844
Illustration 71
(4) Gear pump for the differential sump scavenge
(5) Gear pump for lubrication for the differential
(6) Gear pump for the final drive lubrication
(7) Gear motor for the rear axle pump drive
g01902319
Illustration 72
Gear motor (7) for the rear axle pump drive drives (1) Suction screen for the rear axle oil
the following three pump sections: (2) Gear pump (final drive lubrication)
(3) Gear pump (lubrication for the differential)
Gear pump (4) for the differential sump scavenge (4) Gear pump (differential sump scavenge)
(5) Gear motor (rear axle pump drive)
Gear pump (5) for the lubrication of the differential
The gear pumps for rear axle lubrication are made up
Gear pump (6) for the final drive lubrication of the following three sections:

Gear motor (7) for the rear axle pump drive is located (2) Gear pump (final drive lubrication)
on the front of the rear axle housing. Gear motor
(7) for the rear axle pump drive is driven by gear (3) Gear pump (lubrication for the differential)
pump(2). Gear pump (2) is shown in Illustration 70.
Gear pump (2) is on the end of the brake actuation (4) Gear pump (differential sump scavenge)
pump section, which is driven by pump drive (1).
Gear motor (7) for the rear axle pump drive drives Gear motor (5) drives gear pump (2), gear pump (3),
gear pump sections (6), (5), and (4). These three and gear pump (4).
pump sections pump oil to the final drives and to the
differential.

Gear motor (7) for the rear axle pump drive is

controlled by the relief valve and unloader valve (3),
shown in Illustration 70. Unloader valve (3) will divert
the oil that turns gear motor (7) for the rear axle
pump drive when the temperature of the oil in the
rear axle is below 57 C (135 F). Also, oil will be
diverted if the machine has been stationary for more
than five minutes with the engine running. If the truck
begins to move and the temperature of the rear axle
oil is above 4 C (25 F), unloader valve (3) will be
deactivated. Oil will then drive gear motor (7) for the
rear axle pump drive. If the temperature of the rear
axle oil is below 4 C (25 F), unloader valve (3) will
be activated. Oil will then stop flowing to gear motor
(7) for the rear axle pump drive, and pump sections
(6), (5), and (4) will not pump oil to the final drives
and to the differential.

Pressure relief valve (3) is shown in Illustration 70.

Pressure relief valve (3) limits pressure to 13800 kPa
(2000 psi). Drive pump pressure for the gear motor
can be measured at a pressure tap (not shown) that
is located on gear pump (2).
KENR8370 61
Systems Operation Section

Pump section (3) takes oil from the sump for the rear
axle. This oil flows through inlet line (11) to suction
screen (1). Oil from suction screen (95) flows to inlet
(6) into pump section (3) for lubrication oil for the
differential. During normal operation, the oil flows
through the differential oil filter. This oil then flows in
order to lubricate the components in the differential.

Pump section (2) is located on the drive end. Pump

section (2) also takes oil from the sump for the rear
axle. This oil flows through inlet line (11) to suction
screen (1). Oil from suction screen (1) flows to inlet
(6) into pump section (2) for lubrication oil for the final
drive. The oil flows to the diverter valve for the final
drive oil. During normal operation, the diverter valve
sends this oil through the final drive oil filter. This oil
then flows in order to lubricate the components in
the final drives.

g01902538
Illustration 73
View of gear pumps
(6) Inlet for the charge pumps for the differential and for the final
drive
(7) Inlet for pump section (4) for differential sump scavenge
(8) Outlet for pump section (4) for differential sump scavenge
(9) Outlet of pump section (3) for lubrication of the differential
(10) Outlet of pump section (2) for lubrication of the final drive

g01902543
Illustration 74
(7) Inlet for pump section (4) for differential sump scavenge
(8) Outlet for pump section (4) for differential sump scavenge
(9) Outlet of pump section (3) for lubrication of the differential
(10) Outlet of pump section (2) for lubrication of the final drive
(11) Inlet line from the sump

Pump section (4) for the differential sump scavenge

takes oil from the sump for the differential. The oil
flows through inlet (7) to pump section (4). This oil
then flows to the sump for the rear axle.

The other two pump sections get oil from inlet (6).
62 KENR8370
Systems Operation Section

i03714081

Gear Motor (Rear Axle Oil

Cooler Fan)
SMCS Code: 5061-FM; 5061-AOC

Schematic

g02000656
Illustration 75
(1) Oil from the brake valve (3) Bypass valve for the fan for the rear axle (5) Fan motor for the rear axle
(2) Directional valve (4) Oil from service brake accumulators (6) Relief valve

System Operation When the bypass valve for the fan for the rear axle
(3) is energized by the brake electronic control
Oil from the brake valve (1) flows to the directional module, the valve directs oil from the service brake
valve (2) in the manifold for the fan for the rear axle. accumulators (4) to the right end of the direction
When the bypass valve for the fan for the rear axle valve (2). Oil pressure moves the directional valve to
(3) is de-energized by the brake electronic control the left and the oil from the brake valve (1) flows to
module, the valve blocks oil from the service brake the tank. The fan motor (5) stops rotating.
accumulators (4) from flowing to the right side of
the directional valve (2). Spring force moves the The relief valve (6) limits the oil pressure in the fan
directional valve (2) to the right and the oil from the system for the rear axle lubrication.
brake valve (1) flows to the fan motor for the rear axle
(5) in order to drive the motor.
KENR8370 63
Systems Operation Section

i03671404 Differential oil filter (1) is an in-line bypass type of

filter. When the oil is cold or when the filter element is
Oil Filter (Differential) plugged, the oil will bypass the filter element. This will
cause the bevel gear bearings to receive unfiltered
SMCS Code: 5068 oil.

Oil pressure sensor (3) is located on the filter

housing. The pressure sensor also provides an input
signal to the Brake/Cooling ECM. The Brake/Cooling
ECM sends a signal to the VIMS, which informs the
operator if the differential oil pressure is low.

Note: Oil samples can be taken at the Scheduled

Oil Sampling tap on the final drive oil filter, as the
differential oil filter and the final drive oil filter share a
common sump.

g01902654
Illustration 76
(1) Differential oil filter

g01902656
Illustration 77
Differential oil filter (1)
(2) Filter bypass switch
(3) Oil pressure sensor

Differential oil filter (1) is mounted on the right side on

the back of the rear axle housing. Oil from the center
section of the rear axle cooling pump flows through Illustration 78
g01902695
the inlet line to differential oil filter (1). Oil then
Section view of differential oil filter
flows through the outlet line back to the differential
bearings. (7) Bypass spool
(8) Spring
(9) Outlet
Filter bypass switch (2) sends input signals to the (6) Inlet
Brake/Cooling ECM. The Brake/Cooling ECM sends (5) Element
the signal to the Vital Information Management (4) Housing
System (VIMS), which informs the operator if the
filter is restricted. Oil from the inlet line flows into inlet (6). This oil fills
the space that is between element (5) and the inside
Proper oil flow to the bevel gear bearings must be of housing (4). During normal operation, the oil flows
maintained at all times. When the vehicle operates through element (5). The oil then flows through outlet
at high speed, the oil flow to the bearings may be passage (9). Element (5) stops any debris that is in
diminished. This will cause the bearings to rapidly the oil.
overheat.
64 KENR8370
Systems Operation Section

If the filter element becomes full of debris, the Final drive oil filter (1) is mounted on the left side
restriction to the flow of oil causes a pressure on the back of the rear axle housing. Oil from the
increase inside the filter. If the pressure of the front section of the rear axle cooling pump flows to
oil achieves the bypass pressure, the pressure diverter valve (4). The oil then flows to final drive
oil causes bypass spool (7) to move against the oil filter (1). From final drive oil filter (1), oil flows to
force of spring (8). The oil then goes through open the final drives that are on both sides of the truck.
bypass spool (7). Filter bypass switch (2) notifies the Oil also flows to the wheel bearings on both sides of
Brake/Cooling ECM of this occurrence. When the oil the truck. The diverter valve (4) is controlled by the
does not go through element (5), the debris that is in Brake/Cooling ECM.
the oil may cause damage to the other components
in the system. Filter bypass switch (2) is located on the filter
housing. The bypass switch provides an input signal
Correct maintenance must be used to ensure that to the Brake/Cooling ECM. The Brake/Cooling ECM
element (5) does not become full of debris and that sends a signal to the VIMS, which informs the
the flow of clean oil is not stopped. operator if the differential oil pressure is low.

If the filter element plugs, the unfiltered oil is bypassed

i03671405
back to the axle housing (sump) rather than being
Oil Filter (Final Drive) bypassed in-line. This could allow contaminated oil to
flow through the wheel bearings. The final drives can
SMCS Code: 5068 operate for an extended period of time with the filter
in a bypass mode. The primary source of lubrication
for the final drives is by the splash lubrication.

Oil pressure switch (5) is located on the filter housing.

The pressure switch also provides an input signal
to the Brake/Cooling ECM. The Brake/Cooling ECM
sends a signal to the VIMS. The VIMS will then inform
the operator if the oil pressure for the final drive is low.

Oil samples can be taken at the Scheduled Oil

Sampling tap (3).

g01902733
Illustration 79
(1) Final drive oil filter

g01902735
Illustration 80
Final drive oil filter (1)
(2) Filter bypass switch
(3) Tap for the Scheduled Oil Sampling
(4) Diverter valve
(5) Oil pressure switch
KENR8370 65
Systems Operation Section

i03671366

Control Valve (Final Drive

Diverter)
SMCS Code: 5051

g01902818
Illustration 82
(1) Diverter valve
(2) Solenoid valve
(3) Pressure tap for pump oil

Diverter valve (1) for the final drive oil is located on

the top of the rear axle housing.
g01902753
Illustration 81
Section view of the final drive oil filter
(6) Housing
(7) Element
(8) Inlet passage
(9) Bypass spool
(10) Bypass passage
(11) Spring
(12) Outlet passage

Oil from the inlet line flows into inlet passage (8). This
oil fills the space that is between element (7) and the
inside of housing (6). During normal operation, the oil
flows through element (7). The oil then flows through
outlet passage (12). Element (7) stops any debris
that is in the oil. g01902820
Illustration 83
If the filter element becomes full of debris, the Bottom view of diverter valve (1)
restriction to the flow of oil causes a pressure (3) Pressure tap for pump oil
increase inside the filter. If the pressure of the oil (4) Outlet port to the final drive oil filter
achieves the bypass pressure, the pressure oil (5) Outlet port to the differential
(6) Inlet port from the gear pump for the rear axle oil
causes bypass spool (9) to move against the force
of spring (11). The oil then goes through the open
bypass spool (9). This oil flows through bypass
passage (10) to the rear axle housing and the bypass
line to the rear axle housing (sump). Filter bypass
switch (2) notifies the VIMS of this occurrence. When
the oil does not go through the filter element, the
debris that is in the oil may cause damage to the
other components in the system.

Correct maintenance must be used to ensure that

element (7) does not become full of debris and that
the flow of clean oil is not stopped.
66 KENR8370
Systems Operation Section

i03671396

Differential and Bevel Gear

SMCS Code: 3256; 3258; 3270

g01902823
Illustration 84
ISO schematic for diverter valve (deactivated solenoid valve)
(1) Diverter valve
(2) Solenoid valve
(3) Pressure tap for pump oil
(4) Outlet port to the final drive oil filter
(5) Outlet port to the differential
(6) Inlet port from the gear pump for the rear axle oil
(7) Poppet valve

Oil from the gear pump for the rear axle oil flows
to inlet port (6) on diverter valve (1). When the
temperature of the differential oil is above 60 C
(140 F), solenoid valve (2) is deactivated. Pump
pressure will flow to both ends of poppet valve (7).
Since the surface area on the back side of poppet
valve (7) is greater than the surface area on the front
side of poppet valve (7), poppet valve (7) will be
closed. The outlet port to the differential (5) will be
blocked. Pump oil will flow past poppet valve (7) to
the outlet port to the final drive oil filter (4).

When the temperature of the differential oil is below

60 C (140 F), the Brake/Cooling ECM will activate
solenoid valve (2). The pump pressure that was
flowing behind poppet valve (7) will now dump to the
sump for the differential through outlet port (5) to the
differential. The pressure that is required for the oil to
flow through the filter for the final drive is greater than
the pressure that is required to move poppet valve
(7). Poppet valve (7) now opens outlet port (5) to the
differential. The outlet port to the final drive oil filter
(4) is never blocked. However, the oil will flow more
easily to the sump for the differential.

There are two advantages to diverting the oil away

from the final drives:

The final drives will not be overfilled with cold oil.

The high oil level in the sump for the differential
will cause the bevel gear to agitate the oil. This
will cause rapid heating of the oil to the normal
operating temperature of the system. Normal
filtering of the oil and circulation of the oil to the
final drives can then occur.
KENR8370 67
Systems Operation Section

g02000354
Illustration 85
(1) Bearing (7) Side gears (13) Shims
(2) Differential housing (plain half) (8) Bevel gear (14) Shims
(3) Spider (9) Shims (15) Bearing
(4) Thrust washer (10) Bearings (16) Bevel pinion
(5) Differential bevel pinions (four) (11) Differential housing (flanged half)
(6) Shims (12) Bearing cage

The power that is sent to the wheels is divided by the

differential. The amount of power that is sent to each
wheel is balanced by the differential. During a turn,
the differential allows the inner wheel to rotate at a
slower rate than the outer wheel. The differential still
sends the same amount of torque to each wheel.
68 KENR8370
Systems Operation Section

The differential and bevel gear is fastened to the rear Note: Correct adjustment of all of the bearings in
axle housing. The differential and bevel gear connect the differential is very important. For the correct
the output shaft of the transmission to the drive axles. adjustment procedures, refer to the Power Train
The output shaft of the transmission is connected Disassembly and Assembly, Differential and Bevel
to bevel pinion (16) by splines. Bevel pinion (16) Gear - Assemble.
turns bevel gear (8). Bevel gear (8) is fastened to
differential housing (11). There are four differential
bevel pinions (5). Differential bevel pinions (5) turn
freely on spider (3). Each differential bevel pinion (5)
has a double bearing assembly in order to carry the
drive load of the differential bevel pinion. The two
halves of the differential housing (2) and (11) are
bolted together in order to hold spider (3). The two
halves of the differential housing (2) and (11) rotate
together with bevel gear (8). The housings are driven
by bevel gear (8). The housings are supported by
bearings.

Differential bevel pinions (5) are engaged at a 90

degree angle with two straight side gears (7). The
side gears are connected to the drive axles by
splines.

When the machine is moving in a straight direction

and each drive wheel has the same amount of
traction, both wheels receive the same amount of
load. The same amount of torque is felt on each axle.
This torque holds differential bevel pinions (5) so that
the differential bevel pinions do not turn on spider
(3). This will provide the same effect as if both drive
wheels are fastened to the same drive axle.

When different loads are put on the drive wheels,

differential bevel pinions (5) will turn because
the forces are different on the opposite sides of
the differential. During a turn, the rotation of the
differential bevel pinions will allow a slower rotation of
the inside wheel and a faster rotation of the outside
wheel. The machine is driven with full power in a turn.

Side gears (7) turn against thrust washers (4). The

end thrust of the differential bevel pinions (5) against
the differential case is taken by a double bearing
assembly. The bearing assemblies must be changed
in sets of two.

Shims (9) and shims (13) are located under bearing

cage (12). When bearing cage (12) is installed, the
shims determine the end play of bearings (10) for
bevel pinion (16).

Shims (6) and shims (14) are used to make an

adjustment between bevel pinion (16) and bevel gear
(8). The shims are also used to make an adjustment
to the bearing preload of bearing (1) and bearing (15).

The differential receives lubrication from the oil in

the axle housing. The gear pump for the rear axle
oil provides lubrication oil to the components in the
differential. During normal operation, the sump for the
differential is dry. Spiral grooves in thrust washers (4)
allow the lubricant to flow between the thrust washers
and side gears (7).
KENR8370 69
Systems Operation Section

i03671397

Final Drive
SMCS Code: 4003; 4050; 4059; 4084

g02000174
Illustration 86
(1) Reaction hub (6) Inner thrust washer (11) Outer thrust washer
(2) Second reduction ring gear (7) Second reduction planetary gear (12) First reduction sun gear
(3) Final drive adapter housing (8) Spindle (13) First reduction carrier
(4) Second reduction carrier (9) Second reduction sun gear (14) First reduction ring gear
(5) Wheel (10) Axle shaft (15) First reduction planetary gear

Both final drives on the machine have the same

components. The operation of the final drives is
identical. The final drives have a double reduction
in order to reduce the output speed of the axle. The
double reduction also increases the torque to the
wheels.

Spindle (8) is fastened to the rear axle housing. The

rear axle housing is stationary. Reaction hub (1)
is splined to spindle (8) and to first reduction ring
gear (14). First reduction ring gear (14) is splined
to second reduction ring gear (2). These ring gears
are attached to spindle (8) through reaction hub (1).
Spindle (8) is held stationary by the rear axle housing.
70 KENR8370
Systems Operation Section

Power from the differential is mechanically

transmitted through axle shaft (10). Axle shaft (10)
is splined to first reduction sun gear (12). Since
first reduction ring gear (14) does not move, first
reduction planetary gears (15) and first reduction
carrier (13) rotate. This causes the power from axle
shaft (10) to be output at a reduced speed and at
an increased torque. First reduction carrier (13) is
splined directly to first reduction sun gear (12). Since
second reduction ring gear (2) does not move, first
reduction sun gear (12) causes second reduction
planetary gears (7) and second reduction carrier (4)
to rotate. This causes the power from first reduction
carrier (13) to be output at a reduced speed and at an
increased torque. This power is transferred through
final drive adapter housing (3) and through the split
ring adapter. This will rotate wheel (5). The power
from axle shaft (10) has been reduced in speed twice
by the final drive. The final drive has also increased
torque twice. Therefore, the power that flows through
the final drive remains constant.

During normal operation, the final drives receive

lubrication oil from the rear axle oil gear pump. The
final drive is also lubricated by the rotation of the
gears in the oil. The differential and the final drives
use the same lubricant.

Note: For information on final drive bearing

adjustment, refer to the Power Train Disassembly
and Assembly, Final Drive - Assemble.
KENR8370 71
Index Section

Index
C P

Control Valve (Final Drive Diverter) ....................... 65 Power Train Electrical System............................... 8
Power Train System .............................................. 4
Operation ........................................................... 4
D Rear Axle ........................................................... 6
Torque Converter ............................................... 5
Differential and Bevel Gear ................................... 66 Transmission...................................................... 6
Transmission Electronic Control Module ........... 4
Pump Drive............................................................ 57
E

Electronic Control (Transmission Gear Indicator).. 18 R

Rear Axle and Final Drive Hydraulic System......... 55

F Flow Of The Lubrication Oil For The Differential At
Normal Operating Temperature........................ 56
Final Drive ............................................................. 69 Flow Of The Lubrication Oil For The Differential
When The Rear Axle Oil Temperature Is Below
4 C (25 F) .................................................... 57
G Flow Of The Lubrication Oil For The Differential
When The Rear Axle Oil Temperature Is Between
Gear Motor (Rear Axle Lubrication)....................... 59 4 C (25 F) and 60 C (140 F) ..................... 57
Gear Motor (Rear Axle Oil Cooler Fan) ................. 62 Flow Of The Lubrication Oil For The Final Drive At
Schematic .......................................................... 62 Normal Operating Temperature........................ 56
Gear Pump (Brake, Rear Axle Lubrication) ........... 58 Flow Of The Lubrication Oil For The Final Drive
Gear Pump (Rear Axle Oil).................................... 60 When The Rear Axle Oil Temperature Is Below
Gear Pump (Torque Converter Charging and 60 C (140 F) .................................................. 56
Transmission Lubrication).................................... 26 Schematic .......................................................... 55
Gear Pump (Transmission Charging and Relief Valve (Transmission Lubrication) ................ 46
Scavenge)............................................................ 26 Relief Valve (Transmission Main) .......................... 48
Graphic Color Codes ............................................. 4

S
I
Speed Sensor (Torque Converter Output)............. 19
Important Safety Information ................................. 2 Speed Sensor (Transmission Output) ................... 19
Transmission Intermediate Speed Sensor ......... 20
Systems Operation Section ................................... 4
M

Magnetic Screen (Transmission) ........................... 45 T

Modulating Valve (Torque Converter Lockup
Clutch) ................................................................. 31 Table of Contents................................................... 3
Activated ............................................................ 33 Torque Converter................................................... 34
Deactivated ........................................................ 32 Direct Drive ........................................................ 39
Modulating Valve (Transmission Clutch Inside of the Torque Converter........................... 35
Engaging) ............................................................ 49 Torque Converter Drive...................................... 37
Activated ............................................................ 51 Torque Converter and Transmission Hydraulic
Deactivated ........................................................ 50 System................................................................. 21
Location Of Components ................................... 22
Schematic .......................................................... 21
O Torque Converter Case Reservoir ......................... 34
Torque Converter Inlet and Outlet Relief Valves.... 29
Oil Cooler (Power Train) ........................................ 29 Transmission ......................................................... 40
Oil Filter (Differential)............................................. 63 Transmission Clutch Engagement ..................... 42
Oil Filter (Final Drive)............................................. 64 Transmission Operation ..................................... 41
Oil Filter (Torque Converter) .................................. 27 Transmission Planetary Groups......................... 41
Oil Filter (Transmission) ........................................ 43
Transmission Control............................................. 16
Inputs for the Chassis ECM that are Used by the
Transmission ECM........................................... 16
Transmission Electronic Control Module (ECM).... 10
Input Components.............................................. 11
Miscellaneous Input ........................................... 11
Output Components........................................... 12
Systems Controlled by the Transmission ECM.. 12
Transmission ECM Logged Events.................... 16
Transmission Hydraulic Control............................. 54
Transmission Planetary (Front Module) ................ 52
Transmission Planetary Groups......................... 52
Transmission Planetary (Rear Module) ................. 53
Transmission Planetary Groups......................... 53

2009 Caterpillar Cat, Caterpillar, their respective logos, Caterpillar Yellow and the Power edge Printed in U.S.A.
All Rights Reserved trade dress, as well as corporate and product identity used herein, are trademarks
of Caterpillar and may not be used without permission.