ZF XCMG Transmission

Order No.
: 5872 138 002
ZF ERGOPOWER
TRANSMISSION
3 WG-94 EC
TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTIC SYSTEMS
ZF Passau GmbH
Donaustr. 25 - 71
D - 94034 Passau
Subject to technical modifications!
ERGOPOWER
Corporate Division
Off-Road Driveline Technology
and Axle Systems
1st Edition: 11/2007

2
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Preface
This documentation has been developed for specialized staff trained by ZF Passau for repair
and maintenance work to be made on ZF units.
Due to the continuous technical upgrading of the product, however, the repair and
maintenance of the unit at your disposal may require both deviating work steps and differing
setting and testing data.
This manual is based on the state-of-the-art at the time of printing.
It was prepared with utmost care in order to avoid errors.
However, we shall not be liable for any possible errors in figures or descriptions.
We reserve the right to make modifications without prior notice.
The owner and the user shall be responsible for complying with the safety instructions and for
implementing the maintenance work according to the specified guidelines.
ZF shall not be liable for any incorrect installation, improper handling, insufficient
maintenance, improperly or incompetently performed work and any consequential damage
resulting thereof.
It is imperative to observe the relevant instructions and manuals of the vehicle manufacturer.
Important information regarding technical reliability and operational safety are highlighted by
the following symbols:
This is applicable for instructions to be observed for maintenance, operation or

handling of the vehicle!
Refers to working and operating processes which must be strictly observed to
avoid any damage to or destruction of the unit or to exclude any endangerment
to persons!
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TABLE OF CONTENTS
Page:
67
8
9 10
Summary of TECHNICAL DATA

Identification plate
IMPORTANT INSTRUCTIONS
I.
1.1
1.2
1.3
1.4
1.5
1.6
1.6.1
1.6.2
1.6.3
1.6.4
1.7
1.7.1
1.7.2
1.7.3
1.7.4
1.7.5
1.7.6
DESCRIPTION
Operating mode of the converter
Powershift transmission
Transmission control
Controller DW-3
Electronic control unit TCU
Electronic controls for ZF powershift transmissions
General
Description of basic functions
AEB (=Automatic Determination of Filling Parameters=ADFP)
Electrical inching
Description of the fault codes for ERGO-Control EST-65
Abbreviations
Display
Possible Indications on the Display during operation
Possible Indications on the Display during AEB-Mode
Possible Indications on the Display during Inchpedal Calibration
Definition of operating modes
11
II.
INSTALLATION INSTRUCTIONS
21
III.
3.1
3.2
3.3
3.4
3.5
3.6
3.7
OPERATION
Driving preparation and maintenance
Driving and shifting
Cold start
Transmission control in "Automatic" driving range
Stopping and parking
Towing
Oil temperature
23
IV.
4.1
4.2
4.3
4.3.1
4.3.2
MAINTENANCE
Oil grade
Oil level check
Oil and filter change intervals
Oil change and oil fill quantity
Filter change
27
V.
DIAGNOSTIC SYSTEMS
31
5.1
5.2
5.3
General
Laptop version
Multi-System 5060
4
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ANNEX consisting of:
Tables 3 WG-94 :
Configuration
Installation sheet of direct mount - front view
Installation sheet of direct mount rear view
Measuring points, valves and connections
Oil circuit diagram (1st speed forward)
Power flow of forward and reverse gears
Controller DW-3
Fully-automatic control EST-65 (Standard)

Wiring diagram - 6029 701 xxx -
Fault code list EST-65
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TECHNICAL DATA
Engine power:
max. KW*
............................................ 90
Turbine torque:
max. Nm*
............................................ 750
Engine speed:
max. min-1*
............................................ 2 600
Stall torque ratio:
............................................ 2,0
Engine-dependent PTOs:
Torque:
RPM:
Nm
n
Mass (without oil):
kg approx.** ............................................ 230
............................................ 1x nTurbine
............................................ 1x nEngine
* = depending on vehicle type and application

** = depending on transmission version
Description:
The ZF transmissions 3 WG-94 EC are composed of a hydrodynamic torque converter and a
rear-mounted multi-speed powershift transmission with integrated transfer box (see table 1).
The torque converter is a wear-free start-up device which, due to its continuously variable
design, adapts itself to the required situations (necessary input torque).
Input by direct mount via flexplate to the engine, or remote mount (input via U-joint shaft)
with DIN, Mechanics or Spicer input flange.
The transmission can be shifted manually or fully automatically by means of the electronic
control unit EST-65 (24 volts).
Torque converter:
Size W 280 with torque multiplication
Powershift transmission:
3 forward gears and 3 reverse gears
Output:
The powershift transmission has a center distance of 306 mm between input and output shaft
and can be equipped with output flanges towards the rear axle for various U-joint shafts.
PTO:
For driving an external oil pressure pump, the system incorporates an engine-dependent,
coaxial PTO which can optionally be supplied in disconnectible version.
This PTO allows the attachment of pumps with SAE-C connection.
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Transmission ratio (mechanical)*
Gear
1
2
3
1
2
3
DRIVING
DIRECTION
forward
forward
forward
reverse
reverse
reverse
Ratio
4,446
2,341
0,974
4,443
2,340
0,973
* = Other ratios are possible, depending on the transmission version.
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LABELING OF IDENTIFICATION PLATE FOR

ZF-POWERSHIFT TRANSMISSIONS
1
2
3
4
5
6
7
8
=
=
=
=
=
=
=
=
Transmission type
Transmission number
ZF parts list number
Overall transmission ratio
Oil filling (oil specification)
ZF List of Lubricants
Oil fill quantity
Customer number
7
8
INFORMATION ON SPARE PARTS ORDERING:

Please indicate the following information when ordering genuine ZF spare parts:
1.
2.
3.
4.
5.
6.
7.
=
=
=
=
=
=
=
Transmission type
Unit number
ZF parts list number
Make and type of spare part
Denomination of spare part
Spare part number
Shipping mode
You will find this information on the identification plate!
Please indicate all the a.m. details to avoid any mistakes in the delivery of the ordered
spare parts!
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IMPORTANT INSTRUCTIONS
Oil level check (see 4.2):
In the cold-start phase, the engine must be running at idling speed for about 2
3 min. and the marking on the oil dipstick must then be above the cold-start
level. The oil level check in the transmission must be carried out at engine idling
speed and operating temperature of the transmission ( 80 to 90 C ).
At shut-off engine, the oil level in the transmission is rising essentially,
depending on the installation conditions !
The ZF filter must be replaced at every oil change. In addition, ZF recommends
to start the automatic calibration of the shifting elements (AEB).
The automatic calibration of shifting elements (AEB) must be started by the
vehicle manufacturer after initial installation of transmission and electronic
system into the vehicle, and after every replacement of transmission and TCU in
case of a failure.
On vehicles with electronic inching, also the IPK (Inch Pedal Calibration - Inch
Sensor Calibration) should be initiated after each AEB start.
When starting the engine, always place the gear selector into neutral position.
At running engine and transmission in neutral, make sure that the parking
brake has been engaged or the service brake has been actuated, in order to
prevent the vehicle from rolling away.
Loosen the parking brake prior to every start-off.
Engagement of the gear from neutral is only possible under the programmed
transmission input speed (turbine speed).
Gear selector in neutral position is not allowed at increased vehicle speeds (above
walking speed). Promptly engage a suitable gear, or slow down the vehicle
immediately.
When the engine is shut off, there is no power flow between transmission and
engine in spite of a preselected speed on the gear selector, that means the
transmission is in idling position.
Therefore, the parking brake must be fully actuated!
When leaving the vehicle, secure it additionally by wheel chocks!
In any case, the towing speed must not exceed 10 km/h and the towing distance
must not be longer than 10 km.
It is imperative to observe this instruction, since otherwise the transmission will
be damaged due to insufficient oil supply!
For longer-distance transport of the defective vehicle we recommend to use a
flatbed truck.
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Operating temperature after the converter 65 C min. and 100 C in continuous

operation; short-term increase up to 120 C max. is permitted.
In case of irregularities on the transmission put the vehicle out of service and ask
for specialists.
Protective measures for the ZF electronic system during electrical work on the
vehicle:
At the following operations, the ignition must be shut off and the control unit
plug must be pulled off the ZF electronic system:
during any kind of electrical operations on the vehicle

during welding operations on the vehicle
during insulation tests on the electric system
10
ERGOPOWER
I.
DESCRIPTION
1.1
Operating mode of the converter:
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Operating mode of a hydrodynamic torque converter

(schematic view)
pump wheel
turbine wheel
TT
from the
engine
TP = torque of pump
wheel
TT = torque of
turbine wheel
TR = torque of
reaction member
(stator)
TP
towards the
transmission
starting condition
intermediate
condition
condition shortly
before the converter
clutch is closed
TR
reaction member
(stator)
1,5
<1,5
,5
<2,5
,5
2,5
NT = 0
vehicle at standstill
nT = <n engine
nT = 0.8 n engine
Figure No.: 1.1
The converter operates according to the Trilok system. This means at high turbine speed it
assumes the characteristics and thus the favorable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favorable operating
conditions are obtained for each installation case.
The torque converter consists of 3 main parts:
Pump wheel turbine wheel stator (reaction member)
The circular arrangement of these 3 impellers allows the fluid to flow through the circuit
components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter, thus
allowing the converter to fulfill its task of multiplying the engine torque. At the same time, the
heat produced in the converter is dissipated via the dispersed oil.
The oil which is streaming out of the pump wheel enters the turbine wheel and is there
reversed in its direction of flow.
Depending on the rate of reversal, a more or less high reaction torque is applied to the turbine
wheel and thus to the output shaft.
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The stator (reaction member) following the turbine has the task to reverse the oil streaming
out of the turbine once more and to deliver it to the pump wheel under the suitable discharge
direction.
Due to the reversal, a reaction torque is applied to the stator.
The relation turbine torque/pump torque is called torque multiplication.
Its level depends on the extent of speed difference between pump and turbine wheel.
Therefore, the max. torque multiplication is generated at stationary turbine wheel.
The torque multiplication decreases with increasing output speed.
Matching of the output speed to a certain required output torque is achieved by the torque
converter in a continuously variable and automatic way.
When the turbine speed reaches about 80% of the pump speed, the torque multiplication
becomes 1.0, i.e. the turbine torque gets equal to the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range. It is backing up
the torque upon the housing in the torque multiplication range, and is released in the clutch
range.
In this way, the stator can rotate freely.
1.2
Powershift transmission:
The multi-speed reversing transmission in countershaft design is powershiftable by

hydraulically actuated multi-disk clutches.
All gears are in constant mesh and carried on antifriction bearings.
The gears, bearings and clutches are cooled and lubricated with oil.
The 3-speed reversing transmission is equipped with 5 multi-disk clutches.
In shifting operation, the respective disk package is compressed by a piston which is movable
in axial direction and pressurized by pressure oil.
A compression spring pushes the piston of clutches KV, KR, KD, and KE back and thus
releases the disk package.
A cup spring package pushes the piston of clutch KC back
For the transmission configuration and information on the closed clutches in the different
gears please refer to Table 1 and 4.
1.3
Transmission control:
Transmission control see measuring points and oil circuit diagram Table 4 and 5.
The transmission pump which is necessary for the oil supply of the converter and for the
transmission control is located within the transmission on the engine-dependent input shaft.
The pump feed rate is Q = 45 l /min, at nengine= 1 500 min -1.
This pump is sucking the oil out of the oil sump via the coarse filter, and delivers it to the
main pressure valve via the ZF filter.
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ZF filter:
Filtration ratio acc. to ISO 4572:
min. filter surface:
min. dust capacity acc. to ISO 4572 :
30 20 10 1.5
2780 cm2
19 g
ZF coarse filter (screen):

Mesh size:
0.800 mm
The 5 clutches of the transmission are controlled via the 4 proportional valves Y1 to Y5
The direct proportional control with separate pressure modulation for each clutch controls the
pressures towards the clutches which are involved in the gear change.
This allows a hydraulic overlapping of the clutches to be engaged and disengaged.
The pressure modulation to the respective clutch is controlled by cup springs and proportional
valves in the clutch package.
This creates spontaneous shiftings without tractive effort interruption.

The following criteria are considered during the shifting operation:
- RPM of engine, turbine, gear chain and output
- Transmission temperature
- Shifting mode (upshifting, downshifting, reverse shifting and gear engagement out of
neutral)
- Load condition (full and partial load, drive, coast, including consideration of load reversals
during shifting)
- Electronic inching
The main pressure valve limits the max. control pressure to 16+3 bar and releases the main
stream towards the converter- and lubrication circuit.
The converter inlet incorporates a converter safety valve which protects the converter from
high internal pressures (opening pressure 11+2 bar).
Within the converter, the oil serves for transmitting the power according to the well-known
hydrodynamic principle (see Chapter torque converter 1.1).
To avoid cavitation, the converter must always be completely filled with oil.
The oil coming out of the converter is directed to a heat exchanger.
The selection and determination of the heat exchanger must be carried out by the customer on
his own responsibility, according to our Installation Guidelines for Hydrodynamic Powershift
Transmissions.
The heat exchanger is not included in the delivery scope of ZF Passau GmbH.
From the heat exchanger, the oil is directed to the transmission and the lubricating oil circuit,
so that all lubricating points are supplied with cooled oil.
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1.4
Controller DW-3
- see Table-7
The Controller is designed for the mounting on the steering column left side. By a rotative
motion, the positions (speeds) 1 to 4 are selected by tilting the lever, the driving direction
(Forward (F) Neutral (N ) Reverse (R).
The DW-3 Controller is also available with integrated Kickdown pushbutton.
For the protection from unintended start off, a Neutral interlock is installed:
Position N Controller lever blocked in this position
Position D Driving
Controller DW-3
Gear positions
Type plate
F
F
R
Figure-No.: 1.4
1.5
Electronic control unit TCU
The electro-hydraulic transmission control is governed by connection to the electronic TCU.

The basic functions of the automatic system are the automatic shifting of gears, matching of
the optimum shifting points as well as comprehensive safety functions regarding operating
errors and overloadings of the power-transmitting components with an extensive fault
memory.
The control units allow a wide spectrum of customer- and vehicle-specific programming.
Control parameters can be logically linked, and special functions such as gear limitation and
converter functions can be integrated.
Due to the great number of available TCUs, the exact technical data are to be taken
from the respective installation drawing.
The installation of the TCU is optional. Preferably, ZF recommends the version

shown in Figure No. 1.5 B1.
The TCU is to be installed in a protected place in the driver's cab.
A flooding with water must be excluded. Furthermore, the entry of water via the
plug connection must be prevented by appropriate measures on the wiring harness.
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TCU installation position
90
90
90
90
Fig. No.: 1.5 B1
TCU installation dimensions
100
Minimum distance to release the plug
100
209
50
ZF identif. plate
Fig. No.: 1.5 B2
15
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1.6
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Electronic controls for ZF powershift transmissions
1.6.1 General
Due to the different configurations of electronic transmission controls within the

various vehicles, please refer to the Operating Instructions of the vehicle
manufacturer or to the Technical Data Sheet of the parts list versions involved.
These also include the relating wiring diagram (see example in Table 8). On request,
this information can also be obtained from ZF-Passau.
Depending on the vehicle type, the wiring will be implemented according to the
cable routing plans.
The corresponding electric circuit diagrams (proposals) will be issued by ZF.
Upon request, the wiring can also be supplied by ZF.
If the wiring is implemented by the vehicle manufacturer, it must comply with the
ZF requirements (see Installation Guidelines).
1.6.2 Description of basic functions

The powershift transmission 3 WG-94 EC of series WG-90 is equipped with the electronic
transmission control EST-65 specially developed for this purpose.
The system processes the driver command according to the following criteria:
Gear determination depending on driving speed and load condition

If required, protection against operating errors is possible via electronic protection
(programming)
Protection against overspeeding (on the basis of engine and turbine speed)
Pressure cut-off possible (vehicle-specific, only after coordination with ZF)
Switch-over possibility for automatic / manual operation
Downshifting functions possible
Electronic inching
Legend to Figure No. 1.6.2

1 =
2 =
3 =
4 =
5 =
6 =
7 =
8 =
9 =
10 =
Inching pedal (option)

Gear selector (option)
Display (option)
Acoustical / optical warning (option)
Switch for driving program Manual/Automatic (option)
CAN connection
TCU
Diagnostic Laptop with ZF diagnostic system Testman/Pro
Inductive sensor - speed of central gear chain
Speed sensor - output
16
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11 =
12 =
13 =
14 =
15 =
16 =
17 =
18 =
19 =
17 =
Temperature measuring point after the converter No. 63

Inductive sensor - turbine speed
Inductive sensor engine speed
Temperature measuring point for the converter No. 64
Proportional valve Y3 - KC clutch
Proportional valve Y2 - KR clutch
Proportional valve Y1 - KV clutch
Proportional valve Y5 - KE clutch
Proportional valve Y4 - KD clutch
Ergopower transmission 3 WG-94 EC
Overall system of EST-65

6
8
5
4
11
14
3
12
13
2
16
15
18
17
10
19
20
Figure No.: 1.6.2
The EST-65 system reactions in case of error described in Table-9 are for
information only. As to the binding description and procedure for correcting the
errors indicated on the vehicle fault code display please refer to the operating
instructions of the vehicle manufacturer.
17
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1.6.3 Automatic calibration of shifting elements (AEB)

The AEB compensates tolerances (disk clearance and pressure level) which are influencing
the filling procedure of the clutches. For each clutch, the correct filling parameters for
* duration of fast-filling time
* level of filling compensation pressure
are determined within a test cycle.
The filling parameters are stored in the transmission electronics, together with the AEB
program and the driving program.
Since the electronic system is supplied separately, the AEB cycle must not be started until
both components have been installed into the vehicle, in order to ensure the correct pairing
(transmission and electronics).
In any case, the AEB cycle must be carried out at the vehicle manufacturer prior to
shipment of the vehicles.
It is imperative to observe the following testing conditions:
"Neutral" shift position

engine in idling speed
parking brake actuated
transmission at operating temperature
After replacement of the transmission or the TCU within the vehicle, the AEB cycle
must be restarted.
The AEB cycle takes approx. 3 to 4 minutes. The determined filling parameters are stored in
the EEProm of the electronic system. This also deletes the fault message F6 shown on the
display in case of non-performed AEB.
There are two basic possibilities for starting the AEB cycle:
1. AEB start by separate tools which are connected to the diagnostic port of the
wiring.
The ZF Service Department offers the following tools for AEB start:
- Testman/Pro
(see item 5.3 - diagnostic systems)
- AEB starter
Order No.: 0501 211 778
Just for starting the AEB, you can use the special tool
developed by ZF for that purpose (see Figure No. 1.6.3)!
Figure No.: 1.6.3
2. AEB start by operating elements on the vehicle.

This requires a CAN communication between transmission and vehicle electronics.
18
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When the transmission is operated, the paper friction linings installed in the Ergopower
transmissions are setting, i.e. the disk clearance increases.
Since these setting phenomena may affect the shifting quality, ZF recommends to
repeat the AEB cycle at the maintenance intervals (see 4.3.1).
If the shifting quality deteriorates, ZF also recommends to repeat the AEB cycle as a
first measure.
IPK (Inch Pedal Calibration - Inch Sensor Calibration) shall also be carried out after
each AEB start (see 1.7.5).
1.6.4 Electrical inching

This function is especially suitable for lift trucks. Without modifying the engine speed, it
allows a continuously variable reduction of the driving speed to such a level that operation at a
very low speed is possible. In this way, the driver can move the vehicle to a certain position
with high accuracy.
At the same time, a large part of the engine power is available for driving the hydraulic lifting
system, due to the high engine speed.
The electrical inching is operated via a separate inching pedal fitted with an angle-of-rotation
sensor.
By means of the proportional valve technology, the TCU controls the pressure in the driving
direction clutch in such a way that the driving speed is adjusted in accordance with the
position of the inching angle-of-rotation sensor. Clutch overloading is prevented by the
electronic protection.
After each readjustment of the inching linkage, the IPK (Inch Pedal Calibration - Inch
Sensor Calibration) must be carried out.
During the inching calibration mode, the position of the inching pedal in neutral
position and at full actuation is determined by the calibration process and stored in the
TCU.

1.7
The inching function does not become active until successful completion of AEB and
IPK start.
Description of the fault codes for ERGO-Control EST-65
1.7.1 Abbreviations
o.c.
s.c.
OP-Mode
TCU
EEC
PTO
open circuit
short circuit
operating mode
transmission control unit
electronic engine controller
power take off
19
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1.7.2 ZF - Display:
If a fault is detected, the display shows a spanner symbol (g) for a fault. The display shows the
fault code, if the gear selector is on neutral position.
If more than one fault is detected, each fault code is shown for about 1 second.
Display
e d
b c
left
Side
right
Side
Figure No.: 1.7.2
Special symbols a - h
1.7.3 Display during operation
Symbol
meaning
1F, 1R
2F, 2R
3F, 3R
4F
5F
6F
LF, LR
F or R, no gear
F or R flashing
actual gear and direction

left digit shows actual gear
right digit shows actual direction
NN
**
*N
1 bar (special
symbol)
remarks
limp home gear

Clutch Cutoff
direction F or R selected while turbine
speed is too high
not neutral, waiting for neutral after
power up or a severe fault
oil temperature too low, no gear
available
oil temperature low, only one gear
available
manual mode 1st gear
20
CAUTION gear will engage if turbine speed

drops
to engage a gear, first move shift selector to
neutral position and again to F or R position
warm up engine / transmission
warm up engine / transmission
ERGOPOWER
Symbol
2 bars
3 bars
4 bars
4 bars and 2
arrows
Bars flashing
meaning
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remarks
nd
manual mode 2 gear

manual mode 3rd gear
manual mode 4th gear and also 5th and
6th gear in 6WG
automatic mode
6 WG: converter lockup clutch open
4 WG: Downshift mode activ
difference of engine and turbine speed above a

certain limit and lockup clutch not activated
Spanner
Fault code
WS
at least one fault activ

see fault code list
warning sump temperature
select neutral to get fault code displayed
WR
warning retarder temperature
changes between actual gear/direction while

driving, in neutral only displayed if no fault is
detected (spanner)
WT
warning torque converter temperature

detected (spanner)
WE
warning high engine speed

detected (spanner)
WV
warning high output speed (velocity)

detected (spanner)
WL
warning high transmission input torque

(load)

detected (spanner)
WO
warning high transmission output torque changes between actual gear/direction while
(load)
detected (spanner)
PN
direction F or R selected while parking

brake engaged
transmission in neutral until parking brake is

released
CAUTION: vehicle starts to move after release
of parking brake
EE flashing
no communication with display
checked wiring from TCU to display

detected (spanner)
1.7.4 Display during AEB-Mode:

Symbol
meaning
PL
AEB - Starter is plugged at the

diagnostic plug
AEB-Starter-button is pressed
ST
remarks
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Symbol
meaning
KA..KE
KV,KR
_ and Kx
Calibrating clutch KA..KE, KV or KR

KA, KB for 2 gear transmission
resp.
KC, KD, KE for 3 gear transmission
wait for start, initialization of clutch Kx,
x: 1, 2, 3, 4, V, R
fast fill time determination of clutch Kx
compensating pressure determination of
clutch Kx
calibration for all clutches finished
Transmissions stays in neutral, you have to
restart the TCU (ignition off/on) after removing
AEB-Starter
AEB canceled (activation stopped)
restart the TCU (ignition off/on)
AEB stopped, clutch Kx can't be
calibrated
Kx couldn't be calibrated, AEB finished Transmissions stays in neutral, you have to
engine speed too low,
raise engine speed
engine speed too high,
lower engine speed
transmission oil temperature too low,
heat up transmission
transmission oil temperature too high
cool down transmission
transmission temperature not in defined Transmissions stays in neutral, you have to
range during calibration
operating mode not NORMAL or
transmission temperature sensor
defective or storing of Calibrated values
to EEPROM-has failed.
Outputspeed_not_zero
Shift lever not in Neutral position
Parkbrake_not_applied
AEB - Starter was used incorrect or is
defective. Wrong device or wrong cable restart the TCU (ignition off/on)
used
and Kx
= and Kx
OK
STOP
STOP and Kx
Spanner and Kx
E
E
T
T
FT
FB
FO
FN
FP
STOP
remarks
1.7.5 Display during Inchpedal Calibration:

Symbol
IP
IP
IP blinkt
OK
meaning
remarks
push down the pedal slowly until

endposition is reached and hold this
position
Release the pedal slowly until
endposition is reached
A problem occurred, release the pedal
slowly until endposition is reached
Finished inchpedal calibration
successful
22
If the expected enposition could not be reached,

release the pedal and try again
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Symbol
meaning
remarks
FN and Stop
FS and Stop
Shift lever not in Neutral position

sensor supply voltage AU1 is out of the
specified range
Outputspeed is not zero
sensor voltage below specified rangel
sensor voltage above specified rangel
sensor position for released pedal out of
specified range
sensor position for pressed pedal out of
specified range
time-out calibration, pedal not moved
after calibration start
angle between pedalpositions released
and pressed to small
angle between pedalpositions released
and pressed to big
sensor signal 1 and 2 don't match
together
Calibration is aborted
FO and Stop
SL and Stop
SU and Stop
IL and Stop
IU and Stop
TO and Stop
DL and Stop
DU and Stop
FI and Stop
1.7.6 Definition of operating modes:

NORMAL:
There's no failure detected in the transmission-system or the failure has no or slight effects on
transmission control. TCU will work without or in special cases with little limitations. (see
following table)
SUBSTITUTE CLUTCH CONTROL:

TCU can't change the gears or the direction under the control of the normal clutch modulation.
TCU uses the substitute strategy for clutch control. All modulations are only time controlled.
LIMP-HOME:
The detected failure in the system has strong limitations to transmission control. TCU can
engage only one gear in each direction. In some cases only one direction will be possible.
TCU will shift the transmission into neutral at the first occurrence of the failure. First, the
operator must shift the gear selector into neutral position.
If output speed is less than a threshold for neutral to gear and the operator shifts the gear
selector into forward or reverse, the TCU will select the limp-home gear .
If output speed is less than a threshold for reversal speed and TCU has changed into the limphome gear and the operator selects a shuttle shift, TCU will shift immediately into the limphome gear of the selected direction.
If output speed is greater than the threshold, TCU will shift the transmission into neutral. The
operator has to slow down the vehicle and must shift the gear selector into neutral position.
23
ERGOPOWER
Corporate Division
and Axle Systems
TRANSMISSION-SHUTDOWN:
TCU has detected a severe failure that disables control of the transmission.
TCU will shut off the solenoid valves for the clutches and also the common power supply
(VPS1). Transmission shifts to Neutral. The park brake will operate normally, also the other
functions which use ADM 1 to ADM 8.
The operator has to slow down the vehicle. The transmission will stay in neutral.
TCU-SHUTDOWN:
TCU has detected a severe failure that disables control of system.
TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2).
The park brake will engage, also all functions are disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.
24
ERGOPOWER
Corporate Division
and Axle Systems
II. INSTALLATION INSTRUCTIONS

This Guideline for the installation of hydrodynamic powershift transmissions of the
Ergopower range is the basis for the technically correct installation of these transmissions into
the vehicle. The Guideline is part of the transmission documentation and must be strictly
observed.
A faulty installation of the transmission into the vehicle can
*
*
*
affect the operating quality

cause malfunctions of the transmission
lead to transmission damage or failures.
The vehicle manufacturer shall be responsible for the correct installation of the
transmission.
ZF shall not accept any warranty claims for any damage due to incorrect installation.
In order to support the customer in case of new or initial applications, ZF carries out a
transmission installation study by authorized personnel. On that occasion, ZF examines all
transmission-specific installation features and informs the vehicle or equipment manufacturer
of the defects found.
In case of improper installation ZF reserves the right to refuse any warranty coverage for the
installed ZF products.
Any damage caused by defects which are the vehicle manufacturer's responsibility and which
could not be revealed during the installation study by ZF personnel, shall be the exclusive
liability of the vehicle manufacturer.
These installation instructions

0000 702 270 GERMAN
0000 702 271 ENGLISH
can be requested at the following address:
ZF Passau GmbH
Abt. ACETS
e-mail: stefan.altmann@zf.com
Donaustr. 25 71
94034 Passau
25
ERGOPOWER
III.
3.1
Corporate Division
and Axle Systems
OPERATION
Driving preparation and maintenance:
Prior to putting the transmission into operation, take care that the correct quantity of the
specified oil grade is filled in. At the initial filling of the transmission special care is to be
taken that the oil cooler, the pressure filter and the pipes are getting filled with oil.
Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil
fillings in the course of the usual maintenance service.
Since the converter, the heat exchanger which is installed into the vehicle, as well as
the pipes can empty into the transmission at standstill,
the oil level check must be carried out at engine idling and transmission at
operating temperature (see Chapter oil level check 4.2).
For the oil level check, strict observance of
the mandatory safety regulations according to 6 of the Regulations for
the Prevention of Accidents for Transmissions in Germany
the respective national regulations in all other countries
is imperative.
For example:
- The vehicle is to be secured against rolling away by means of wheel chocks.
- Articulated vehicles are to be secured additionally against unintentional
turning-in.
3.2
Driving and shifting:

The telltale lamps lighting up on the INFOCENTER (dashboard) for functional
control may differ from one vehicle manufacturer to the other.
Operating elements and displays can be from ZF, but may also be customer-specific
products. For detailed information please refer to the operating instructions of the
respective vehicle manufacturer.
- Neutral position:
The neutral position is chosen via the gear selector.
After ignition ON, the electronics remain in waiting mode. With the gear selector in
NEUTRAL position or by pressing the pushbutton NEUTRAL, the EST-65 gets ready for
operation.
Now you can engage a gear.
- Starting:
When starting the engine, the gear selector must always be in NEUTRAL POSITION.
For safety reasons, we recommend to always securely brake the vehicle with the parking
brake prior to starting the engine.
After engine start-off and preselection of driving direction and gear, the vehicle can be
moved by accelerating.
27
ERGOPOWER
Corporate Division
and Axle Systems
At the start-off, the converter takes over the function of a main clutch.
On flat terrain, start-off in higher gears is also possible.
Upshifting under load
Upshifting under load is done when this enables the vehicle to further accelerate.
Downshifting under load
Downshifting under load is done when additional tractive effort is required.
Upshifting in overrun condition
In the overrunning mode, the upshifting is suppressed by accelerator pedal idling position if
the speed of the vehicle on a downhill gradient shall not be further increased.
Downshifting in overrun condition
Downshiftings in the overrun mode are done when the vehicle shall be decelerated.
When the vehicle is stopped and is standing with running engine and switched-on
transmission, the engine cannot be stalled. On level and horizontal roadway the vehicle may
start to crawl since the engine generates a low drag torque via the converter in idle position.
We recommend to securely brake the vehicle with the parking brake at each stoppage.
In case of longer stops, shift the gear selector to NEUTRAL POSITION.
Release the parking brake when starting off. Our experience with converter transmissions
showed that the omission of this quite normal operating step might not be immediately noted
since, due to its high ratio, a converter can easily overcome the brake torque of the parking
brake.
Temperature increases in the converter oil and overheated brakes will be the consequences
which can be detected at a later date only.
Gear selector in neutral position is not allowed at increased vehicle speeds (above walking
speed). Promptly engage a suitable gear, or slow down the vehicle immediately.
3.3
Cold start:
At an oil temperature in the shifting circuit of < -12 C, the transmission must be warmed up
for some minutes.
This must be carried out in NEUTRAL at increased engine speed (approx. 1500 min-1).
The electronics remain in NEUTRAL until this oil temperature has been reached.
The ZF display shows the symbol of the cold start phase.
Displayed symbol :
After the symbol on the ZF display has extinguished, the full driving program can be utilized
out of "NEUTRAL":
28
ERGOPOWER
3.4
Corporate Division
and Axle Systems
Transmission control in "Automatic" driving range:

For detailed information on the design of the gear selectors as well as the gears
shifted in the different driving ranges please refer to the relating Vehicle Operating
Instructions.
A manual intervention into the automatic shift sequence only makes sense if this is required
by the roadway condition or the terrain configuration.
3.5
Stopping and parking:
Due to the converter, there is no rigid connection from the engine to the axle. When the driver
wants to leave the vehicle, we therefore recommend to secure the vehicle against unintentional
rolling away on uphill and downhill gradients not only by pulling the parking brake but
additionally by means of a wheel chock.
3.6
Towing:
See Important Instructions on page 9.
3.7
Oil temperature:
When the system is trouble-free and the vehicle is operated properly, there will be no
increased temperatures. If the temperature rises above 120 C, stop the vehicle, check for
external oil loss and run the engine at a speed of 1200 - 1500 min-1 in transmission
NEUTRAL POSITION.
During this process, the temperature must quickly (within approx. 2 - 3 minutes) drop to
normal values.
If this is not the case, there is a trouble which must be eliminated prior to continue working.
In addition, the oil temperature after the converter is monitored by an indicator on the ZFdisplay or analogously in the INFOCENTER.
Operating temperature after the converter 65 C min. and 100 C in continuous operation,
short-term increase up to 120 C max. is permissible.
The temperature is measured at the measuring point 63

(see measuring points Table 4)!
You have the option to additionally install a temperature sensor for monitoring the
operating temperature in the oil sump.
This temperature is indicated on the ZF display or analogously in the INFOCENTER
(see Table 5).
29
ERGOPOWER
IV.
Corporate Division
and Axle Systems
MAINTENANCE
4.1
Oil grade:
Approved oils for 3 WG-94 EC powershift transmissions see ZF List of Lubricants

TE-ML 03.
The list of lubricants is being continuously updated and can be obtained or viewed as
follows:
- at all ZF plants
- at all ZF service centers
- Internet http://www.zf.com Informationen/Tech. Informationen
4.2
Oil level check (measurements only with running engine):

For the oil level check, strict observance of
the mandatory safety regulations according to 6 of the Regulations for
the Prevention of Accidents for Transmissions in Germany
the respective national regulations in all other countries
is imperative.
For example:
- The vehicle is to be secured against rolling away by means of wheel chocks.
- Articulated vehicles are to be secured additionally against unintentional
turning-in.
The oil level check must be carried out as follows:

- Oil level check (weekly)
- Vehicle in horizontal position
- Transmission in neutral position N
- In the cold-start phase, the engine must be running at idling speed for about 2 - 3 min. and
the marking on the oil dipstick must then be above the cold-start level COLD (see Figure
No.: 4.2 B2).
- At operating temperature of the transmission (approx. 80C - 90C)
at engine idling,
all measurements are to be done at low engine idling speed.
Loosen oil dipstick by counterclockwise rotation, remove and clean it.
Insert oil dipstick slowly into the oil level tube until contact is obtained and pull it out
again.
On the oil dipstick, the oil level must be within the "HOT range (see Figure No: 4.2 B2).
Insert the dipstick once again and tighten it by clockwise rotation.
If, in operating temperature condition, the oil level has dropped below the "HOT
range, it is imperative to refill oil according to ZF List of Lubricants TE-ML 03.
An oil level above the "HOT" marking leads to an excessive oil temperature.
The oil dipstick and the oil filler tube can have different lengths and shapes,
depending on the transmission version.
31
Corporate Division
and Axle Systems
ERGOPOWER
Figure No.: 4.2 B1
Legend:
1
2
3
4
=
=
=
=
Oil filler tube with oil dipstick

Mounting provision for oil filler tube with oil dipstick (option)
Oil drain plug 7/8 14 UNF 2B
ZF filter
Oil dipstick
ENGINE OFF MEASURED AT LOW

IDLING-NEUTRAL
HOT
COLD
HOT
range
Figure No.: 4.2 B2
4.3
Oil and filter change intervals:

In this connection refer to specification in the ZF List of Lubricants TE-ML 03.
The ZF filter must be replaced at every oil change.
4.3.1 Oil change and oil fill quantity:

The oil change must be carried out as follows:
- With the transmission at operating temperature and the vehicle in horizontal position, open
the oil drain plug and drain the used oil.
- Clean the oil drain plug with magnetic insert as well as the sealing surface on the housing
and reinstall plug with new O-ring.
32
ERGOPOWER
Corporate Division
and Axle Systems
- Fill in oil (approx. 24 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume,
external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the
vehicle).
The indicated volume is a reference value.

-
Absolute cleanliness of oil and filter is imperative!

In any case, the marking on the oil dipstick is binding!
Start the engine, idling speed

Transmission in neutral position N
Refill oil up to COLD marking
Securely brake the vehicle and heat up the transmission
Shift through all gear selector positions
Check the oil level once again and refill oil if required
The oil level on the dipstick must be within the HOT range (see Figure No.: 4.2 B2)
At the initial filling of the transmission special care is to be taken that the oil cooler,
the pressure filter and the pipes are getting filled with oil.
Due to these hollow spaces, the quantity of oil to be filled in is larger than during
later oil fillings in the course of the usual maintenance service.
ZF recommends to start the AEB at each oil change (see 1.5.3).
4.3.2 Filter change:

When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge
enters the circuit. Furthermore, cover/protect the parking brake against oil fouling.
Avoid any application of force when installing the filter.

The filter can be installed into the vehicle remotely-mounted from the transmission!
Carefully treat the filter during installation, transport and storage!
Damaged filters must not be reinstalled!
The filter has to be installed as follows:

- Slightly oil the seal
- Turn in the filter until contact with the sealing surface is obtained, and then tighten it by
hand with approx. 1/3 to 1/2 rotation.
33
ERGOPOWER
Corporate Division
and Axle Systems
- Fill in oil (approx. 17 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume,
external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the
vehicle).
The indicated volume is a reference value.

-
Absolute cleanliness of oil and filter is imperative!

In any case, the marking on the oil dipstick is binding!
Start the engine, idling speed

Transmission in neutral position N
Refill oil up to COLD marking
Securely brake the vehicle and heat up the transmission
Shift through all gear selector positions
Check the oil level once again and refill oil if required
The oil level on the dipstick must be within the HOT range (see Figure No.: 4.2 B2)
At the initial filling of the transmission special care is to be taken that the oil cooler,
the pressure filter and the pipes are getting filled with oil.
Due to these hollow spaces, the quantity of oil to be filled in is larger than during
later oil fillings in the course of the usual maintenance service.
ZF recommends to start the AEB at each oil change (see 1.5.3).
4.3.2 Filter change:

When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge
enters the circuit. Furthermore, cover/protect the parking brake against oil fouling.
Avoid any application of force when installing the filter.

The filter can be installed into the vehicle remotely-mounted from the transmission!
Carefully treat the filter during installation, transport and storage!
Damaged filters must not be reinstalled!
The filter has to be installed as follows:

- Slightly oil the seal
- Turn in the filter until contact with the sealing surface is obtained, and then tighten it by
hand with approx. 1/3 to 1/2 rotation.
33
ERGOPOWER
V.
Corporate Division
and Axle Systems
ZF DIAGNOSTIC SYSTEMS
5.1 General:
The electronic control unit EST-65 for the Ergopower transmission range is equipped with a
diagnostic package which facilitates trouble shooting and repair for the service personnel.
The electronic control unit can monitor the conditions of certain inputs and outputs. If it
identifies an error, it stores a fault code in the fault memory (EEPROM) and transmits the
fault code to the vehicle controller of the vehicle manufacturer.
The ZF diagnostic LAPTOP version (see 5.2) is required for the following applications:
Diagnosis
- read current fault

- read fault memory
- delete fault memory
AEB
- automatic calibration of shifting elements
Testing of inputs and outputs
- check outputs
- check inputs
- check systems in standstill condition
- check systems in driving condition
In addition, the Multi-System 5000 (see 5.3) with corresponding sensors for pressure,
temperature, speed, flow, current transformer etc. can be used for diagnosis.
Figure No.: 5.1
35
ERGOPOWER
5.2
Corporate Division
and Axle Systems
Laptop version:
Pentium Laptop 900 MHz min.

Windows 95/98 or Windows NT
Windows 2000 /Windows XP
Basic software
Testman/Pro on CD
German/English
Adapter cable
RS 232
USB
Programming adapter DPA-05

is just sold as a set, together
with the software!
Diagnostic set
in progress
WIN 95-98-98.2
WIN 2000 NT-XP
Adapter cable
Diagnostic software on CD-ROM 3 WG-94
Languages:
German/English/
French/Italian
Application software
Terminal tester 68 poles

For testing individual control
signals, line interruptions etc.
in progress
6008 304 038
Figure No.: 5.2
36
ERGOPOWER
5.3
Corporate Division
and Axle Systems
ZF Multi-System 5060:
Multi-System 5060
Measuring equipment case with corresponding
sensors for pressure, temperature and speed.
5870 221 300
Multi -System 5060

Portable measuring unit without accessories.
5870 221 318
Accessories:
Sensors for flow, current transformer etc.
Current transformer :
Turbine flowmeter:
5870 221 284
15 300 l/min = 5870 221 153

25 600 l/min = 5870 221 154
Figure No.: 5.3
37
CONFIGURATION 3 WG-94 EC
TABLE - 1
1 =
2 =
3 =
4 =
5 =
6 =
7 =
8 =
9 =
10 =
11 =
12 =
13 =
14 =
15 =
16 =
Flex plate for direct mount

Converter
Converter bell housing
Transmission pump
Clutch shaft
KV
Input shaft / clutch shaft
KR
Central shaft / input shaft PTO
Connection, PTO; coaxial, engine-dependent
Clutch shaft
KD
Clutch shaft
KE
Clutch shaft
KC
Transmission housing - rear part
Transmission housing - front part
Output flange
Output shaft
Screen sheet
10
14
11
15
16
13
12
12
13
Table-1 / Page 1 of 2
Installation position of clutches
Transmission schematics
2 4 7 Inductive sensor
n central gear chain
Inductive sensor
n turbine
Inductive sensor
n engine
6
7
8
6
9
Speed sensor
n output
10
10
11
12
15
16
13
11
14
15
INSTALLATION SHEET 3 WG-94 EC - DIRECT MOUNT

1
2
3 4
5 6
FRONT VIEW
TABLE-2
1 =
2 =
3 =
4 =
5 =
6 =
7 =
8 =
9 =
10 =
Converter
Direct mount via flex plate
Transmission housing - front part
Transport bracket
Transmission housing - rear part
Filter head
ZF filter
Transmission mounting holes M16x1.5
9
10
9
INSTALLATION SHEET 3 WG-94 EC - DIRECT MOUNT

3
1
2
4
REAR VIEW
TABLE-3
1 =
2 =
3 =
4 =
5 =
6 =
7 =
8 =
9 =
10 =
11 =
Filter head
Transport bracket
Direct mount via flex plate
Transmission mounting holes M16x1.5
Oil drain plug 7/8 14 UNF 2B
Output flange MECH 6C
Identification plate
Connection PTO; coaxial, engine-dependent
ZF filter
11
10
9
6
MEASURING POINTS, VALVES AND CONNECTIONS 3 WG-94 EC

TABLE-4
The marked items (e.g. 53) correspond with the items on Table-5!
Take measurements when the transmission has reached operating temperature (approx. 80 - 90 C)!
No.
Denomination of item
51
53
=
=
55
56
57
58
=
=
=
=
63
64
67
=
=
=
Connection
Measuring points for pressure oil and temperature:

Before the converter - opening pressure
11+2 bar
Reverse clutch
KR
16+3 bar
Forward clutch
KV
16+3 bar
Clutch
KD
16+3 bar
Clutch
KE
16+3 bar
Clutch
KC
16+3 bar
Temperature after the converter 100 C; short-term 120 C
Temperature sensor
System pressure
16+3 bar
M10x1
M10x1
M10x1
M10x1
M14x1.5
M12x1,5
M10x1
68
69
70
71
11
21
34
47
=
=
=
=
Inductive transmitters and speed sensor:

Inductive transmitter
n Engine
n Turbine
Speed sensor
n Output
n Central gear train
Inductive sensor
n turbine
KV
Inductive sensor
n engine
AN
KR/PTO
KD
Inductive sensor
n output
Breather
= Connection to wards heat exchanger
= Connection from heat exchanger
= Connection after ZF filter
= Connection before ZF filter
= Converter safety valve (WSV)
= Main pressure valve (HDV)
15
16
Inductive sensor
n central gear chain
M10x1
M10x1
Valves and connections:

10
Transmission schematics
10x1
7/8 14 UNF
7/8 14 UNF
9/16-18 UNF-2B
7/8 14 UN 2A
KE
KC
M18x1,5
M18x1,5
----------M18x1,5
AB
63
68 21 64
64 10
11 21 67
69
63
55
51
47
15
16
53
58
34
56
57
57 67
AN/KR KV
The following markings are cast in raised characters
on the rear side of the transmission housing:
71
70
Y1
Y2
Y3
Y4
Y5
AN / KR
KV
KC
KD
KE
AB
Y1
KD
KC
Y2
Y4
Y5
Y3
Denomination
Proportional valve Y1
Input / Clutch reverse
Clutch forward
Clutch KC
Clutch KD
Clutch KE
Output
Encoding
Driving direction
Forward
Reverse
KE AB
Gear
1
2
3
1
2
3
Engaged clutch
Curr. No. of meas. points
Proportional valve under current

Y3
Y4
Y5
N
Y1
Y2
Engaged clutches
KV
KV
KV
KR
KR
KR
KV
55
KR
53
KC
58
KD
56
KC
KD
KE
KC
KD
KE
KE
57
OIL CIRCUIT DIAGRAM 3 WG-94 EC

-1st GEAR FORWARDTABLE-5
The marked items (e.g. 53) correspond with the items on Table-4!
GF
GP
FT
HVD
WSV
SKR
WT
Y1
Y2
Y3
Y4
Y5
KV
KR
KC
KD
KE
TCU
= Coarse filter mesh size 800 mm

= Transmission pump
Q = 45 l/min, at n engine = 1500 min-1; 16+3 bar
Filter
Filtration ratio acc. to ISO 4572:
30 20 10 1.5
Min. filter surface:
2780 cm2
Min. dust capacity acc. to ISO 4572 :
19 g
= Main pressure valve (control pressure valve) 16+3 bar
= Converter safety valve
11+2 bar
= Lubrication of KR clutch
= Heat exchanger (not included in ZF's delivery scope)
= Proportional valve Y1 clutch KV
= Proportional valve Y2 clutch KR
= Proportional valve Y2 clutch KC
= Proportional valve Y4 clutch KD
= Proportional valve Y5 clutch KE
= KV clutch - forward
= KR clutch - reverse
= KC clutch - 1st gear
= KD clutch - 2nd gear
= KE clutch - 3rd gear
= Transmission control unit
Encoding
Fahrtrichtung
Vorwrts
Gang
1
2
3
Rckwrts
1
2
3
Geschaltete Kupplung
Lfd.-Nr.: der Messstellen
Druckregler unter Spannung

Y3
Y4
Y5
Y1
Y2
Geschaltete Kupplungen
N
KV
KV
KV
KR
KR
KR
KV
55
KR
53
KC
58
KD
56
KC
KD
KE
KC
KD
KE
KE
57
KE
Gear-shift signal
57
56
KD
KC
58
KR
53
55
KV
KA
Turbine speed
Y5
Output speed
Y4
Y3
Y2
Y1
Engine speed
Speed central gear chain
TCU
Inch enable signal

Inch pedal signal 1
Inch pedal signal 2
Oil sump temperature (option)

Oil temperature after the converter
Converter
51
Display
67
64
HDV
Park brake
feedback signal
WSV
15
Legend:
Lubrication
WT
=
=
=
=
=
=
Main pressure
Controlled main pressure
Converter input pressure
Lubrication
Return flow into the tank
Current
FT
63
SKR
GP
GF
16
Oil sump
Main oil circuit
POWER FLOW 3 WG-94 EC - FORWARD/REVERSE GEARS

TABLE-6
View - sense of rotation
1st gear forward
2nd gear forward
3rd gear forward
KV
KV
AN
KV
KV
KR/PTO
AN/KR
KD
KD
AN/KR
AN/KR
KC
KD
KD
KC
KC
KE
KE
AB
AB
KE
KE
AB
KC
AB
2nd gear reverse
1st gear reverse
KV
KV
KV
AN/KR
KD
3rd gear reverse
AN/KR
AN/KR
KD
KD
KC
KC
KC
KE
KE
AB
AB
KE
AB
Legend:
KV
KR
KC
KD
KE
AN
AB
=
=
=
=
=
=
=
Forward clutch
Reverse clutch
1st gear clutch
2nd gear clutch
2rd gear clutch
Input
Output
Driving direction
Forward
Reverse
Gear
1
2
3
1
2
3
Clutch
KV/KC
KV/KD
KV/KE
KR/KC
KR/KD
KR/KE
CONTROLLER DW-3
TABLE-7
Lever for mechanical
Neutralinterlock
CONNECTION DIAGRAM CONTROLLER
CODING CONTROLLER
KD
AUSGABE
GANG
VORWAERTS
1
N D
RUECKW
1
(+)
NEUTRAL
4
X2 : A
4
(+)
AD1 B1
AD2 B2
A2
AD3 B3
In position (Neutral),
F-R not switchable
AD4 V
AD5 R
B1
B2
B3
V
R
AS
X1 : C
X1 : B
X1 : A
X1 : B
X1 : C
X1 : D
A1
AD6 AS
AD7
X1
Type plate
Gear possssitions
A B C D
A B C D
X2
K1
(-)
K1 = RELAY STARTER INTERLOCK

K2 = RELAY REVERSING LIGHTS
A1 = ELECTRONIC UNIT EST-37
CIRCUIT DIAGRAM CONTROLLER

SW
GN
BL
VI
S6
R
1 S4
2
1
2
1S5
2
R
S1
Type plate
3
DW-3
NR.
STUECKL.
12/24
S2
3
S3
RT
GR
Legend:
AD2 (B2)
AD1 (B1)
AD7 (KD)
GE
RS
ED1 (+/VP)
1
2
1
2
AD6 (N)
AD4 (VORWAERTS)
0501 210 148
X2
A2 = CONTROLLER
AD3 (B3)
X1
STEUERUNG
K2
AD5 (RUECKWAERTS)
F
N
R
D
1
2
3
4
=
=
=
=
=
=
=
=
Forward
Neutral
Reverse
Mechanical neutral interlock
1st speed
2nd speed
3rd speed
4th speed
3 WG-94 EC FULLY AUTOMATIC CONTROL EST-65

WIRING DIAGRAM- STANDARD (6029 701 xxx)
TABLE-8
ITEM
A1
A2
A5
A6
A7
LEGEND
Electric control unit EST-65
Shift lever DW-3
Diagnostics (interface)
Display (optional)
CAN interface (connector)
B1
B2
B3
B4
B5
Speed sensor - engine

Speed sensor - turbine
Speed sensor - central gear chain
Speed sensor - output
Hall angle sensor for inch pedal
F1
F2
Fuse 7.5 A
Fuse 7.5 A
S2
S3
S31
Switch enable clutch cut of

Switch select Automatic/Manual
Switch feedback parking brake
T1
After converter temperature sensor
Y1
Y2
Y3
Y4
Y5
Proportional valve
Proportional valve
Proportional valve
Proportional valve
Proportional valve
KV
KR
KC
KD
KE
Table-8 /Page 1 of 2
Kl.30/1.12
F1
Kl.30/1.1
Kl.15/1.12
Kl.15/1.1
F2
1
P
S2
Mini 6-pin
6029 199 074
Superseal 3-pin
6029 199 071
45
62
B4
4
47
X2 / A
48
VP
N
R
B1
B2
KD
A2
X2 / B
43
X2 / D
67
X2 / C
X1 / A
X1 / B
64
63
65
X1 / D
22
19
B1
B2
1
B3
VPI
23
VPEI
66
68
ED9
VPE2
29
21
ED11
Ed10
30
ED12
EF4
S3 S31S32
1
46
24
VMG2
41
CANAPE L
SD1
14
EF1
AIP1
AIP2
AIP3
AIP4
AIP5
ER2
VMGA2
68-pin
6029 199 063
56
10
32
55
9
49
46
KD
KE
26
27
VGS VM1 VM2

28
A7
KV 1
45 22
23
EF3
KC 1
T1
EF2
VGM1
AU1
37
Eu1
Eu2
61
VPS1
VPS1
VMGA1
38
12
24
3 2
B5
1
2
Y4
Y5
Y3
KR
Y2
13
4 3
2 1
A6
4
A1
25
JPT 4-pin
6029 199 076
OPTIONAL
A5
3
CAN_L CAN_T
Mini Timer
2-pin
6029 199 011
18
CANAPE H
2
42
SDDK
EUPR
2
1
1
15
Y1
Mini Timer
2-pin
6029 199 011
A B
AM
LE
6 3
5 2
4 1
Metripack
Codierung: grau
2-pin
6029 601 211
Kl.31/1.6
Kl.31
Twisted wires - 30 windings per meter to a max. of 2 meters
Pin connections corresponding to the connector
Table-9
Fault
Code
(hex)
11
12
25
26
Fault code tables
MEANING OF THE FAULT CODE
reaction of the TCU
possible steps to repair
remarks
possible reason for fault detection

TCU shifts transmission to
TCU detected a wrong signal combination neutral
for the gear range
OP-Mode: transmission
cable from shift lever to TCU is broken shutdown
cable is defective and is contacted to
battery voltage or vehicle ground
shift lever is defective
LOGICAL ERROR AT DIRECTION SELECT
TCU shifts transmission to
SIGNAL
neutral
TCU detected a wrong signal combination OP-Mode: transmission
for the direction
shutdown
cable from shift lever to TCU is broken
battery voltage or vehicle ground
shift lever is defective
S.C. TO BATTERY VOLTAGE OR O.C. AT
no reaction,
TRANSMISSION SUMP TEMPERATURE
TCU uses default temperature
SENSOR INPUT
OP-Mode: normal
the measured voltage is too high:
battery voltage
cable has no connection to TCU
temperature sensor has an internal
defect
connector pin is contacted to battery
voltage or is broken
S.C. TO GROUND AT TRANSMISSION SUMP
no reaction,
TEMPERATURE SENSOR INPUT
the measured voltage is too low:
OP-Mode: normal
vehicle ground
defect
LOGICAL ERROR AT GEAR RANGE SIGNAL
check the cables from TCU to shift lever failure cannot be detected in systems
check signal combinations of shift lever with DW2/DW3 shift lever
positions for gear range
fault is taken back if TCU detects a
valid signal for the position
check the cables from TCU to shift lever fault is taken back if TCU detects a
check signal combinations of shift lever valid signal for the direction at the shift
lever
positions F-N-R
check the cable from TCU to the sensor

check the connectors
check the temperature sensor

Page 1 of 14
Table-9
Fault
Code
(hex)
27
Fault code tables
connector pin is contacted to vehicle

ground
RETARDER / TORQUECONVERTER
the measured voltage is too high:
battery voltage
defect
voltage or is broken
S.C. TO GROUND AT RETARDER /
TORQUECONVERTER TEMPERATURE
SENSOR INPUT
2B
31
remarks
TEMPERATURE SENSOR INPUT
28
reaction of the TCU
the measured voltage is too low:

vehicle ground
defect
connector pin is contacted to vehicle
ground
INCHSENSOR-SIGNAL MISMATCH
the measured voltage from CCO and
CCO2 signal dont match:
cable is defective
sensor has an internal defect
ENGINE SPEED INPUT
TCU measures a voltage higher than 7.00

V at speed input pin
battery voltage
no reaction,
OP-Mode: normal

no reaction,
OP-Mode: normal

During inching mode: TCU shifts check the cable from TCU to the sensor
to neutral
While not inching: no change
check sensor
OP-Mode: normal
OP-Mode: substitute clutch
control

check the speed sensor
Page 2 of 14
Table-9
Fault
Code
(hex)
32
Fault code tables
remarks

speed sensor has an internal defect
voltage or has no contact
S.C. TO GROUND AT ENGINE SPEED INPUT
TCU measures a voltage less than 0.45V
at speed input pin
cable / connector is defective and is
contacted to vehicle ground
33
LOGICAL ERROR AT ENGINE SPEED INPUT
34
TCU measures a engine speed over a

threshold and the next moment the
measured speed is zero
cable / connector is defective and has
bad contact
sensor gap has the wrong size
TURBINE SPEED INPUT
35
reaction of the TCU

battery voltage
S.C. TO GROUND AT TURBINE SPEED INPUT
at speed input pin

control


control

control
if a failure is existing at output
speed,
TCU shifts to neutral
OP-Mode: limp home


control
speed,
OP-Mode: limp home


check the sensor gap
This fault is reset after power up of TCU
Page 3 of 14
Table-9
Fault
Code
(hex)
Fault code tables
LOGICAL ERROR AT TURBINE SPEED INPUT
37
TCU measures a turbine speed over a

threshold and at the next moment the
bad contact
INTERNAL SPEED INPUT
39
remarks
36
38
reaction of the TCU

control
speed,
OP-Mode: limp home

control


battery voltage
S.C. TO GROUND AT INTERNAL SPEED INPUT OP-Mode: substitute clutch
control
at speed input pin
LOGICAL ERROR AT INTERNAL SPEED INPUT OP-Mode: substitute clutch
TCU measures a internal speed over a
control
bad contact



Page 4 of 14
Table-9
Fault
Code
(hex)
3A
3B
Fault code tables
reaction of the TCU
remarks

OUTPUT SPEED INPUT

battery voltage
S.C. TO GROUND AT OUTPUT SPEED INPUT
at speed input pin
3C
LOGICAL ERROR AT OUTPUT SPEED INPUT
3E
TCU measures a output speed over a

bad contact
OUTPUT SPEED ZERO DOESNT FIT TO
OTHER SPEED SIGNALS
if transmission is not neutral and the

shifting has finished,
TCU measures outputspeed zero and
turbine speed or internal speed not equal
to zero.
special mode for gear selection

control
if a failure is existing at turbine
speed,
OP-Mode: limp home


control
speed,
OP-Mode: limp home
control
speed,
OP-Mode: limp home


control
speed,
OP-Mode: limp home

check the sensor signal of output speed

sensor
check the sensor gap of output speed
sensor
Page 5 of 14
Table-9
Fault
Code
(hex)
54
57
71
72
Fault code tables
reaction of the TCU
remarks

VEHICLE1 TIMEOUT
Timeout of CAN-message Vehicle1 from
display computer
interference on CAN-Bus
CAN wire/connector is broken
CAN wire/connector is defective and
has contact to vehicle ground or
battery voltage
EEC1 TIMEOUT
Timeout of CAN-message EEC1 from
EEC controller
interference on CAN-Bus
CAN wire/connector is broken
CAN wire/connector is defective and
has contact to vehicle ground or
battery voltage
S.C. TO BATTERY VOLTAGE AT CLUTCH KC
the measured resistance value of the valve
is out of limit, the voltage at KC valve is
too high.
contact to battery voltage
regulator has an internal defect
S.C. TO GROUND AT CLUTCH KC
is out of limit, the voltage at KC valve is
too low.
contact to vehicle ground
contact to another regulator output of
the TCU

NN (because of shifting lever)
check vehicle controller

check wire of CAN-Bus
check cable to vehicle controller

control
check EEC controller

check wire of CAN-Bus
check cable to EEC controller

OP-Mode: limp home
if failure at another clutch is
pending
OP-Mode: TCU shutdown
check the cable from TCU to the

gearbox
check the connectors from TCU to the
gearbox
check the regulator resistance 1)
check internal wire harness of the
gearbox
gearbox
check the connectors from gearbox to
TCU
gearbox

OP-Mode: limp home
pending
1)
see chapter Error! Reference source

not found.
1)

not found.
Page 6 of 14
Table-9
Fault
Code
(hex)
73
Fault code tables
75
76
remarks

O.C. AT CLUTCH KC

is out of limit.
no contact to TCU
74
reaction of the TCU
S.C. TO BATTERY VOLTAGE AT CLUTCH

OP-Mode: limp home
pending

KD/KA
OP-Mode: limp home
the measured resistance value of the valve if failure at another clutch is
is out of limit, the voltage at KA/KD valve pending
is too high.
cable / connector is defective and has OP-Mode: TCU shutdown
S.C. TO GROUND AT CLUTCH KD/KA
the measured resistance value of the valve OP-Mode: limp home
is out of limit, the voltage at KD/KA valve if failure at another clutch is
is too low.
pending
cable / connector is defective and has TCU shifts to neutral
the TCU
O.C. AT CLUTCH KD/KA
is out of limit.
cable / connector is defective and has pending
no contact to TCU
1)

gearbox
TCU
gearbox
gearbox
TCU
gearbox

not found.

gearbox
TCU
gearbox
1)

not found.

gearbox
TCU
gearbox
1)
1)

not found.

not found.
Page 7 of 14
Table-9
Fault
Code
(hex)
77
78
79
Fault code tables
remarks

S.C. TO BATTERY VOLTAGE AT CLUTCH
1)

KE/KB
OP-Mode: limp home
the measured resistance value of the valve if failure at another clutch is
is out of limit, the voltage at KE/KB valve pending
is too high.
cable / connector is defective and has OP-Mode: TCU shutdown
S.C. TO GROUND AT CLUTCH KE/KB
is out of limit, the voltage at KE/KB valve if failure at another clutch is
is too low.
pending
cable / connector is defective and has TCU shifts to neutral
the TCU

gearbox
TCU
gearbox

not found.

gearbox
TCU
gearbox
1)

not found.
O.C. AT CLUTCH KE/KB

gearbox
TCU
gearbox
gearbox
TCU
gearbox
1)

is out of limit.
no contact to TCU
84
reaction of the TCU
S.C. TO BATTERY VOLTAGE AT CLUTCH KV

is out of limit, the voltage at KV valve is
too high.

OP-Mode: limp home
pending
OP-Mode: limp home
pending

not found.
1)

not found.
Page 8 of 14
Table-9
Fault
Code
(hex)
85
86
87
88
Fault code tables
reaction of the TCU
remarks

S.C. TO GROUND AT CLUTCH KV

is out of limit, the voltage at KV valve is
too low.
the TCU
O.C. AT CLUTCH KV
is out of limit.
no contact to TCU
S.C. TO BATTERY VOLTAGE AT CLUTCH KR

is out of limit, the voltage at KR valve is
too high.
S.C. TO GROUND AT CLUTCH KR
is out of limit, the voltage at KR valve is
too low.
the TCU
1)

OP-Mode: limp home
pending

gearbox
TCU
gearbox

not found.

OP-Mode: limp home
pending

gearbox
TCU
gearbox
gearbox
TCU
gearbox
gearbox
TCU
gearbox
1)

OP-Mode: limp home
pending
OP-Mode: limp home
pending

not found.
1)

not found.
1)

not found.
Page 9 of 14
Table-9
Fault
Code
(hex)
89
Fault code tables
B2
B3
remarks

O.C. AT CLUTCH KR

is out of limit.
no contact to TCU
B1
reaction of the TCU

OP-Mode: limp home
pending

gearbox
TCU
gearbox
check pressure at clutch KC
check main pressure in the system
check sensor gap at internal speed
sensor
check sensor gap at output speed sensor
check signal at internal speed sensor
check signal at output speed sensor
replace clutch
SLIPPAGE AT CLUTCH KC
TCU calculates a differential speed at
closed clutch KA. If this calculated value
is out of range, TCU interprets this as
slipping clutch.
low pressure at clutch KC
low main pressure
wrong signal at internal speed sensor
wrong signal at output speed sensor
wrong size of the sensor gap
clutch is defective
SLIPPAGE AT CLUTCH KD/KA
closed clutch KB. If this calculated value
slipping clutch.
low pressure at clutch KD/KA
low main pressure
clutch is defective

OP-Mode: limp home
pending

OP-Mode: limp home
pending
check pressure at clutch KD/KA

sensor
replace clutch
SLIPPAGE AT CLUTCH KE/KB

closed clutch KE/KB. If this calculated
value is out of range, TCU interprets this
as slipping clutch.

OP-Mode: limp home
pending
check pressure at clutch KE/KB

sensor
1)

not found.
Page 10 of 14
Table-9
Fault
Code
(hex)
B6
B7
reaction of the TCU
remarks

SLIPPAGE AT CLUTCH KV
closed clutch KV. If this calculated value
slipping clutch.
low pressure at clutch KV
low main pressure
wrong signal at turbine speed sensor
clutch is defective
SLIPPAGE AT CLUTCH KR
closed clutch KR. If this calculated value
slipping clutch.
low pressure at clutch KR
low main pressure
wrong signal at turbine speed sensor
clutch is defective

OP-Mode: limp home
pending
check pressure at clutch KV

sensor
check sensor gap at turbine speed sensor
check signal at turbine speed sensor
replace clutch

OP-Mode: limp home
pending
check pressure at clutch KR

sensor
check sensor gap at turbine speed sensor
check signal at turbine speed sensor
replace clutch
OVERTEMP SUMP
no reaction
OP-Mode: normal
cool down machine

check oil level
check temperature sensor
B5
Fault code tables
low pressure at clutch KE/KB

low main pressure
clutch is defective
TCU measured a temperature in the oil

sump that is over the allowed threshold.

replace clutch
Page 11 of 14
Table-9
Fault
Code
(hex)
Fault code tables
reaction of the TCU
OVERTEMP CONVERTER
TCU measured a temperature in the
retarder oil that is over the allowed
threshold.
no reaction
OP-Mode: normal
B9
OVERSPEED ENGINE
BC
retarder applies if configured

OP-Mode: normal
No reaction
OP-Mode: normal
OVERSPEED OUTPUT
TCU messures an transmission output
speed above the defined threshold
ENGINE TORQUE OR ENGINE POWER
OP-Mode: normal
OVERLOAD
TCU calculates an engine torque or engine
power above the defined thresholds
TRANSMISSION OUTPUT TORQUE
OP-Mode: normal
C1
remarks
B8
C0
cool down machine

check oil level
-
OVERLOAD
TCU calculates an transmission output

torque above the defined threshold
C2
TRANSMISSION INPUT TORQUE OVERLOAD

TCU calculates an transmission input
torque above the defined threshold
C3
OVERTEMP CONVERTER OUTPUT
D1
TCU measured a oil temperature at the

converter ouput that is over the allowed
threshold.
S.C. TO BATTERY VOLTAGE AT POWER
programmable :No reaction or

shift to neutral
OP-Mode: normal
no reaction
OP-Mode: normal
see fault codes no. 21 to 2C
SUPPLY FOR SENSORS
D2
TCU measures more than 6V at the pin

AU1 (5V sensor supply)
S.C. TO GROUND AT POWER SUPPLY FOR
SENSORS
TCU measures less than 4V at the pin

AU1 (5V sensor supply)
see fault codes no. 21 to 2C
cool down machine

check oil level
check cables and connectors to sensors,
which are supplied from AU1
check the power supply at the pin AU1
(should be appx. 5V)
check cables and connectors to sensors,
which are supplied from AU1
check the power supply at the pin AU1
(should be appx. 5V)
fault codes no. 21 to no. 2C may be a

reaction of this fault
fault codes no. 21 to no. 2C may be a

reaction of this fault
Page 12 of 14
Table-9
Fault
Code
(hex)
D3
D4
D5
D6
E3
Fault code tables
reaction of the TCU
remarks

LOW VOLTAGE AT BATTERY
shift to neutral
measured voltage at power supply is lower OP-Mode: TCU shutdown
than 10 V (12V device)
lower than 18 V (24V device)
HIGH VOLTAGE AT BATTERY
shift to neutral
measured voltage at power supply is
higher than 18 V (12V device)
higher than 32.5 V (24V device)
shift to neutral
ERROR AT VALVE POWER SUPPLY VPS1
TCU switched on VPS1 and measured
VPS1 is off or TCU switched off VPS1
and measured VPS1 is still on
cable or connectors are defect and are
contacted to battery voltage
permanent power supply KL30 missing
TCU has an internal defect
ERROR VALVE POWER SUPPLY VPS2

shift to neutral
TCU switched on VPS2 and measured
VPS2 is off or TCU switched off VPS2
and measured VPS2 is still on
contacted to battery voltage
permanent power supply KL30 missing
TCU has an internal defect
S.C. TO BATTERY VOLTAGE AT DISPLAY
no reaction
OUTPUT
OP-Mode: normal
TCU sends data to the display and
measures allways a high voltage level on
the connector
check power supply battery

check cables from batteries to TCU
check connectors from batteries to TCU
check power supply battery
check cables from batteries to TCU
check connectors from batteries to TCU
check fuse
check cables from gearbox to TCU
check connectors from gearbox to TCU
replace TCU
check fuse
check cables from gearbox to TCU
check connectors from gearbox to TCU
replace TCU
check the cable from TCU to the display

check the connectors at the display
change display
Page 13 of 14
Table-9
Fault
Code
(hex)
E4
F1
F2
F3
F5
F6
Fault code tables
reaction of the TCU
remarks

cable or connectors are defective and
are contacted to battery voltage
display has an internal defect
S.C. TO GROUND AT DISPLAY OUTPUT
TCU sends data to the display and
measures allways a high voltage level on
the connector
cable or connectors are defective and
are contacted to vehicle ground
display has an internal defect
GENERAL EEPROM FAULT
TCU can't read non volantile memoy
TCU is defective
no reaction
OP-Mode: normal
check the cable from TCU to the display

check the connectors at the display
change display
no reaction
OP-Mode: normal
replace TCU
CONFIGURATION LOST
transmission stay neutral
TCU has lost the correct configuration and OP-Mode: TCU shutdown
can't control the transmission.
interference during saving data on non
volatile memory
TCU is brand new or from another
vehicle
APPLICATION ERROR
something of this application is wrong
CLUTCH FAILURE
AEB was not able to adjust clutch filling

parameters
One of the AEB-Values is out of limit
CLUTCH ADJUSTMENT DATA LOST OR
INCHPEDAL CALIBRATION DATA LOST
TCU was not able to read correct clutch
adjustment parameters
interference during saving data on non
volatile memory
TCU is brand new
often shown together with fault code F2
Reprogramm the correct configuration

for the vehicle (e.g. with cluster
controller,...)
replace TCU !!

check clutch
default values = 0 for AEB

offsets used
OP-Mode: normal
no Inchmode available
execute AEB
This fault occurs only if an test engineer

did something wrong in the application
of the vehicle
TCU shows also the affected clutch on
the Display
Page 14 of 14

ZF XCMG Transmission

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ZF XCMG Transmission

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Order No.

: 5872 138 002

Subject to technical modifications!

1st Edition: 11/2007

This is applicable for instructions to be observed for maintenance, operation or

Summary of TECHNICAL DATA

Installation sheet of direct mount - front view

Installation sheet of direct mount rear view

Measuring points, valves and connections

Oil circuit diagram (1st speed forward)

Power flow of forward and reverse gears

Fully-automatic control EST-65 (Standard)

Fault code list EST-65

Stall torque ratio:

Mass (without oil):

kg approx.** ............................................ 230

* = depending on vehicle type and application

Transmission ratio (mechanical)*

* = Other ratios are possible, depending on the transmission version.

LABELING OF IDENTIFICATION PLATE FOR

INFORMATION ON SPARE PARTS ORDERING:

You will find this information on the identification plate!

Operating temperature after the converter 65 C min. and 100 C in continuous

during any kind of electrical operations on the vehicle

Operating mode of the converter:

Operating mode of a hydrodynamic torque converter

Figure No.: 1.1

The multi-speed reversing transmission in countershaft design is powershiftable by

ZF coarse filter (screen):

This creates spontaneous shiftings without tractive effort interruption.

Electronic control unit TCU

The electro-hydraulic transmission control is governed by connection to the electronic TCU.

The installation of the TCU is optional. Preferably, ZF recommends the version

Fig. No.: 1.5 B1

TCU installation dimensions

Minimum distance to release the plug

Fig. No.: 1.5 B2

Electronic controls for ZF powershift transmissions

Due to the different configurations of electronic transmission controls within the

1.6.2 Description of basic functions

Gear determination depending on driving speed and load condition

Legend to Figure No. 1.6.2

Inching pedal (option)

Temperature measuring point after the converter No. 63

Overall system of EST-65

Figure No.: 1.6.2

1.6.3 Automatic calibration of shifting elements (AEB)

"Neutral" shift position

Figure No.: 1.6.3

2. AEB start by operating elements on the vehicle.

1.6.4 Electrical inching

Description of the fault codes for ERGO-Control EST-65

Figure No.: 1.7.2

1.7.3 Display during operation

actual gear and direction

limp home gear

CAUTION gear will engage if turbine speed

manual mode 2 gear

difference of engine and turbine speed above a

at least one fault activ

select neutral to get fault code displayed

warning retarder temperature

changes between actual gear/direction while

warning torque converter temperature