Training 6 WG-210 3. Auflage PDF

Order-No.
: 5872 196 002
ZF – ERGOPOWER TRANSMISSION
6 WG-210
TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTIC SYSTEMS
ZF Passau GmbH
Donaustr. 25 - 71
D - 94034 Passau Edition: 2002/07
Subject to changes w/o notice
Geschäftsbereich
ERGOPOWER Arbeitsmaschinen-Antriebe
und Achssysteme
3. Edition
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Preface
The present Documentation has been developped for skilled personnel which has been trained
by the ZF for the Maintenance and Repair operations on ZF-units.
However, because of technical development of the product, the Maintenance and Repair of the
unit in your hands may require differing steps as well as also different setting and test data.
This Manual is based on the technical state at the printing.

At the preparation, every possible care has been taken to avoid errors.
However, we are not liable for possible mistakes concerning the representation and the des-
cription.
We are reserving ourselves the right of modifications without previous information.
The responsibility lies with the owner and the user, to pay attention to the safety indications,
and to carry out the Maintenance operations according to the prescribed Specifications.
The ZF is not liable for faulty installation, incorrect treatment, insufficient Maintenance, im-
pro-perly and unskilled performed works, and for the subsequential damages resulting from it.
It is imperative to pay attention to the corresponding Specifications and Manuals of the Vehi-
cle Manufacturer.
Important Informations concerning the technical reliability and reliability in service are accen-
tuated by the following Symbols:
Valid for Instructions which must be observed at the Maintenance, the Perfor-
mance or the Operation of the vehicle !
Is inserted at working and operating procedures which have to be exactly res-

pected to avoid a damage or destruction of the unit or to exclude a danger to
persons !
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TECHNICAL DATA
Engine power: max. KW ------------------------------ 210*
Turbine moment: max. Nm ------------------------------ 1 650*
Engine speed: max. min-1 ------------------------------ 2 600*
Starting torque multiplication: ------------------------------ 1,55 to 3,0
Engine-dependent Power take-offs:

Torque: Nm ------------------------------ 800
Speed: n ------------------------------ 1 x nEngine
Mass (without oil): kg about ------------------------------ 540**
* = dependent on Vehicle type and application

** = dependent on the Transmission version
Description:
The ZF-Transmissions 6 WG-210 are composed of a hydrodynamic torque converter and a
rear-mounted multi-speed powershift transmission with integrated transfer case (see Table 1).
The torque converter is a wear-free starting device which is infinitely variable adapting itself
to the required situations (necessary input torque).
Input by direct mounting via diaphragm on the engine, or separate installation (input via uni-
versal shaft) with DIN-, Mechanic- or Spicer-input flange.
Between engine and torque converter, a Retarder can be arranged (fluid brake) whereby a
good braking effect will be achieved in all speeds.
The transmission can be shifted manually or fully-automatically by means of the Electronic
unit EST-37.
Torque converter:
Unit size W 300 and 340 with torque multiplication according to the version and a WK.
Powershift transmission:
6 Forward speeds and 3 Reverse speeds.
Output:
The powershift transmission has between input and output shaft a center distance of 540 mm,
and can be equipped with the following components:
- with output flanges to the front and rear axle for different universal shafts
- on the rear output (rear-side) with a disk brake as parking brake
- on the converter side with axle disconnection
- with an integrated, lockable interaxle differential
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Power take-off:
For the drive of an external hydraulic pressure pump,an engine-dependent, coaxial power
take-off is existing, upon request also disconnectable.
It allows the mounting of pumps with SAE-C connection.
Transmission accessories:
Upon request, the transmissions can be additionally equipped with the following components:
- Emergency steering pump with a feed rate off 16 cm3/rev. or 32 cm3/rev.
- Electronic speedometer signal for:
- Construction site vehicles here, the Electronic unit EST-37 offers a speedometer signal.
- Road vehicles, the signal required for the speedometer interpretation will be picked-up on
the output side by a pulse generator (e.g. is needed for trip recorders).
For this, a frequency divider from the Customer side is necessary.
- Separate mounting of the ZF-Fine filter.
Transmission ratio (mechanical)*
SPEED DRIVING DIRECTION Ratio

1 Forward 5,562
2 Forward 3,615
3 Forward 2,255
4 Forward 1,466
5 Forward 0,842
6 Forward 0,613
1 Reverse 5,274
2 Reverse 2,138
3 Reverse 0,894
* = According to the Transmission version, other ratios are also possible.
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INSCRIPTIONS ON A ZF-MODEL INDENTIFICATION

PLATE FOR ZF-HYDROMEDIA-REVERSING -TRANSMISSION
1 = Gearbox type
2 = Gearbox Serial-No.
3 = ZF-Parts List-No.
4 = Total ratio of the Gearbox
5 = Oil (Oil specification)
6 = List of lubricants
7 = Oil capacity
8 = Customer no.
1 2
3 4
5 6
7
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NOTES REGARDING THE SPARE PARTS ORDERS:
When ordering genuine ZF-Spare Parts, please indicate:
1. = Gearbox type
2. = Serial-No. See Model identification Plate!
3. = ZF-Parts List-No.
4. = Mark and type of vehicle
5. = Denomination of the spare part
6. = Spare parts-No.
7. = Way of transport
When all of the above required indications are considered, errors in the delivery of
spare parts Orders can be avoided!
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IMPORTANT INSTRUCTIONS
Oil level check (see 4.2):

In the cold start phase, the engine must be running about 2 – 3 minutes at idling
speed and the marking on the oil dipstick must then be lying above the cold start
mark.
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 stationary engine, the oil level in the transmission is rising essentially, accord-
ing to the installation conditions !
At every oil change, the ZF-Fine filter must be exchanged. In addition, ZF rec-
ommends to start the autonomous calibration of the shifting elements (AEB).
The autonomous calibration of the shifting elements (AEB) must be started after
the initial installation of the transmission and the Electronics in the vehicle at the
Vehicle Manufacturer and after every replacement of the transmission, the elec-
trohydraulic control or the TCU in case of a failure.
Put the Controller at the starting of the engine always to the Neutral position.
At running engine and transmission in Neutral, the parking brake must be en-
gaged or the service brake be actuated, to prevent the vehicle from rolling.
Prior to every start off, loosen the parking brake.
The engagement of the speed out of Neutral is only possible under the pro-
grammed transmission input speed (turbine speed).
Neutral position of the selector switch at higher vehicle speeds (above stepping
speed) is not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped
at once.
Reversing (Standard):
The reversing must be performed at standstill, resp. at very low driving speed.
Above the programmed reversing limit, the vehicle will be shifted to Neutral by
the Electronic unit EST-37, and the vehicle continues rolling in the old driving
direction.
The gear of the new driving direction will be only engaged when the pro-
grammed reversing speed and the transmission input speed (turbine speed) has
fallen below.
The programming is customized and can therefore be different from standard.
Therefore, the exact procedure must be taken from the Operating Instructions of
the respective Vehicle Manufacturer !
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At stopped engine, there is on the Controller, despite a preselected gear, no

power flow between transmission and engine, i.e. the transmission is in the idling
position.
The parking brake must therefore be completely actuated !
When leaving the vehicle, secure it additionally by brake blocks !
The towing speed must in no case be higher than 10 km/h, the towing distance
not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission
will be damages due to insufficient oil supply !
At a longer distance, the best solution would be to transport the vehicle with a
Low loader.
Operating temperature behind the converter at least 65° and 100° C in continu-
ous operation, a short-time increase up to max. 120° C is permitted.
Temperature in the sump 60° - 90° C.
In case of irregularities on the transmission, put the vehicle out of service and
ask for Specialists.
Protective measures for the ZF-Electronics at electrical operations on the

vehicle:
At the following operations, the ignition must be switched off and the control
unit plug must be pulled off from the ZF-Electronics:
∗ At any kind of electrical operations on the vehicle.

∗ At welding operations on the vehicle.
∗ At insulation tests on the electric system.
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I. DESCRIPTION
1.1 Function of the Converter:
Function of a hydrodynamic Torque converter

(Schematic view)
TP = Torque of the
Impeller Turbine wheel
Impeller
TT = Torque of the
Turbine wheel
TR= Torque of the
TT Reaction member
(Stator)
from the
Engine
TP
to the
Transmission
NT = 0
Condition in the Vehicle is stationary
1 1,5 2,5
mo-ment of the start TR
off Reaction member
nT = <n Engine
(Stator)
Intermediate condi- 1 <1,5 <2,5
tion
nT = ≈ 0,8 n Engine
Condition in the
lock-up point 1 0 1
Figure-No.: 1.1
The converter is working according to the Trilok-System, i.e. it assumes at high turbine speed
the characteristics, and with it the favourable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favourable operating
conditions are obtained for each installation case.
The Torque converter is composed of 3 main components:
Impeller – Turbine wheel – Stator (Reaction member)
These 3 impellers are arranged in such a ring-shaped system that the fluid is streaming
through the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In this
way, the converter can fulfill its task to multiply the torque of the engine and at the same time,
the heat created in the converter is dissipated via the escaping oil.
The oil which is streaming out of the impeller, enters the turbine wheel and is there reversed
in the direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft is receiv-
ing a more or less high reaction torque.
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The stator (reaction member) following the turbine, has the task to reverse the oil, which is
streaming out of the turbine once more and to deliver it under the suitable discharge direction
to the impeller.
Due to the reversion, the stator is receiving a reaction torque.
The relation turbine torque/pump torque is called torque multiplication. This is the higher, the
greater the speed difference of impeller and turbine wheel will be.
Therefore, the maximum torque multiplication is created at stationary turbine wheel.

With increasing output speed, the torque multiplication is decreasing. The adaption of the
output speed to a certain required output torque will be infinitely variable and automatically
achieved by the torque converter.
When the turbine speed is reaching about 80% of the pump speed, the torque multiplication
becomes 1,0 i.e. the turbine torque becomes equal to that of the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, in the torque
multiplication range it is backing-up the torque upon the housing, and is released in the clutch
range.
In this way, the stator can rotate freely.
1.2 WK
WK - open WK – closed
1 2 1 2
6 6
Pressure oil
from the
WK-Valve
5 5
4 3 4 3
Figure-No. 1.2 B1:
Legend ref. Figure-No. 1.2 B1:

1 = Cup spring 4 = Circuit cover/Impeller
2 = Plate pack 5 = Turbine wheel
3 = Stator 6 = Piston
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At closed WK, the slip between impeller and turbine wheel, and with it the hydraulic loss in
the converter is equal to „Zero“ (see Figure-No. 1.2 B1).
The WK will be automatically shifted dependent on the turbine speed.
The pressure oil (15 + 1 bar) for the closing of the WK, is directed via a solenoid shift valve
(see Figure-No. 1.1 B2) to the piston (6), which is compressing the plate pack.
WK Solenoid shift valve
Meas. point WK WK Solenoid valve

Connection to WK
Duct plate
Syst. pressure from Contr. unit Vent hole
Figure-No.: 1.2 B2
1.3 Powershift transmission
The multi-speed reversing transmission in countershaft design is power shiftable by hydrauli-

cally actuated multi-disk clutches.
All gears are constantly meshing and carried on antifriction bearings.
The gear wheels, bearings and clutches are cooled and lubricated with oil.
The 6-speed reversing transmission is equipped with 6 multi-disk clutches.
At the shifting, the actual plate pack is compressed by a piston, movable in axial direction,
which is pressurized by pressure oil.
A compression spring takes over the pushing back of the piston, thus the release of the plate
pack. As to the layout of the transmission as well as the specifications of the closed clutches
in the single speeds, see Table 1, 9, 10, 11,12, 13 and 14.
1.4 Transmission control:
Transmission control, see Schedule of measuring points, Oil circuit diagram and Electro-
hydraulic control unit Table-9, 10, 11, 12,13, 14 and 18.
The transmission pump, necessary for the oil supply of the converter, and for the transmission
control, is located in the transmission on the engine-dependent input shaft.
The feed rate of the pump is Q = 105 l /min, at nEngine = 2000 min -1.
This pump is sucking the oil via the coarse filter out of the oil sump and delivers it via the ZF-
Fine filter – the filter can be fitted also externally from the transmission – to the main pressure
valve.
If because of contamination, resp. damage, the through-flow through the ZF-Fine filter is not
ensured, the oil will be directly conducted via a filter differential pressure valve (bypass valve
∆p=5,5+3 bar) to the lubrication.
In this case, an error indication is shown on the ZF-Display.
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ZF-Fine filter:
Filtration ratio according to ISO 4572: ß30 > 75 ß15 = 25 ß10 = 5.0
Filter surface at least: 6700 cm2
Dust capacity according to ISO 4572 at least: 17 g
The six clutches of the transmission are selected via the 6 proportional valves P1 to P6.
The proportional valve (pressure regulator unit) is composed of pressure regulator (e.g. Y6),
follow-on slide and vibration damper.
The control pressure of 9 bar for the actuation of the follow-on slides is created by the pres-
sure reducing valve. The hydraulic oil (16+2 bar) is directed via the follow-on slide to the
respective clutch.
Due to the direct proportional selection with separate pressure modulation for each clutch, the
pressures to the clutches, which are engaged in the gear change, will be controlled. In this
way, a hydraulic intersection of the clutches to be engaged and disengaged becomes possible.
This is creating spontaneous shiftings without traction force interruption.
At the gear change, the following criteria will be considered:
- Speed of engine, turbine, central gear train and output.

- Transmission temperature.
- Shifting mode (up-, down-, reverse shifting and speed engagement out of Neutral).
- Load condition (full and part load, traction, overrun inclusive consideration of load cycles
during the gear change).
The main pressure valve is limiting the max. control pressure to 16+2 bar and releases the
main flow to the converter and lubricating circuit.
In the inlet to the converter, a converter safety valve is installed which protects the converter
from high internal pressures (opening pressure 11+2 bar).
Within the converter, the oil serves to transmit the power according to the well-known hydro-
dynamic principle (see Chapter Torque converter 1.1).
To avoid cavitation, the converter must be always completely filled with oil.
This is achieved by a converter pressure back-up valve, rear-mounted to the converter, with an
opening pressure of about 4,3+3 bar.
The oil, escaping out of the converter, is directed to a heat exchanger.
The selection and definition of the heat exchanger must be carried out according to our Instal-
lation Specification for hydrodynamic powershift transmissions by the Customer on his own
responsibility.
The heat exchanger is not within the scope of supply of the ZF Passau GmbH.
From the heat exchanger, the oil is directed to the transmission and there to the lubricating oil
circuit so that all lubricating points are supplied with cooled oil.
In the Electrohydraulic control unit, are 6 pressure regulators installed – see Table-18.
The allocation of the pressure regulators to the single gears can be seen on the Tables 9, 10,
11,12, 13 and 14.
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1.5 Controllers
1.5.1 General:
Due to the great number of the available Controllers, the precise Technical Data
must be taken from the respective installation drawing.
1.5.2 Controller VTS-3

see Table-21
At the Console selector VTS-3 (preselection pushbutton switch), the driving direction will be
preselected by horizontal tilting of the Controller lever.
By pressing the Controller lever to the right (+) or to the left (-), the speeds can be preselected.
The Controller is equipped with a function knob, it serves according to the driving mode as
kickdown knob or release knob for the start off and for the automatic and manual driving
mode.
CONTROLLER VTS-3
Function knob
V N
R
Gearsh. gate
+ + +
N
R
V
Figure-No. 1.5.2
VTS-3 Speed allocation
General:
For the engagement of a speed, the function knob must be pressed.

Automatic mode is always selected after the engagement of a speed out of Neutral.
Automatic Forward speeds 1 to 6.
Automatic Reverse speeds 1.
For the selection to the manual mode, there are two possibilities:
- Pressing of the function knob (remaining in the running gear).
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- Selection of a lower or higher gear by pressing the Controller lever to the left (-) or to the
right (+).
Speed engagement out of Neutral is only then possible when the turbine speed is lying below
1200 min –1 .
The EST-37 offers the possibility of max. two gear limitations. This can be different from
vehicle to vehicle.
In the following, two possibilities are described how gear limitations can be defined:
- Dumper:
Trough in top position, vehicle can be driven only in the 1st and 2nd speed Forward and
only in the 1st speed Reverse.
- Crane:
- All-wheel engaged, vehicle can be driven only in the 1st and 2nd speed.
- Operation changed over to the upper chassis, driving only possible in the 1st speed.
1.5.3 Pushbutton switch D-7

- See Table-22
-
For the installation into the dashboard, the pushbutton switch D7 with 6 pushbuttons is avail-
able. Possible installation positions are horizontal and vertical. The pressed pushbotton are
illuminated. The programming can be different from vehicle to vehicle.
Pushbutton switch D7
1 2 3 D N R
Figure-No.: 1.5.3
The single keys are marked as follows:
1 = 1st Speed – Forward D = Automatic

2 = 2nd Speed – Forward N = Neutral
3 = 3rd Speed – Forward R = Reverse
1.6 Display
1.6.1 General:
Because the Display can be used with all Controller types, as e.g. with the DW-3 or ERGO II
for Wheel loaders Lift trucks, RoRo trucks as well as with the VTS-3 or D7 for Cranes, Dum-
pers, Graders and Rail vehicles.
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1.6.2 Possible Indications on the Display
DISPLAY
left central right

h f ed Side Side Side
a b c g
Figure-No.: 1.6.2
Spec. charact. Display (see Figure-No.: 1.6.2)
a, f Automatic range (up- and downshifting)
b, c, d, e Preselected gear
g EST-37 has recognized an error, is flashing
h This special character is not used for the moment at the EST-37
Left Side For the moment without function
Central and On the two alphanumeric 16-segment displays, the EST-37 issues the ac-
right Side tual state of gear and driving direction. Besides, a two-digit error code will
be indicated for these two segments.
Display of the Driving direction: V or F: Vorwärts / Forward

(right Side N: Neutral
R: Reverse
Display of the engaged gear: Display 1, 2, ... 6

(central Side)
Waiting for Controller-Neutral: Indication on the Display: NN (central and right Side).
In this condition, Neutral is pending on transmission.
To engage a gear, at first Neutral must be shifted on
the Controller before the electronics allows to engage a
gear again.
Preselected Driving range: The number of the lines indicates the driving range,
(Special characters b, c, d, e) resp. the gear preselected:
1 Bar: Driving range 1
2 Bars: Driving range 2
3 Bars: Driving range 3
4 Bars: Driving range 4, 5 or 6
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Display Manual/ Automatic: If the two Symbols a , f (Arrows) and the bars b, c, d, e
(Special characters a, f) are indicated, the system is in the Automatic mode
(automatic up- and downshiftings).
Flashing of the Arrows (a, f), the KD (Kick-

Down) – Mode is activated.
Display of the Cold-start phase: Transmission stays in Neutral
Bars are flashing: WK open
Error display: If the system is recognizing an error, the spanner (Spe-

cial symbol „g“) is flashing.
If Neutral is preselected on the Controller, a two-digit
error number appears on the two alphanumeric display
positions (central and right Side).
If more than one error is pending, the different error

numbers will be indicated one after the other on the
Display in cycles (about 1 second).
The error code will be only then indicated if

the Controller is in Neutral !
Warning display: At exceeding the warning threshold Temperature –

Sump / Retarder / behind the Converter and the warn-
ing threshold Speed – Engine, changes the indication
on the Display to the actual gear and the corresponding
warning indicator.
If several warnings are simultaneously active,

only the warning with the highest priority will
be indicated.
Warning in- Warning Priority

dicator
WR Temp. behind Retarder 1
WT Temp. behind Converter 1
WS Temperature in Sump 2
WE Engine speed 3
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Display EE Indication on the Display: EE (central and right Side).

In this state, the Display has a timeout, i. e. it receives
no Data from the EST-37.
Main reasons:
- EST-37 is in TOTAL RESETTING MODE

(e.g. because of output train disconnection or exter-
nal power supply at the lines to the gear-solenoid
valves).
- EST-37 without supply
- Data line not correctly connected, etc.
1.6.3 Error code definition:
The error codes are composed of two hexadecimal numbers.

The first number indicates the kind of signal, the second number the signal and the kind of
error.
Since there are different Software versions for the Customers, the listing of the error
codes must be taken from the Documentation of the Vehicle Manufacturer.
First Number Meaning of the Number

1 hex Digital input signal
2 hex Analog input signal
3 hex Speed signal
4 hex CAN signal error
7 hex Analog current output signal
8 hex Analog current output signal
9 hex Digital output signal
A hex Digital output signal
B hex Transmission error, Clutch error
C hex Logical error
D hex Power supply
E hex Highspeed signal
F hex General error
For the EST-37, a general Diagnostic and Trouble shooting Specification is available,
for which the following Order-No. has been defined:
5872 993 025 GERMAN

5872 993 026 ENGLISH
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This Diagnostic and Trouble shooting Specification can be requested under the fol-
lowing address:
ZF Passau GmbH
Abt. ASPL
Donaustr. 25 – 71
94034 Passau
1.7 Elektronic Control unit TCU
The electrohydraulic transmission control can be automated by connection on the electronic

TCU.
The basic functions of the automatic system are the automatic shifting of speeds, adaption of
the optimum shifting points, the comfortable kickdown function as well as comprehensive
safety functions in relation to operating errors and overloading of the power-transmitting
components with a comprehensive fault storage.
The control units can be programmed – customer- and vehicle-specific – in a wide spectrum,
control parameters can be logically linked, and also special functions such as gear limitation,
converter or retarder functions can be integrated.
Due to the great number of the available TCU, the exact Technical Data must be
taken from the respective installation drawing.
Installation position of the TCU
90° 90° 90° 90°
Figure-No.: 1.7 B1
The installation position of the TCU can be at random. As an advantage, the ZF rec-
ommends the Version illustrated in the Figure-No. 1.7 B1.
The installation of the TCU must be realized on a protected point in the cabin.
An overfloating with water must be excluded. Besides, the penetration of water via
the plug connection must be prevented by corresponding measures on the cable har-
ness.
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Installation dimensions of the TCU
100
ZF-Typ plate
50
209
100
Minimum Distance to disengage the plug
Figure-No.: 1.7 B2
1.8 Elektronic Control for ZF-Powershift transmissions:
1.8.1 General:
Because of the different configurations of the electronic transmission controls at the

various vehicles, the corresponding documentation must be taken from the operating
Instructions of the Vehicle Manufacturer or from the Data sheets of the respective
Parts List Versions. In these are also indicated the corresponding circuit diagram
(see Sample Table – 19 and 20) and the connection diagram (upon request, these
Informations can be asked for at the ZF Passau).
According to the type of vehicle, the wiring will be performed according to the wir-
ing diagrams. Variations such as double cabin Version (e.g. RT-Crane vehicles) are
possible. The cabin change-over is not scope of supply of the ZF !
The corresponding electric circuit diagrams (proposals) will be realized by ZF.
Upon request, the wiring can be also supplied by ZF.
If the wiring is realized by the Vehicle Manufacturer, it must be in accordance with
the ZF-Requirements (see Installation Specification).
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1.8.2 Description of the Basic functions:
The Powershift transmission of the Ergopower-Series 6 WG-210 is equipped with the Elec-
tronic control EST-37, developped for it.
For Dumpers, Graders and Crane vehicles, the ZF has developped with the Controllers VST-3,
SG-6 and D7 a special Controller configuration.
The system is processing the desire of the driver according to the following criteria:
• Gear determination dependent on controller position driving speed and load condition.
• Protection from operating error as far as necessary, is possible via electronic protection
(programming).
• Protection from over-speeds (on the base of engine and turbine speed).
• Automatic reversing (driving speed-dependent, depending on vehicle type).
• Pressure cut-off possible (vehicle-specific, only after contact with ZF).
• Change-over possibility for Auto- / Manual mode.
• Gear holding function possible (kickdown).
Legend ref. Figure-No. 1.8.2
1 = Load sensor for load registration engine torque (Option)

2 = Position switch under accelerator pedal for kickdown function (Option)
3 = Controller VST-3 (optional also possible with the Controllers SG-6 or D7).
4 = Display
5 = Supply system connection
6 = TCU
7 = Wiring
8 = CAN-Connection
9 = Diagnosis Mobidig 2001 is only for ZF-Service stations
10 = Diagnosis Laptop with ZF-Diagnostic system Testmann
11 = Cable to plug connection on the electrohydraulic control unit
12 = Cable to WK-Valve
13 = Cable to temperature measuring point behind the converter „No. 63“
14 = Cable to inductive transmitter – speed turbine
15 = Cable to inductive transmitter – speed central gear train
16 = Cable to inductive transmitter – speed engine
17 = Cable to filter contamination switch
18 = Cable to speed sensor output and speedometer
19 = Ergopower transmission 6 WG-210
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Afer a replacement of the transmission, the electrohydraulic control or the TCU in the
vehicle, the Aeb-Cycle must be as well carried out again.
The AEB-Cycle continues for about 3 to 4 minutes. The determined filling parameters are
stored in the EEProm of the Electronics. In this way, the error message F6 shown on the Dis-
play will be cancelled also at non-performed AEB.
For the start of the AEB-Cycle, there are principally two possibilities:
1. Start of the AEB by separate Tools which are connected on the diagnostic port
of the wiring.
Following Tools for the AEB start will be offered by the ZF Service.:
- Mobidig 2001 (see Point 5.2 – Diagnostic systems)
- Testmann (see Point 5.3 – Diagnostic systems)
- AEB Starter
Order-No.: 0501 211 778
The Special Tool, developped by the ZF can be used

only for the starting of the AEB !
(see Figure-No.. 1.8.3 B1)
Figure-No.: 1.8.3 B1
2. Start AEB by operating elements on the vehicle.

For it, a CAN-Communication between transmission and vehicle electronics is
necessary.
Due to the operation of the transmission, the paper friction linings, installed in the Er-
gopower transmissions are settling, i.e. the plate clearance becomes greater.
Because these settling appearances can interfere the shifting quality, ZF recommends to
repeat the AEB-Cycle at the Maintenance intervals (see 4.3.1)
The ZF recommends likewise at a reduced shifting quality as first measure to repeat the
AEB-Cycle.
The AEB can be started from the following Software-No. on:
From the Version 7** on, the AEB can be

started with the Tools Laptop and MOBIDIG
2001.
(See Type plate Figure-No. 1.8.3 B2)
Figure-No.: 1.8.3 B2
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From the Version 812 on, the AEB can be

started with the Tools Laptop, MOBIDIG
2001 and the AEB-Starter.
(See Type plate Figure-No.. 1.8.3 B3)
Figure-No..: 1.8.3 B3
1.8.4 Kickdown function:
At the actuation of the KD-switch, up- and downshiftings take place at higher speeds.
Upon request, upshiftings can be completely suppressed (e.g. driving and upgrades with a
Dumper).
1.8.5 Special functions:
There are various Special functions possible, as for example:

* Control of converter clutch and Antigas.
* Start-off interlock out of Neutral at too high engine speed during the speed engagement
out of Neutral
* Limitation of the available gears in dependance of the cabin (I or II), all wheel steering
front axle engagement (Crane vehicles).
* Control/limitation of the available gears at inching mode (Lift trucks).
Further available Special functions upon request after contact with the ZF.
1.9 Interaxle differential:
1.9.1 Description:
The differential, installed in the output, has the task to transmit different torques on the vehi-
cle axles and to function as intermediate compensation in the driving direction (longitudinal
direction of the vehicle).
Due to the installed differential lock, both functions can be put out of service, and a rigid con-
nection between the axle can be created.
The engagement and disconnection can be realized:
- mechanics
- hydraulically or pneumatically
- powershift.
1.9.2 Function:
The planetary drive (differential) is designed in such a way that the external internal gear will
be driven.
The output is realized via the planet carrier (4) – great lever arm – and via the internal sun
gear (6) – small lever arm.
Due to these different lever arms (diameter), a torque splitting of 1 : 2 is given in the actual
case as follows:
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- Front axle 1/3

- Rear axle 2/3
Due to the special arrangement of the planetary gears (2 and 3) - Ravignaux-System – the re-
quired inversion takes place within the planetary drive, so that both output (planet carrier and
sun gear are running in the same direction of rotation.
If an axle of the vehicle is showing slip, a rigid connection between the vehicle axles can be
created by the differential lock.
In this condition, a torque output of 1 : 1 is realized.
1 8
HA
5
2
3 4
Figure-No.1.9.2 B1
Gearbox diagram
Engagement and disconnection powershift Engagement and disconnection pneumatic/hydraulic

1:2
1:2
VA HA VA HA
1:1
1:1
Figure-No.1.9.2 B2
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Interaxle differential Engagement and disconnection pneumatic/hydraulic
4 4 4 4 4 4 4 4
i=1:2
VA HA
i=1:1
14 13 12 5 3 6
Figure-No.1.9.2 B3
Interaxle differential Engagement and disconnection powershift
15 1 2 3 4 11
i=1:2
VA HA
i=1:1
7 16 5 3 6
Figure-No.1.9.2 B4
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Legend ref. Figure-No. 1.9.2:
VA = Output Front axle (converter-side)

HA = Output Rear axle
1 = K3-Spur gear – Input
2 = Planetary gear (Ravignaux-System outer hole circle)
3 = Planetary gear (Ravignaux-System inner hole circle)
4 = Planet carrier
5 = Screening plate
6 = Sun gear
7 = Output shaft to the font axle (converter-side)
8 = Output gear
9 = Sliding sleeve Differential lock - engagement (i=1:1)
10 = Hollow shaft
11 = Output shaft to the rear ( rear side)
12 = Output shaft to the Front axle - disconnection (i=1:2)
13 = Pneumatic or hydraulic engagement and disengagement Differential lock
14 = Connection actuation differential lock (pneumatic/hydraulic)
15 = Powershift differential hydraulic disengage - disconnection ( i = 1:2)
16 = Powershift differential with set of springs closed - engagement (i = 1:1)
1.10 Front axle disconnect
The axle disconnection is arranged converter-side on the transmission.

The actuation can be hydraulic (system pressure transmission) or pneumatic (selection scope
of supply Customer).
1 2 3 4 engagement
disconnection
76
6 5
Figure-No.1.10
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Legend ref. Figure-No. 1.10:
1 = Output shaft to the font axle (converter-side)

2 = Sliding sleeve front axle disconnect - disconnection
3 = K3-Spur gear – Input
4 = Output shaft to the rear ( rear side)
5 = Pneumatic or hydraulic engagement and disengagement the front axle disconnect
6 = Connection actuation front axle disconnect (pneumatic/hydraulic)
7 = Switch for indication or acknowledgement front axle disconnect
1.11 Retarder:
1.11.1 General:
The hydrodynamic Retarder (fluid brake), installed upon request, is arranged between engine
and torque converter thus achieving a good braking effect in all gears.
The Retarder is a wear-free, gear-depending acting hydrodynamic-brake.
The application of the Retarder is therefore especially to recommend at longer downgrade
drives or to brake down out of high driving speeds, because in this way, the service brake will
be saved and in an emergency case, the full braking effect (no fading) of the service brake will
be disponible.
This is the case of a so-called primary retarder, i.e. it is positively engaged with the engine.
Therefore, in the lower gear, higher braking moments can be achieved then in the correspon-
ding higher gears.
Because of this fact, it is necessary that by a control device, supplied by ZF, the installed WK
must be closed, so that the full retarder moment can become effective.
1.11.2 Layout and Function of the Retarder:
The Retarder in its functional components (see Draft) is composed of the Rotor, the Stator and
the Control device. The Rotor (the rotating part of the retarder) is driven from the overrunning
vehicle via axle, universal shaft, transmission and shift clutch.
The two-piece stator is composed of the stator itself, which is rigidly connected with the gear-
box housing and the stator ring. This stator ring is a vane ring which is arranged between rotor
and stationary stator, and serves to reduce the idling losses.
The control device is a valve block which is controlled by means of compressed air.
In shut off condition, i.e. without oil filling, the stator ring will be hold in a position by spring
force by which bypass ducts between rotor and stator impellers will be created.
In the retarder mode, i.e. with oil filling, the stator ring will be displaced by the circulating oil
by exceeding the spring forces up to a stop.
In this position, it is creating together with the stationary part of the stator a closed impeller
ring „counter-rotating“, to the rotor.
The braking procedure itself will be started via a hand- or foot-actuated control valve.
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With this valve it is possible to adjust a certain air pressure and with it the desired brake per-
formance infinitely variable. The possible air pressure value is in this situation between 3,5
and 8 bar, because only from about 3 bar on, the existing preload of the cooling circuit is o-
vercome.
The retarder control valve, pressurized with this compressed air, released by it the correspon-
ding oil stream into the retarder circuit.
Function of a Retarder
(Schematic view)
Retarder valve
Discharge spiral
Stator Rotor
Control-air
connection Rotor
Connectin from
the heat
exchanger
Connectin to
the heat
exchanger
Stator
Cooling
water
Heat exchanger
Figure-No.1.11B1
Due to the rotation and the impeller configuration of the rotor, the oil will be directed into the
stator and comes from there back again to the rotor, in order to start the circuit anew (see
Draft).
Due to the actual reversion of the oil, the rotary motion of the rotor and with it the speed of
the vehicle will be retarded.
This energy, converted in this way from speed into pressure, will be finally transfered by fluid
friction into thermal energy and then delivered via a heat exchanger to the cooling water.
If during the retarder operation the shift clutch will be actuated, a 3/2-way valve is blocking
the compressed air supply to the control valve, in this way, the retarder will be cut-off, thus
saving the shift clutch.
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Retarder valve not cut-in
to head exchanger from head exchanger
Gear shift housing
Connection
Intermediate for air
plate pressure
Intermediate D kl ft
plate
Stator
after Converter
from Retarder
to Lubrication
to lubrication
to Retarder
Breather
Figure-No.1.11B2
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II. INSTALLATION SPECIFICATION
This Specification for the installation of hydrodynamic Powershift transmissions of the Ergo-
power-Series is the basis for the technically faultless installation of these transmissions in the
vehicle. The Installation Specification is part of the Transmission Documentation and must be
absolutely respected.
A faulty installation of the transmission into the vehicle, can
* affect the operating quality,

* cause malfunctions of the transmission, and
* lead to transmission damages, resp. transmission failures.
Responsible for the correct installation of the transmission is the Vehicle Manufacturer.
ZF does not admit any guarantee or warranty claims for damages
which has been caused by a faulty installation.
In order to assist the Customer in case of new, resp. initial applications, the ZF carries out by
authorized personnel transmission checks. On this occasion, all transmission-specific instal-
lation features are examined and the Vehicle Manufacturer, resp. the Equipment Manufacturer
will be informed about the encountered defects.
At improperly installation, ZF reserves itself the right to acknowledge no guarantee for the
installed ZF-Products.
For damages, caused by defects for which the Vehicle Manufacturer is responsible, and could
not be discovered at the installation examination by ZF-Personnel, the Vehicle Manufacturer
alone is liable.
This Installation Specification
4657 700 078 GERMAN

4657 700 079 ENGLISH
can be requested under the following address:
ZF Passau GmbH
Abt. ASPL
Donaustr. 25 – 71
94034 Passau
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III. OPERATION
3.1 Driving preparation and Maintenance:
Prior to the commissioning of the transmission, take care that the prescribed oil grade will be
filled in with the correct quantity. At the initial filling of the transmission has to be considered
that the oil cooler, the pressure filter as well as the pipes must get filled with oil.
According to these cavities, the quantity of oil to be filled in, is greater than at the later oil fil-
lings in the course of the usual Maintenance service.
Because the converter and also the oil cooler, installed in the vehicle, as well as the
pipes can empty at standstill into the transmission, the
Oil level check must be carried out at engine idling speed and operating
Temperature of the transmission (see Chapter Oil level check 4.2).
At the oil level check, the prescribed safety directions according to § 6 of the
regulations for the prevention of accidents for power plants in Germany, and in
all other countries, the respective national regulations have to be absolutely
observed.
For example, the vehicle has to be secured against rolling by blocks, articulated
vehicles additionally against unintended turning-in.
3.2 Driving and Shifting:
Which control lamps in the INFOCENTER (dashboard) are illuminated for the
functional check, can be different from Vehicle Manufacturer to Vehicle Manufac-
turer.
Control elements and displays can be from the ZF, however can be also customizer-
specific products; the precise specifications must therefore be taken from the Oper-
ating Instructions of the respective Vehicle Manufacturer.
- Neutral position:
Neutral position will be selected via the Controller.
After the ignition is switched on, the electronics remains in the waiting state.
By the position.
NEUTRAL of the Controller, resp. by pressing the pushbutton NEUTRAL, the EST-37
becomes ready for operation.
Now, a gear can be engaged.
- Starting:
The starting of the engine has to be always carried out in the NEUTRAL POSITION of the
Controller.
For safety reasons, it is to recommend to brake the vehicle securely in position with the par-
king brake prior to start the engine.
After the starting of the engine and the preselection of the driving direction and the gear, the
vehicle can be set in motion by acceleration.
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At the start off, the converter takes over the function of a master clutch.
On a level road it is possible to start off also in higher gears.
- Upshifting under load.
Upshifting under load will be then realized if the vehicle can continue to accelerate by it.
- Downshifting under load.
Downshifting under load will be then realized if more traction force is needed.
- Upshifting in coasting condition.
In the coasting mode, the upshifting will be suppressed by accelerator pedal idling position
, if the speed of the vehicle on a downgrade should not be further increased.
- Downshifting in coasting condition.
Downshifting in the coasting mode will be then carried out if the vehicle should be retar
ded.
- Reversing
See important Note-Page 9.
If the vehicle will be stopped and is standing with running engine and engaged transmission,
the engine cannot be stalled. On a level and horizontal roadway it is possible that the vehicle
begins to crawl, because the engine is creating at idling speed a slight drag torque via the con-
verter.
It is convenient to brake the vehicle at every stop securely in position with the parking brake.
At longer stops, the Controller has to be shifted to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a con-
verter transmission it might not immediately be noted to have forgotten this quite normal op-
erating step because a converter, due to its high ratio, can easily overcome the braking torque
of the parking brake.
Temperature increases in the converter oil as well as overheated brakes will be the conse-
quences to be find out later.
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not
admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
3.3 Cold start:

At an oil temperature in the shifting circuit < -12° C, the transmission must be warmed-up for
some minutes.
This must be carried out in Neutral with an increased engine speed (about 1500 min-1).
Until this oil temperature is reached, the Electronics remains in Neutral, and the symbol of the
cold start phase will be indicated on the ZF-Display.
Indication on the Display :
After the indication on the ZF-Display is extinguished, the full driving programm can be util-
ized out of „NEUTRAL“.
3.4 Transmission control in the Driving mode Automatic:
Precise informations about the design of the Controllers as well as the speeds shifted
in the single driving ranges, must be taken from the Operating Instructions belong-
ing to the vehicle.
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A manual intervention into the automatic shifting sequence is only then practical if the road
condition or the form of the terrain is suitable.
3.5 Stopping and Parking:
Since due to the converter there is no rigid connection existing from the engine to the axle, it
is recommended to secure the vehicle on upgrades, resp. downgrades against unintended roll-
ing not only by applying the parking brake but additionally by a block on the wheel, if the
driver has the intention to leave the vehicle.
3.6 Towing:
See Important Instructions -Page 9.
3.7 Oil temperature:

The oil temperature in the transmission sump is monitored by a temperature sensor in the
electrohydraulic control unit.
The service temperature in the sump of 60° - 90° C must not be exceeded (error indication
appears on the Display in the cabine)!
At a trouble-free unit and an adequate driving mode, a higher temperature will not occour. If
the temperature is rising above 90° C, the vehicle has to be stopped and controlled for external
oil loss and the engine must run with a speed of 1200 – 1500 min-1 at NEUTRAL POSITION
of the transmission.
Now, the temperate must drop quickly (in about 2 – 3 minutes) to normal values. If this is not
the case, there is a trouble pending, which must be eliminated prior to continue working.
The supervision of the oil temperature is additionally realized behind the converter with an
indication on the ZF-Display or analog in the INFOCENTER.
Operating temperature behind the converter at least 65° C and 100° C in continuous operation,
a short-time increase up to max. 120° C is permitted.
The temperature is measured on the measuring point „63“

(see Schedule of measuring points -Table 9 and 11) !
At Versions with Retarder, the monitoring of the oil temperature is additionally realized be-
hind the Retarder with an indication on the ZF-Display or analog in the INFOCENTER.
The maximally permitted permanent temperature behind the Retarder is 145° C.

In exceptional cases, are short-time (max. 5 minutes) 150° C permitted.
The temperature will be measured on the measuring point „66“

(see Schedule of measuring points - Table -13)!
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3.8 Shifting of the various outputs:
- Axle disconnection/Interaxle differential mechanically/pneumatic/hydraulic operated

Both interlocks can be preselected during the drive via a switch. At exceeding the driving
speed below 5 km/h and unloaded transmission, the interlocks engage of automatically.
Attention:
The engagement is only then permitted, if no speed difference between the axles is pre-
vailing. Differential lock and front axle engagement can be programmed in such a way
that they e.g. are always engaged in reverse.
- Interaxle differential powershift:

Powershift differential in transmission Enables actuation during drive resp. up to4th gear,
20 km/h at low input torque
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IV. MAINTENANCE
4.1. Oil grade:
Permitted for the Powershift transmissions 6 WG-210 are oils according to ZF-List
of lubricants TE-ML 03.
This List of lubricants will be updated every two years and can be requested, resp.
inspected as follows:
- At all ZF-Plants
- At all ZF-Service Stations
- Internet http://www.zf.com Informationen/Tech. Informationen
4.2 Oil level check:
At the oil level check, the prescribed safety directions according to § 6 of the
rules for accident prevention for power plants in Germany, and in all other
countries the respective national regulations have to be absolutely respected.
For example, the vehicle has to be secured against rolling with blocks, articu-
lated vehicles additionally against unintended turning-in.
The oil level check must be carried out as follows:

- Oil level check (weekly)
- At horizontally standing vehicle
- Transmission in Neutral position „N“
- In the cold start phase, the engine must be running about 2 – 3 minutes at idling speed, and
the marking on the oil dipstick must then be lying above the cold start mark „COLD MIN“
(see Figure-No. 4.2 B2)
- At operating temperature of the transmission (about 80° - 90 °C)
- At engine idling speed
- Loosen oil dipstick by counterclock 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 lying in the zone „HOT“ (see Figure-No.: 4.2 B2)
- Insert the oil dipstick again, and tighten it by clockwise rotation
If the oil level has dropped in operating temperature condition below the „HOT“
Zone, it is absolutely necessary to replenish oil according to the ZF-List of lubricants
TE-ML-03.
An oil level above the „HOT“ marking, is leading to a too high oil temperature.
The oil dipstick and the oil filler tube can have different lengths and shapes, ac-
cording to the Transmission version. Besides, the mounting on the transmission can
be optionally realized on the converter side or on the output side.(In this Illustration,
the mounting of the oil dipstick is illustrated on the output side).
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1
3
Figure-No.: 4.2 B1
Legend:
1 = Oil filler tube with oil dipstick

2 = Oil drain plug M38x1,5
3 = Exchange filter (ZF-Fine filter)
Oil dipstick
MIEASURED AT LOW COLD

HOT
IDLING-NEUTRAL MIN
Zone
„HOT“
Figure-No.: 4.2 B2
4.3 Oil change and Filter replacement interval:
First oil change after 100 operating hours in application.

Every further oil change after 1000 operating hours in application, however at
least once a year !
At every oil change, the ZF-Fine filter (pressure filter) has to be replaced.
4.3.1 Oil change and Oil filling capacity:

The oil change must be carried out as follows:
- At operating temperature of the transmission and horizontally standing vehicle, open the oil
drain plug and drain the used oil.
- Clean the oil drain plug with magnetic insert and the sealing surface on the housing, and in-
stall it along with new O-ring again.
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- Fill in oil (about 27 liters) according to ZF-List of lubricants TE-ML 03 .

(Sump capacity, external oil capacities e.g. in the cooler, in the lines etc. are dependent on
the vehicle.
The indicated value is a guide value.
It is imperative to pay attention to absolute cleanliness of oil and filter !

Binding is in any case the marking on the oil dipstick !
- Start the engine – idling speed

- Transmission in Neutral position „N“
- Top up oil up to the marking „COLD - MIN“
- Brake the vehicle securely in position and warm up the transmission
- Shift all Controller positions through
- Check the oil level again and top up oil once more if necessary
- On the oil dipstick, the oil level must be lying in the Zone „HOT“ (see Figure-No.: 4.2 B2)
- Insert the oil dipstick again and tighten it by clockwise rotation.
At the initial filling of the transmission has to be considered that the oil cooler, the
pressure filter as well as the pipes must get filled with oil.
According to these cavities, the oil capacity to be filled in is greater than at the later
oil fillings in the course of the usual Maintenance service.
ZF recommends, to start the AEB at every oil change (see 1.8.3).
4.3.2 Filter replacement:
At the replacement of the ZF-Filter in the main oil stream, pay attention that no dirt or oil
sludge can penetrate into the circuit. Besides, the parking brake has to be covered, resp. pro-
tected from oil wetting.
At the mounting of the filter, any exertion of force has to be avoided.
Treat the filter carefully at the installation, the transport and the storage !
Damaged filters must no more be installed !
The filter differential pressure valve (bypass valve) is equipped with a filter contami-
nation switch which is informing the driver about the contamination of the ZF-Fine
filter.
At the lighting up of the symbol, the ZF-Fine filter must be replaced.
The mounting of the filter must be carried out as follows:

- Cover the gasket with a small amount of oil.
- Screw the filter in until contact with the sealing surface is obtained and tighten it now by
hand about 1/3 to 1/2 turn.
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5. ZF-DIAGNOSTIC SYSTEMS
5.1 General:
The Control electronics EST-37 for the Transmission Series Ergopower is equipped with a
diagnostic package, which makes the Trouble shouting and the Repair of damages easier for
the Service.
The Electronics is able to monitor the states of certain inputs and outputs.
If the Electronics recognizes at it an error, it stores an error code in the fault storage
(EEPROM) and is transmitting the error code also to the vehicle controller of the Vehicle
Manufacturer.
The ZF-Diagnostic and Programming systems MOBIDIG-2001 (see 5.2) and LAPTOP-
Version (see 5.3) are needed for the following applications:
Diagnosis -
-
Actual errors
Reat fault storage
- Cancel fault storage
AEB - Automatic calibration of the shifting elements
Testing Inputs and Outputs - Outputs (select components)
- Check inputs
- Check systems downtime
- System test drive
Additionally for the Diagnosis can be used the Multi-System 5000 (see 5.4) with correspond-
ing sensor system for pressure, temperature, speed, through-flow, current transformer etc.
5.2 ZF - MOBIDIG 2001
The ZF-Diagnostic system MOBIDIG 2001 is only reserved to ZF-Service Stations.

All necessary, transmission-specific Data for a quick and comprehensive Diagnosis
can be retrieved with this Diagnostic system.
The Data are stored on CD-Rom and will be updated 2 – 3 times a year.
It is universally utilizable for all diagnosis-capable ZF-Vehicle systems.
MOBIDIG 2001 with 6008 307 001

ZF-Diagnostic Software
Diagnostic Software with Operator

guidance
Terminal tester 68-pin
6008 304 038
For the test of single control signals, line
connections etc.
Figure-No.: 5.2
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5.3 Laptop Version:
Specialized Dealers Pentium Latop min. 90 MHz
Windows 95/98 or NT
Basic-Software
Testman WIN 95/98 or NT
6008 308 901
RS-232 Connecting cable

Laptop ⇔ DPA-04I
Diagnostic set
6008 308 601 5870 221 179
WIN 95/98
Programming adapter or
DPA-04I NT
6008 308 600
Adapter cable
DPA-04I ⇔ EST-37
6029 017 005
Diagnostic Software WG-210
6008 308 006 GERMAN
6008 308 106 ENGLISH
6008 308 206 FRENCH
Terminal Tester 68-pin 6008 304 038

For the test of single control
signals, line interruptions etc.
Figure-No.:5.3
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5.4 ZF-Multi-System 5000:
Multi- System 5000
Measuring box with corresponding sensor sys-

tem for pressure, temperature and speed without
printer.
5870 221 280
Multi- System 5000
Measuring box with corresponding sensor sys-

tem for pressure, temperature and speed with
printer.
5870 221 281

Multi - System 5000
Portable measuring instrument without accesso-

ries.
5870 221 250
Accessories:
Sensor system for through-flow, current transformer etc.
Current transformer: Turbine – Metering tubes:
5870 221 284 15 – 300 l/min = 5870 221 133

25 – 600 l/min = 5870 221 134
Figure-No.: 5.4
47
L A Y O U T 6 W G -2 1 0 1 3
1
T A B L E -1 1 2
1 = C lu tc h s h a ft K R
2 = P o w e r ta k e -o ff, c o a x ia l, e n g in e -d e p e n d e n t
3 = C lu tc h s h a ft K V 1 1
4 = C lu tc h s h a ft K 2 2
5 = C lu tc h s h a ft K 3
6 = O u tp u t fla n g e - re a r s id e
7 = O u tp u t fla n g e - c o n v e rte r s id e 1 0
8 = O u tp u t s h a ft " A B "
9 = T ra n s m is s io n p u m p 3
1 0 = In p u t fla n g e - in p u t th ro u g h u n iv e rs a l s h a ft " A N "
1 1 = C o n v e rte r
1 2 = W K (c o n v e rte r c lu tc h ) 9
1 3 = In d u c tiv e tra n s m itte r fo r e n g in e s p e e d 4
1 4 = C lu tc h s h a ft K 4
1 5 = C o n v e rte r s a fe ty v a lv e
G E A R B O X D IA G R A M 46 230 803
5
K R
K V A N 1 6 8
K 2 K 4 1 5
E .I . 1 31 3 3 0 4 0 4 3
0 73 0 74 9 1 8 4 (O Z )
0E 37I. 0. 1 4713 93 13 80 44 O(0 Z4 )3

K 3 K 1
6
A B
1 4 z = 5 6
A EH NL . 46 4 2 30 1 14 8
7
L A Y O U T 6 W G -2 1 0 W IT H R E T A R D E R
1
T A B L E -2 1 3
1 = C lu tc h s h a ft K R
2 = P o w e r ta k e -o ff, c o a x ia l, e n g in e -d e p e n d e n t 1 2
3 = C lu tc h s h a ft K V
1 1 2
6 = O u tp u t fla n g e - re a r s id e
7 = O u tp u t fla n g e - c o n v e rte r s id e 1 0
8
9
=
=
O u tp u t s h a ft " A B "
T ra n s m is s io n p u m p
3
1 0 = In p u t fla n g e - in p u t th ro u g h u n iv e rs a l s h a ft " A N "
1 1 = C o n v e rte r
1 2 = W K (c o n v e rte r c lu tc h ) 9
1 3 = R e ta rd e r 4
1 5 = C o n v e rte r s a fe ty v a lv e
G E A R B O X D IA G R A M 46 230 803
5
K R
K V A N 1 6 8
K 2 K 4 1 5
E .I . 1 31 3 3 0 4 0 4 3
0 73 0 74 9 1 8 4 (O Z )
0E 37I. 0. 1 4713 93 13 80 44 O(0 Z4 )3

K 3 K 1
6
1 4
z = 5 6
A B
A EH NL . 46 4 2 30 1 14 8
7
IN S T A L L A T IO N V IE W 6 W G -2 1 0 W IT H R E T A R D E R
F R O N T V IE W 1
T A B L E -3 A
1 = B re a th e r
2 = In p u t fla n g e D riv e v ia u n iv e rs a l s h a ft 2
3 = E m e rg e n c y s te e rin g p u m p 1 1
S = S u c tio n p o r t M 2 6 x 1 ,5
D = P r e s s u r e p o r t M 2 2 x 1 ,5
4 = O u tp u t fla n g e (c o n v e rte r-s id e ) 1 0
5 = M o d e l id e n tific a tio n p la te
6 = O il d r a in p lu g M 3 8 x 1 ,5
7 = A tta c h m e n t p o s s ib ility fo r o il fille r tu b e w ith o il d ip s tic k 9
(c o n v e rte r-s id e )
8 = B re a th e r lin e
9 = P re s s u re o il lin e fro m b e h in d th e c o n v e rte r to th e re ta rd e r v a lv e
( C o n n e c tio n s e e ta b le 3 B F ig .- N o .: 1 2 ) D
1 0 = P re s s u re o il lin e fro m in fro n t o f th e c o n v e rte r to th e re ta rd e r v a lv e 8 3

S
( C o n n e c tio n s e e ta b le 3 C F ig .- N o .: 5 )
1 1 = L u b ric a tin g o il lin e fro m th e h e a t e x c h a n g e r v ia re ta rd e r v a lv e to th e tra n s m is s io n
( C o n n e c tio n s e e ta b le 3 B F ig .- N o .: 1 3 )
1 2 = R e ta rd e r v a lv e
4
7 Z F
6 5
S ID E V IE W 1 2 3 4 5
T A B L E -3 B
1 = In p u t fla n g e - d riv e v ia u n iv e rs a l s h a ft
6
2 = R e ta rd e r
3 = C o n v e rte r b e ll
4 = b re a th e r
5 = W K -V a lv e
6 = P o w e r ta k e -o ff; c o a x ia l; e n g in e -d e p e n d e n t
7 = E le c tro -h y d ra u lic c o n tro l
8 = O u tp u t fla n g e - re a r a x le (re a r-s id e )
7
9 = O il d r a in p lu g M 3 8 x 1 ,5
1 3
1 0 = O u tp u t fla n g e - fro n t a x le ( c o n v e rte r-s id e )
1 1 = E m e rg e n c y s te e rin g p u m p 1 2
1 2 = C o n n e c tio n P re s s u re o il lin e fro m b e h in d th e c o n v e rte r
= to th e re ta rd e r v a lv e
1 3 = C o n n e c tio n L u b ric a tin g o il lin e fro m th e h e a t e x c h a n g e r
v ia re ta rd e r v a lv e to th e tra n s m is s io n 8
1 1 1 0 9
R E A R V IE W 1 2
T A B L E -3 C
1 1
3
1 = W K -V a lv e
2 = O il p re s s u re lin e fro m W K -V a lv e to th e W K
3 = P o w e r ta k e -o ff; c o a x ia l; e n g in e -d e p e n d e n t 1 0 4
4 = B re a th e r lin e W K
5 = P re s s u re o il lin e fro m in fro n t o f th e c o n v e rte r to th e re ta rd e r v a lv e
7 = T ra n s m is s io n s u s p e n s io n h o le s M 2 0 5
8 = A tta c h m e n t p o s s ib ility fo r o il fille r tu b e w ith o il d ip s tic k
(re a r-s id e )
9 = O u tp u t fla n g e - re a r a x le (re a r s id e )
)
*
.
-
6
1 0 = O il p re s s u re lin e fro m c o n tro l u n it to W K -v a lv e + ,
1 1 = L iftin g lu g s
7 7
8
IN S T A L L A T IO N V IE W 6 W G -2 1 0 S E P A R A T E IN S T A L L A T IO N
W IT H D IS K B R A K E A N D W IT H O U T W K 1
F R O N T V IE W
T A B L E -4 A
1 = L iftin g lu g s
2 = In p u t fla n g e D riv e v ia u n iv e r sa l sh a ft
2
3 = T ra n s m is s io n s u s p e n s io n h o le s M 2 0
4 = E m e rg e n c y s te e rin g p u m p
S = S u c tio n p o r t M 2 6 x 1 ,5 8
6 = O il d r a in p lu g M 3 8 x 1 ,5
7 = O u tp u t fla n g e (c o n v e rte r-s id e ) 3
7 = A tta c h m e n t p o s s ib ility fo r o il f ille r tu b e w ith o il d ip s tic k 3
(c o n v e rte r-s id e ) D
8 = O il fille r tu b e w ith o il d ip s tic k (c o n v e rte r-s id e )

4
S
3 3
7
Z F
6 5
W IT H D IS K B R A K E A N D W IT H O U T W K
S ID E V I E W 1 2 3 4 5
T A B L E - 4 B
2 = C o v e r
4 = b re a th e r
5 = O il fille r tu b e w ith o il d ip s tic k
6 = F ilte r h e a d
7 = E x c h a n g e f ilte r (Z F -fin e filte r)
8 = O u tp u t fla n g e w ith b ra k e d is k - re a r a x le (re a r-s id e )
6
9 = O u tp u t fla n g e - fro n t a x le ( c o n v e rte r-s id e )
1 0 = E m e rg e n c y s te e rin g p u m p
8
1 0
9
W IT H D IS K B R A K E A N D W IT H O U T W K
R E A R V IE W
T A B L E -4 C 8
1 = P o w e r ta k e -o ff; c o a x ia l; e n g in e -d e p e n d e n t 1
4 = T ra n sm is s io n s u s p e n s io n h o le s M 2 0
5 = O u tp u t fla n g e w ith b ra k e d is k - re a r a x le (re a r-s id e )
6 = E x c h a n g e filte r (Z F - fin e filte r) 2
8 = L iftin g lu g s 7
3
6
4 4
W IT H A X L E D IS C O N N E C T IO N A N D W K 2 1
1
F R O N T V IE W
T A B L E -5 A
2 = W K -V a lv e 3
3 = In p u t fla n g e D riv e v ia u n iv e rs a l s h a ft
S = S u c tio n p o r t M 2 6 x 1 ,5
7 = P n e u m a tic o r h y d ra u lic e n g a g e m e n t a n d d is c o n n e c tio n
4
8 = O il d r a in p lu g M 3 8 x 1 ,5 4
1 0 = O u tp u t fla n g e (c o n v e rte r-s id e ) S

5
4 4
1 0
Z F
9 8 7 6
W IT H A X L E D IS C O N N E C T IO N W IT H W K
S ID E V I E W 1 2 3 4 5
T A B L E - 5 B
2 = C o v e r 6
4 = b re a th e r
5 = W K -V a lv e 7
8 = D is c o n n e c tio n P o w e r ta k e -o ff
8
1 0 = E x c h a n g e filte r (Z F -fin e filte r)
9
1 1 = O u tp u t fla n g e - re a r a x le (re a r-s id e )
1 2 = O il d r a in p lu g M 3 8 x 1 ,5
1 3 = P n e u m a tic o r h y d ra u lic e n g a g e m e n t a n d d is c o n n e c tio n
1 4 = O u tp u t fla n g e - fro n t a x le ( c o n v e rte r-s id e ) 1 0
1 5 1 1
1 4 1 3 1 2
IN S T A L L A T IO N V IE W 6 W G -2 1 0
W IT H IN T E R A X L E D IF F E R E N T IA L A N D W K
R E A R V IE W 1
T A B L E -5 C 2
1 = W K -V a lv e 1 4
2 = O il p re s s u re lin e fro m W K -V a lv e to th e W K 3
4 = O il fille r tu b e w ith o il d ip s tic k 1 3
5 = L u b ric a tio n lin e P o w e r ta k e -o ff
6 = B re a th e r lin e W K 4
8 = O u tp u t fla n g e - re a r a x le (re a r s id e ) 1 2
1 0 = E x c h a n g e filte r (Z F -fin e filte r)
1 1 = F ilte r h e a d
1 2 = D is e n g a g e m e n t P o w e r ta k e -o ff
1 1 A F 6
1 3 = P re s s u re o il lin e fro m in fro n t o f th e c o n v e rte r to th e re ta rd e r v a lv e B E
1 0
C D
9 9
W IT H IN T E R A X L E D IF F E R E N T IA L A N D W K 2 1
F R O N T V IE W
1
T A B L E -6 A
3
2 = W K -V a lv e
3 = In p u t fla n g e D riv e v ia u n iv e rs a l s h a f t
5 = A tta c h m e n t p o s s ib ility fo r E m e rg e n c y s te e rin g p u m p
7 = E n g a g e m e n t a n d d is c o n n e c tio n in te ra x le d iffe re n tia l
P n e u m a tic o r h y d ra u lic 4 4
8 = O il d r a in p lu g M 3 8 x 1 ,5
1 0 = O u tp u t fla n g e (c o n v e rte r-s id e ) 5
4 4
1 0 Z F
9 8 7 6
S ID E V I E W 1 2 3 4 5
T A B L E - 6 B
1 = In p u t fla n g e - d riv e v ia u n iv e rs a l sh a ft
2 = C o v e r
4 = b re a th e r
5 = W K -V a lv e
7 = E x c h a n g e filte r (Z F -fin e filte r)
8 = O il fille r tu b e w ith o il d ip s tic k 6
1 0 = O il d r a in p lu g M 3 8 x 1 ,5
1 1 = E n g a g e m e n t a n d d is c o n n e c tio n in te ra x le d iffe rtia l 7
p n e u m a tic o r h y d ra u lic
8
1 2 1 1 1 0
R E A R V IE W 1 2
T A B L E -6 C
1 = W K -V a lv e 1 2
5 = B re a th e r lin e W K 1 1
9 = E x c h a n g e filte r (Z F -fin e filte r) 4
1 1 = P re s s u re o il lin e fro m in fro n t o f th e c o n v e rte r to th e re ta rd e r v a lv e
1 2 = L iftin g lu g s 1 0
5
A F
B E
C D
6
8
7 7
W IT H A X L E D IS C O N N E C T IO N A N D W K -V A L V E
S ID E - M O U N T IN G 1
F R O N T V IE W
T A B L E -7 A 2
2 = In p u t fla n g e D riv e v ia u n iv e rs a l s h a ft 1 0
S = S u c tio n p o r t M 2 6 x 1 ,5
3 3
7 = O il d r a in p lu g M 3 8 x 1 ,5
8 = A tta c h m e n t p o s s ib ility fo r o il fille r tu b e w ith o il d ip s tic k 4
9 = O u tp u t fla n g e (c o n v e rte r-s id e )
1 0 = W K -V a lv e
3 3
9
Z F
8 7 6 5
S ID E -M O U N T IN G 1 2 3 4
S ID E V IE W
T A B L E -7 B
5
2 = C o v e r
4 = b re a th e r 6
6 = D is c o n n e c tio n P o w e r ta k e -o ff
7
1 0 = O il d r a in p lu g M 3 8 x 1 ,5
1 1 = E n g a g e m e n t a n d d is c o n n e c tio n in te ra x le d iffe re n tia l
P n e u m a tic o r h y d ra u lic 8
1 3 9
1 2 1 1 1 0
S ID E - M O U N T IN G 1
R E A R V IE W 1 4
2
T A B L E -7 C
1 = W K -V a lv e 1 3
1 2
7 = A tta c h m e n t p o s s ib ility o il fille r tu b e w ith o il d ip s tic k 4
8 = O u tp u t fla n g e - re a r a x le (re a r s id e ) 1 1 A F
B E
5
1 1 = P re s s u re o il lin e fro m in fro n t o f th e c o n v e rte r to th e re ta rd e r v a lv e 1 0
C D
1 2 = L iftin g lu g s 6
8 8
9
IN S T A L L A T IO N V IE W 6 W G -2 1 0 D IR E C T IN S T A L L A T IO N
W IT H A X L E D IS C O N N E C T IO N 2 1
F R O N T V IE W
T A B L E -8 A 1
2 = W K -V a lv e 3
3 = D ia p h ra g m - d ire c t m o u n tin g
S = S u c tio n p o r t M 2 6 x 1 ,5
8 = O il d r a in p lu g M 3 8 x 1 ,5 4 4
1 0 = O u tp u t fla n g e (c o n v e rte r-s id e ) S
5
4 4
1 0 Z F
9 8 7 6
W IT H A X L E D IS C O N N E C T IO N
1 2 3 4
S ID E V I E W
T A B L E - 8 B
1 = D ia p h ra g m fo r d ire c t m o u n tin g
2 = C o v e r
3 = b re a th e r
4 = W K -V a lv e
7 O u tp u t fla n g e - re a r a x le (re a r-s id e )
8 = O il d r a in p lu g M 3 8 x 1 ,5 5
1 0 O u tp u t fla n g e - fro n t a x le ( c o n v e rte r-s id e )
1 1 7
1 0 9 8
W IT H A X L E D IS C O N N E C T IO N 1 2
R E A R V IE W
T A B L E -8 C 1 2
3
1 = W K -V a lv e
2 = O il p re s s u re lin e fro m W K -V a lv e to th e W K 1 1
7 = A tta c h m e n t p o s s ib ility o il fille r tu b e w ith o il d ip s tic k
9 = E x c h a n g e filte r (Z F -fin e filte r) 1 0 A F
1 0 = F ilte r h e a d B E
1 1 = P re s s u re o il lin e fro m in fro n t o f th e c o n v e rte r to th e re ta rd e r v a lv e

C D
9
5
8
6 6
7
S C H E D U L E O F M E A S U R IN G P O IN T S A N D C O N N E C T IO N S 6 W G -2 1 0 W IT H O U T W K
T A B L E -9
T h e m a r k e d p o s itio n ( e .g . 5 3 ) c o r r e s p o n d w ith th e p o s itio n o n th e ta b le - 1 0 !
T h e m e a s u re m e n ts h a v e to b e c a rrie d o u t a t h o t tra n s m is s io n (a b o u t 8 0 ° - 9 5 ° C ) !
N o . D e n o m in a tio n o f th e p o s itio n C o n n e c tio n M a r k in g o n th e 4 8 4 7 2 1

v a lv e b lo c k
M e a s u r in g p o in ts fo r h y d r a u lic o il a n d t e m p e r a tu r e :
5 1 = In fro n t o f th e c o n v e rte r - o p e n in g p re s s u re 1 1 + 2 b a r M 1 0 x 1 H
5 2 = B e h in d th e c o n v e rte r - o p e n in g p re s s u re 4 ,3 + 3 b a r M 1 4 x 1 ,5
5 3 = C lu tc h fo rw a rd 1 6 + 2 b a r K V M 1 0 x 1 B
5 5 = C lu tc h re v e rs e 1 6 + 2 b a r K R M 1 0 x 1 E
5 6 = C lu tc h 1 6 + 2 b a r K 1 M 1 0 x 1 D
5 7 = C lu tc h 1 6 + 2 b a r K 2 M 1 0 x 1 A
5 8 = C lu tc h 1 6 + 2 b a r K 3 M 1 0 x 1 C
6 0 = C lu tc h 1 6 + 2 b a r K 4 M 1 0 x 1 F
6 3 = B e h in d th e c o n v e rte r M 1 4 x 1 ,5
T e m p e ra tu re 1 0 0 ° C s h o rt-tim e 1 2 0 ° C
6 5 = S y s te m p re s s u re 1 6 + 2 ,5 b a r M 1 0 x 1 K
M e a s u r in g p o in ts fo r d e liv e r y r a te s :
5
5 4
1 5 = C o n n e c tio n to th e h e a t e x c h a n g e r 1 /16 1 2 U N -2 B
5
1 6 = C o n n e c tio n fro m th e h e a t e x c h a n g e r 1 /16 1 2 U N -2 B
I n d u c tiv e tr a n s m itte r -im p u ls e -s p e e d s e n s o r a n d s w itc h
6
2 1
=
=
In d u c tiv e tra n s m itte r
In d u c tiv e tra n s m itte r
n S p e e d o m e te r
n T u rb in e
M 1 8 x 1 ,5
M 1 8 x 1 ,5
3 4
3 4 = S p e e d se n so r n o u tp u t a n s p e e d o m e te r ---------
3 6 = A x le d is c o n n e c tio n -in d ic a to r M 2 7 x 1 6
4 7 = In d u c tiv e tra n s m itte r n C e n tra l g e a r tr a in M 1 8 x 1 ,5
4 8 = In d u c tiv e tra n s m itte r n E n g in e M 1 8 x 1 ,5
5 4 = F ilte r c o n ta m in a tio n s w itc h M 1 4 x 1 ,5
C o n n e c tio n s :
5 = C o m p re s s e d a ir lin e fo r a x le d is c o n n e c tio n M 1 2 x 1 ,5
4 9 = P lu g c o n n e c tio n o n th e e le c to r-h y d ra u lic c o n tro l u n it
6 8 = S y s te m p re s s u re (O p tio n ) M 1 6 x 1 ,5 G
6 9 = S y s te m p re s s u re (O p tio n ) M 1 6 x 1 ,5 J
7 0
7 1 =
= E m e rg e n c y s te e rin g p u m p -p re s s u re lin e
E m e rg e n c y s te e rin g p u m p -s u c tio n lin e
M 1 6
M 2 8
x 1 ,5
x 1 ,5 5 3 6 P a g e 1 fro m 2
VIEW X VIEW Y
65 51 68
69 K
H J 49
G
57 A F 16 X
60
B E
15 34
53 55
C D 52/63
6
58 56
CODING
• Pressure regulator under voltage Engaged clutch 16

Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
Forward 1 • • K1 KV
2 • • K4 K1 15
3 • • KV K2
52/63
4 • • K4 K2
5 • • K3 KV
6 • • K4 K3 70
Reverse 1 • • KR K1
2 • • KR K2
3 • • KR K3
Neutral
Engaged clutch
Position on valve block
K4
F
KR
E
K1
D
K3
C
KV
B
K2
A
71
Consec. No. Of measuring points 60 55 56 58 53 57
Page 2 from 2
OIL CIRCUIT DIAGRAM 6 WG-210 WITHOUT WK
-FORWARD 1st SPEED-
TABLE-10
The marked positions (e.g. 53) correspond with the positions on the table-9 !
Legend:
WT = Heat exchanger
WGV = Converter back pressure valve 4,3+3 bar
WSV = Converter safety valve 11+2 bar CODING
HDV = Main pressure valve 16+2,5 bar
• Pressure regulator under voltage Engaged clutch
RV-9 = Pressure reducing valve 9±0,5 bar
NFS = Follow-on slide Forward 1 • • K1 KV
D = Vibration damper 2 • • K4 K1
B = Orifice 3 • • KV K2
4 • • K4 K2
P1 = Proportional Valve – clutch KR 5 • • K3 KV
P2 = Proportional Valve – clutch K4 6 • • K4 K3
P3 = Proportional Valve – clutch K1 Reverse 1 • • KR K1
P4 = Proportional Valve – clutch K3 2 • • KR K2
3 • • KR K3
P5 = Proportional Valve – clutch KV Neutral
P6 = Proportional Valve – clutch K2 Engaged clutch K4 KR K1 K3 KV K2
Y1 – Y6 = Pressure regulator Position on valve block F E D C B A
TEMP = Temperature sensor
UEDV = Pressure relief valve 40±5 bar
FDV = Filter pressure differential valve ∆p=5,5+3 bar
Page 1 from 2
K 4 K R K 1 K 3 K V K 2
F 6 0 E 5 5 D 5 6 C 5 8 B 5 3 A 5 7
P 1 P 2 P 3 P 4 P 5 P 6
B D B D B D B D B D B D
Y 1 N F S Y 2 N F S Y 3 N F S Y 4 Y 5 Y 6 N F S
N F S N F S
R V -9
T E M P
H D V
K 6 5
V a lv e b lo c k
c o n tro l c irc u it
C o n v e rte r 1 9
5 1
F in e filte r
F ilte r g ra d e a c c o rd in g IS O 4 5 7 2 :
H W S V F D V ß 30 ³ 7 5 ß 15 = 2 5 ß 1 0 = 5 .0
6 3 5 2 S D u st c a p a c ity a c c o rd in g IS O 4 5 7 2 : m in . 1 7 g
L e g e n d : F ilte r a re a : m in . 6 7 0 0 c m 2
= M a in p rs s u re W G V 3 5
= C o n tro lle d m a in p re ss u re
= P ilo t p rs s u re 1 5
B y p a s s -v a lv e T ra n s m is s io n p u m p p = 1 6 + 2 b a r
= C o n v e rte r in p u t p re ss u re p = D 1 ,5 b a r m a x U E D V
Q p = 1 0 5 l/m in a t n = e n g in e 2 0 0 0 m in -1
= C o n v e rte r o u tp u t p re ssu re
1 6
= L u b ric a tio n C o a r s e f ilte r m e s h w id th : 0 ,8 0 0 m m
= R e tu rn flo w in to s u m p W T
(S c o p e o f s u p p ly c u s to m e r) o il s u m p
S c h m ie ru n g M a in o il c irc u it
P a g e 2 fro m 2
S C H E D U L E O F M E A S U R IN G P O IN T S A N D C O N N E C T IO N S 6 W G -2 1 0 W IT H W K
T A B L E -1 1
N o . D e n o m in a tio n o f th e p o s itio n C o n n e c tio n M a r k in g o n th e
v a lv e b lo c k 4 8 4 7 2 1
M e a s u r in g p o in ts fo r h y d r a u lic o il a n d t e m p e r a tu r e :
5 1 = I n fro n t o f th e c o n v e rte r - o p e n in g p re s s u re 1 1 + 2 b a r M 1 0 x 1 H
5 2 = B e h in d th e c o n v e rte r - o p e n in g p re s s u re 4 ,3 + 3 b a r M 1 4 x 1 ,5
5 6 = C lu tc h 1 6 + 2 b a r K 1 M 1 0 x 1 D
5 7 = C lu tc h 1 6 + 2 b a r K 2 M 1 0 x 1 A
5 8 = C lu tc h 1 6 + 2 b a r K 3 M 1 0 x 1 C
6 0 = C lu tc h 1 6 + 2 b a r K 4 M 1 0 x 1 F
6 7 = W K -s h ift p re s s u re 1 5 + 1 b a r M 1 0 x 1
M e a s u r in g p o in ts fo r d e liv e r y r a te s :
1 5 = C o n n e c tio n to th e h e a t e x c h a n g e r 1 5
/16 1 2 U N -2 B 5 4
5
1 6 = C o n n e c tio n fro m th e h e a t e x c h a n g e r 1 /16 1 2 U N -2 B
6 = I n d u c tiv e tra n s m itte r n S p e e d o m e te r M 1 8 x 1 ,5
2 1 = I n d u c tiv e tra n s m itte r n T u rb in e M 1 8 x 1 ,5 3 4
3 4 = S p e e d se n so r n o u tp u t a n s p e e d o m e te r ---------
4 7
3 6
=
=
I
A x le d is c o n n e c tio n -in d ic a to r
n d u c tiv e tra n s m itte r n C e n tra l g e a r tr a in
M 2 7
M 1 8
x 1
x 1 ,5
6
4 8 = I n d u c tiv e tra n s m itte r n E n g in e M 1 8 x 1 ,5
5 = C o m p re s s e d a ir lin e fo r a x le d is c o n n e c tio n M 1 2 x 1 ,5
6 8 = S y s te m p re s s u re (O p tio n ) M 1 6 x 1 ,5 G
6 9 = S y s te m p re s s u re (O p tio n ) M 1 6 x 1 ,5 J
7 0 = E m e rg e n c y s te e rin g p u m p -p re s s u re lin e M 1 6 x 1 ,5
7 1 = E m e rg e n c y s te e rin g p u m p -s u c tio n lin e M 2 8 x 1 ,5 5 3 6 P a g e 1 fro m 2
VIEW X VIEW Y
65 51 68
69 K
H J 49
G
57 A F
16 X A F
60 B E
B E 15
34 C D
53 55 52/63
C D
6
58 56
CODING 67
• Pressure regulator under voltage Engaged clutch
16
• •
Forward 1
2 • •
K1
K4
KV
K1 Y 15
3 • • KV K2
4 • • K4 K2 52/63
5 • • K3 KV
6 • • K4 K3
Reverse 1 • • KR K1 70
2 • • KR K2
3 • • KR K3
Neutral
Engaged clutch K4 KR K1 K3 KV K2
Position on valve block F E D C B A 71
Page 2 from 2
OIL CIRCUIT DIAGRAM 6 WG-210 WITH WK
- FORWARD 1st SPEED –
TABLE-12
Legend:
WT = Heat exchanger
WK-V = WK-shift valve 15+1 bar CODING
WK-M = WK-solenoid valve
WGV = Converter back pressure valve 4,3+3 bar • Pressure regulator under voltage Engaged clutch
WSV = Converter safety valve 11+2 bar Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
Forward 1 • • K1 KV
HDV = Main pressure valve 16+2 bar 2 • • K4 K1
RV-9 = Pressure reducing valve 9±0,5 bar 3 • • KV K2
NFS = Follow-on slide 4 • • K4 K2
5 • • K3 KV
D = Vibration damper 6 • • K4 K3
B = Orifice Reverse 1 • • KR K1
P1 = Proportional Valve – clutch KR 2 • • KR K2
P2 = Proportional Valve – clutch K4 3 • • KR K3
Neutral
P3 = Proportional Valve – clutch K1 Engaged clutch K4 KR K1 K3 KV K2
P4 = Proportional Valve – clutch K3 Position on valve block F E D C B A
P5 = Proportional Valve – clutch KV Consec. No. Of measuring points 60 55 56 58 53 57
P6 = Proportional Valve – clutch K2

Y1 – Y6 = Pressure regulator
Page 1 from 2
K 4 K R K 1 K 3 K V K 2
F 6 0 E 5 5 D 5 6 C 5 8 B 5 3 A 5 7
P 1 P 2 P 3 P 4 P 5 P 6
N F S N F S
R V -9
T E M P
H D V
K 6 5
V a lv e b lo c k
W K -M
W a n d le r W K
W K -V 5 1 1 9
F in e filte r
F ilte r g ra d e a c c o rd in g IS O 4 5 7 2 :
H W S V F D V ß 30 ³ 7 5 ß 15 = 2 5 ß 1 0 = 5 .0
6 3 5 2 S D u st c a p a c ity a c c o rd in g IS O 4 5 7 2 : m in . 1 7 g
6 7 F ilte r a re a : m in . 6 7 0 0 c m 2
L e g e n d :
= M a in p rs s u re W G V 3 5
= P ilo t p rs s u re 1 5
B y p a s s -v a lv e T ra n s m is s io n p u m p p = 1 6 + 2 b a r
= C o n v e rte r in p u t p re ss u re p = D 1 ,5 b a r m a x U E D V
= C o n v e rte r o u tp u t p re s su re
1 6
= L u b ric a tio n C o a r s e f ilte r m e s h w id th : 0 ,8 0 0 m m
= R e tu rn flo w in to su m p W T
(S c o p e o f s u p p ly c u s to m e r) o il s u m p
S c h m ie ru n g M a in o il c irc u it
P a g e 2 fro m 2
S C H E D U L E O F M E A S U R IN G P O IN T S A N D C O N N E C T IO N S 6 W G -2 1 0 W IT H W K A N D
R E T A R D E R
T A B L E -1 3
N o . D e n o m in a tio n o f th e p o s itio n C o n n e c tio n M a r k in g o n th e

v a lv e b lo c k 4 8 4 7 2 1
M e a s u r in g p o in ts fo r h y d r a u lic o il a n d te m p e r a tu r e :
5 1 = In fro n t o f th e c o n v e rte r - o p e n in g p re s su r e 1 1 + 2 b a r M 1 0 x 1 H
5 2 = B e h in d th e c o n v e rte r - o p e n in g p re s s u r e 4 ,3 + 3 b a r M 1 4 x 1 ,5
5 6 = C lu tc h 1 6 + 2 b a r K 1 M 1 0 x 1 D
5 7 = C lu tc h 1 6 + 2 b a r K 2 M 1 0 x 1 A
5 8 = C lu tc h 1 6 + 2 b a r K 3 M 1 0 x 1 C
6 0 = C lu tc h 1 6 + 2 b a r K 4 M 1 0 x 1 F
6 6 = B e h in d th e re ta rd e r M 1 4 x 1 ,5
6 7 = W K -s h ift p re s s u re 1 5 + 1 b a r M 1 0 x 1
M e a s u r in g p o in ts fo r d e liv e r y r a te s : 5 4
1 5
1 6
=
=
C o n n e c tio n to th e h e a t e x c h a n g e r
C o n n e c tio n fro m th e h e a t e x c h a n g e r M 4
M 4
2 x
2 x
2
2
5
1 9 = C o n n e c tio n to th e Z F -fin e filte r M 2 6 x 1 ,5
3 5 = C o n n e c tio n fro m th e Z F -fin e filte r
M 2 6 x 1 ,5
3 4
2 1 = In d u c tiv e tra n s m itte r n T u rb in e M 1 8 x 1 ,5
3 4 = S p e e d se n so r n o u tp u t a n s p e e d o m e te r ---- --- --
4 7 = In d u c tiv e tra n s m itte r n C e n tra l g e a r tra in M 1 8 x 1 ,5
4 8 = In d u c tiv e tra n s m itte r n E n g in e M 1 8 x 1 ,5
5 = In te ra x le d iffe re n tia l lo c k /h y d ro . d is e n g a g e 1 6 + 5 b a r M 1 6 x 1 ,5
3 8 = R e ta rd e r v a lv e a c tu a tio n (c o m p re s s e d a ir) 4 b a r M 1 2 x 1 ,5
6 8 = S y s te m p re ssu re (O p tio n ) M 1 6 x 1 ,5 G
6 9 = S y s te m p re ssu re (O p tio n ) M 1 6 x 1 ,5 J
7 0 = E m e rg e n c y s te e rin g p u m p -p re s s u re lin e M 1 6 x 1 ,5
7 1 = E m e rg e n c y s te e rin g p u m p -s u c tio n lin e M 2 8 x 1 ,5 P a g e 1 fro m 2
V IE W Y V IE W X
N o te :
1 6 3 8 6 5 5 1 6 8
L e g e n d to ite m
3 6 /3 7 /3 9 s e e T a b le 3 A /3 B /3 C 1 5 4 9
6 9 K
H J
G
3 6
3 9 5 7 A F
3 7 6 0
B E
1 6 6 6
1 5 5 3 5 5
C D
Y 6 7 5 8 5 6
6 6
5 2 7 0
D
S
1 9
3 5 ) .
* -
5 4 + ,
X
7 1 3 4
Z F
P a g e 2 fro m 2
OIL CIRCUIT DIAGRAM 6 WG-210 WITH WK AND RETARDER
- FORWARD 1st SPEED -
TABLE-14
Legend:
WT = Heat exchanger
WK-V = WK-shift valve 15+1 bar CODING
WK-M = WK-solenoid valve • Pressure regulator under voltage Engaged clutch
WGV = Converter back pressure valve 4,3+3 bar Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
WSV = Converter safety valve 11+2 bar Forward 1 • • K1 KV
HDV = Main pressure valve 16+2 bar 2 • • K4 K1
3 • • KV K2
RV-9 = Pressure reducing valve 9±0,5 bar 4 • • K4 K2
RT = Retarder 5 • • K3 KV
RTV = Retarder valve 6 • • K4 K3
Reverse 1 • • KR K1
NFS = Follow-on slide 2 • • KR K2
LZD = Powershift interaxle differential 3 • • KR K3
LZDM = Powershift interaxle differential valve Neutral
D = Vibration damper Engaged clutch K4 KR K1 K3 KV K2
Position on valve block F E D C B A
B = Orifice Consec. No. Of measuring points 60 55 56 58 53 57
P1 = Proportional Valve – clutch KR
P5 = Proportional Valve – clutch KV
Y1 – Y6 = Pressure regulator
Page 1 from 3
K 4 K R K 1 K 3 K V K 2
F 6 0 E 5 5 D 5 6 C 5 8 B 5 3 A 5 7
P 1 P 2 P 3 P 4 P 5 P 6
N F S N F S
R V -9
T E M P
H D V
K 6 5
V a lv e b lo c k
L Z D M
L e g e n d :
L Z D
= M a in p rs s u re
= P ilo t p rs s u re
= C o n v e rte r in p u t p re ss u re
= C o n v e rte r o u tp u t p re ssu re
= L u b ric a tio n
= R e tu rn flo w in to s u m p P a g e 2 fro m 3
N o t s c o p e o f s u p p ly -Z F
p re s s u re a ire
W K -M
W K -V C o n v e rte r W K
5 1 1 9
F in e filte r
P re s s u re re d u c in g v a lv e l
W S V F D V F ilte r g ra d e a c c o rd in g IS O 4 5 7 2 :
4 b a r
H ß 30 ³ 7 5 ß 15 = 2 5 ß 1 0 = 5 .0
6 7 S D u st c a p a c ity a c c o rd in g IS O 4 5 7 2 : m in . 1 7 g
S o le n o id v a lv e 6 3 5 2 F ilte r a re a : m in . 6 7 0 0 c m 2
3 5
W G V
W T
B y p a s s -v a lv e l
(S c o b e o f s u p p ly c u s to m e r)
p =D 3 + 1 b a r
3 9
1 6 1 5
3 8
F illu n g P o s itio n
U E D V T ra n s m is s io n p u m p p = 1 6 + 2 b a r
R T V W ith R e ta rd e r
6 6
C o a r s e f ilte r m e s h w id th : 0 ,8 0 0 m m
W ith o u t R e ta rd e r
L u b ric a tio n
o il s u m p
3 7 3 6
R T
M a in o il c irc u it
P a g e 3 fro m 3
G E A R B O X D IA G R A M 6 W G -2 1 0
T A B L E -1 5
K 1 K R
K V A N
O p in io n d ire c tio n o f ro ta tio n
K 4
P u m p K 4
K 2
W K
K R
K 3 K 1
In p u t P o w e r ta k e -o ff
e n g in e -d e p e n d e n t
K V A B
C o n v e rte r
D ia g r a m C lu tc h e s
K 2 D r iv in g d ir e c tio n S p e e d C lu tc h
L e g e n d : F o rw a rd 1 K V /K 1
2 K 4 /K 1
M o u n tin g p o s s ib ib ility K V = C lu tc h fo rw a rd 3 K V /K 2
e m e rg e n c y s te e rin g p u m p
K 3 K R = C lu tc h re v e rse 4 K 4 /K 2
K 1 = C lu tc h 1 st sp e e d 5 K V /K 3
K 2 = C lu tc h 2 n d sp e e d 6 K 4 /K 3
K 3 = C lu tc h 3 rd sp e e d R e v e rse 1 K R /K 1
K 4 = C lu tc h 4 th s p e e d 2 K R /K 2
O u tp u t O u tp u t
A N = In p u t 3 K R /K 3
A x le d is c o n n e c tio n A B = O u tp u t
P O W E R F L O W 6 W G -2 1 0 -F O R W A R D S P E E D S -
T A B L E -1 6 1 st S P E E D 2 n d S P E E D 3 rd S P E E D 4 th S P E E D
K R K R K R K R
K V A N K V A N K V A N K V A N
G e a rb o x d ia g ra m
K 4 K 4 K 4 K 4
K 2 K 2 K 2 K 2
K 1
K 3 K 1 K 3 K 1 K 3 K 1 K 3 K 1
K 4
A B A B A B A B
K R
6 th S P E E D 5 th S P E E D
A N O p in io n d ire c tio n o f ro ta tio n
L e g e n d : K R K R
K V K V A N K V A N
= P o w e r flo w g e a r tra in
= G e a rs n o t m e s h in g
K 4 K 4
K 2 L e g e n d : D ia g r a m C lu tc h e s K 2 K 2
K V = C lu tc h fo rw a rd D r iv in g d ir e c tio n S p e e d C lu tc h
K R = C lu tc h re v e rse K 3 K 1 K 3 K 1
K 3 F o rw a rd 1 K V /K 1
K 1 = C lu tc h 1 st sp e e d
K 2 = C lu tc h 2 n d sp e e d 2 K 4 /K 1
K 3 = C lu tc h 3 rd sp e e d 3 K V /K 2
K 4 = C lu tc h 4 th s p e e d 4 K 4 /K 2
A B A B
A B A B
A N = In p u t 5 K V /K 3
A B = O u tp u t 6 K 4 /K 3
P O W E R F L O W 6 W G -2 1 0 - R E V E R S E S P E E D S -
T A B L E -1 7
1 st S P E E D 2 n d S P E E D 3 rd S P E E D
K R K R K R
G e a rb o x d ia g ra m K V A N K V A N K V A N
K 4 K 4 K 4
K 2 K 2 K 2
K 1
K 3 K 1 K 3 K 1 K 3 K 1
K 4
A B A B A B
K R
A N O p in io n d ire c tio n o f ro ta tio n
K V
K 2 L e g e n d : D ia g r a m C lu tc h e s
K V = C lu tc h fo rw a rd D r iv in g d ir e c tio n S p e e d C lu tc h
K 3 K R = C lu tc h re v e rse R e v e rse 1 K R /K 1
K 1 = C lu tc h 1 st sp e e d
2 K R /K 2
K 2 = C lu tc h 2 n d sp e e d L e g e n d :
3 K R /K 3
K 3 = C lu tc h 3 rd sp e e d = P o w e r flo w g e a r tra in
K 4 = C lu tc h 4 th s p e e d = G e a rs n o t m e s h in g
A B A B
A N = In p u t
A B = O u tp u t
E L E C T R O -H Y D R A U L IC S H IF T C O N T R O L W IT H P R O P O R T IO N A L V A L V E S
T A B L E -1 8
M a in p re s s u re v a lv e 1 6 + 2 b a r P re s s u re re d u c in g v a lv e 9 b a r
H o u s in g
P lu g (C a b le h a rn e s s )
A Y 6 Y 1 A
Y 5 Y 2
B B
Y 4 Y 3
C o v e r C o v e r
H o u s in g V a lv e b lo c k
S E C T IO N A - A
M a in p re s s u re v a lv e 1 6 + 2 b a r V a lv e b lo c k P re s s u re re d u c in g v a lv e 9 b a r
P lu g (C a b le h a rn e s s )
D u c t p la te In te rm e d ia te p la te
S E C T IO N B - B
P R O P O R T IO N A L V A L V E P 5
Y 5
V ib ra tio n d a m p e r
P re s s u re re g u la to r
F o llo w -o n s id e
6 W G -2 1 0 F U L L Y -A U T O M A T IC C O N T R O L U N IT E S T -3 7
C IR C U IT D IA G R A M - S T A N D A R D (6 0 2 9 7 1 7 0 3 9 )
T A B L E -1 9
IT E M L E G E N D IT E M L E G E N D
A 1 E L E C T R O N IC C O N T R O L U N IT T C U S 1 S W IT C H R E T A R D E R
A 2 C O N T R O L L E R S 4 S W IT C H K IC K D O W N (O P T IO N )
A 3 E L E C T R O H Y D R A U L IC O N T R O L U N IT 6 W G -2 1 0 S 5 S W IT C H R E Q U E S T E N G IN E B R A K E
A 5 D I A G N O S T IC IN T E R F A C E (P L U G ) S 1 0 S W IT C H F IL T E R C O N T A M IN A T IO N
A 6 D I S P L A Y S 2 8 S W IT C H P R E S E L E C T IO N D IF F E R E N T IA L L O C K
A 7 C A N -IN T E R F A C E (P L U G ) S 3 2 S W IT C H T R O U G H O N T O P *
A 9 S P E E D O M E T E R W IT H F R E Q U E N C Y D IV ID E R * S 3 4 S W IT C H D IS P L A Y IL L U M IN A T IO N *
B 1 S P E E D S E N S O R n E N G IN E Y 7 S O L E N O ID V A L V E W K
B 2 S P E E D S E N S O R n T U R B I N E Y 8 S O L E N O ID V A L V E R E T A R D E R
B 3 S P E E D S E N S O R n C E N T R A L G E A R T R A IN Y 9 S O L E N O ID V A L V E D IF F E R E N T IA L L O C K
B 4 S P E E D S E N S O R n O U T P U T
B 6 L O A D S E N S O R K 1 R E L A Y S T A R T E R IN T E R L O C K *
B 9 S E N S O R T E M P E R A T U R E - R E T A R D E R K 2 R E L A Y R E V E R S E D R IV E *
F 1 F U S E 7 ,5 A *
F 2 F U S E 7 ,5 A *
H 3 A C O U S T IC / O P T IO N A L W A R N IN G *
H 7 P IL O T L A M P R E S T R IC T E D G E A R R A N G E *
N O T E : * = S C O P E O F S U P P L Y C U S T O M E R
F 1
E
K l.3 0 K l.3 0
K l.1 5 K l.1 5
F 2
L
P
M
1 1 1 8 6
2 2 2
1 D 2
A
2 6 3
S 1 S 4 S 5 S 2 8 S 3 2 H 3 K 2 8 5 5
4
2
1
S 3
2 6 2 V P I
4 5 2 3 6 8
V P E 1 V P E 2 E D 1 0
2 1
E D 7
? ? 4 4
E D 8 E D 1 2
3 0
H 7
E D 9
6 6 5 2
A D M 1 E D 1 3 A D M 2
3 1 0 7
1 5
M N L 6 -p in
6 0 2 9 1 9 9 0 7 4
2
1 8
6
4
2
7
5
3
1
B 4 E F 4 S D D K
A 5 A M P J P T 8 -p in
1 8 4 6 0 2 9 1 9 9 1 0 8
0 4 E U P R
1 2 3 1
V M G 2 4 6
1
1
S u p e rs e a l 3 -p in
1 3 7
A U 1
2 4
2
S D 4 3 6
A 9 3 8 A 6
2 3 8
V P
6 0 2 9 1 9 9 0 7 1 B 6 3 2 4 E U 1
S D 1
1 4 4 1
V M G A 1
A D M 3 0 6
* K D 2 2 E D 7 A D M 4 5 7
6
F
N
4 3 E D 4
E D 6
A D M 8 3 3 S 3 4
6 4
A 2 T +
R 6 4 E D 5
E D 1
6 3 5 6 0 1
T - 6 5 E D 2 A IP 1 1 0 0 2 Y 1 K 4
* N -R e le a s e In te rlo c k
C h a n g e A u to m a tic
2 0 E D 1 1
E D 3
A 1 A IP
A IP
3
2 3 2
5 5
0 3 Y 2 K
Y 3 K
R
1
0 4
8 6 1 1 9 A IP 4 0 9 0 5 Y 4 K 3
E F 1 A IP 5 Y 5 K V
K 1 8 5
B 1 2 0 3
V M G 1 A IP 6
5 1
1 2
0 6
0 7 Y 6 K 2 A 3
* = O P T IO N A L V P S 1 1 3 V P S 1 (+ )
1 4 1 V P S 1 3 9 0 8
E F 2 E R 1 T E M P
B 2 2
6 8
4 5
2 3
2 2
V M G A 2 4 6 0 9
T E M P
4 9 1 2
1 E R 2 B 9
B 3 2 4 2
E F 3
6 8 -p in
6 0 2 9 1 9 9 0 6 3
1 7 3
1 2
5
E R 3 4
C A N _ H C A N _ L C A N _ T V G S 6 7 8 9
V M 1 V M 2 V P S 2 V P S 2 A D M 7 A D M 5 A D M 6
M in i T im e r
2 -p in 2 5 2 6 2 7 2 8 1 2 8 5 3 3 4 5 7 1 1
S 1 0 1 0 1 1 1 2 1 3
1 2 1 4 1 5 1 6
6 0 2 9 1 9 9 0 1 1 S u p e rse a l
1 1 2 -p in 1 2
6 0 2 9 1 9 9 0 4 5 K o s ta l 1 6 -p in
2 2 6 0 2 9 1 9 9 0 7 2
1 2 4 Y 7 Y 9
1
1 2
4
2
3
1 A 7 Y 8 2 K o s ta l M 2 7
2 -p in
J P T 4 -p in 6 0 2 9 1 9 9 0 0 3
6 0 2 9 1 9 9 0 7 6
K l.3 1 K l.3 1
P o le p a tte rn s a re c o rre s p o n d in g w ith th e p lu g s o n th e w irin g !
T W IS T E D L IN E S (3 0 W IN D IN G S /M E T E R ) F R O M A L E N G T H O F > 2 M E T E R S O N A L L R E L A Y S W IT H P R O T E C T IV E D IO D E S 1 A /4 0 0 V
B U S T E R M IN A T IO N IF P IN 2 6 A N D 2 7 A R E C O N N E C T E D
6 W G -2 1 0 F U L L Y -A U T O M A T IC C O N T R O L E S T -3 7
C IR C U IT D IA G R A M - C R A N E V E H IC L E (6 0 2 9 7 0 1 0 5 7 )
T A B L E -2 0
IT E M L E G E N D IT E H M L E G E N D
A 1 E L E C T R O N IC C O N T R O L U N I T E S T -3 7 K 1 R E L A Y S T A R T E R IN T E R L O C K A 2 .1 *
A 2 .1 C O N T R O L L E R D 7 (U N D E R C A R R IA G E U W ) K 1 .1 R E L A Y S T A R T E R IN T E R L O C K A 2 .2 *
A 2 .2 C O N T R O L L E R D 9 (U N D E R C A R R IA G E O W ) K 2 R E L A Y S T A R T E R R E V E R S E D R IV E *
A 3 E L E C T R O H Y D R A U L IC C O N T R O L U N IT 6 W G -2 1 0 K 7 R E L A Y R E L E A S E A L L -W H E E L S T E E R IN G (C R A W L E R )*
A 5 D IA G N O S IS
A 6 D IS P L A Y S 4 S W IT C H A L L -W H E E L S T E E R IN G (C R A W L E R ) *
A 7 C A N -IN T E R F A C E (P L U G ) S 1 1 S W IT C H C H A S S IS L O W E R IN G *
S 3 3 S W IT C H C H A N G E -O V E R O W /U W *
B 1 S P E E D S E N S O R n E N G IN E
B 2 S P E E D S E N S O R n T U R B IN E Y 7 S O L E N O ID V A L V E W K
B 3 S P E E D S E N S O R C E N T R A L G E A R T R A IN Y 9 S O L E N O ID V A L V E F R O N T A X L E *
B 4 S P E E D S E N S O R n O U T P U T
H 3 W A R N IN G B U Z Z E R T R A N S M IS S IO N *
F 1 F U S E 7 ,5 A *
F 2 F U S E 7 ,5 A *
N O T E : * = S C O P E O F S U P P L Y C U S T O M E R
F 1
(+ )
E
L
K L .3 0
(+ )
P
K L .1 5
F 2 S 1 1 1
1 1 1 8 6
2
S 3 3 H 3 K 2 K 7
M S 4
6 3
2 2 2 5 2
8 5 4 1
A
4 5 2 3 8 8 2 2 3 1 5 2 0 7
3
V P 1 V P E 1 V P E 2 E D 7 E D 1 3 A D M 1 A D M 2 M N L 6 -p in
B 4
S
1 2 3 2 6 2 E F 4 6 0 2 9 1 9 9 0 7 4
0 6
A D M 3 1 8 7
6 5
S u p e rs e a l 3 -p in 1
6 0 2 9 1 9 9 0 7 1 0 4 1 5 2 4 3
S D D K
2 V M G 2
1 1 8 4
A 5 A M P J P T 8 -p in
2 1
4 6
4 2 9 E D 1 1
2 4
6 0 2 9 1 9 9 1 0 8
V 2
3
A 2 .2 N
5
6
4 4
6 6
E D 8
E D 9
R 4
1 8 6 S D 1
1 4 11
A 6
1 2 2
E D 2 V P K 1 .1
8 5 A 1 A IP 1
5 6 1 Y 1 = K 4
3
1 0 2 Y 2 = K R
4 A IP 2 3 2 3 Y 3 = K 1
A D 4 V 4 3 E D 4
1 0 A IP 3 5 5 4 Y 4 = K 3
A D 7 N 6 7 E D 6
6 A IP 4 9 5 Y 5 = K V
A 2 .1 A D 5 R
7
6 4
6 3
E D 5 A IP 5 5 1 6 Y 6 = K 2
A D 1
A D 2
B 1
B 2
8 6 5
E D 1
E D 2
A IP
V P S
6
1
1 2
1 3
7 V P S 1 )+ ) A 3
9 2 0
A D 3 B 3 E D 3 V P S 1
1 9 3 9 8 T E M P
V M E F 1 E R 1 4 6 9 V M G A 2
1 8 6
B 1 2 2
V M G A 2
3
1
4
2
5
4 1 E F 2 6 8
4 5
6 7 8 9
B 2
2 3
1 0 1 1 1 2 1 3
8 5
K 1 4 2 E F 3
6 8 -p in 1 4 1 5 1 6
B 3 0 3 V M G 1
6 0 2 9 1 9 9 0 6 3
K o s ta l 1 6 -p in
6 0 2 9 1 9 9 0 7 2
V G S C A N F _ H C A N F _ L V M 1 V M 2 A D M 6 V P S 2 A D M 7
M in i T im e r 2 8 2 5 2 6 0 1 0 2 5 3 3 4
2 -p in
6 0 2 9 1 9 9 0 1 1 1 2
1 1
1 2
4 1 2
Y 9 Y 7 K o s ta l M 2 7
2 -p in
2 2
4 3 6 0 2 9 1 9 9 0 0 3
2 1
J P T 4 -p in A 7
6 0 2 9 1 9 9 0 7 6
(-)
T W IS T E D L IN E S (3 0 W IN D IN G S /M E T E R ) F R O M A L E N G T H O F > 2 M E T E R S O N
P o le p a tte rn s a re c o rre s p o n d in g w ith th e p lu g o n th e w irin g !
A L L R E L A Y S W IT H P R O T E C T IV E D IO D E S 1 A /4 0 0 V
B U S T E R M IN A T IO N IF P IN 2 6 A N D 2 7 A R E C O N N E C T E D
CONTROLLER VTS-3
TABLE-21
FUNCTIONAL KNOB
V N R
CIRCUIT DIAGRAM CONTROLLER CODING CONTROLLER
RT/5 POSITION
ED1
2 +/VP V R N T+ T- KD/E
AD1 T+ •
S1 AD2 T- •
FUNKTION
WS/10
SWITCH
AD6
5 AS/N AD4 V •
AD5 R •
S2 AD6 AS/N •
SW/6 AD8 KD/E •
AD4
S3 4 V, F
VI/4
AD5
6 R
S6
GR/3
AD8
10 KD/E
GEAR SHIFTING GATE

S4
GN/1
AD1
7 T+
S5
+
+
+
R
V
N
GE/2
AD2
-
-
-
8 T-
X1
PUSHBUTTON SWITCH D7 CONNECTION DIAGRAM CONTROLLER
TABLE-22 CODING
E (+)
PL
POSITION
(+)
R N D 3 2 1
3 2 AD1 B1 • • •
ED1 VP
• • •
M D7
AD1
AD2
7
8
9
AD2
AD3
B2
B3 •
S A N
1 2 3 D N R
H1
AD3
AD4
AD5
ED2
4
6
12
A1 AD4
AD5
AD6
V
R
AS
•
•
• • • •
AD6 AD7 AD8 VM1

AD7 N •
AD8 RF •
VIEW "Z" 5
K7
10 11 1
K6 K8
(-)
D7 = PUSHBUTTON SWITCH D7
A1 = ELECTRONIC CONTROLLER UNIT TCU
K6 = STARTER INTERLOCK
1 = 1st SPEED FORWARD
2 = 2nd SPEED FORWARD K7 = NEUTRAL CIRCUIT DIAGRAM CONTROLLER
3 = 3rd SPEED FORWARD K8 = REVERSING LIGHT
D = AUTOMATIC H1 = LIGHTING 12 12 12
ED2
N = NEUTRAL R5 2 2 2
VP
R = REVERSE A
1 5
R 2 4 6 8 11 11 11
6 6 6
AD8
H1
3 3 3
AD5
1 5
ED1
N 2 4 6 8 5 5 5
10 10 10
AD6
H2 AD7
R1
1 5
D 2 4 6 8
V1
4 4 4
7 7 7
AD4
H3 AD1
1 5 R2
3 2 4 6 8
V2
H4
5 1 R3
2 6 8 2 4 V3
8 8 8
H5 AD2
1 R4
5
1 2
4 6 8 V4
9 9 9
H6 AD3
Z 1 1 1
VM

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Order-No.

: 5872 196 002

This Manual is based on the technical state at the printing.

We are reserving ourselves the right of modifications without previous information.

Is inserted at working and operating procedures which have to be exactly res-

Turbine moment: max. Nm ------------------------------ 1 650*

Engine speed: max. min-1 ------------------------------ 2 600*

Starting torque multiplication: ------------------------------ 1,55 to 3,0

Engine-dependent Power take-offs:

Mass (without oil): kg about ------------------------------ 540**

* = dependent on Vehicle type and application

Transmission ratio (mechanical)*

SPEED DRIVING DIRECTION Ratio

* = According to the Transmission version, other ratios are also possible.

INSCRIPTIONS ON A ZF-MODEL INDENTIFICATION

NOTES REGARDING THE SPARE PARTS ORDERS:

When ordering genuine ZF-Spare Parts, please indicate:

Oil level check (see 4.2):

Prior to every start off, loosen the parking brake.

At stopped engine, there is on the Controller, despite a preselected gear, no

Protective measures for the ZF-Electronics at electrical operations on the

∗ At any kind of electrical operations on the vehicle.

1.1 Function of the Converter:

Function of a hydrodynamic Torque converter

The Torque converter is composed of 3 main components:

Impeller – Turbine wheel – Stator (Reaction member)

Therefore, the maximum torque multiplication is created at stationary turbine wheel.

Legend ref. Figure-No. 1.2 B1:

WK Solenoid shift valve

Meas. point WK WK Solenoid valve

Syst. pressure from Contr. unit Vent hole

The multi-speed reversing transmission in countershaft design is power shiftable by hydrauli-

1.4 Transmission control:

At the gear change, the following criteria will be considered:

- Speed of engine, turbine, central gear train and output.

1.5.2 Controller VTS-3

VTS-3 Speed allocation

For the engagement of a speed, the function knob must be pressed.

1.5.3 Pushbutton switch D-7

1 = 1st Speed – Forward D = Automatic

1.6.2 Possible Indications on the Display

left central right

Display of the Driving direction: V or F: Vorwärts / Forward

Display of the engaged gear: Display 1, 2, ... 6

Flashing of the Arrows (a, f), the KD (Kick-

Display of the Cold-start phase: Transmission stays in Neutral

Bars are flashing: WK open

Error display: If the system is recognizing an error, the spanner (Spe-

If more than one error is pending, the different error

The error code will be only then indicated if

Warning display: At exceeding the warning threshold Temperature –

If several warnings are simultaneously active,

Warning in- Warning Priority

Display EE Indication on the Display: EE (central and right Side).

- EST-37 is in TOTAL RESETTING MODE

1.6.3 Error code definition:

The error codes are composed of two hexadecimal numbers.

First Number Meaning of the Number

5872 993 025 GERMAN

1.7 Elektronic Control unit TCU

The electrohydraulic transmission control can be automated by connection on the electronic

Installation position of the TCU

90° 90° 90° 90°