N Series Loader Backhoe Manual Transmission Service Training

N Series Loader Backhoe
Manual Transmission
Part of course:
N Series Loader Backhoe Service Training
November 2010
N Series Loader Backhoe Manual Transmission
Table of Contents
Standard Transmission ................................................................................................................................. 4
Transmission Overview ............................................................................................................................. 4
Transmission Operation ............................................................................................................................ 4
Torque Converter .......................................................................................................................................... 6
Torque Converter Operation ..................................................................................................................... 6
Transmission Charge Pump ..................................................................................................................... 8
Transmission Power Flow ............................................................................................................................. 9
Transmission Input Shaft .......................................................................................................................... 9
Neutral ..................................................................................................................................................... 10
First Forward ........................................................................................................................................... 10
Transmission Power Flow - 4WD ........................................................................................................... 11
First Reverse ........................................................................................................................................... 12
Transmission Power Flow - 2WD............................................................................................................ 13
Transmission Hydraulic Schematic ......................................................................................................... 14
Manual Transmission Operation ............................................................................................................. 14
4wd Control ............................................................................................................................................. 14
Park Brake Control .................................................................................................................................. 14
4WD Transmission Hydraulic Schematic ................................................................................................ 15
Flow Divider ............................................................................................................................................ 16
Clutch Modulation ................................................................................................................................... 16
Differential Lock ...................................................................................................................................... 18
Transmission Control Valve ........................................................................................................................ 20
Flow Divider Circuit ................................................................................................................................. 20
Modulator Circuit ..................................................................................................................................... 20
Forward / Reverse Shuttle Spool ............................................................................................................ 20
Control Valve in “Neutral” - Engine Running........................................................................................... 22
Control Valve To Forward – “Start Of Modulation” ................................................................................ 24
Control Valve Shifted to Forward - “Modulation Continued” ................................................................... 26
Clutch Lock-up ........................................................................................................................................ 26
Control Valve Shifted To Neutral - “Modulation Reset”........................................................................... 28
Hydraulic Differential Lock ...................................................................................................................... 30
Four-wheel Drive Selector Valve ................................................................................................................ 31
Four-Wheel Disengaged ......................................................................................................................... 31
Four-Wheel Engaged .............................................................................................................................. 31
Parking Brake.............................................................................................................................................. 32
Parking Brake Operation ......................................................................................................................... 32
Towing A Disabled Machine ....................................................................................................................... 34
Moving A Disabled Machine ................................................................................................................... 35
Manual Transmission Pressure Tests ........................................................................................................ 37
Transmission Control Valve Test Ports .................................................................................................. 37
4WD Transmission Pressure Test Port Location .................................................................................... 38
Transmission Control Valve Test One .................................................................................................... 39
Transmission Control Valve - Test Two .................................................................................................. 40
Transmission Control Valve Test One .................................................................................................... 41
Transmission Control Valve - Test Two .................................................................................................. 42
Transmission Pressure Testing Short Form ........................................................................................... 43
Transmission Pressure Testing Short Form ........................................................................................... 43
N SERIES LOADER BACKHOE SERVICE TRAINING 1

List of Figures
Figure 1: Parking Brake Solenoid Valve ....................................................................................................... 5

Figure 2: Manual Transmission Power Train ................................................................................................ 5
Figure 3: Torque Converter........................................................................................................................... 7
Figure 4: Transmission Charge Pump .......................................................................................................... 8
Figure 5: Transmission Input Shaft ............................................................................................................... 9
Figure 6: 4WD Transmission Power Flow .................................................................................................. 11
Figure 7: 2WD Transmission Power Flow .................................................................................................. 13
Figure 8: 4WD Manual Transmission Schematic........................................................................................ 15
Figure 9: 4WD Transmission Schematic .................................................................................................... 17
Figure 10: 2WD Transmission Schematic .................................................................................................. 19
Figure 11: Transmission Control Valve - cutaway ...................................................................................... 21
Figure 12: Transmission Control Valve in Neutral - with engine running ................................................... 23
Figure 13: Transmission Control Valve - start of modulation...................................................................... 25
Figure 14: Transmission Control Valve - clutch lock-up ............................................................................. 27
Figure 15: Transmission Control Valve - modulation reset......................................................................... 29
Figure 16: Hydraulic Diff Lock ..................................................................................................................... 30
Figure 17: 4WD Control Valve - cut away ................................................................................................... 31
Figure 18: Spring Applied Hydraulic Released Parking Brake ................................................................... 32
Figure 19: SAHR Parking Brake - engaged and released .......................................................................... 33
Figure 20: Removing the Parking Brake Solenoid Valve ............................................................................ 35
Figure 21 Park Brake Solenoid Valve Retaining Bolts ............................................................................... 35
Figure 22: Park Brake Solenoid Rotated 90 Degrees ................................................................................ 36
Figure 23: 4WD Transmission Control Valve and 4WD Valve Test Ports .................................................. 37
Figure 24: Transmission Control Valve with Test Ports Installed ............................................................... 38

Notes:

STANDARD TRANSMISSION
Transmission Overview
The N Series family is powered by the Case 445 NEF Engine. The torque
converter is connected to the engine flywheel and transmits the power from the engine
to the transmission input shaft and the transmission charge pump. The transmission
and axles are made by Carraro.
The standard transmission is a 4-speed manual shift transmission with

electric/hydraulic actuated forward and reverse clutches. The recommended oil for the
transmission is CASE HY-TRAN ULTRA. The transmission may or may not be
equipped with the 4WD option. If the transmission does not have 4WD installed from the
factory, it cannot be installed by the dealer; 4WD is not a field installable option. The two
wheel drive and the 4WD transmission cases and front axles are physically different.
Transmission Operation
The transmission charge pump takes suction on the transmission sump and
supplies oil to the filter. From the filter the oil flows to the 4 Wheel Drive (4WD) valve, if
equipped, then to the transmission/Diff Lock control valve. The transmission control
valve contains the forward and reverse shuttle spool controlled by the forward and
reverse solenoids as well as the Diff Lock solenoid to activate the rear axle differential
lock (Diff lock). The forward and reverse solenoids on the transmission control valve
direct the oil to the appropriate clutch pack mounted on the input shaft. The
transmission control valve modulates and maintains clutch pressure as well as
supplying oil to the torque converter. From the torque converter, the oil is sent to the
cooler, then to the lube system and finally returning to the transmission sump.
If the tractor is equipped with 4WD, the power is transmitted to the 4WD gear.
The 4WD valve is electric/hydraulically controlled. If there is not any hydraulic pressure
at the 4WD coupler, the gear is locked to the shaft and power is sent through the front
drive shaft to the front axle. The front differential transmits power through the axles and
out to the planetary. The planetary sends the power through the wheels to the ground.
To disengage the 4WD system, the operator switches the 4WD switch to the OFF
position. The 4WD switch energizes the 4WD solenoid to disengage the system.

The N Series Loader Backhoes have a Spring Applied Hydraulic Released
(SAHR) parking brake is installed at the rear of the
transmission. The hydraulic oil supply for this system comes
from the transmission charge pump system. If hydraulic flow is
not available, the spring applied parking brake can be released
by removing the control valve, 3, turning it 90 degrees from the
original location and reinstalling the valve. This exposes a
grease fitting, 4, that can be used to release the brake. Apply
approximately 65 pumps from a grease gun through the fitting.
Applying excessive grease will cause internal damage to the
parking brake piston assembly.
Figure 1: Parking Brake Solenoid Valve
Figure 2: Manual Transmission Power Train
POWER TRAIN OVERVIEW

POWER TRAIN LEGEND
1. Engine 9. Park Brake

2. Torque Converter 10. Rear Axle Drive Shaft
3. Transmission 11. Rear Axle, Final Drive & Diff Lock
4. Shuttle Control & Diff Lock Valve 12. 4WD Actuator Clutch
5. 4WD Solenoid Control Valve 13. 4WD Drive Shaft
6. Transmission Oil Filter 14. 4WD Axle
7. Transmission Shift Lever 15.Transmission Oil Cooler
8. Park Brake Release Solenoid

TORQUE CONVERTER
Torque Converter Operation
The torque converter provides a connection between the engine and
transmission by means of hydraulic fluid. This enables the drive to the wheels to be
engaged smoothly and eliminates the need for a mechanically operated clutch. A
converter’s ability to increase torque is rated as a ratio of input to output torque. A stall
of 2.86 to 1 would mean output torque is capable of reaching 2.86 times input torque
when the output speed from the converter is zero rpm. Care should be taken not to
swap converters of different ratios, as this can drastically affect vehicle performance.
Converters are matched to specific machine applications.
The torque converter impeller is connected to the engine by means of a flexplate.

The impeller section of the converter is part of the outer shell. Therefore, whenever the
engine is turning the impeller is turning. The impeller also provides a direct drive to the
transmission oil pump. The transmission oil pump supplies hydraulic pressure to the
transmission clutches, parking and service brakes, torque converter and transmission
lubrication system.
The impeller is the pump portion of the converter and can be compared to a
centrifugal pump that picks up fluid at its center and discharges fluid at its outer
diameter. The oil from the impeller is directed toward the turbine, which is splined to the
transmission input shaft. High velocity oil from the impeller strikes the fins of the turbine,
driving the input shaft of the transmission. Oil leaving the turbine follows the turbine fins
to the center of the turbine and enters the stator, mounted between the impeller and
turbine. The stator directs oil back into the impeller at increased velocity, producing an
increase in torque. This process continues whenever there is a requirement for high
torque - for example, on initial movement of the machine or when pushing hard with the
loader.
When the machine is moving freely, the torque demand is less and the speeds of
the impeller and turbine become nearly the same. When this occurs the stator would
tend to act as a brake, reducing machine speed and causing the oil to heat. To prevent
this from happening, the stator is mounted on a freewheel clutch. This allows the stator
to rotate with the impeller. As soon as there is an increase in demand for torque, the
turbine slows down relative to the impeller. The “freewheel” clutch then locks up to
prevent the stator from rotating backwards and it again fulfills its function in the
multiplication of torque. Oil flows through the torque converter, with a portion returning
to the oil cooler to provide temperature control.

TORQUE CONVERTER
Figure 3: Torque Converter
TORQUE CONVERTER LEGEND
1. Transmission Housing 7. Pilot Bearing

2. Transmission Charge Pump 8. Freewheeling Clutch
3. Torque Converter Impeller 9. Transmission Input Shaft
4. Torque Converter Housing 10. Charge Pump Drive Sleeve
5. Torque Converter Turbine 11. Oil Supply Port
6. Torque Converter Stator 12. Stator Support Sleeve
13. Flex Drive Plate

Transmission Charge Pump

The transmission charge pump is a gear type pump with built in pump relief and
torque converter relief valves. It is located in the bell housing of the transmission just
after the torque converter. The pump picks up the oil directly from the transmission
sump and sends it out to the filter and transmission control valve. The large gear in the
pump is driven by the torque converter.
TRANSMISSION CHARGE PUMP
Figure 4: Transmission Charge Pump
TRANSMISSION CHARGE PUMP LEGEND

1. Charge Pump Assembly
2. Charge Pump Cold Oil Relief Valve
3. Torque Converter Relief Valve

TRANSMISSION POWER FLOW

Transmission Input Shaft
The input shaft consists of a shaft fixed with the forward and reverse clutch
drums. The shaft turns on ball bearings while the forward and reverse gears turn on
needle bearings. The forward gear has 29 teeth and the reverse gear has 35 teeth.
This makes the reverse gear larger, which in turn makes the machine go faster in
reverse than in forward when in the same speed selection. There are 6 fiber clutch
discs and 8 steel plates splined to the clutch drum in each clutch. The piston uses
metallic seal rings to seal the piston to the clutch drum. Drilled passages, inside the
shaft, allow oil to lock up the desired clutch and lube the clutches. The shaft uses
metallic sealing rings to seal the transmission housing to the input shaft. The clutch oil
enters the drilled passage between the sealing rings on the shaft and the lube oil enters
the drilled passage at the end of the shaft. The end of the shaft, with the drilled
passages, fits into the back half of the transmission housing. The wear surface in the
housing is an integral part of the housing and is not replaceable. The input end of the
shaft fits into the front half of the transmission housing.
Figure 5: Transmission Input Shaft
1. Lubrication oil passage 5. Forward clutch pack

2. Forward clutch passage 6. Reverse clutch pack
3. Reverse clutch passage 7. Reverse gear
4. Forward gear 8. Input shaft

Neutral
When the FNR lever and the gearshift are in neutral, power is sent to the input
shaft but the clutches are not engaged, so the forward and reverse gears are stationary.
The clutch drums are part of the input shaft so they are turning with the input shaft.
First Forward
When the FNR lever is shifted into forward, the forward gear is locked to the
input shaft and the first / second synchronizer is slid to the right, locking first gear to the
secondary shaft. Power enters the transmission through the input shaft and goes out
the forward gear to the fourth drive gear. Fourth drive gear is splined to the primary
shaft, so the primary shaft is turning. This causes the first drive gear (a machined part
of the shaft) to turn the first driven gear. With first gear locked to the secondary shaft,
power is transmitted out of the transmission to the rear drive shaft. The machine moves
forward in first forward gear.
If the unit has 4WD, the 4WD drive gear will be splined onto the secondary shaft.
When the secondary shaft turns, the 4WD drive gear turns the 4WD driven gear. If
there is not any hydraulic pressure at the 4WD coupler, the springs will lock the gear to
the shaft and power will be sent to the front drive shaft.
If the unit does not have 4WD, there will be a spacer in place of the 4WD drive
gear and the 4WD coupler and shaft will not be in the transmission.

Transmission Power Flow - 4WD
Figure 6: 4WD Transmission Power Flow
rd nd
1. Torque Converter 11. 3 Driven gear 21. 2 Drive Gear
2. Transmission Pump 12. Power to Rear Axle 22. 4WD Driven Gear
rd th st nd
3. Reverse Gear 13. 3 -4 Synchronizer 23. 1 -2 Synchronizer
4. Reverse Clutch 14. 4WD Drive Gear A. Input Shaft
5. Forward Clutch 15. 4WD Coupler B. Primary Shaft
6. Forward Gear 16. Power to front Axle C. Secondary Shaft
th
7. 4 Drive Gear 17. Reverse Idle Driven Gear D. Reverse Shaft
nd
8. 2 Driven Gear 18. Reverse Idle Drive Gear E. 4WD Output Shaft
st th
9. 1 Driven Gear 19. 4 Driven Gear
rd st
10. 3 Drive Gear 20. 1 Drive Gear

First Reverse
When the FNR lever is shifted into reverse the reverse, clutch is locked to the
input shaft and the first / second synchronizer is slid to the right, locking first gear to the
secondary shaft. Power enters the transmission through the input shaft and goes out
the reverse gear to the reverse idler drive gear. The reverse idler drive gear and the
reverse idler driven gear are splined to the reverse shaft. Power is transmitted through
the reverse shaft and out the reverse idler driven gear. The reverse idler driven gear is
meshed with the fourth drive gear on the primary shaft. Fourth drive gear is splined to
the primary shaft, so the primary shaft is turning. This causes the first drive gear (a
machined part of the shaft) to turn the first driven gear. With first gear locked to the
secondary shaft, power is transmitted out of the transmission to the rear drive shaft.
The tractor moves backwards in first reverse gear.
If the unit has 4WD, the 4WD drive gear will be splined onto the secondary shaft.
When the secondary shaft turns, the 4WD drive gear turns the 4WD driven gear. If
there is not any hydraulic pressure at the 4WD coupler, the springs will lock the gear to
the shaft and power will be sent to the front drive shaft.

Transmission Power Flow - 2WD
Figure 7: 2WD Transmission Power Flow
rd nd
1. Torque Converter 10. 3 Drive Gear *21. 2 Drive Gear
rd st nd
2. Transmission Pump 11. 3 Driven gear *23. 1 -2 Synchronizer
3. Reverse Gear 12. Power to Rear Axle A. Input Shaft
rd th
4. Reverse Clutch 13. 3 -4 Synchronizer B. Primary Shaft
5. Forward Clutch *14. 4WD Drive Gear Spacer C. Secondary Shaft
6. Forward Gear *17. Reverse Idle Driven Gear *D. Reverse Shaft
th
7. 4 Drive Gear 18. Reverse Idle Drive Gear
nd
8. 2 Driven Gear
th
19. 4 Driven Gear Items 15, 16 and 22, and shaft E,
are not used in two wheel drive
st st
9. 1 Driven Gear 20. 1 Drive Gear transmissions.

Transmission Hydraulic Schematic

Manual Transmission Operation
Oil enters the transmission charge pump (28) from the transmission sump,
through a 250-micron screen (29). Oil leaves the supply pump and is filtered (26), prior
to entering the 4WD / park brake pressure regulator valve (25). The 4WD / park brake
pressure regulation valve (25) assures constant pressure is available to disengage the
four-wheel drive and park brake. The charge pump cold oil relief valve (27) protects the
charge pump from overpressure.
4wd Control
4WD / park brake pressure flows to the 4WD control valve (32) through a check
valve (30). With no electrical signal to the 4WD valve (32) the 4WD clutch supply
passage is connected to tank. The 4WD clutch is spring applied and engages when
there is no supply pressure. Use extreme caution when working around a running
machine as the four wheel drive system can engage with no power to the solenoid. The
4WD electrical switch is normally closed; when the contacts open to release the clutch,
the switch indicator light illuminates.
Park Brake Control

4WD / park brake pressure also flows to the spring applied and hydraulically
released parking brake solenoid control valve (1). The park brake control switch is
located on the right control console. The park brake switch must be cycled to the off
and then to the on position once the vehicle is started to then provide continuous power,
through the SAHR relay to the park brake release solenoid. If hydraulic flow is not
available, this spring applied parking brake can be released by removing the control
valve and installing it turned 90 degrees from the original location. This exposes a
grease fitting that can be used to release the brake using approximately 65 pumps
12. Fwd / Rev Shuttle Spool (Directs Flow To Fwd
1. Park Brake Solenoid / Rev Clutches) 22. Reverse Clutch Pressure
2. Sahr Park Brake 13. Torque Converter Inlet Psi 23. Reverse Clutch Solenoid
14. Modulator Circuit (Pressure Modulation For
3. Torque Converter Relief Valve Forward / Reverse) Drive (4wd) 24. Transmission Control Valve Assembly
4. Torque Converter 15. To Differential Lock (Rear Axle) 25. 4wd & Park Brk Pressure Regulator
5. Oil Cooler 16. Differential Lock Solenoid 26. Filter ( Ff W-By-Pass, 15 Micron)
6. Oil Temp Sender (Oil Cooler) 17. Flow Divider 27. Cold Oil By-Pass
7. Lubrication Pressure 18. Regulated Clutch Pressure 28. Supply Pump
8. Lubrication To Synchros & Gears 19a. Modulation Piston 29. Strainer
9. Forward Clutch 19b Mod Spool (Regulates Clutch Psi) 30. Check Valve
10. Forward Clutch Pressure 20. Lubrication To Brgs And Clutches 31. Supply Pressure For Four Wheel
11. Forward Clutch Solenoid 21. Reverse Clutch 32. Four Wheel Drive Selector Valve
33. Four Wheel Drive Clutch, Spring Applied,
Hydraulic Released
4WD Transmission Hydraulic Schematic
Figure 8: 4WD Manual Transmission Schematic

on the grease gun to the exposed fitting. Applying excessive grease will cause
internal damage to the parking brake piston assembly. Oil exits the 4WD pressure
regulator (25), after the regulated oil supply to the four-wheel drive / park brake circuit
has been satisfied.
Flow Divider
Oil flow, leaving the 4WD pressure regulator, enters the control valve assembly
at the flow divider (17). At this point, flow is divided between the control valve and the
torque converter / lubrication circuits. A 3.5mm orifice, in the flow divider spool, allows
oil to enter the open center area of the FWD / REV shuttle spool (12). When the oil
requirement of the transmission clutch circuit is met, the flow divider (17) allows oil to
enter the toque converter / lubrication circuits. Torque converter inlet pressure is
measured at port (13).
Clutch Modulation
When the FWD / REV shuttle spool (12) is shifted to forward, oil flow is now
directed to the forward clutch pack (19). To control the speed of clutch engagement, the
modulator circuit (14) is brought into play.Oil flow enters the modulator piston (19a) area
through a 1.0mm orifice. To slow the rate of Fwd / REV clutch pressure rise, there is
also 0.6mm leak off orifice in the modulator piston (19a). This orifice allows some of the
flow supplied to the piston to leak away. The pressure at the piston increases as the
1.0mm supply orifice is larger than the 0.6mm leak off orifice. Oil pressure to the
forward clutch pack gradually increases as the modulator piston slowly compresses a
multiple spring pack against the modulator spool (19b). The modulation continues until
the modulator piston (19a) bottoms out in its bore. At this point, the spring force on the
modulation spool (19b) controls the maximum clutch pressure. The modulator spool
(19b) continues regulation of the clutch pressure by returning oil to the transmission

10. Forward Clutch Pressure 20. Lubrication To Brgs And Clutches 31. Supply Pressure For Four Wheel
11. Forward Clutch Solenoid 21. Reverse Clutch 32. Four Wheel Drive Selector Valve
33. Four Wheel Drive Clutch, Spring Applied,
Hydraulic Released

Figure 9: 4WD Transmission Schematic

sump. Modulation circuit (14) dumps oil from behind the modulator piston (19a),
returning the circuit flow to open center pressure. If the transmission is shifted into
reverse, the FWD / REV shuttle spool is actuated and the reverse clutch is engaged. All
modulation circuits function as previously described.
Differential Lock
The differential lock solenoid (16) also receives it’s oil supply from the oil sent to
either the forward or reverse clutch. If you move the machine through an area that is
soft or muddy, make sure that the machine is moving in a straight direction and that one
of the rear wheels is not rotating faster than the other. Push down the differential lock
switch on the loader control lever to activate the diff lock solenoid (16). This will activate
the differential lock (15) in the rear axle. Keep this switch pushed down while you move
the machine through the soft or muddy area. After you have moved through the area,
release the differential lock switch. The differential lock will release automatically when
the load on the axle is removed.
IMPORTANT: You can cause damage to the rear axle if you try to engage the
differential lock when the machine is turning or if one rear wheel is rotating faster than
the other.

10. Forward Clutch Pressure 20. Lubrication To Brgs And Clutches
11. Forward Clutch Solenoid 21. Reverse Clutch

Figure 10: 2WD Transmission Schematic

TRANSMISSION CONTROL VALVE

The transmission control valve includes components to shift the transmission
from neutral to forward or reverse and direct oil to the torque converter. To achieve
these functions, the following hydraulic components and circuits are required in the
valve assembly.
Flow Divider Circuit

The flow divider controls the oil going to the clutches (9 & 21) and the torque
converter (4). The flow divider spool (17) and spring ensure that the oil is getting to the
Forward or Reverse clutch before the majority of the charge pump (28) flow is allowed
to flow to the torque converter (4).
Modulator Circuit
The modulator circuit controls the speed that the clutches are engaged. It
regulates the maximum clutch pressure and controls the speed that the clutches are
dumped. The modulator circuit engages the clutches slowly so the acceleration or
change in direction is smooth. It also disengages the clutches quickly so both clutches
are not engaged at the same time.
Forward / Reverse Shuttle Spool

The forward / reverse shuttle spool (12) controls which clutch gets pressurized
oil, which determines the direction of travel. The shuttle spool is a 3-position open
center spool that is controlled by two solenoids (11 & 23).

Transmission Control Valve Function
Figure 11: Transmission Control Valve - cutaway
9. Forward Clutch 19a. Modulator Piston

11. Forward Solenoid 19b. Modulator Spool
12. FWD/REV Shuttle Spool 18. Reverse Clutch
14. Modulator Circuit Housing 23. Reverse Solenoid
17. Flow Divider

Control Valve in “Neutral” - Engine Running

Figure (1) Shows the control valve with the forward/reverse spool (12) in the
neutral position, and oil entering the “P” port from the charge supply pump. Oil entering
the “P” port passes through a 3.5mm orifice in the flow divider spool (17) and enters the
open center of the control valve assembly and returns to the sump. The remaining oil is
sent to the “C” port, regulated by the flow divider spool (17). Oil entering the “C” port is
directed to the torque converter and lubrication circuits.
(Note, flow divider spool supplies a measured flow to the clutch control circuit
with the remainder of the oil flow ported to the “C” port, to the torque converter
and the lubrication circuit)
CONTROL VALVE LEGEND
9. Forward Clutch 18. Regulated Clutch Pressure

10. Forward Clutch Pressure 19a. Modulation Piston
11. Forward Clutch Solenoid 19b Mod Spool (Regulates Clutch Psi)
12. Fwd / Rev Shuttle Spool (Directs Flow To Fwd / Rev Clutches) 20. Lubrication To Bearinrgs And Clutches
6. Oil Temp Sender (Oil Cooler) 21. Reverse Clutch
13. Torque Converter Inlet Psi 22. Reverse Clutch Pressure
14. Modulator Circuit (Pressure Modulation For Forward/Reverse) 23. Reverse Clutch Solenoid
16. Differential Lock Solenoid 24. Control Valve Assembly
17. Flow Divider

CONTROL VALVE IN “NEUTRAL”

With Engine running
Figure 12:
Transmission
Control Valve in Neutral - with engine running

Control Valve To Forward – “Start Of Modulation”

forward position, and oil entering the “P” port from the charge supply pump.
Oil entering the “P” port passes through a 3.5mm orifice in the flow divider spool
(17) and enters the supply to clutch passage of the control valve. The remaining oil is
With the forward/reverse spool (12) shifted to forward, oil that was returning to
the sump is blocked. Oil is directed to the forward clutch pack, and at the same time
pressure is beginning to increase and the modulator circuit is actuated.
The modulator piston is beginning to be pressurized by oil entering through the
1.0 mm orifice. To extend the modulation time, a portion of the oil entering the
modulator piston area is allowed to bleed off to tank through the 0.6 mm orifice in the
face of the piston. As oil pressure increases, the modulator piston (19a) is moved
toward the modulator spool (19b). The spring pack between the modulator spool and
piston is compressed, gradually increasing the clutch pressure controlled by the
modulator spool.
(Note: The flow divider spool supplies a measured flow to the clutch control
circuit with the remainder of the oil flow ported to the “C” port, to the torque
converter and the lubrication circuit)

17. Flow Divider

CONTROL VALVE TO FORWARD –

“Start of Modulation”
Figure 13: Transmission Control Valve - start of modulation

Control Valve Shifted to Forward - “Modulation Continued”
Clutch Lock-up
forward position, and oil entering the “P” port from the charge supply pump. Oil entering
the “P” port passes through a 3.5mm orifice in the flow divider spool (17) and enters the
supply to clutch passage of the control valve. With the forward/reverse spool (12)
shifted to forward, oil that was returning to the sump is blocked. The remaining oil is
Oil is directed to the forward clutch pack (9), and at the same time pressure is
increasing in the modulator circuit. Maximum clutch oil pressure is being regulated by
the modulator spool. At the same time the modulator piston is being pressurized by oil
entering through the 1.0 mm orifice. To extend the modulation time, a portion of the oil
entering the modulator piston area is allowed to bleed off to tank through the 0.6 mm
orifice in the face of the piston. As oil pressure increases, the modulator piston (19a) is
moved toward the modulator spool (19b). The spring pack between the modulator spool
and piston is compressed, gradually increasing the clutch pressure controlled by the
modulator spool. When the modulator piston is bottomed out in the bore, modulation
ends and maximum pressure to the clutch pack is obtained.
(Note, flow divider spool supplies a measured flow to the clutch control circuit
with the remainder of the oil flow ported to the “C” port, to the torque converter
and the lubrication circuit)

17. Flow Divider

CONTROL VALVE SHIFTED TO FORWARD –
“Modulation Continued” - Clutch Lock-Up
Figure 14: Transmission Control Valve - clutch lock-up

Control Valve Shifted To Neutral - “Modulation Reset”

Figure (4) Shows the control valve, with the forward/reverse spool (12) returned
back to the neutral position, and oil entering the “P” port from the charge supply pump.
Oil entering the “P” port passes through a 3.5 orifice in the flow divider spool (17) and
enters the open center of the control valve assembly and the modulator circuit. The
remaining oil is sent to the “C” port, regulated by the flow divider spool (17). Oil entering
the “C” port is directed to the torque converter and lubrication circuits. When the
forward/reverse spool is returned to neutral, the forward clutch pressure and modulator
piston pressures are dumped to the open center and return to the sump.
(Note, flow divider spool (17) supplies a measured flow to the clutch control
circuit with the remainder of the oil flow ported to the “C” port, to the torque
converter and the lubrication circuit)
(Note, When the forward/reverse spool (12) is shifted back to neutral, the forward
clutch releases, the modulator (14) check valve opens and the modulator piston
(19a) returns to neutral position, ready for the next shift)

17. Flow Divider

CONTROL VALVE SHIFTED TO NEUTRAL

“Modulation Reset”
Figure 15: Transmission Control Valve - modulation reset

Hydraulic Differential Lock

The Differential lock is provided to help when the machine is in soft or muddy
conditions. The differential lock should only be applied when there is no wheel slippage.
The lower right button, on the loader control lever, is the differential lock button and
must be held in, to lock the axle. The button sends electrical power to a solenoid valve,
which allows oil from the transmission charge pump, to enter a cylinder mounted on the
rear axle. When oil pressure is applied to the cylinder, the piston moves in, and strokes
the shift fork, locking the differential. As the shift fork slides, it pushes the four
differential lock pins in, locking the spider gears and ring gear housing together, which
in turn locks the two axles.
HYDRAULIC DIFFERENTIAL LOCK
Figure 16: Hydraulic Diff Lock
Hydraulic Diff-lock Legend
1 - Suction Screen 5 - Solenoid Diff. Lock

2 - Charge Pump 6 - Control Valve Diff. Lock
3 - Charge Pump Relief 7 - Test Port
4 - Transmission Filter 8 - Cylinder Diff. Lock

FOUR-WHEEL DRIVE SELECTOR VALVE

The four-wheel drive selector valve is a solenoid operated valve that is mounted
on top of the transmission above the filter. On top of the selector valve is a pump
pressure port. If the plug is removed, pump pressure can be checked at this port
whether the valve is on or off.
Four-Wheel Disengaged
When the four-wheel drive is disengaged, current will be energizing the solenoid.
The valve spool will move towards the solenoid. This will block off the return port and
allow pressure to flow through a check valve. Oil will flow around the spool to a passage
and down the inside of the transmission through a tube. When the oil gets to the end of
the tube, it enters the coupling and forces the springs to compress. This separates the
coupler and disengages the four-wheel drive.
Four-Wheel Engaged
When the four-wheel drive is engaged, current will not be going to the solenoid.
The valve spool moves away from the solenoid. This blocks off the pump supply port
and opens the return passage to the four-wheel drive coupling. The oil, that was
compressing the springs in the four-wheel drive coupling, is now open to the return
passage. The spring pushes the coupling together and the four-wheel is engaged.
Four Wheel Drive Selector Valve Legend
1. Solenoid 7. Return Port

2. Return Spring 8. Supply to Selector Valve
3. Pump Supply 9. Check Valve Sleeve
4. Control Spool 10. Selector Valve Housing
5. Return Oil 11 Check Ball
6. Supply to 4WD
Figure 17: 4WD Control Valve - cut away

PARKING BRAKE
Parking Brake Operation
The N Series Loader Backhoes have a spring applied hydraulic released parking
brake is installed on the rear of the transmission. The hydraulic oil supply for this
system comes from the transmission control system. If hydraulic flow is not available,
this spring applied parking brake can be released by removing the control valve and
installing it turned 90 degrees from the original location. This exposes a grease fitting
that can be used to release the brake. Apply approximately 65 grease gun pumps to
the then exposed fitting. Applying excessive grease will cause internal damage to the
parking brake piston assembly.
SAHR PARKING
BRAKE LEGEND
1 – Belleville Spring Washer
2 – Parking Brake Piston
3 – Parking Brake Disks
Figure 18: Spring Applied Hydraulic Released Parking Brake

BRAKE ENGAGED
The N Series Loader Backhoes have spring
applied and hydraulically released parking brakes.
These brakes are installed on the output shaft of the
transmission. When the engines is off or the parking
brake switch is activated, the brake system is without
pressure. The Belleville spring washers (1) push the
parking brake piston (2) so that the piston (2) pushes on
the brake disks (3). The SAHR parking brake must be
disabled to move the Vehicle with a dead engine.
1 – Belleville Spring Washer

2 – Parking Brake Piston
3 – Parking Brake Disks
BRAKE RELEASED
The supply oil to release the parking brake
comes from the transmission hydraulic system. This oil
is supplied by the transmission charge pump. When
the parking brake switch and solenoid are activated,
pressure is sent to the brake release piston. The
parking brake piston (2) is pushed against the Belleville
spring washers (1) and the brake disks (3) are then
free to rotate. This happens in normal working
conditions when the operator deactivates the parking
brake.
Figure 19: SAHR Parking Brake - engaged and released

TOWING A DISABLED MACHINE

If your machine is disabled, you must decide if the machine can be moved
without damage. If possible, repair the machine at the job site.
• The towing machine must have power, steering and braking ability to stop both
machines.
• The speed at which the disabled machine is moved, must not exceed 1/2
mile per hour (2.4 km/h).
• Ensure the towing hardware, chains, cables, have the proper capacity to move
the machine safely and the machines must be attached as closely as possible.
• The disabled machine must be moved only far enough to reach a safe repair
location or onto a trailer.
• Will the disabled machine have steering and braking capability? An operator may
only be allowed on the towed vehicle if it has steering and braking capability.
• Will moving the machine cause damage to drivetrain or moving parts that lack
lubrication?
• Always block the disabled machines wheels before releasing the brakes or
drivetrain component.
IMPORTANT: The loader/backhoe engine may not be started by towing the machine.
The drivetrain components will be damaged!

Moving A Disabled Machine

PARKING BRAKE OVERRIDE SYSTEM
IMPORTANT: Towing the Loader Backhoe is not recommended. If the machine must
be towed the SAHR (spring applied hydraulically released) brakes must be released.
To release the SAHR brake:
1. Chock the wheels to prevent movement.

2. Remove the mat and floor plate.
3. Locate the park brake release solenoid
block on the transmission.
4. Clean the area of dirt and debris. Remove
the two bolts that secure the solenoid block.
Figure 20: Removing the Parking Brake Solenoid Valve
5. Carefully lift up and rotate the park brake release block 90 degrees and retighten the
bolts. Torque to 20 Nm (14 pound feet).
6. Attach the grease supply to the fitting and

pump approximately 65 pumps.
IMPORTANT: Extreme pressure is NOT

needed to release the brake. Over
pressurization may damage the seals.
Moderate effort is required on the grease
gun.
Figure 21 Park Brake Solenoid Valve Retaining Bolts
7. Carefully remove the wheel chocks, as the machine may now be moved.
IMPORTANT: The machine should be free to roll. If the machine does not roll, there
may be an issue in the parking brake or drivetrain. Contact your Dealer. To re-
activate the park brake:
IMPORTANT: After grease has been used to release the parking brake it will be
necessary to clean and flush the entire system before placing the machine back into
operation. Contact your Dealer for this procedure.

MOVING A DISABLED MACHINE
NOTE: Grease trapped in the brake will come out

under the block.
1. Slowly loosen the two bolts that hold the

solenoid block in position.
2. Confirm that the 3 o-rings are in the correct
position and that all surfaces are free of
contamination.
Figure 22: Park Brake Solenoid Rotated 90 Degrees
to expose grease fitting.
3. Return the solenoid block to its original position, replace the bolts, and torque to
20 Nm (14 pound feet).
ENGINE RUNNING (2WD AND 4WD) ENGINE STOPPED (2WD AND 4WD)
1. Engage the parking brake. 1. Engage the parking brake.
2. Block the wheels with wheel chocks. 2. Block the wheels with wheel chocks.
3. Place the transmission in neutral. 3. Place the transmission in neutral.
4. Place the direction control lever in neutral. 4. Place the direction control lever in neutral.
5. Place the 4wd switch in neutral, if equipped. 5. Place the 4wd switch in neutral, if equipped.
6. Raise all tools and attachments off the ground. 6. Raise all tools and attachments off the ground.
7. Attach a rigid drawbar to the machine. Make sure 7. Attach a rigid drawbar to the machine. Make
the towing machine has enough power and sure the towing machine has enough power and
braking ability to move and stop both machines. braking ability to move and stop both machines.
8. Disconnect the rear driveshaft on 2wd mOand
8. Remove wheel chocks.
both front and rear driveshafts on 4wd models.
9. Release the parking brake. 9. Remove wheel chocks.
10. No riders - keep all other persons 10. No riders - keep all other persons
completely out of the area. completely out of the area.
11. Tow the disabled machine at a maximum 11. Tow the disabled machine at a safe speed.
speed of 1/2 m.p.h. (2.4 km/h). Do not exceed Monitor the towed vehicle while towing. Tow
this speed. only as far as needed.

MANUAL TRANSMISSION PRESSURE TESTS

Transmission Control Valve Test Ports
Figure 23: 4WD Transmission Control Valve and 4WD Valve Test Ports
TRANSMISSION PRESSURE TEST PORT LEGEND

1. Supply Pump Pressure Four Wheel Drive Only 4. Regulated Clutch Pressure
2. Reverse Clutch Pressure 5. Torque Converter Pressure
3. Forward Clutch Pressure 6. Diff Lock Pressure

4WD Transmission Pressure Test Port Location
Figure 24:
Transmission Control Valve with Test Ports Installed
1. Flow meter adapter from charge pump to flow meter. (Use CAS-2011) Connect to CAS-10280 Flow Meter or equivalent.
2. Return from flow meter to transmission. (Use CAS-2383)
3. Regulated clutch pressure, common to forward or reverse. (Use CAS-2745 and CAS-2746)
4. Regulated reverse clutch pressure. (Use CAS-2745 and CAS-2746)
5. Regulated forward clutch pressure. (Use CAS-2745 and CAS-2746)
6. Torque converter in presure. (Use CAS-2745 and CAS-2746)
7. Differential lock pressure (Use CAS-2744)
8. Converter out to oil cooler. (Use CAS-2747)
9. Lubrication pressure, common to converter return. (Use CAS-2745 and CAS-2746) or (Use CAS-2747)
10. Pump supply pressure, 4 wheel drive only. (Use CAS-2745 and CAS-2746)

Transmission Control Valve Test One

ENGINE AT IDLE 900 TO 1100 R/MIN (900 TO 1100 RPM)
NOTE: All specifications shown were taken from a sampling of new production
machines with less than 20 engine hours, your figures may differ slightly.
Test Port 1 Item Specifications - Actual
4 Wheel Drive
1and 2 Supply Pump Flow 27 to 28 L/min at 1379 kPa,
14 bar at 49° C (7.02 to
7.28 gpm at 200 psi at 120°
F)
1 and 2 Cold Oil By-Pass 2875 to 3137 kPa,
29.3 to 32.0 bar at 49° C
(417 to 455 psi at 120° F)
7 Differential Lock Pressure 1262 to 1317 kPa, 12.7 to
(FNR must be in forward or 13.4 bar (183 to 191 psi)
reverse)
Forward
10 Pump Supply Pressure 1393 to 1427 kPa, 14.2 to

14.6 bar (202 to 207 psi)
4 Regulated Clutch Pressure 1276 to 1317 kPa, 13.0 to
13.4 bar (185 to 191 psi)
6 Torque Converter IN 545 to 607 kPa, 5.6 to 6.2
bar (79 to 88 psi)
8 Torque Converter OUT 393 to 414 kPa, 4.0 to 4.2
bar (57 to 60 psi)
9 Lubrication Pressure 269 to 283 kPa, 2.7 to 2.9
bar (39 to 42 psi)
Neutral
10 Pump Supply Pressure 690 to 758 kPa, 7.0 to 17.7

bar (194 to 202 psi)
6 Torque Converter IN 517 to 579 kPa, 5.3

bar (60 to 62 psi)
9 Lubrication Pressure 352 to 365 kPa 3.4 to 3.7
bar (51 to 53 psi)
Reverse
14.6 bar (203 to 208 psi)
13.4 bar (185 to 191 psi)
bar (75 to 82 psi)
bar (48 to 50 psi)
9 Lubrication Pressure 214 to 228 kPa, 2.2
to 2.3 bar (31 to 33 psi)

Transmission Control Valve - Test Two

ENGINE AT 2200 R/MIN (2200 RPM)
Test Port 1 Item 4 Wheel Drive Actual
1 and 2 Supply Pump Flow 62 to 70 L/min at 1379 kPa,
14 bar at 49° C (16.3 to
18.5 gpm at 200 psi at 120°
F)
1 and 2 Cold Oil By-Pass 3034 to 3310 kPa, 30.9 to
33.7 bar at 49° C (440 to
480 psi at 120° F)
7 Differential Lock Pressure 1276 to 132 kPa, 13.0
reverse)
Forward
16.9 bar (230 to 240 psi)

14.1 bar (185 to 200 psi)
bar (63 to 65 psi)
bar (42 to 44 psi)
Neutral
14.9 bar (205 to 212 psi)
bar (70 to 73 psi)
bar (60 to 63 psi)
Reverse
16.6 bar (226 to 236 psi)
5 Regulated Clutch Pressure 1276 to 1379 kPa, 13.0

14.1 bar (185 to 200 psi)

9.8 bar (120 to 140 psi)
bar (57 to 60 psi)
9 Lubrication Pressure 241 255 kPa, 2.5 to 2.6 bar

(35 to 37 psi)

Transmission Control Valve Test One

ENGINE AT IDLE 900 TO 1100 R/MIN (900 TO 1100 RPM)
Test Port 1 Item Specifications - Actual
4 Wheel Drive
1and 2 Supply Pump Flow 27 to 28 L/min at 1379 kPa,
14 bar at 49° C (7.02 to
7.28 gpm at 200 psi at 120°
F)
1 and 2 Cold Oil By-Pass 2875 to 3137 kPa,
29.3 to 32.0 bar at 49° C
(417 to 455 psi at 120° F)
7 Differential Lock Pressure 1262 to 1317 kPa, 12.7 to
reverse)
Forward

14.6 bar (202 to 207 psi)
13.4 bar (185 to 191 psi)
bar (79 to 88 psi)
bar (57 to 60 psi)
bar (39 to 42 psi)
Neutral
10 Pump Supply Pressure 690 to 758 kPa, 7.0 to 17.7


bar (60 to 62 psi)
9 Lubrication Pressure 352 to 365 kPa 3.4 to 3.7
bar (51 to 53 psi)
Reverse
14.6 bar (203 to 208 psi)
13.4 bar (185 to 191 psi)
bar (75 to 82 psi)
bar (48 to 50 psi)
9 Lubrication Pressure 214 to 228 kPa, 2.2
to 2.3 bar (31 to 33 psi)

Transmission Control Valve - Test Two

ENGINE AT 2200 R/MIN (2200 RPM)
Test Port 1 Item 4 Wheel Drive Actual
1 and 2 Supply Pump Flow 62 to 70 L/min at 1379 kPa,
14 bar at 49° C (16.3 to
18.5 gpm at 200 psi at 120°
F)
1 and 2 Cold Oil By-Pass 3034 to 3310 kPa, 30.9 to
33.7 bar at 49° C (440 to
480 psi at 120° F)
7 Differential Lock Pressure 1276 to 132 kPa, 13.0
reverse)
Forward
16.9 bar (230 to 240 psi)

14.1 bar (185 to 200 psi)
bar (63 to 65 psi)
bar (42 to 44 psi)
Neutral
14.9 bar (205 to 212 psi)
bar (70 to 73 psi)
bar (60 to 63 psi)
Reverse
16.6 bar (226 to 236 psi)
5 Regulated Clutch Pressure 1276 to 1379 kPa, 13.0

14.1 bar (185 to 200 psi)

9.8 bar (120 to 140 psi)
bar (57 to 60 psi)
9 Lubrication Pressure 241 255 kPa, 2.5 to 2.6 bar

(35 to 37 psi)

Transmission Pressure Testing Short Form
Transmission Pressure Testing Short Form

Notes:

N Series Loader Backhoe Manual Transmission Service Training

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N Series Loader Backhoe Manual Transmission Service Training

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N Series Loader Backhoe

N SERIES LOADER BACKHOE SERVICE TRAINING 1

Figure 1: Parking Brake Solenoid Valve ....................................................................................................... 5

N SERIES LOADER BACKHOE SERVICE TRAINING 2

N SERIES LOADER BACKHOE SERVICE TRAINING 3

The standard transmission is a 4-speed manual shift transmission with

N SERIES LOADER BACKHOE SERVICE TRAINING 4

Figure 2: Manual Transmission Power Train

POWER TRAIN OVERVIEW

1. Engine 9. Park Brake

N SERIES LOADER BACKHOE SERVICE TRAINING 5

The torque converter impeller is connected to the engine by means of a flexplate.

N SERIES LOADER BACKHOE SERVICE TRAINING 6

Figure 3: Torque Converter

TORQUE CONVERTER LEGEND

1. Transmission Housing 7. Pilot Bearing

N SERIES LOADER BACKHOE SERVICE TRAINING 7

Transmission Charge Pump

TRANSMISSION CHARGE PUMP

Figure 4: Transmission Charge Pump

TRANSMISSION CHARGE PUMP LEGEND

N SERIES LOADER BACKHOE SERVICE TRAINING 8

TRANSMISSION POWER FLOW

Figure 5: Transmission Input Shaft

1. Lubrication oil passage 5. Forward clutch pack

N SERIES LOADER BACKHOE SERVICE TRAINING 9

N SERIES LOADER BACKHOE SERVICE TRAINING 10

Transmission Power Flow - 4WD

Figure 6: 4WD Transmission Power Flow

N SERIES LOADER BACKHOE SERVICE TRAINING 11

N SERIES LOADER BACKHOE SERVICE TRAINING 12

Transmission Power Flow - 2WD

Figure 7: 2WD Transmission Power Flow

N SERIES LOADER BACKHOE SERVICE TRAINING 13

Transmission Hydraulic Schematic

Park Brake Control

4WD Transmission Hydraulic Schematic

Figure 8: 4WD Manual Transmission Schematic

N SERIES LOADER BACKHOE SERVICE TRAINING 15

12. Fwd / Rev Shuttle Spool (Directs Flow To Fwd

N SERIES LOADER BACKHOE SERVICE TRAINING 16

4WD Transmission Hydraulic Schematic

Figure 9: 4WD Transmission Schematic

N SERIES LOADER BACKHOE SERVICE TRAINING 17

12. Fwd / Rev Shuttle Spool (Directs Flow To Fwd

N SERIES LOADER BACKHOE SERVICE TRAINING 18

2WD Transmission Hydraulic Schematic

Figure 10: 2WD Transmission Schematic

N SERIES LOADER BACKHOE SERVICE TRAINING 19

TRANSMISSION CONTROL VALVE

Flow Divider Circuit

Forward / Reverse Shuttle Spool

N SERIES LOADER BACKHOE SERVICE TRAINING 20

Transmission Control Valve Function

Figure 11: Transmission Control Valve - cutaway

9. Forward Clutch 19a. Modulator Piston

N SERIES LOADER BACKHOE SERVICE TRAINING 21

Control Valve in “Neutral” - Engine Running

CONTROL VALVE LEGEND

9. Forward Clutch 18. Regulated Clutch Pressure

N SERIES LOADER BACKHOE SERVICE TRAINING 22

CONTROL VALVE IN “NEUTRAL”

N SERIES LOADER BACKHOE SERVICE TRAINING 23