Tren de Fuerza 793d

RENR8326
September 2005
Systems Operation
793D Off-Highway Truck Power Train
FDB1-Up (Machine)
i01658146
Important Safety Information

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

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. If a tool,
procedure, work method or operating technique that is not specifically recommended by Caterpillar
is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that
the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.
When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.
Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
RENR8326 3
Table of Contents
Table of Contents
Systems Operation Section
General Information .............................................. 4
Electronic Control Module (Power Train) .............. 7
Transmission Control ........................................... 10
Speedometer/Tachometer Module (Transmission
Gear Indicator) .................................................... 12
Position Sensor (Hoist Control) ............................ 12
Position Sensor (Dump Body) .............................. 12
Speed Sensor (Transmission) .............................. 13
Solenoid Valve (Upshift and Downshift) ................ 14
Solenoid Valve (Lockup Clutch) ............................ 14
Pressure Switch (Secondary Brake and Parking
Brake) ................................................................. 15
Pressure Switch (Service Brake and Retarder) .... 15
Torque Converter and Transmission Hydraulic
System ................................................................ 17
Torque Converter Sump ........................................ 23
Gear Pump (Torque Converter and
Transmission) ...................................................... 24
Magnetic Screen (Transmission) .......................... 25
Oil Filter (Torque Converter) ................................. 26
Oil Filter (Transmission Charging) ........................ 27
Screen (Torque Converter) ................................... 28
Oil Cooler (Torque Converter and Transmission) .. 29
Torque Converter Inlet and Outlet Relief Valves .. 29
Lockup Clutch and Synchronizing Valve (Torque
Converter) ........................................................... 30
Torque Converter ................................................. 33
Transfer Gears ..................................................... 37
Transmission Hydraulic Control ........................... 38
Rotary Actuator (Transmission) ............................ 45
Selector and Pressure Control Valve
(Transmission) .................................................... 46
Pressure Control Valve (Transmission) ................ 51
Lubrication Relief Valve (Transmission) ................ 57
Transmission Planetary ........................................ 58
Pump Drive .......................................................... 65
Rear Axle and Final Drive System ........................ 67
Gear Pump (Rear Axle Oil) ................................... 69
Oil Filter (Rear Axle) ............................................. 69
Temperature Sensor (Rear Axle Oil) ..................... 70
Flow Control and Relief Valve (Rear Axle Oil) ...... 71
Differential and Bevel Gear .................................. 72
Final Drive ............................................................ 74
Index Section
Index ..................................................................... 75
4 RENR8326

i01022516
General Information
SMCS Code: 3000; 3100; 4000
g00526856
Illustration 1
Basic diagram for the power train systems
The power train is made up of four basic systems. • Differential and Final Drives
The following systems are the four systems:
The four basic systems have a hydraulic connection,
• Power Train Electronic Control Module an electrical connection, a magnetic connection, or a
mechanical connection.
• Torque Converter
• Transfer Gears and Transmission
RENR8326 5
Power is supplied from the engine to the torque When the output shaft of the transmission is rotating,
converter. Power goes from the torque converter the transmission speed sensor electrically signals the
to the transfer gears. The power then goes to the Power Train ECM that the machine has moved.
transmission. If the transmission is in gear power
flows from the transmission to the differential. The The transmission will not drive the output shaft unless
rear axles mechanically connect the differential to the power is flowing through the torque converter. The
final drives. The final drives are connected to the rear power that is flowing through the torque converter
wheels. Power is then sent to the tires. can be hydraulic or mechanical.
The operation of the power train begins at the Power The transmission has six forward speeds and one
Train Electronic Control Module (Power Train ECM). reverse speed. The selection of reverse, neutral, or
The Power Train ECM receives information of the first speed is done manually. The selection of second
selected speed of operation through the shift lever speed through sixth speed is done automatically.
switch in the electrical system. The Power Train
ECM uses the information from several switches and When the transmission is in reverse gear, the torque
sensors in the electrical system to control the torque converter will stay in torque converter drive. When
converter and the transmission hydraulic system. the transmission is in first gear, the torque converter
This is done by energizing the appropriate solenoids. will be in either torque converter drive or direct
drive. This is dependent on ground speed. When
The rotating housing of the torque converter is the transmission is in any of the gears between
fastened directly to the engine flywheel. The torque the second gear and the sixth gear, the torque
converter has a lockup clutch for direct drive and a converter will be in direct drive. The torque converter
one-way clutch for torque converter drive. During will be in torque converter drive for a short time
torque converter drive, the torque converter drives during transmission shifts. This provides smoother
the transmission hydraulically. During direct drive, engagement of the transmission clutches.
there is a direct connection between the engine
flywheel and the transmission. The transmission output shaft is fastened directly to
the differential and the bevel gear. The differential and
The Power Train ECM will activate the lockup clutch the bevel gear are fastened directly to the rear axles.
solenoid when direct drive is necessary. When the The rear axles mechanically connect the differential
lockup clutch solenoid is activated, the lockup clutch to the final drives. The final drives are connected to
is hydraulically engaged. The lockup clutch becomes the rear wheels. Power is then sent to the tires.
a direct connection between the rotating housing
and the output shaft of the torque converter. The full The torque converter housing acts as a sump in order
power from the engine flywheel is transmitted through to supply the oil for the torque converter and for the
the torque converter when the torque converter is transmission hydraulic system.
in direct drive.
An oil pump with four sections is used in the torque
The output shaft of the torque converter is connected converter and the transmission hydraulic system.
to a drive shaft. The drive shaft mechanically
connects the torque converter to the transfer gears. The torque converter charging section of the oil
The transfer gears are fastened directly to the pump supplies oil to the torque converter. This oil
transmission. goes through the torque converter hydraulic filter.
Then, the oil is split. A small amount of the oil from
The Power Train ECM will activate the upshift the torque converter charging section lubricates the
solenoid or the downshift solenoid when shifts are pump drive. Most of the oil from the torque converter
needed. The upshift solenoid and the downshift charging section enters the torque converter. The
solenoid hydraulically activate the rotary actuator of torque converter inlet relief valve is located at the inlet
the transmission. Movement of the rotary actuator to the torque converter in order to limit the maximum
mechanically selects the position of the rotary pressure of the oil inside the torque converter. If the
selector spool. The flow through the rotary selector oil pressure is too high, oil pressure will be dumped
spool hydraulically activates the correct valves in to the torque converter sump.
the pressure control valve. These valves engage
the correct transmission clutches. The transmission
clutches mechanically connect the transmission input
shaft to the output shaft and to the differential.
When the rotary selector spool is in the position

to engage the correct transmission clutches, the
transmission gear switch will electronically signal the
Power Train ECM that the shift is complete. The
Power Train ECM will stop energizing the upshift
solenoid or the downshift solenoid.
6 RENR8326
Oil that exits the torque converter flows through the The rotary selector spool can be manually moved
torque converter outlet relief valve to the torque through all the positions when the engine is stopped.
converter screen. The torque converter outlet relief This is done by removing a plug on the side of the
valve maintains a minimum pressure inside the transmission case. The rotary selector spool is in
torque converter. Oil from the torque converter the NEUTRAL-1 position when the spool is turned
screen flows to the torque converter and transmission manually in a clockwise direction to the farthest point.
oil cooler. Then, the cooled oil is sent to the suction The counterclockwise order of each detent position
port for the torque converter and transmission gear after the NEUTRAL-1 position is NEUTRAL-2,
pump. The oil that is not needed for suction and the REVERSE, FIRST, SECOND, THIRD, FOURTH,
oil that leaves the pump drive will return to the torque FIFTH, and SIXTH. The SEVENTH speed and the
converter sump. EIGHTH speed are not used on this machine.
The transmission charging section of the oil pump The transmission lubrication section of the oil pump
sends oil through the transmission charging hydraulic lubricates the transmission and the transfer gears.
filter. Then, the oil is split. Some of the oil goes to A transmission lubrication relief valve controls the
the torque converter lockup clutch and synchronizing pressure of this oil.
valve. If the lockup clutch solenoid is not energized,
this oil will drain into the torque converter sump. If The transmission scavenge section of the torque
the Power Train ECM energizes the lockup clutch converter and transmission gear pump pulls oil from
solenoid, this oil will engage the lockup clutch. the transmission case reservoir. This oil goes through
the transmission magnetic screen. The oil then
The rest of the oil from the transmission charging returns to the torque converter sump.
section of the oil pump goes to the transmission
hydraulic control. Some of this oil supplies the
lockup clutch solenoid, the upshift solenoid, and the
downshift solenoid. The rest of the oil supplies the
rotary actuator, the selector and pressure control
valve, and the pressure control valve.
Pump oil flows to the selector and pressure control

valve. The selector and pressure control valve sends
oil through the rotary selector spool to the pressure
control valve. The pressure control valve sends oil
to the correct transmission clutches. The pressure
control valve also drains the transmission clutches
that no longer require engagement.
The solenoids connect the electrical system to the

hydraulic system. When the lockup clutch solenoid
is activated, signal oil is sent to the relay valve in the
torque converter lockup clutch and synchronizing
valve and to Station D in the pressure control valve.
The signal oil that is sent to the relay valve in the
torque converter lockup clutch and synchronizing
valve causes the torque converter lockup clutch to
engage. Oil that is going to Station D in the pressure
control valve is sent to the dual stage relief valve in
the selector and pressure control valve. This lowers
the pressure setting of the dual stage relief valve. The
dual stage relief valve controls the system pressure
in the transmission hydraulic control.
When the upshift solenoid or the downshift solenoid is

activated, oil is sent to the rotary actuator. The rotary
actuator mechanically turns the rotary selector spool
in the selector and pressure control valve. Passages
in the rotary selector spool line up with stations in the
pressure control valve. Oil flows through the pressure
control valve to the transmission clutches.
RENR8326 7
i02403394
Electronic Control Module

(Power Train)
SMCS Code: 3168; 4020; 4800
g00527172
Illustration 2
The Power Train Electronic Control Module (Power

Train ECM) is the main component in the power train
electrical system. The Power Train ECM is located at
the rear of the cab. The Power Train ECM has several
input signals and output signals. Refer to Illustration
2 for the input signals and the output signals.
The Power Train ECM receives current through

a fuse on the fuse block. This current is used to
activate the upshift solenoid, the downshift solenoid,
and the lockup solenoid. These solenoids control the
option of torque converter drive or the option of direct
drive. These solenoids also control the direction and
the speed. The Power Train ECM also controls the
g00463347
electrical system for the hoist.
Illustration 3
Location of the Power Train Electronic Control Module
8 RENR8326
The Cat Data Link is used to share information with System Operation
other systems such as the Brake Electronic Control
Module (Brake ECM), the Engine Electronic Control Table 1
Module (Engine ECM), and the Vital Information Operation of the Torque Converter For
Management System (VIMS). Signals that are sent Transmission Speed
to the Engine ECM result in reduced engine speed
during upshifts and increased engine speed during Transmission Torque Direct Drive
Speed Converter Drive with an
downshifts.
Engaged
Lockup Clutch
The Brake ECM controls the following items:
Reverse X
• Traction Control System (TCS) Neutral X
• Auto Retarder Control First X X

Second X
• Rear axle cooling
Third X
The Power train ECM controls the following items: Fourth X
• Top gear limit Fifth X

Sixth X
• Reverse
• Load counter Neutral (Torque Converter Drive)
• Neutral coast This machine has two neutral positions on the rotary
actuator. Position NEUTRAL-1 on the rotary actuator
• Body up gear limit has a detent position on the rotary selector spool.
Position NEUTRAL-1 is NEUTRAL on the operator
• Protection for starter console. Position NEUTRAL-2 on the rotary actuator
also has a detent position on the rotary selector
• Body hoist control spool.
• Speed limiter Position NEUTRAL-2 on the rotary actuator does

not have a position on the operator console. The
• Shift control operator does not have control over NEUTRAL-2.
The rotary actuator and the rotary selector spool
• Neutral start automatically go through NEUTRAL-2 on all shifts to
NEUTRAL and from NEUTRAL.
• Backup alarm
When the transmission control is in NEUTRAL
• Overspeed protection position, the rotor for the shift lever switch is in
NEUTRAL-1 position. With the shift lever switch in
• CTS this position, current flows from the Power Train ECM
through the shift lever switch to machine ground.
• Engine prelube The Power Train ECM then activates the downshift
solenoid. When the downshift solenoid activates,
• Directional shift management hydraulic oil pressure goes to the rotary actuator.
This causes the rotary selector spool to turn.
• Autolube
The rotor on the transmission gear switch is
connected to the rotary selector spool by a flexible
coupling. When the rotor on the transmission gear
switch is in the NEUTRAL-1 position current will flow
from the Power Train ECM through the transmission
gear switch to ground. This current flow is a signal to
the Power Train ECM of a completed shift. Normally,
the downshift solenoid would be deactivated.
However, the Power Train ECM keeps the downshift
solenoid activated in the NEUTRAL-1 position. This
holds the rotary selector spool in NEUTRAL position.
RENR8326 9
First (Torque Converter Drive or Direct Shifting Procedures

Drive)
The following sections will explain the operations
When the transmission control is moved to FIRST of automatic upshifts and downshifts. Except for
position, the rotor for the shift lever switch moves to different electrical wires that must be grounded or
FIRST position. Current then flows from the Power activated, the shifting sequence is basically identical
Train ECM through the shift lever switch to machine for all speeds.
ground. This signal informs the Power Train ECM
that the shift lever switch is in FIRST position. Typical Automatic Upshift (SECOND to THIRD)
The rotor on the transmission gear switch is When the transmission control is put in THIRD speed
connected to the rotary selector spool by a flexible position, the rotor for the shift lever switch is turned
coupling. When the rotor on the transmission gear to the THIRD speed position. Current goes from the
switch is in the FIRST position, current flows from Power Train ECM through the shift lever switch to
the Power Train ECM through the transmission gear machine ground. This current flow and a signal from
switch to ground. This signal informs the Power Train the transmission speed sensor will inform the Power
ECM that the shift is complete. The machine is now Train ECM that an upshift is needed. The upshift to
in FIRST gear and the machine is in torque converter THIRD speed position from SECOND speed position
drive. is automatic when the correct ground speed signal
from the transmission speed sensor is sent to the
FIRST gear is torque converter drive at lower ground Power Train ECM, and the transmission control is
speeds. FIRST gear is direct drive at higher ground in THIRD speed position or above THIRD speed
speeds. The transmission speed sensor transmits a position.
signal to the Power Train ECM. This signal tells the
Power Train ECM the ground speed of the machine. The Power Train ECM stops current flow to the
When the ground speed reaches approximately lockup clutch solenoid when a shift is necessary. The
6 km/h (4 mph), the Power Train ECM sends current lockup clutch solenoid deactivates. Hydraulic oil to
to the lockup clutch solenoid. When the lockup clutch the lockup clutch stops and the machine is in torque
solenoid activates, hydraulic oil pressure goes to the converter drive for a moment. At the same time, the
lockup clutch. The machine is in FIRST gear and the Power Train ECM sends a signal to the Engine ECM.
machine is in direct drive. The Engine ECM will decrease the engine speed
during the upshift.
The lockup clutch will stay activated until there is an
upshift, a downshift, or a decrease in ground speed. The Power Train ECM sends current through the
If there is a sufficient decrease in ground speed and upshift solenoid to ground. When the upshift solenoid
the machine is still in FIRST, the Power Train ECM activates, hydraulic oil pressure goes to the rotary
will stop current to the lockup solenoid. The lockup actuator which turns the rotary selector spool.
solenoid will deactivate. Hydraulic oil pressure to the The rotary selector spool turns the rotor on the
lockup clutch will stop and the machine will return transmission gear switch. When the alignment of the
to torque converter drive. rotor on the transmission gear switch changes from
SECOND speed position to THIRD speed position,
current from the Power Train ECM will go through the
Fourth (Direct Drive) transmission gear switch to ground. This new current
flow tells the Power Train ECM that the transmission
When the transmission control is moved to the is now in THIRD speed position.
FOURTH position, the rotor for the shift lever switch
is moved to the FOURTH position. With the shift lever
The Power Train ECM deactivates the upshift
switch in this position, current flows from the Power solenoid when the transmission gear switch and the
Train ECM through the shift lever switch to machine
ground speed is in the operating range for THIRD
ground.
speed. The Power Train ECM will then activate the
lockup clutch solenoid. The lockup clutch solenoid
The Power Train ECM determines that FOURTH gear
will send hydraulic oil pressure to the lockup clutch.
is needed. The rotary selector spool turns the rotor
At the same time, the Power Train ECM signals the
on the transmission gear switch as the transmission Engine ECM to increase engine speed. The machine
shifts through the gears. As the rotary selector spool
is now in direct drive THIRD speed.
turns, the rotor on the transmission gear switch is
turned by a flexible coupling. When the rotor on the Special Upshifts
transmission gear switch is in the FOURTH position,
current flows from the Power Train ECM through
The transmission switch will go through position
the transmission gear switch to machine ground. NEUTRAL-2 when an upshift is performed from the
The Power Train ECM determines that the shift is
NEUTRAL-1 position. This provides a delay that
complete. The machine is now in FOURTH gear and
is needed by the hydraulics. The operator has no
the machine is in direct drive. control over this occurrence.
10 RENR8326
During an upshift from NEUTRAL to REVERSE During a downshift from REVERSE to NEUTRAL
or from NEUTRAL to FIRST, no signal is sent to or from FIRST to NEUTRAL, no signal is sent to
the lockup clutch solenoid. Both speeds are torque the lockup clutch solenoid. Both speeds are torque
converter drive and the lockup clutch is not used. converter drive and the lockup clutch is not used.
An upshift from FIRST to SECOND is a typical A downshift from SECOND to FIRST is a typical
automatic upshift. automatic downshift.
Typical Automatic Downshift (FOURTH to THIRD)

i00904874
When the transmission control is put in THIRD speed

position, the rotor for the shift lever switch turns to
Transmission Control
the THIRD speed position. Current goes from the SMCS Code: 3065
Power Train ECM through the shift lever switch to
machine ground. This current flow and a signal
from the transmission speed sensor will inform the
Power Train ECM that a downshift is needed. The
downshift to THIRD speed position from FOURTH
speed position is automatic when the correct ground
speed signal from the transmission speed sensor is
sent to the Power Train ECM.
The Power Train ECM stops current flow to the

lockup clutch solenoid when a shift is necessary. The
lockup clutch solenoid deactivates. Hydraulic oil to
the lockup clutch stops and the machine is in torque
converter drive for a moment. At the same time, the
Power Train ECM sends a signal to the Engine ECM.
The Engine ECM will increase the engine speed Illustration 4
g00461524
during the downshift. Transmission control
The Power Train ECM sends current to the downshift

solenoid. When the downshift solenoid activates,
hydraulic oil pressure goes to the rotary actuator and
the rotary selector spool turns. The rotary selector
spool turns the rotor on the transmission gear switch.
When the alignment of the rotor on the transmission
gear switch changes from FOURTH speed position to
THIRD speed position, current from the Power Train
ECM will go through the transmission gear switch to
ground. This new current flow tells the Power Train
ECM that the transmission is now in THIRD speed
position.
The Power Train ECM deactivates the downshift

g00461567
solenoid when the transmission gear switch and the Illustration 5
ground speed is in the operating range for THIRD Location of the shift lever switch
speed. The Power Train ECM will then activate the
lockup clutch solenoid. The lockup clutch solenoid
will send hydraulic oil pressure to the lockup clutch.
The machine is now in direct drive THIRD speed.
Special Downshifts
The transmission switch will go through position

NEUTRAL-2 when a downshift is performed to the
NEUTRAL-1 position. This provides a delay that is
needed by the hydraulics. When a downshift from
REVERSE to NEUTRAL occurs the delay is timed
and slightly longer. The operator has no control over
this occurrence.
RENR8326 11
g00466290 g00466292
Illustration 6 Illustration 8
Shift lever switch Transmission gear switch in the NEUTRAL position
Except for the different pin numbers at the switch,

the transmission gear switch and the shift lever
switch operate similarly. Each switch is mechanically
positioned with diodes that determine the current
flow.
The shift lever switch provides the Power Train

Electronic Control Module with information about the
transmission control position. The shift lever switch is
mechanically connected to the transmission control
inside the shift console.
The transmission gear switch sends a signal to

g00461570
the Power Train Electronic Control Module. The
Illustration 7 signal indicates the transmission gear that is
Location of the transmission gear switch currently engaged. The transmission gear switch is
mechanically connected to the rotary actuator of the
transmission hydraulic control.
12 RENR8326
i01259359 The Power Train ECM uses these signals to energize

the appropriate hoist proportioning solenoid on
Speedometer/Tachometer the hoist control valve. These hoist propertioning
Module (Transmission Gear solenoids will move the spool in the hoist control
valve. This will cause oil to be sent to the hoist
Indicator) cylinders in order to move the dump body.
SMCS Code: 7459 The signal from the hoist control position sensor is
also used to neutralize the transmission. The Power
Train ECM will allow only a forward speed position
or the NEUTRAL position when the hoist control
position sensor is in the RAISE position. The Power
Train ECM will not allow a shift to the REVERSE
position until the hoist control position sensor has
been moved from the RAISE position and the
transmission shift lever is in the NEUTRAL position.
Note: If the machine is in REVERSE and the hoist

position sensor is in the RAISE position the Power
Train ECM will shift the transmission to NEUTRAL.
The machine will remain in NEUTRAL until the
hoist control is moved into the HOLD or the FLOAT
g00669825 position and the transmission control has been cycled
Illustration 9
through NEUTRAL.
Location of the transmission gear indicator
Regardless of the position of the transmission i01026277

control, the transmission gear indicator will display
the current operating gear of the transmission. The Position Sensor (Dump Body)
indicator is located in the front instrument panel
under the tachometer. SMCS Code: 1408-NS
i01035654
Position Sensor (Hoist Control)

SMCS Code: 1408-NS
g00498361
Illustration 11
(1) Rod
(2) Dump body position sensor
Dump body position sensor (2) is located on the left

rear frame near the pivot pin for the dump body.
g00498290
The rod (1) is connected between the dump body
Illustration 10 position sensor (2) and the dump body. When the
Location of the hoist control position sensor dump body is raised, the rod (1) rotates the dump
body position sensor (2), which changes the Pulse
The hoist control position sensor is located on the left Width Modulated signal that is sent to the Power
side of the operator’s seat. The hoist control position Train Electronic Control Module (Power Train ECM).
sensor is a Pulse Width Modulation position sensor. The adjustment of the rod between the sensor and
The hoist control postion sensor sends duty cycle the dump body is very important. The length of the
signals to the Power Train Electronic Control Module rod should be 360.0 ± 3.0 mm (14.17 ± 0.12 inch)
(Power Train ECM). from the center of both rod ends.
RENR8326 13
After rod (1) has been adjusted, the Power Train

ECM will perform a calibration. The dump body
position sensor (2) is calibrated by the Power Train
ECM when all of the following conditions exist:
• The engine is running for one minute with no

ground speed.
• The hoist control is in the FLOAT position.

• The signal from the dump body position sensor is 6
degrees different from the previous calibration.
• The duty cycle output must be less than 20 percent.

g01199160
Dump body position sensor (2) is used to limit the top Illustration 13
gear while the dump body is up. The Power Train (1) Transmission speed sensors
ECM comes from the factory with the top gear value (2) Gear
that is set to FIRST gear. The transmission will not
shift past FIRST gear until the dump body is down. There are two speed sensors (1) for the transmission.
The top gear value is programmable by utilizing the Each transmission speed sensor (1) receives power
Electronic Control Analyzer Programmer (ECAP) or from the Power Train Electronic Control Module
the Electronic Technician (ET). The top gear value (Power Train ECM). Transmission speed sensor
can be changed to SECOND gear, THIRD gear, or (1) uses this current and power in order to send
FOURTH gear. a signal to the Power Train ECM. Gear (2) for
transmission speed sensors (1) has 30 teeth. Gear
The signal from dump body position sensor (2) is also (2) for transmission speed sensors (1) is connected
used to control the SNUB position of the hoist control to the transmission output shaft.
valve. The Power Train ECM will signal the hoist
proportioning solenoids to move the hoist control The speed of the gear teeth will determine the signals
valve to the SNUB position when the dump body that are sent by transmission speed sensors (1)
that is being lowered nears the frame. The speed in to the Power Train ECM. This informs the Power
FLOAT is reduced in the SNUB position in order to Train ECM of the ground speed of the machine. This
prevent the dump body from contacting the frame information and the information from the shift lever
too hard. switch allow the transmission to automatically shift
while the ground speed changes. The transmission
The signal from the dump body position sensor (2) is will automatically shift until the information from the
used to provide warnings to the operator when the transmission gear switch signals the Power Train
truck is moving with the dump body UP. ECM to stop automatic shifts.
Usually, the transmission will not shift into a higher

i02400702 speed than the speed that is selected on the
transmission control. During overspeed conditions,
Speed Sensor (Transmission) the transmission will upshift by one gear or the
transmission will unlock the torque converter.
SMCS Code: 3175
When the signals from transmission speed sensors
(1) indicate a downshift, the Power Train ECM will
automatically downshift.
g01199151
Illustration 12
(1) Location of the transmission speed sensors
14 RENR8326
i00903644 i01026187
Solenoid Valve (Upshift and Solenoid Valve (Lockup

Downshift) Clutch)
SMCS Code: 3174; 7499 SMCS Code: 3174; 7499
g00421143 g00421143
Transmission hydraulic control Transmission hydraulic control
(1) Upshift solenoid (1) Upshift solenoid
(2) Downshift solenoid (2) Downshift solenoid
(3) Lockup solenoid (3) Lockup clutch solenoid
The solenoids receive an electrical signal from the For the speed positions that require direct drive,
Power Train Electronic Control Module (Power Train lockup solenoid (3) must be activated after upshift
ECM). The solenoids supply hydraulic oil pressure solenoid (1) or downshift solenoid (2) is deactivated.
for mechanical work. When upshift solenoid (1) and The position of the transmission gear switch and the
downshift solenoid (2) are activated, the solenoids ground speed signal from the transmission speed
allow hydraulic oil to flow to the rotary actuator. sensor are used to determine the correct time in
The hydraulic oil pressure turns the rotary actuator order to activate lockup clutch solenoid (3).
until upshift solenoid (1) or downshift solenoid (2)
stops the hydraulic flow. The Power Train ECM Pump oil from the transmission charging pump
keeps the solenoid activated until the correct signal section sends oil to the lockup clutch and
is received from the transmission gear switch. The synchronizing valve. This pump oil goes through the
rotary actuator is connected to the rotary selector pressure reduction valve in the lockup clutch and
spool. The transmission gear switch is connected to synchronizing valve. The pressure reduction valve
the rotary actuator by a flexible coupling. allows some of the pump oil to flow past the spool
and into the pilot oil line. The pilot oil flows to the relay
When the rotary selector spool is in the correct valve in the lockup clutch and synchronizing valve.
position, the Power Train ECM stops the current flow
to the solenoid. The solenoid stops the oil pressure Lockup clutch solenoid (3) sends signal oil to the
that is going to the rotary actuator. The rotation of the relay valve in the lockup clutch and synchronizing
rotary selector spool stops. This sequence occurs for valve. This allows the pilot oil to flow past the relay
every upshift of the transmission or downshift of the valve. The oil then flows to the modulation reduction
transmission except in NEUTRAL. In the NEUTRAL valve in the lockup clutch and synchronizing valve.
position, the Power Train ECM will keep downshift The modulation reduction valve allows pump oil to
solenoid (2) activated after the shift is complete. flow to the lockup clutch. The lockup clutch will stay
in direct drive until the signal pressure is removed
by lockup clutch solenoid (3). When signal pressure
is removed the spool in the relay valve blocks the
pilot oil.
RENR8326 15
i02404277 When the secondary brake and parking brake

pressure switch (2) is open, the ground to the Power
Pressure Switch (Secondary Train ECM is removed. The Power Train ECM
Brake and Parking Brake) will then determine that a rapid shift is necessary.
Whenever the secondary brakes or the parking
SMCS Code: 1408; 1435 brakes are engaged, the Power Train ECM will shift
rapidly.
When the secondary brake and parking brake

pressure switch (2) is closed, a ground to the Power
Train ECM is created. The Power Train ECM then
allows one shift back to the previous gear.
i02404333
Pressure Switch (Service

Brake and Retarder)
SMCS Code: 1408; 1435
g01200873
Illustration 16
Location of pressure switch for secondary brake and parking brake
(1) Air pressure sensor
(2) Secondary brake and parking brake pressure switch
(3) Service brake and retarder pressure switch
The secondary brake and parking brake pressure

switch (2) is located behind the cab next to the ROPS
on the right side.
Some input signals to the Power Train Electronic

Control Module (Power Train ECM) during
a shift can cause a hunting condition of the
transmission. A hunting condition is a series of g01200873
rapid, unwanted transmission upshifts and rapid, Illustration 17
unwanted transmission downshifts. A hunting Location of pressure switch for Service brake and retarder
condition is caused by ground speed changes near a (1) Air pressure sensor
transmission shift point. (2) Secondary brake and parking brake pressure switch
(3) Service brake and retarder pressure switch
The Power Train ECM is designed to prevent a
hunting condition. After two seconds, the Power Train The service brake and retarder pressure switch (3)
ECM will allow one shift back to the original gear. is located behind the cab next to the ROPS on the
right side.
In normal operating conditions, a rapid shift may
be necessary. An example of a normal operating Some input signals to the Power Train Electronic
condition is stopping the machine. If a rapid downshift Control Module (Power Train ECM) during
is not made in this example, the engine will stop. a shift can cause a hunting condition of the
When the secondary brake or the parking brake transmission. A hunting condition is a series of
is used, the secondary brake and parking brake rapid, unwanted transmission upshifts and rapid,
pressure switch (2) will signal the Power Train ECM unwanted transmission downshifts. A hunting
that rapid shifts are necessary. condition is caused by ground speed changes near a
transmission shift point.
The Power Train ECM is designed to prevent a

hunting condition. After two seconds, the Power Train
ECM will allow one shift back to the original gear.
16 RENR8326
In normal operating conditions, a rapid shift may

be necessary. An example of a normal operating
condition is stopping the machine. If a rapid downshift
is not made in this example, the engine will stop.
When the service brake or the retarder is used, the
service brake and retarder pressure switch (3) will
signal the Power Train ECM that rapid shifts are
necessary.
The service brake and retarder pressure switch (3)

will signal the Power Train ECM when a higher engine
rpm is necessary for an upshift or for a downshift. The
service brake and retarder pressure switch (3) also
signals the Power Train ECM to allow rapid shifts.
When the service brakes or the retarder are not used,

the Power Train ECM receives a ground through
the service brake and retarder pressure switch (3).
The Power Train ECM will use normal engine rpm
for upshifts or for downshifts. The Power Train ECM
allows only one shift back to the previous gear to
occur for every two seconds.
When the service brake or the retarder is used, the

Power Train ECM will allow rapid upshifts and rapid
downshifts in order for the machine to stop quickly.
The downshift point will also be raised. This will
maintain a higher engine rpm during downshifting.
This function maximizes the amount of cooling oil
that flows to the brakes during braking. The service
brake and retarder pressure switch (3) is open when
either the service brakes are used or the retarder
brakes are used.
RENR8326 17
i02395972
Torque Converter and

Transmission Hydraulic
System
SMCS Code: 3000; 3100; 4000
Part No.: 240-4803
g00683642
Illustration 18
Hydraulic Schematic
RENR8326 19
Schematic for the hydraulic system for the torque converter and (E) Pressure tap for the No. 4 clutch
for the transmission (F) Pressure tap for the No. 5 clutch
(G) Pressure tap for the No. 6 clutch
The schematic shows the torque converter drive NEUTRAL
(H) This tap is not used.
position.
(J) Pressure tap for upshift pressure
(1) No. 1 clutch (K) Pressure tap for downshift pressure
(2) No. 2 clutch (L) Pressure tap for the pressure of the transmission charge pump
(3) No. 3 clutch section
(4) No. 4 clutch (M) Pressure tap for the pilot oil of the transmission hydraulic
(5) No. 5 clutch control
(6) No. 6 clutch (N) Pressure tap for transmission lubrication
(7) Transmission lubrication section of the oil pump (AA) Pressure tap for torque converter inlet pressure
(8) Passage for lubrication of the transmission and the transfer (BB) Pressure tap for torque converter outlet pressure
gears (CC) Pressure tap for pilot oil of the lockup clutch and
(9) Lockup clutch solenoid synchronizing valve
(10) Downshift solenoid (DD) Pressure tap for maximum pressure of the lockup clutch
(11) Upshift solenoid
(12) Rotary actuator
(13) Torque converter charging section of the oil pump
(14) Transmission charging section of the oil pump
(15) Pump prime orifice
(16) Transmission charging hydraulic filter
(17) Oil filter for torque converter charging
(18) Selector piston for the No. 2 clutch
(19) Load piston for the No. 2 clutch
(20) Modulation reduction valve for the No. 2 clutch
(24) Transmission scavenge section of the oil pump
(25) Relay valve in the lockup clutch and synchronizing valve
(26) Rotary selector spool
(27) Selector and pressure control valve
(34) Scavenge screens
(35) Baffle
(36) Torque converter
(37) Magnetic screen
(38) Transmission lubrication relief valve
(39) Transfer gear and transmission case reservoir
(40) Pressure reduction valve in the lockup clutch and
synchronizing valve
(41) Priority reduction valve
(42) Neutralizer valve
(49) Torque converter sump
(50) Lockup clutch for the torque converter
(51) Torque converter inlet relief valve
(52) Modulation reduction valve in the lockup clutch and
synchronizing valve
(53) Shuttle valve in the lockup clutch and synchronizing valve
(57) Bypass switch for the torque converter screen
(58) Oil cooler for the torque converter and for the transmission
(59) Selector piston in the lockup clutch and synchronizing valve
(60) Load piston in the lockup clutch and synchronizing valve
(61) Restriction orifice for the torque converter outlet
(62) Torque converter outlet relief valve
(63) Torque converter screen
(64) Pump drive
(65) Torque converter lockup clutch and synchronizing valve
(66) Dual stage relief valve
(67) Pressure control valve
(A) Pressure tap for the No. 2 clutch
(B) Pressure tap for the No. 1 clutch
(C) Pressure tap for the No. 3 clutch
(D) Pressure tap for the signal pressure of the dual stage relief
valve in the selector and pressure control valve
20 RENR8326
Location Of Components
g01196855
Illustration 20
Top view of the power train oil lines
(7) Transmission lubrication section of the (24) Transmission scavenge section of the (57) Bypass switch for the torque converter
oil pump oil pump screen
(8) Passage for lubrication of the (34) Scavenge screen (58) Oil cooler for the torque converter and
transmission and of the transfer gears (37) Magnetic screen the transmission
(13) Torque converter charging section of (38) Transmission lubrication relief valve (62) Torque converter outlet relief valve
the oil pump (39) Transfer gear and transmission case (63) Torque converter screen
(14) Transmission charging section of the reservoir (64) Pump drive
oil pump (49) Torque converter sump (65) Torque converter lockup clutch and
(16) Transmission charging hydraulic filter (51) Torque converter inlet relief valve synchronizing valve
(17) Torque converter hydraulic filter
RENR8326 21
g01196739
Illustration 21
Side view of the power train oil lines
(7) Transmission lubrication section of the (17) Torque converter hydraulic filter (57) Bypass switch for the torque converter
oil pump (24) Transmission scavenge section of the screen
(8) Passage for lubrication of the oil pump (63) Torque converter screen
transmission and of the transfer gears (34) Scavenge screen (65) Torque converter lockup clutch and
(13) Torque converter charging section of (37) Magnetic screen synchronizing valve
the oil pump (38) Transmission lubrication relief valve
(14) Transmission charging section of the (39) Transfer gear and transmission case
oil pump reservoir
(16) Transmission charging hydraulic filter (49) Torque converter sump
22 RENR8326
g01196892
Illustration 22
Rear of the torque converter
(16) Transmission charging hydraulic filter (51) Torque converter inlet relief valve (65) Torque converter lockup clutch and
(17) Torque converter hydraulic filter (62) Torque converter outlet relief valve synchronizing valve
(49) Torque converter sump (63) Torque converter screen
g01201995
Illustration 23
Rear of the torque converter
(AA) Pressure tap for torque converter inlet pressure
(BB) Pressure tap for torque converter outlet pressure
(CC) Pressure tap for pilot pressure of the lockup clutch
(DD) Pressure tap for maximum pressure of the lockup clutch
RENR8326 23
g00682447 g01202001
Transmission hydraulic control Transfer gear case
(38) Transmission lubrication relief valve (N) Pressure tap for lubrication of the transmission
(A) Pressure tap for the No. 2 clutch
(B) Pressure tap for the No. 1 clutch
(C) Pressure tap for the No. 3 clutch i02399827
(D) Pressure tap for the signal pressure to the dual stage relief
valve in the selector and pressure control valve
(E) Pressure tap for the No. 4 clutch
Torque Converter Sump
(F) Pressure tap for the No. 5 clutch
(G) Pressure tap for the No. 6 clutch SMCS Code: 3101; 3105
(H) Pressure tap
(L) Pressure tap for the pressure of the transmission charge pump
section
(M) Pressure tap for the pilot oil of the transmission hydraulic
control
g01198659
Illustration 27
Torque converter sump
The torque converter sump is located behind the

g01202000
Illustration 25 engine. Oil for the torque converter system and for
Side of the transmission hydraulic control the transmission hydraulic system is supplied by the
(J) Pressure tap for upshift pressure torque converter sump.
(K) Pressure tap for downshift pressure
(L) Pressure tap for the pressure of the transmission charge pump The torque converter sump has two sight gauges.
section When the oil is cold, use the bottom sight gauge
to check the oil level. When the oil is at operating
temperature, use the top sight gauge to check the oil
level. See the Operation and Maintenance Manual
for lubricant viscosities and for refill capacities.
The torque converter sump, the transmission case

reservoir, and the pump drive are vented to an air
breather. The air breather is located on the vertical
frame member on the right side of the truck.
24 RENR8326
i02403917
Gear Pump (Torque Converter

and Transmission)
SMCS Code: 3115; 5073
g01200476
Illustration 28
Location of the torque converter and transmission gear pump
(1) Transmission lubrication section
(2) Transmission charge pump section
(3) Torque converter charge pump section
(4) Transmission scavenge pump section
g01200500
Illustration 29
(1) Transmission lubrication section
(2) Transmission charge pump section
(3) Torque converter charge pump section
(4) Transmission scavenge pump section
(5) Pump prime orifice
(6) Transmission charging hydraulic filter
(7) Oil filter for Torque converter charge pump
(8) Scavenge screen
(9) Baffle
(10) Torque converter sump
(11) Oil cooler for the torque converter and for the transmission
The gear pump for the torque converter and for

the transmission has four sections. The following
sections are the four sections of the oil pump:
• Transmission lubrication section (1)

• Transmission charge pump section (2)
• Torque converter charge pump section (3)
• Transmission scavenge pump section (4)
The gear pump is driven by a gear on the torque
converter.
RENR8326 25
Note: Each section of the gear pump receives oil that i01026186
is shown in Illustration 29. All of the oil flows from
torque converter sump (10) to the sections of the Magnetic Screen
gear pump. The passages in the torque converter (Transmission)
sump allow the sections to receive oil in the order that
is shown. The purpose for this order does not allow SMCS Code: 3067; 5068
air that is trapped in the torque converter at engine
start-up to be purged through transmission charge
pump section (3). The air will be purged through
torque converter charge pump section (3).
Oil from oil cooler (11) flows through torque converter

sump (10) to transmission lubrication section (1). Oil
from oil cooler (11) for the torque converter and for the
transmission is the only oil that supplies transmission
lubrication section (1). Transmission lubrication
section (1) sends oil for the lubrication of the transfer
gears and of the transmission. The excess oil leaks
to the bottom of the transmission case.
Oil from torque converter sump (10) through

scavenge screen (8) supplies all of the oil for
transmission charge pump section (2). Transmission
charge pump section (2) sends oil to the hydraulic
filter for the transmission charging. Some of the oil
from the transmission charging hydraulic filter flows
to the lockup clutch and synchronizing valve. The
rest of the oil flows to the transmission hydraulic g00337541
control. The oil is used to activate the transmission Illustration 30
clutches. Pump prime orifice (5) allows any air in the Construction of the magnetic screen
oil to escape to the circuit for transmission lubrication. (1) O-ring seal
(2) Cover
Supply oil for torque converter charge pump section (3) Wave washer
(4) Housing
(3) comes from two places. The supply oil from (5) Outlet
oil cooler (11) is more than the requirement for (6) Magnets
transmission lubrication section (1). The oil that is not (7) Screen
used by transmission lubrication section (1) supplies (8) Tube assembly
(9) O-ring seal
torque converter charge pump section (3). The rest
of the oil that is required for torque converter charge
pump section (3) comes through scavenge screen
(8). Torque converter charge pump section (3) sends
the oil to torque converter oil filter (7). The oil then
flows to the torque converter inlet relief valve. The oil
then flows to the torque converter. A small amount of
this oil lubricates the pump drive.
Transmission scavenge pump section (4) is located

on the drive end. This pump section removes oil from
the bottom of the transmission case. The oil flows
through a magnetic screen to transmission scavenge
pump section (4). The oil that is pulled in by the
transmission scavenge pump section returns to the
torque converter sump (10). g00352599
Illustration 31
Location of the magnetic screen
(5) Outlet
26 RENR8326
The magnetic screen is fastened to the transmission

case reservoir. Oil from the bottom of the transmission
case goes through the inlet at the bottom. As the oil
is drawn up through tube assembly (8), the oil flows
through the openings that are between magnets (6).
The magnets are installed on the tube assembly so
that the same magnetic ends are next to each other.
As the oil flows over the magnets, metal particles

are stopped by the magnets. The oil then flows
through screen (7) to outlet (5). Other foreign
particles are stopped as the oil flows through the
screen. The particles are not allowed to go into the
hydraulic system. The oil flows from outlet (5) to the
transmission scavenge pump section.
i02399623
Oil Filter (Torque Converter)

SMCS Code: 5068
g00279771
Illustration 33
Components of the torque converter hydraulic filter
(4) Spring
(5) Housing
(6) Bypass valve
(7) Elements (two)
(8) Screen assembly
g01198564 Torque converter hydraulic filter (1) is fastened to

Illustration 32 the side of the hydraulic tank. Oil from the torque
Location of the torque converter hydraulic filter converter sump goes to the gear pump for the torque
(1) Torque converter hydraulic filter converter and the transmission. The torque converter
(2) Inlet line charge pump section sends oil to the torque converter
(3) Outlet line hydraulic filter.
Oil flows through inlet line (2). The oil fills the space
between the inside of housing (5), screen assembly
(8), and elements (7). During normal operation, the
oil goes through elements (7) and through outlet line
(3). The oil then goes to the torque converter.
Screen assembly (8) and elements (7) stop any

debris that is in the oil.
If the filter elements become full of debris, the

restriction to the flow of oil causes a pressure
increase inside the filter. The pressure oil causes
bypass valve (6) to move against the force of spring
(4). The oil then flows past the open bypass valve to
the remainder of the hydraulic system. When the oil
does not go through the filter elements, the debris
in the oil will cause damage to other components in
the hydraulic system.
RENR8326 27
Correct maintenance must be used to be certain that

elements (7) do not become full of debris. Debris
in elements (7) will stop the flow of clean oil to the
hydraulic system.
i02399862
Oil Filter (Transmission

Charging)
SMCS Code: 3067
g01211595
Illustration 34
g01201380
Location of the transmission charging hydraulic filter Illustration 35
(1) Outlet line Components of the transmission charging hydraulic filter
(2) Inlet line (1) Outlet line
(2) Inlet line
(3) Plug
(4) Bypass valve
(5) Outlet passage
(6) Inlet passage
(7) Plug
(8) Spring
(9) Element
(10) Housing
The transmission charging hydraulic filter is

fastened to the outside part of the main frame. The
transmission charging hydraulic filter is located near
the fuel tank behind the front wheel. Oil from the
torque converter sump goes to the gear pump for
the torque converter and for the transmission. The
transmission charge pump section sends oil through
inlet line (2) to the transmission charging hydraulic
filter.
Oil goes through inlet passage (6). The oil fills

the space between the inside of housing (10) and
element (9). During normal operation, the oil goes
through element (9) to outlet passage (5). The oil
exits through outlet line (1). Outlet line (1) divides the
oil. Some of the oil goes to the lockup clutch and
synchronizing valve. The remainder of the oil flows to
the transmission hydraulic control. Element (9) stops
any debris that is in the oil.
28 RENR8326
If the filter element becomes full of debris, the

increase inside the filter. The pressure increase
causes bypass valve (4) to move against the force of
spring (8). The oil then goes past the open bypass
valve to the remainder of the hydraulic system. When
the oil does not go through the filter element, the
debris that is in the oil will cause damage to other
components in the hydraulic system.
Correct maintenance must be used in order to be

certain that element (9) does not become full of
debris. If the element is full of debris, the flow of clean
oil to the hydraulic system will be stopped.
i02396664
Screen (Torque Converter)

SMCS Code: 3101; 5068
g01197082
Illustration 37
Components of the torque converter screen
(2) Spring
(3) Bypass switch
(4) Outlet passage
(5) Spring
(6) Nut
(7) Filter element
(8) Housing
(9) Inlet passage
Oil from the torque converter outlet relief valve flows

to torque converter screen (1).
Oil flows through inlet passage (9). The oil fills the
g01202019
Illustration 36 space between the inside of housing (8) and element
(1) Torque converter screen (7). During normal operation, the oil flows through
element (7). The oil then passes through outlet
The torque converter screen is fastened to the right passage (4) to the remainder of the hydraulic system.
side of the torque converter sump. Element (7) stops any debris that is in the oil.
If the filter elements become full of debris, the

increase inside the filter. The pressure oil causes
bypass switch (3) to move against the force of spring
(2).
The oil then flows past the open bypass switch to

the remainder of the hydraulic system. When the oil
does not go through the filter element, the debris in
the oil will cause damage to other components in the
hydraulic system.
Correct maintenance must be used in order to ensure

that element (7) does not become full of debris.
This would stop the flow of clean oil to the hydraulic
system.
RENR8326 29
i01026184
Oil Cooler (Torque Converter

and Transmission)
SMCS Code: 1374; 1375
g01197139
Illustration 40
Torque converter inlet relief valve
(2) Spool
(3) Shims
(4) Passage to torque converter sump
(5) Inlet passage
g00530821
Illustration 38
Location of the torque converter and transmission oil cooler
(1) Passage for inlet oil
(2) Torque converter and transmission oil cooler
The oil cooler for the torque converter and for the
transmission is located on the right side of the engine.
Engine coolant from the water pump goes through
oil cooler (2). The engine coolant then goes into the
cylinder block.
Oil from the torque converter screen comes through

passage (1) in order to be cooled. The oil is then
returned to the torque converter sump.
g01197154
Illustration 41
i02396838
Torque converter outlet relief valve
Torque Converter Inlet and (6) Torque converter outlet relief valve
(7) Shims
Outlet Relief Valves (8) Inlet passage
(9) Outlet passage to torque converter screen
(10) Spool
SMCS Code: 3133; 3182
Torque converter inlet relief valve (1) and torque
converter outlet relief valve (6) are installed on
the outside of the torque converter housing. The
operation of both relief valves is identical.
Torque converter inlet relief valve (1) controls the

maximum pressure of the oil that is flowing into the
torque converter. Supply oil comes from the torque
converter charge pump section. The oil flows through
the torque converter hydraulic filter. Before this oil
flows into the torque converter, the oil is open to
torque converter inlet relief valve (1) at inlet passage
(5). Spool (2) will open when the pressure is above
the relief pressure. When spool (2) is shifted, oil will
Illustration 39
g01202029 flow through passage (4) to the torque converter
Location of torque converter relief valves
sump. The relief pressure can be adjusted with shims
(7).
(2) Torque converter outlet relief valve
30 RENR8326
Torque converter outlet relief valve (6) controls the

minimum pressure of the oil that is inside the torque
converter. Oil exits the torque converter through
passage (8). If the oil is above the pressure setting of
the torque converter outlet relief valve, spool (10) will
be shifted. This allows the oil to exit through passage
(9). Then, the outlet oil goes through the torque
converter screen to the remainder of the circuit. The
relief pressure can be adjusted with shims (7).
i02401790
Lockup Clutch and

Synchronizing Valve (Torque
Converter)
SMCS Code: 3124
Note: The ICM transmission hydraulic control on the

793D functions differently than most other current
ICM transmission hydraulic controls with a dual
stage relief valve. A special procedure in the Power
Train Testing and Adjusting, “Transmission Hydraulic
Control (Pressure Pack) - Test and Adjust” describes
the proper order for adjusting the pressures of the
pump for transmission charging and the clutch supply
rail in torque converter drive and direct drive. The
oil that is flowing from the pump for transmission
charging also supplies the torque converter lockup
clutch. If the pump pressure is set too low in direct
drive, the supply oil for the torque converter lockup
clutch will be low. If the supply pressure to the torque
converter lockup clutch is low, the lockup clutch will
slip and a premature failure may occur. Refer to
the Power Train System Operation, “Transmission
Hydraulic Control” in order to understand the
operation of the transmission hydraulic control.
RENR8326 31
g01199519
Illustration 42
Lockup clutch and synchronizing valve
(1) Lockup clutch solenoid (13) Pilot oil passage (26) Pump oil passage
(2) Passage from the pump for transmission (14) Springs (27) Ball check valve
charging (15) Drain passage (28) Drain passage
(3) Signal oil passage (16) Modulation reduction valve (29) Pressure reduction valve
(4) Pilot oil passage (17) Ball check valve (30) Spring
(5) Passage for transmission lubrication oil (18) Shuttle valve (31) Body of the lockup clutch and
(6) Relay valve (19) Pilot oil passage synchronizing valve
(7) Spool (20) Drain passage (32) Passage to lockup clutch
(8) Spring (21) Spring (33) Passage from pump for transmission
(9) Cover (22) Passage charging
(10) Load piston body (23) Drain passage (34) Drain passage
(11) Selector piston (24) Load piston plug (35) Passage to Station “D” in the selector
(12) Load piston (25) Load piston orifice and pressure control valve
When direct drive is necessary, the lockup clutch

solenoid will be energized. During direct drive, the
engine is mechanically connected to the transmission
by the activation of the lockup clutch. When direct
drive is not necessary, the lockup clutch solenoid will
be deactivated. Oil pressure will be used to drive the
torque converter. In torque converter drive, some of
the power from the engine will be transmitted to the
transmission through this hydraulic power.
Pressure oil from the pump for transmission

charging enters the body of the lockup clutch and
synchronizing valve at passage (33). Pressure
reduction valve (29) allows some of the oil into pilot
g00285612
oil passage (4).
Illustration 43
Lockup clutch and synchronizing valve
(3) Signal oil passage from the lockup clutch solenoid
(5) Passage for transmission lubrication oil
(33) Passage from pump for transmission charging
32 RENR8326
A portion of the pump oil goes through an orifice Engaging the Lockup Clutch
in pressure reduction valve (29). Ball check valve
(27) is then opened. Oil goes into a slug chamber The pressure of the clutch oil in passage (32)
at the end of the valve. The oil pressure in the slug increases after the clutch is full of oil. Some of the
chamber presses against the force of spring (30). oil from passage (32) goes through an orifice in
When the pressure at passage (33) is higher than modulation reduction valve (16). This oil opens ball
the force of spring (30), pressure reduction valve check valve (17). The oil then goes into the slug
(29) will be pushed by the oil in the slug chamber. chamber at the end of the valve. This pressure helps
Pressure reduction valve (29) will compress spring the springs push both modulation reduction valve
(30). This opens drain passage (28) to pump oil. (16) and load piston (12) upward. The oil that is
Pressure reduction valve (29) moves back and forth. flowing through load piston orifice (25) is delivered
This causes drain passage (28) to be blocked and at a fixed rate. While load piston (12) is controlled
opened. This maintains constant pressure in pilot oil by the oil from load piston orifice (25), modulation
passage (4). reduction valve (16) moves up and down. This
causes the pressure in the lockup clutch to gradually
The oil that is flowing to pump oil passage (26) goes increase. This gradual increase in pressure is called
around the valve spool. This oil remains at full pump modulation. The modulation of modulation reduction
pressure. valve (16) maintains a constant pressure in passage
(32). When load piston (12) goes fully against the
Filling the Lockup Clutch stop, modulation stops. The pressure in the lockup
clutch is now at the maximum. The lockup clutch is
When lockup clutch solenoid (1) is activated, oil is engaged.
allowed to flow into signal oil passage (3). Some of
this oil goes to the transmission hydraulic control. Two factors control the amount of time that is
The remainder of the oil goes into relay valve (6). The necessary for the maximum pressure in the lockup
pressure of the oil in signal oil passage (3) causes clutch to be reached. The two factors are the size
spool (7) to act on spring (8). Pilot oil passage (19) of load piston orifice (25) and the force of springs
is now open to the oil from pilot oil passage (4). (14). The force of springs (14) can be changed by
The oil from passage (3) flows through lubrication removing shims from load piston (12) or by adding
passage (5) for the transmission. Pilot oil from pilot shims to load piston (12).
oil passage (19) pushes shuttle valve (18) in order to
close drain passage (20). The pilot oil moves the ball Drain passages (15), (20), (23), (28), and (34)
that is inside the shuttle valve. Pilot oil from passage are connected. The return oil goes into the torque
(19) flows through pilot passage (13) to the top of converter sump.
selector piston (11).
Releasing the Lockup Clutch
This causes selector piston (11) and load piston (12)
to move against the force of springs (14). This causes When lockup clutch solenoid (1) is deactivated, the
modulation reduction valve (16) to move against the lockup clutch solenoid blocks the flow of oil to signal
force of spring (21). When modulation reduction valve oil passage (3). Spring (8) in relay valve (6) pushes
(16) moves, the position of the valve spool connects spool (7). The position of spool (7) blocks pilot oil
passage (32) with pump oil passage (26). Drain passage (4) from pilot oil passage (19). Oil will remain
passage (15) is blocked. Pump oil now fills the lockup in signal oil passage (3). When signal oil passage
clutch. Pump oil also goes through load piston orifice (3) is full of oil, there is no delay when lockup clutch
(25) and through passage (22). This oil then goes solenoid (1) is activated.
between selector piston (11) and load piston (12).
When pilot oil passage (19) does not receive pilot
oil, the force of springs (14) moves selector piston
(11) upward. This causes the pressure oil in pilot oil
passage (13) to apply force against shuttle valve
(18). This causes the ball inside the shuttle valve to
move to the left. The oil pressure also causes shuttle
valve (18) to open pilot oil passage (13) to drain
passage (20). Selector piston (11) moves upward
against load piston body (10).
RENR8326 33
Passage (22) is now aligned with drain passage (23). Table 2

The force of springs (14) moves load piston (12) fully Operation of the Torque Converter For
against selector piston (11). Modulation reduction Transmission Speed
valve (16) moves up to the fullest extent as a result
of the force of spring (21). In this position, pump oil in Transmission Torque Direct Drive
pump oil passage (26) cannot go into passage (32). Speed Converter Drive with an
Passage (32) is now open to drain passage (15). The Engaged
Lockup Clutch
pressure in the lockup clutch is released.
Reverse X
i02397270 Neutral X
Torque Converter First X X

Second X
SMCS Code: 3101; 3102; 3129; 3130; 3131; 3134;
3135; 3136 Third X
Fourth X
The torque converter is driven by the engine flywheel.
The torque converter consists of an impeller, a Fifth X
turbine, a lockup clutch, and a stator with a one-way Sixth X
clutch. The lockup clutch permits the machine to
operate in direct drive in order to keep the power
loss at a minimum. The one-way clutch holds the
stator when the torque converter drive is used. The
one-way clutch allows the stator to turn freely when
the torque converter drive is not used.
The torque converter housing is fastened to the

flywheel housing. The torque converter housing
provides the oil reservoir for the transmission
hydraulics and the torque converter hydraulics. Also,
a pump and three valves are attached to the torque
converter housing. The flange of the output shaft of
the torque converter is connected to the drive shaft.
The transmission is driven by the torque converter in

NEUTRAL and in REVERSE. In FIRST speed, torque
converter drive is used at lower ground speeds. In
FIRST speed, direct drive is used at higher ground
speeds. The lockup clutch is activated in FIRST
speed when the machine reaches a certain ground
speed. During shifts from FIRST speed through
SIXTH speed, torque converter drive is momentarily
activated in order to provide smoother shifts. When
the transmission clutches are engaged, the lockup
clutch engages and the transmission is in direct drive.
34 RENR8326
Torque Converter Drive
g01197298
Illustration 44
Torque converter that is in torque converter drive
(1) Rotating housing (5) Outlet passage for torque converter oil (10) Lockup clutch
(2) Turbine (6) Output shaft (11) Hub
(3) Impeller (7) Carrier (12) Stator
(4) Drive gear for the torque converter and (8) Inlet passage for torque converter oil
transmission gear pump (9) One-way clutch
The engine flywheel turns rotating housing (1) which

turns impeller (3). The impeller directs the oil to the
blades of turbine (2). This will cause the turbine
to turn. The turbine directs the oil to stator (12).
This causes the stator to try to turn in the opposite
direction of the turbine. The movement of the stator
causes the rollers of one-way clutch (9) to move
between stator (12) and the carrier for the stator. The
action of the one-way clutch keeps the stator from
rotation. The stator now directs most of the oil back to
impeller (3). The remainder of the oil goes out of the
torque converter through outlet passage (5). The oil,
that goes back to impeller (3) from stator (12), moves
in the same direction as the rotation of the impeller.
Turbine (2) turns hub (11). Hub (11) turns output shaft
(6). Power is sent through the output yoke to the drive
shaft and the transfer gears of the transmission.
RENR8326 35
One-Way Clutch
g01197368
Illustration 45
(12) Stator
(13) Race
(14) Cam for the one-way clutch
(15) Rollers
(16) Cage
(17) Springs
(18) Slot
(19) Cam surface
The one-way clutch functions in order to keep the

stator stationary up to higher torque converter output
speeds. Stator (12) is connected to the cam (14)
through splines. As a result, stator (12) rotates with
cam (14), and race (13) is stationary. Roller cage (16)
is located between cam (14) and race (13). Spring
(17) is partially inserted in a tab at the top and at the
bottom of cage (16). At lower turbine speeds, spring
(17) forces the tab of cage (16) to the right in slot
(18). This forces roller cage (16) to rotate clockwise.
Then, rollers (15) move against the surfaces (19)
of cam (14). The rollers wedge between cam (14)
and race (13). This action locks stator (12) to race
(13) which is stationary. The stator then returns oil
to the impeller which multiplies the torque output of
the torque converter.
As the speed of turbine (2) approaches the speed

of impeller (3), the force of hydraulic oil overcomes
the force of the rollers (15) that are wedged. The
hydraulic oil acts in a clockwise direction on stator
(12). The stator (12) then free wheels in the same
direction as the impeller (3) and turbine (2). The stator
(12) also free wheels when the speed of turbine (2)
exceeds the speed of impeller (3). This occurs during
downhill coasting when the transmission is engaged.
36 RENR8326
Direct Drive
g01197395
Illustration 46
Torque converter that is in direct drive
(1) Rotating housing (5) Inlet passage for lockup clutch oil (10) Plates
(2) Turbine (6) Output shaft (11) Lockup clutch
(3) Impeller (7) Distributor (12) Piston
(4) Drive gear for the torque converter and (8) One-way clutch (13) Hub
transmission gear pump (9) Discs (14) Stator
Lockup Clutch Operation

Lockup clutch (11) is part of the torque converter. Rotating housing (1) is connected to the engine
The lockup clutch (11) is located between the engine flywheel by splines. Rotating housing (1) is fastened
flywheel and the turbine (2). The lockup clutch is to impeller (3) by bolts. Piston (12) and plates (10)
engaged when the transmission is in SECOND are also connected to rotating housing (1) by splines.
through SIXTH speeds. The lockup clutch will Discs (9) and output shaft (6) are connected to hub
engage in FIRST speed as the output speed of the (13) by splines. Turbine (2) is fastened to hub (13).
transmission increases. When the lockup clutch is
engaged, impeller (3) and turbine (2) turn at the same
speed as the engine and there is no loss of power in
the torque converter. The connection between the
engine and the transmission is now direct.
The main components of lockup clutch (11) are piston

(12), plates (10), and discs (9).
RENR8326 37
When the lockup clutch solenoid is activated, i02404430

the lockup clutch and synchronizing valve sends
pressure oil through inlet passage (5) in distributor Transfer Gears
(7). The oil goes through a passage in the center of
output shaft (6). The oil then goes through a passage SMCS Code: 3159
in rotating housing (1) to piston (12). The pressure
of the oil causes piston (12) to move toward disc
(9). This causes plates (10) and discs (9) to be held
together. Plates (10) and discs (9) will now turn at the
same speed. The clutch becomes a direct connection
between rotating housing (1) through hub (13) to
output shaft (6).
This causes turbine (2) and impeller (3) to turn at the

same speed. Stator (14) turns freely. At this time, the
torque converter is not in operation and the machine
is in direct drive.
The flow of power is from rotating housing (1),

through lockup clutch (11), hub (13), output shaft
(6), and the yoke . The power goes directly through
the torque converter to the drive shaft. The drive
shaft sends the power to the transfer gears of the
transmission.
When the lockup clutch is not engaged, the operation

of the torque converter is normal.
g01201013
Illustration 47
Components of the transfer gears
(1) Shims
(2) Drive gear
(3) Yoke
(4) Driven gear
(5) Case
(6) Shims
The transfer gears are in the transfer gear case that

is fastened to the front of the transmission case. The
drive shaft connects the torque converter to yoke (3).
Yoke (3) is connected to drive gear (2) by splines.

The teeth on drive gear (2) are engaged with the
teeth on driven gear (4). Driven gear (4) is connected
by splines to the input shaft of the transmission.
Yoke (3) turns drive gear (2). Drive gear (2) turns
driven gear (4). Driven gear (4) turns the input shaft
of the transmission.
Shims (1) are used to make adjustments to the end

play of drive gear (2). Shims (6) are used to make
adjustments to the end play of driven gear (4).
38 RENR8326
Oil for the lubrication of the transfer gears comes

from the transmission lubrication circuit. The oil
comes through a passage in the transmission case
to a passage in transfer gear case (5). Some of this
oil goes into a tube assembly. The tube assembly
sprays oil on drive gear (2) and on driven gear (4).
The gears throw the oil around inside transfer gear
case (5). This provides lubrication for the bearings in
the transfer gear case. The extra oil in the bottom of
transfer gear case (5) goes through a drain passage
into the transmission case.
i02404890
Transmission Hydraulic
Control
SMCS Code: 3073
RENR8326 39
RENR8326 41
This schematic shows the transmission hydraulic control in torque

converter drive in the NEUTRAL position.
(L) Pressure tap for the transmission charge pump section
(AA) Pressure of the transmission charge pump section in torque
converter drive
(BB) Pilot pressure in torque converter drive
(CC) Pressure at clutch (3) in torque converter drive
(1) No. 1 clutch
(2) No. 2 clutch
(3) No. 3 clutch
(4) No. 4 clutch
(5) No. 5 clutch
(6) No. 6 clutch
(7) Lockup clutch solenoid
(8) Downshift solenoid
(12) Passage to the torque converter lockup clutch and
synchronizing valve
(13) Modulation reduction valves for Stations “A”, “B”, “C”, “E”,
“F”, and “G”
(14) Supply passage from the transmission charge pump section
(17) Metering point for the priority reducing valve in torque
converter drive
(18) Shims for the priority reducing valve
(19) Priority reducing valve
(21) Shims for the dual stage relief valve
(22) Clutch supply rail
(23) Passage to the torque converter inlet relief valve
(25) Shims for Station “D”
(26) Modulation reduction valve for Station “D”
RENR8326 43
This schematic shows the transmission hydraulic control in direct • Clutch oil
drive in the NEUTRAL position.
(C) Pressure tap for the No. 3 clutch at Station “C” Another segment is the oil that flows past the
(L) Pressure tap for the transmission charge pump section modulation reduction valves in all seven stations in
(DD) Pressure of the transmission charge pump section in direct
drive
the pressure control valve. This oil in Stations “A”,
(EE) Pressure in the clutch supply rail at the No. 3 clutch in direct “B”, “C”, “E”, “F”, and “G” flows to the transmission
drive clutches. In Station “D”, this segment of oil flows
(FF) Pressure from Station “D” under dual stage relief valve (20).
(1) No. 1 clutch
(2) No. 2 clutch
(3) No. 3 clutch
(4) No. 4 clutch
(5) No. 5 clutch
(6) No. 6 clutch
(7) Lockup clutch solenoid
(8) Downshift solenoid
(12) Passage to the torque converter lockup clutch and
synchronizing valve
(13) Modulation reduction valves for Stations “A”, “B”, “C”, “E”,
“F”, and “G”
(14) Supply passage from the transmission charge pump section
(18) Shims for the priority reducing valve
(19) Priority reducing valve
(21) Shims for the dual stage relief valve
(22) Clutch supply rail
(23) Passage to the torque converter inlet relief valve
(25) Shims for Station “D”
(26) Modulation reduction valve for Station “D”
(27) Metering point for the priority reducing valve in direct drive
To describe the operation of this system, there

are four different segments of oil that need to
be defined. Each segment of oil has a change in
pressure when the machine goes from torque
converter drive to direct drive. These pressures
(AA), (BB), (CC), (DD), (EE), and (FF) are shown in
Illustration 48 and Illustration 49.
• Oil from the transmission charge pump

Oil from the transmission charge pump flows through
passage (14). This segment of oil flows to priority
reducing valve (19), lockup solenoid (7), downshift
solenoid (8), and upshift solenoid (9).
• Pilot oil
The segment of pilot oil is the oil that flows from
priority reducing valve (19) through neutralizer valve
(15) to rotary selector spool (16). Rotary selector
spool (16) directs the pilot oil to the various clutch
stations on pressure control valve (11).
• Oil in the clutch supply rail

Oil in the passages from priority reduction valve
(19) to clutch supply rail (22) is another segment
of oil. This segment of oil is supply oil for all of
the modulation reduction valves in each station on
pressure control valve (11).
44 RENR8326
Table 3
Operation of Components in the Transmission Hydraulic Control
Component Operation (Function)
Lockup solenoid (7) This solenoid sends signal oil in order to activate the torque converter
lockup clutch. This solenoid also activates Station “D” in direct drive in
order to lower the pressure in clutch supply rail (22).
Downshift solenoid (8) This solenoid controls the movement of rotary actuator (10) during downshifts.
Upshift solenoid (9) This solenoid controls the movement of rotary actuator (10) during upshifts.
Rotary actuator (10) This actuator controls movement of the rotary selector spool (16) in
selector and pressure control valve (24).
Priority reduction valve (19) In torque converter drive, priority reducing valve (19) controls the segment for
pilot oil. In direct drive, the priority reducing valve controls the segments of oil
for the transmission charge pump section and for the pilot oil. Priority reducing
valve (19) is shimmed in order to set the pressure of the oil in the segments for
the transmission charge pump and pilot oil in direct drive. The priority reducing
valve is not shimmed in order to set the pilot oil pressure in torque converter
drive. Pilot oil pressure in torque converter drive is a result of the setting of
the pressure of the transmission charge pump section in direct drive.
Dual stage relief valve (20) In torque converter drive, the dual stage relief valve controls the segments of
oil for the transmission charge pump section and for clutch supply rail (22).
In direct drive, the dual stage relief valve controls the segment of oil in the
clutch supply rail only. In direct drive, the action of Station “D” on dual stage
relief valve (20) lowers the pressure in the clutch supply rail. The dual stage
relief valve is shimmed in torque converter drive in order to set the pressure
of the oil in the segments for the pump and the clutch supply rail .
Station “D” In torque converter drive, Station “D” is not activated. The action of
Station “D” maintains the oil of clutch supply rail (22) at a reduced
pressure in direct drive. Station “D” is shimmed in order to set the
pressure of the clutch supply rail in direct drive.
Stations “A”, “B”, “C”, “E”, “F”, and “G” Each station is used to control a clutch in the transmission planetary.
Torque Converter Drive

In torque converter drive, the operation is very
similar for all current ICM transmission hydraulic
controls with a dual stage relief valve. Oil from the
transmission charge pump section flows through
passage (14). The oil pressure (AA) from the
transmission charge pump section supplies priority
reducing valve (19). In torque converter drive, the
spool for priority reducing valve (19) is at metering
point (17) and regulating the segment for pilot oil at a
reduced pressure. Oil pressure from the transmission
charge pump section in passage (14) is directed to
the clutch supply rail (22). The segment of oil from
the transmission charging pump and the segment
of oil in clutch supply rail (22) are at the same oil
pressure (AA). In torque converter drive, dual stage
relief valve (20) is shimmed in order to control the
pressure setting of these two segments of oil. At high
idle in torque converter drive, the pressure of the oil
in the clutch supply rail is higher than the pressure
setting of Stations “A”, “B”, “C”, “E”, “F”, and “G”.
Therefore, modulation reduction valves (13) in the
clutch stations are controlling the pressure that is
flowing to the engaged clutches.
RENR8326 45
Direct Drive i00907090
In direct drive, oil pressure (DD) from the transmission Rotary Actuator
charge pump section flows through passage (14). (Transmission)
Some of this oil flows through the lockup clutch
solenoid (7) to Station “D”. When Station “D” is SMCS Code: 3166
activated, oil pressure (EE) in clutch supply rail (22)
is reduced to oil pressure (FF) from Station “D” by
modulation reduction valve (25) in Station “D”. Oil
pressure (FF) from Station “D” flows under dual
stage relief valve (20). Oil pressure (FF) from Station
“D” causes the pressure setting of the dual stage
relief valve to be reduced. The oil pressure in the
segment of oil for clutch supply rail (22) drops to
the pressure setting of oil pressure (EE). When the
pressure drops, priority reducing valve (19) shifts
from metering point (17) to metering point (27). The
segment of oil from the transmission charge pump
section and the segment for pilot oil are at the same
oil pressure. This only occurs in direct drive. Now,
priority reducing valve (19) is shimmed in order to set
the oil pressure from the transmission charge pump
section. Oil pressure (DD) from the transmission
charge pump section in passage (14) is directed into
the segment for pilot oil to rotary selector spool (16).
The rotary selector spool directs the pilot oil to the
clutch stations.
g00352059
Illustration 50
In direct drive, the pressure of clutch supply rail (22)
is less than or equal to the pressure settings of clutch Rotary actuator during a shift from NEUTRAL to REVERSE
stations “A”, “B”, “C”, “E”, “F”, and “G”. Therefore, (1) Body
modulation reduction valves (13) in these clutch (2) Stationary vane
(3) Drain passage
stations are open, and the pressure of the clutch (4) Downshift valve
supply rail is equal to the clutch pressure. Now, the (5) Ball
pressure of the clutch supply rail can be measured at (6) Passage from downshift solenoid
pressure tap (C) for the No. 3 clutch in direct drive. (7) Ball
The pressure of the clutch supply rail is a result of (8) Rotor
(9) Rotor vane
the action of Station “D” on the dual stage relief (10) Upshift valve
valve. The pressure of the clutch supply rail is set by (11) Drain passage
adjusting the shims in Station “D” in direct drive. (12) Passage from upshift solenoid
(A) Chamber
(B) Chamber
Note: The ICM transmission hydraulic control on
the 793D functions differently than most other ICM
transmission hydraulic controls with a dual stage The rotary actuator is controlled by the upshift
relief valve. A special procedure in the Power Train solenoid and by the downshift solenoid. Pressure oil
Testing and Adjusting, “Transmission Hydraulic from either solenoid flows into body (1). The pressure
Control (Pressure Pack) - Test and Adjust” describes oil presses against stationary vane (2) of rotor (8)
the proper order for adjusting the pressures of the and against rotor vane (9) of rotor (8). This pressure
transmission charge pump section and the clutch oil causes the rotor to turn. Rotor (8) is mechanically
supply rail in torque converter drive and direct drive. connected to the rotary selector spool. The rotary
The oil that is flowing from the transmission charge selector spool is part of the selector and pressure
pump section also supplies the torque converter control valve. When rotor (8) turns, the rotary selector
lockup clutch. If the pump pressure is set too low in spool turns.
direct drive, the supply oil for the torque converter
lockup clutch will be low. If the supply pressure to During an upshift, pressure oil from the upshift
the torque converter lockup clutch is low, the lockup solenoid flows through passage (12). This causes
clutch will slip and a premature failure may occur. upshift valve (10) to move to the left. Drain passage
(11) is now closed by the upshift valve. The pressure
oil flows into upshift valve (10). This moves ball (7)
to the left and oil flows into chamber (B) between
stationary vane (2) and rotor vane (9). This causes
rotor (8) to turn in a clockwise direction.
46 RENR8326
The oil that is in chamber (A) on the opposite side

of rotor vane (9) presses against downshift valve
(4). This causes ball (5) to move to the right side.
Oil is then blocked from flowing through passage
(6). As the rotor turns, the oil in chamber (A) pushes
downshift valve (4) to the right until the valve opens
drain passage (3). The oil that is in chamber (A) is
now able to drain.
When the rotary selector spool and rotor (8) achieve

the correct speed position, the transmission gear
switch that is connected to the rotary selector
spool sends an electrical signal to the Power Train
Electronic Control Module (Power Train ECM). The
Power Train ECM closes the upshift solenoid. This
stops the flow of pressure oil in passage (12). The
movement of rotor (8) then stops.
During a downshift, rotor (8) moves in a

counterclockwise direction. Pressure oil from the
downshift solenoid flows through passage (6).
Downshift valve (4) is moved to the left. This closes
drain passage (3). The pressure oil from passage (6)
goes into downshift valve (4). The pressure oil moves
ball (5) to the left and oil flows into chamber (A).
This causes rotor (8) to turn in a counterclockwise
direction.
The oil that is in chamber (B) presses against upshift

valve (10). This causes ball (7) to move to the right.
This stops oil from going through passage (12). As
the rotor turns, the oil in chamber (B) pushes the
upshift valve to the right until drain passage (11) is
open to chamber (B).
When the rotor achieves the correct speed position,

the Power Train ECM deactivates the downshift
solenoid. Pressure oil in passage (6) is stopped. This
stops the movement of rotor (8).
When the transmission is in the NEUTRAL position,

rotor (8) is in the position that is shown. The downshift
solenoid is always activated in the NEUTRAL position
so that the rotor is locked in position.
i02402055
Selector and Pressure Control

Valve (Transmission)
SMCS Code: 3157
RENR8326 47
g01199635
Illustration 51
TORQUE CONVERTER DRIVE
Selector and pressure control valve in NEUTRAL with a running engine
(AA) Pressure of the oil from the pump (5) Rotary selector spool (15) Spring for the dual stage relief valve
for transmission charging in torque (6) Selector and pressure control valve (16) Dual stage relief valve
converter drive (7) Neutralizer valve (17) Two springs for the priority reducing
(BB) Pilot pressure in torque converter drive (8) Drain passage valve
(1) Passage to the upshift solenoid, (9) Shuttle spool (18) Chamber
downshift solenoid, and lockup clutch (10) Chamber (19) Cam for the rotary selector spool
solenoid (11) Metering point for the priority reducing (20) Passage from Station “D” on the
(2) Passage for pilot oil from the lockup valve in torque converter drive pressure control valve
clutch solenoid (12) Chamber (21) Passage to the clutch supply rail in the
(3) Passage from the pump for transmission (13) Passage to the clutch supply rail in the pressure control valve
charging pressure control valve (22) Passage to the torque converter inlet
(4) Passage for pilot oil to Station “D” on the (14) Priority reduction valve relief valve
pressure control valve
48 RENR8326
g01200578
Illustration 52
DIRECT DRIVE
Selector and pressure control valve in NEUTRAL with a running engine
(DD) Pressure of the oil from the pump for (4) Passage for pilot oil to Station “D” on the (16) Two springs for the priority reducing
transmission charging and the oil in the pressure control valve valve
pilot oil passage in direct drive (5) Rotary selector spool (17) Dual stage relief valve
(EE) Pressure in the clutch supply rail at the (6) Selector and pressure control valve (18) Chamber
No. 3 clutch in direct drive (7) Neutralizer valve (19) Cam for the rotary selector spool
(FF) Pressure from Station “D” (8) Drain passage (20) Passage from Station “D” on the
(1) Passage to the upshift solenoid, (9) Shuttle spool pressure control valve
downshift solenoid, and lockup clutch (10) Chamber (21) Passage to the clutch supply rail in the
solenoid (11) Chamber pressure control valve
(2) Passage for pilot oil from the lockup (13) Passage to the clutch supply rail in the (22) Passage to the torque converter inlet
clutch solenoid pressure control valve relief valve
(3) Passage from the pump for transmission (14) Priority reduction valve (23) Metering point for the priority reducing
charging (15) Spring for the dual stage relief valve valve in direct drive
The selector and pressure control valve controls the

flow of oil that goes to the pressure control valve.
The selector and pressure control valve consists of
five valves. The following chart provides the basic
function of each valve.
RENR8326 49
Table 4 Priority Reduction Valve

Operation of the Components in the Selector
and Pressure Control Valve At selector and pressure control valve (6), the oil
in passage (1) from the transmission charge pump
Valve Function section flows to two locations. Some of the oil flows
Priority In torque converter drive, priority through passage (2) to the upshift solenoid, to the
reduction valve reducing valve (19) controls the downshift solenoid, and to the lockup clutch solenoid.
(14) segment for pilot oil. In direct drive, The remainder of the pump oil flows to priority
the priority reducing valve controls the reduction valve (14). The oil flows through an orifice
segments of oil for the transmission in the priority reduction valve. This oil opens a check
charge pump section and for the pilot valve. The oil then flows to the upper end of priority
oil. Priority reducing valve (14) is reduction valve (14). As the oil pressure increases,
shimmed in order to set the pressure the oil moves the priority reduction valve downward
of the oil in the segments for the against the force of two springs (16). The spool for
transmission charge pump and the
pilot oil in direct drive. The priority
the priority reduction valve will shift to metering point
reducing valve is not shimmed in order (11) in torque converter drive and to metering point
to set the pilot oil pressure in torque (23) in direct drive.
converter drive. Pilot oil pressure in
torque converter drive is a result of the Torque Converter Drive
setting of the pressure of the pump for
transmission charging in direct drive. Priority reduction valve (14) shifts to metering point
Neutralizer When the transmission is not in (11). In torque converter drive, the oil that is flowing
valve (7) NEUTRAL and the engine is started, from priority reducing valve (14) to neutralizer valve
this valve stops the flow of pilot oil (7) is controlled by the priority reduction valve. When
to rotary selector spool (5). neutralizer valve (7) is moved downward, the oil
Shuttle valve This valve allows the pilot oil that flows into chamber (10) of rotary selector spool (5).
(9) is flowing to Station D to drain Chamber (10) has a screen that filters the oil. This
quickly to the hydraulic tank when oil is able to flow to the pressure control valve. This
Station “D” is released. pressure oil is the pilot oil that controls the movement
of the selector pistons in the pressure control valve.
Rotary selector The rotary selector spool directs
spool (5) the pilot oil to the appropriate
clutch stations for each speed of The oil in passage (1) from the transmission charge
the transmission. pump section flows around the spool for priority
reduction valve (14) to dual stage relief valve (17). In
Dual stage In torque converter drive, the dual torque converter drive, dual stage relief valve (17)
relief valve (17) stage relief valve controls the controls the maximum pressure in passages (1), (2),
segments of oil for the transmission (13), and (21). Some of the oil from passage (13)
charge pump section and for the clutch
flows through passage (21) to the clutch supply rail in
supply rail. In direct drive, the dual
stage relief valve controls the segment the pressure control valve. This oil is used to fill the
of oil in the clutch supply rail only. In clutches in the transmission.
direct drive, the action of Station “D”
on dual stage relief valve (16) lowers Direct Drive
the pressure in the clutch supply rail.
The dual stage relief valve is shimmed Now, priority reduction valve (14) shifts to metering
in torque converter drive in order to set
the pressure of the oil in the segments
point (23). This occurs as a result of the action of
for the pump and the clutch supply rail. Station “D” on the dual stage relief valve. The oil that
is flowing from passage (1) flows around the spool for
priority reducing valve (14) to neutralizer valve (7).
When neutralizer valve (7) is moved downward, the
oil flows into chamber (10) of rotary selector spool
(5). Chamber (10) has a screen that filters the oil.
This oil is able to flow through the open ports in rotary
selector spool (5) to the appropriate clutch stations
in the pressure control valve. This pressure oil is the
pilot oil that controls the movement of the selector
pistons in the pressure control valve. In direct drive,
the oil in passage (1) from the transmission charge
pump section and the oil that flows to rotary selector
spool (5) is controlled by priority reducing valve (14).
50 RENR8326
In direct drive, the dual stage relief valve operates at Rotary Selector Spool
a lower pressure than torque converter drive. The
oil that is flowing through passage (13) is controlled Rotary selector spool (5) determines the selector
by dual stage relief valve (17). Some of the oil from pistons in the pressure control valve that receive pilot
passage (13) flows through passage (21) to the oil and the selector pistons that are drained. Orifices
clutch supply rail in the pressure control valve. This in the rotary selector spool provide the correct
oil is used to fill the clutches in the transmission. sequence in order for the proper clutches to engage.
Some of the oil from passage (13) also flows to The rotary actuator is mechanically connected to the
rotary selector spool (5). This oil activates neutralizer upper end of rotary selector spool (5). The rotary
valve (7). When the rotary selector spool is in the actuator is hydraulically controlled by the upshift
NEUTRAL-1 position, oil from passage (1) is able to solenoid and the downshift solenoid. When the rotary
flow to chamber (10). This causes neutralizer valve actuator turns, rotary selector spool (5) turns. The
(7) to move downward. Pilot oil is now able to flow to transmission gear switch is also connected to the
chamber (10) of rotary selector spool (5). upper end of the spool. Cam (19) is fastened to the
lower end of the spool. Two spring assemblies are
Neutralizer Valve in contact with cam (19) in order to hold the spool
correctly in each speed position.
Neutralizer valve (7) will not allow movement of
the machine if the engine is started and the rotary Chamber (10) of rotary selector spool (5) contains
selector spool (5) is not in the NEUTRAL-1 position. pilot oil. The position of the spool will send this pilot
oil through the passages to the pressure control
When the engine is started and the transmission is valve. The oil flows to a selector piston. This causes
in NEUTRAL-1, pressure oil from passage (13) flows the selector piston to move. This will cause a clutch
to rotary selector spool (5). The pressure oil then to engage in the transmission. Chamber (10) has a
flows to chamber (11). The pressure in chamber (1) screen which stops foreign material from entering
moves neutralizer valve (7) downward against the the pressure control valve.
force of the spring. This allows pilot oil to go around
the neutralizer valve to chamber (10) of the rotary The clutches of the transmission that are disengaged
selector spool. The clutches can be engaged in the return any pressure oil that is in the selector pistons
transmission. to chamber (18). Chamber (18) allows the oil to go
to the transmission case reservoir.
As neutralizer valve (7) moves downward, pilot oil is
able to flow through an orifice in the neutralizer valve In NEUTRAL-1 position, rotary selector spool (5)
to the upper end of the neutralizer valve. Neutralizer sends pump oil to chamber (11) in order to move
valve (7) is now held in the position shown by the neutralizer valve (7). In the other speed positions,
pressure of the pilot oil. chamber (11) is blocked from pump oil and open to
chamber (18).
When rotary selector spool (5) is moved from the
NEUTRAL-1 position, pressure oil from passage (13) Dual Stage Relief Valve
cannot go to chamber (11). Chamber (11) is now
open to chamber (18) because of the position of Torque Converter Drive
rotary selector spool (5).
Dual stage relief valve (17) controls the pressure
When the rotary selector spool is not in NEUTRAL-1 of the pump for transmission charging in torque
and the engine is started, the position of rotary converter drive. Pump oil comes from passage (1) to
selector spool (5) stops the flow of pump oil to the dual stage relief valve (17). The oil flows through
chamber (11). Neutralizer valve (7) will not move an orifice in the dual stage relief valve (17). This
downward in order to provide oil to chamber (10). No opens a poppet valve. Oil fills the chamber between
oil can flow to the selector pistons of the pressure the poppet and the slug. As the pressure increases,
control valve. The clutches in the transmission will the oil moves the dual stage relief valve (17) against
not engage. the force of the spring. When the pressure of the
oil reaches the relief pressure, the dual stage relief
valve (17) moves upward so that oil can flow out of
passage (22) to the torque converter inlet relief valve.
The pressure setting of dual stage relief valve (17)

during torque converter drive can be changed by the
removal or the addition of shims inside the spool of
the dual stage relief valve.
RENR8326 51
Direct Drive
In direct drive, the action of Station “D” on the dual
stage relief valve lowers the pressure in the clutch
supply rail. Oil from the pump for transmission
charging flows to Station “D”. When Station “D” is
activated, pressure (FF) flows under the dual stage
relief valve. This pressure reduces the pressure
setting of the dual stage relief valve. Metered oil from
the priority reducing valve flows from passage (1) to
the dual stage relief valve (17). The oil flows through
an orifice in the dual stage relief valve (17). This
opens a poppet valve. Oil fills the chamber between
the poppet and the slug. As the pressure increases,
the oil moves the relief valve upward against the
force of the spring (16).
At the same time, the lockup clutch solenoid sends

pilot oil to passage (3). This oil pressure causes the
ball that is inside shuttle valve (9) to move downward.
This blocks drain passage (8) and pilot oil is sent to
passage (4). This pilot oil travels through passage
(4) to Station D of the pressure control valve. Oil
pressure (FF) from station D of the pressure control
valve flows through passage (20) to the slug chamber
at the lower end of dual stage relief valve (17). When
the pressure of the oil reaches the relief pressure,
dual stage relief valve (17) moves up. Oil is then able
to flow out of passage (22) to the torque converter
inlet relief valve. The relief pressure of the dual stage
relief valve (17) is lower during direct drive.
The lower pressure setting in direct drive provides

only enough pressure for the prevention of clutch
slippage. This lengthens the life of the large rotating
clutch seal rings.
Refer to the Power Train Testing and Adjusting,

“Transmission Hydraulic Control (Pressure Pack) -
Test and Adjust” for the proper procedure to adjust
the pressures in the transmission hydraulic control.
i01292708
Pressure Control Valve

(Transmission)
SMCS Code: 3074
52 RENR8326
g00530859
Illustration 53
(1) Drain passage (seven) (10) Selector piston (seven) (B) Identification of load piston body
(2) Passage to the No. 2 clutch (11) Load piston (seven) (C) Identification of load piston body
(3) Drain passages (12) Modulation reduction valve (seven) (D) Identification of load piston body
(4) Passage to the No. 4 clutch (13) Passage to the No. 6 clutch (E) Identification of load piston body
(5) Pilot oil passage (seven) (14) Passage to the dual stage relief valve in (F) Identification of load piston body
(6) Passage to the No. 1 clutch the selector and pressure control valve (G) Identification of load piston body
(7) Drain passage (seven) (15) Passage from the transmission charging (H) This load piston body is not used.
(8) Passage to the No. 3 clutch pump section
(9) Passage to the No. 5 clutch (A) Identification of load piston body
The pressure control valve has seven modulation Each load piston body has an identification letter for
reduction valves (12). There is one modulation the purposes of disassembly and assembly. Pilot
reduction valve for each clutch in the transmission. passages (5) are connected to passages from the
There is one modulation reduction valve at station rotary selector spool of the selector and pressure
D which controls the relief valve pressure setting control valve. Pump oil from the selector and pressure
in the selector and pressure control valve. Each control valve is in passage (15). Drain passages (3)
modulation reduction valve acts separately. This is are connected to the transmission case reservoir.
known as Individual Clutch Modulation (ICM). The
modulation reduction valves control the amount of
pressure that will be used for clutch engagement
and for the release of the clutch. The modulation
reduction valves also determine the duration of clutch
engagement.
RENR8326 53
Pilot passage (5) for station D is connected to the

shuttle valve in the selector and pressure control
valve. When pilot oil from the lockup clutch solenoid
is sent through pilot passage (5), the pilot oil pushes
selector piston (10), load piston (11), and modulation
reduction valve (12) to the right. Pump oil flows from
passage (15) to passage (14). Passage (14) sends
pump oil to the bottom of the dual stage relief valve in
the selector and pressure control valve. This lowers
the setting of the dual stage relief valve. Station D
does not have a modulating orifice or a decay orifice.
The lower pressure setting in direct drive provides

only enough pressure for the prevention of clutch
slippage. This lengthens the life of the large rotating
clutch seal rings.
All of the modulation reduction valves operate in a

similar way, so only the basic operation is provided.
54 RENR8326
The Beginning of a Shift and the

Clutch is Filling
g00282136
Illustration 54
Modulation reduction valve at the beginning of a shift
(1) Drain passage (7) Passage in the selector piston (13) Load piston orifice
(2) Passage for pump oil (8) Selector piston (14) Load piston plug
(3) Passage to clutch (9) Pilot passage (15) Decay orifice
(4) Drain passage (10) Spring (16) Drain passage
(5) Springs (11) Modulation reduction valve (17) Selector piston plug
(6) Load piston (12) Ball check valve (18) Load piston body
When a shift is started, pilot passage (9) receives

pilot oil at the correct sequence from the rotary
selector spool. Selector piston (8) and load piston
(6) move against the force of springs (5). Modulation
reduction valve (11) moves against the force of spring
(10). Passage (3) is blocked to drain passage (4).
Passage (3) is open to passage (2). The pump oil
now fills the clutch.
At the same time, oil flows through load piston orifice

(13) and passage (7). This oil goes between selector
piston (8) and load piston (6).
RENR8326 55
Completed Shift with an Engaged

Clutch
g00282137
Illustration 55
Modulation reduction valve at the end of a shift
After the clutch is full of oil, the pressure of the pump Two factors control the amount of time that is
oil in the selected clutch increases. This causes load necessary for the pressure in the clutch to achieve
piston (6) to move against the force of springs (5). the maximum amount. The two factors are the size
Clutch oil flows through an orifice in the modulation of load piston orifice (13) and the force of springs
reduction valve (11). Ball check valve (12) opens and (5). The force of springs (5) can be changed by the
oil flows into the slug chamber at the left end of the removal of shims in load piston (6) or by the addition
modulation reduction valve. of shims in load piston (6).
This oil pressure works against the pressure at the

end of load piston (6). The pressure increases until
load piston (6) is moved fully to the left against
the stop. The pressure in the clutch is now at the
maximum. Modulation reduction valve (11) moves to
the right and to the left in order to maintain a constant
pressure in passage (3).
56 RENR8326
Shift with a Released Clutch
g00282138
Illustration 56
Modulation reduction valve with a disengaged clutch
When a clutch is disengaged, pilot passage (9) is

open in order to drain through the rotary selector
spool. The force of springs (5) moves selector piston
(8) fully to the right against load piston body (18).
Passage (7) is now aligned with drain passage (16).
The force of springs (5) moves load piston (6) fully to
the right against selector piston (8).
Modulation reduction valve (11) is moved fully to

the right by the force of spring (10). In this position,
pump oil in passage (2) cannot flow into passage (3).
Passage (3) is open to drain passage (4) and the
pressure in the clutch is released. Decay orifice (15)
in drain passage (16) controls the amount of time that
is necessary for the clutch pressure to release. The
No. 6 clutch does not have a decay orifice.
RENR8326 57
i02400880
Lubrication Relief Valve

(Transmission)
SMCS Code: 3182
g01199263
Illustration 57
(1) Transmission lubrication relief valve
(2) Spool
(3) Spring
(4) Passage to the transmission case
(5) Passage from the transmission lubrication circuit
Transmission lubrication relief valve (1) controls

the maximum pressure of the oil that is flowing to
the transmission lubrication circuit. The oil from the
transmission lubrication section of the gear pump
combines with the signal oil from the lockup clutch
and synchronizing valve. If the pressure of the oil in
passage (5) achieves the relief pressure, spool (2)
will compress spring (3). Passage (4) will allow the oil
to drain into the transmission case.
58 RENR8326
i02401177
Transmission Planetary
SMCS Code: 3030; 3064; 3155; 3160; 3169; 3190
g01199344
Illustration 58
Components of the transmission
(1) Input shaft (11) Ring gear (21) Planetary gears
(2) Rotating housing (12) No. 4 clutch (22) Ring gear
(3) Sun gear (13) Ring gear (23) Planetary gears
(4) Planetary gears (14) No. 5 clutch (24) Planetary gears
(5) No. 1 clutch (15) Sun gear (25) Planetary carrier
(6) No. 2 clutch (16) No. 6 clutch (26) Coupling hub
(7) Center shaft (17) Hub (27) Coupling ring gear
(8) Rotating housing of No. 3 clutch (18) Sun gear (28) Ring gear
(9) No. 3 clutch (19) Planetary carrier (29) Planetary carrier
(10) Sun gear (20) Planetary carrier and output shaft
RENR8326 59
Table 5
Engagement of Transmission Clutches
Transmission Speed Engaged Clutches in
the Transmission
NEUTRAL-1 3
NEUTRAL-2 1
REVERSE 1 and 6
FIRST speed 1 and 5
SECOND speed 2 and 5
THIRD speed 1 and 4
FOURTH speed 2 and 4
FIFTH speed 1 and 3
SIXTH speed 2 and 3
Power from the engine goes to the torque converter.

The power then goes through the drive shaft to
the transfer gears. The transfer gears are fastened
directly to the front of the transmission case. The
power then goes through the planetary transmission
to the differential.
The transmission has six forward speeds and one

reverse speed. REVERSE and NEUTRAL use only
torque converter drive. At lower ground speeds,
FIRST speed uses torque converter drive. At higher
ground speeds, FIRST speed uses direct drive.
As the ground speed increases in FIRST speed,
the lockup clutch of the torque converter engages.
This provides FIRST speed with direct drive. The
torque converter is always in direct drive for speeds
SECOND through SIXTH, but there is a short
period of torque converter drive when the clutches
engage in the transmission. This provides smooth,
automatic upshifting from SECOND through SIXTH
and smooth, automatic downshifting from SIXTH
through SECOND.
The transmission has a combination of three rotating

clutches, three stationary clutches, and four planetary
units. This provides six forward speeds and one
reverse speed. No. 1 clutch (5), No. 2 clutch (6), and
No. 3 clutch (9) are the rotating clutches.
Input torque goes from the transfer gears to input

shaft (1). Input shaft (1) drives the rotating housing
and the transmission input clutch arrangement.
Center shaft (7) connects the input section to
the output section. Center shaft (7) also carries
the sun gears that drive the output section of the
transmission. Center shaft (7) and input shaft (1) turn
the same direction.
60 RENR8326
Power Flow in NEUTRAL-1
g01199358
Illustration 59
Power flow in NEUTRAL-1
Only No. 3 clutch (9) is engaged in NEUTRAL-1. No Power Flow in NEUTRAL-2

input clutches are engaged. Torque is transferred
from the transfer gears to input shaft (1). Rotating No. 1 clutch (5) is engaged in NEUTRAL-2. Torque
housing (2) is splined to input shaft (1). Rotating is transferred from the transfer gears to input shaft
housing (2) turns with input shaft (1). Rotating (1). Rotating housing (2) is splined to input shaft
housing (2) spins the plates of No. 1 clutch (5). (1). Rotating housing (2) turns with input shaft (1).
Because No. 1 clutch (5) is not engaged, ring gear Rotating housing (2) spins the plates of No. 1 clutch
(28) is not held. Rotating housing (2) spins the plates (5). Because No. 1 clutch (5) is engaged, the discs of
of No. 2 clutch (6). Because No. 2 clutch (6) is not the No. 1 clutch hold ring gear (28).
engaged, coupling ring gear (27) is not held.
Ring gear (28) turns with rotating housing (2) and
Ring gear (28) and coupling ring gear (27) are not input shaft (1). Sun gear (3) is splined to a stationary
held. Torque is not transferred to planetary carrier shaft. Sun gear (3) does not turn. Planetary gears (4)
(29) and center shaft (7) is not driven. move around the outside of sun gear (3). This drives
planetary carrier (29). Planetary carrier (29) turns in
No. 3 clutch (9) is engaged. The discs of the No. the same direction as input shaft (1), but at a different
3 clutch hold coupling hub (26). Sun gear (10) is speed. Planetary carrier (29) is splined to center shaft
splined to center shaft (7). Because no input torque (7). Center shaft (7) and planetary carrier (29) are
has been transferred to center shaft (7), there is no driven in the same direction and at the same speed.
output torque.
RENR8326 61
No output clutches are engaged. The torque is lost

through spinning clutch discs and plates. Torque
does not flow to the output shaft.
Power Flow in FIRST Speed

No. 1 clutch (5) and No. 5 clutch (14) are engaged in
FIRST speed. Torque is transferred from the transfer
gears to input shaft (1). Rotating housing (2) is
splined to input shaft (1). Rotating housing (2) turns
with input shaft (1). Rotating housing (2) spins the
plates of No. 1 clutch (5). Because No. 1 clutch (5)
is engaged, the discs of the No. 1 clutch hold ring
gear (28).

input shaft (1). Sun gear (3) is splined to a stationary
shaft. Sun gear (3) does not turn. Planetary gears (4)
move around the outside of sun gear (3). This drives
planetary carrier (29). Planetary carrier (29) turns in
the same direction as input shaft (1), but at a different
speed. Planetary carrier (29) is splined to center shaft
(7). Center shaft (7) and planetary carrier (29) are
driven in the same direction and at the same speed.
Sun gear (15) is splined to center shaft (7). Sun

gear (15) turns planetary gears (23). No. 5 clutch
(14) is engaged. The discs of No. 5 clutch (14) hold
ring gear (13) stationary. Planetary gears (23) move
around the inside of ring gear (13). This drives the
planetary carrier and output shaft (20).
The output shaft turns in the same direction as input

shaft (1), but at a different speed.
62 RENR8326
Power Flow in FOURTH Speed
g01199364
Illustration 60
Power flow in FOURTH speed
No. 2 clutch (6) and No. 4 clutch (12) are engaged Sun gear (10) is splined to center shaft (7). Sun gear
in FOURTH speed. Torque is transferred from the (10) turns planetary gears (24). No. 4 clutch (12) is
transfer gears to input shaft (1). Rotating housing engaged. The discs of No. 4 clutch (12) hold ring gear
(2) is splined to input shaft (1). Rotating housing (2) (11) stationary. Planetary gears (24) move around the
turns with input shaft (1). Rotating housing (2) spins inside of ring gear (11). This drives planetary carrier
the plates of No. 2 clutch (6). Because No. 2 clutch (25) in the same direction as center shaft (7), but at a
(6) is engaged, the discs of the No. 2 clutch hold different speed.
coupling ring gear (27).
Planetary carrier (25) is splined to ring gear (13).
Coupling ring gear (27) turns with rotating housing (2) Because No. 5 clutch (14) is not engaged, ring gear
and input shaft (1). Coupling ring gear (27) is splined (13) turns with planetary carrier (25). Sun gear (15) is
to planetary carrier (29). Planetary carrier (29) turns splined to center shaft (7). Sun gear (15) turns with
with coupling ring gear (27). The planetary carrier center shaft (7). Sun gear (15) and ring gear (13)
is splined to center shaft (7). Center shaft (7) and turn in the same direction but at different speeds.
input shaft (1) are driven in the same direction and Planetary gears (23) move around the inside of ring
at the same speed. gear (13). This drives the planetary carrier and output
shaft (20).
The output shaft turns in the same direction as input

shaft (1), but at a different speed.
RENR8326 63
Power Flow in FIFTH Speed Sun gear (10) is splined to center shaft (7). Sun
gear (10) is also splined to coupling hub (26). No. 3
No. 1 clutch (5) and No. 3 clutch (9) are engaged in clutch (9) is engaged. The discs of No. 3 clutch (9)
FIFTH speed. Torque is transferred from the transfer hold coupling hub (26). No. 3 clutch (9) is a rotating
gears to input shaft (1). Rotating housing (2) is clutch. Rotating housing (8) of the No. 3 clutch and
splined to input shaft (1). Rotating housing (2) turns center shaft (7) turn in the same direction and at the
with input shaft (1). Rotating housing (2) spins the same speed. Rotating housing (8) of the No. 3 clutch
plates of No. 1 clutch (5). Because No. 1 clutch (5) is fastened to planetary carrier (25). Planetary carrier
is engaged, the discs of the No. 1 clutch hold ring (25) is splined to ring gear (13). Ring gear (13) and
gear (28). center shaft (7) turn in the same direction and at the
same speed.
input shaft (1). Sun gear (3) is splined to a stationary Sun gear (15) is splined to center shaft (7). Sun gear
shaft. Sun gear (3) does not turn. Planetary gears (4) (15) and ring gear (13) turn in the same direction and
move around the outside of sun gear (3). This drives at the same speed. This holds planetary gears (23).
planetary carrier (29). Planetary carrier (29) turns in The planetary carrier and output shaft (20) are driven
the same direction as input shaft (1), but at a different in the same direction as center shaft (7) and at the
speed. Planetary carrier (29) is splined to center shaft same speed as center shaft (7).
(7). Center shaft (7) and planetary carrier (29) are
driven in the same direction and at the same speed. The output shaft turns in the same direction as input
shaft (1) and at the same speed.
Sun gear (10) is splined to center shaft (7). Sun
gear (10) is also splined to coupling hub (26). No. 3 Power Flow in REVERSE
clutch (9) is engaged. The discs of No. 3 clutch (9)
hold coupling hub (26). No. 3 clutch (9) is a rotating No. 1 clutch (5) and No. 6 clutch (16) are engaged
clutch. Rotating housing (8) of the No. 3 clutch and in REVERSE speed. Torque is transferred from the
center shaft (7) turn in the same direction and at the transfer gears to input shaft (1). Rotating housing
same speed. Rotating housing (8) of the No. 3 clutch (2) is splined to input shaft (1). Rotating housing (2)
is fastened to planetary carrier (25). Planetary carrier turns with input shaft (1). Rotating housing (2) spins
(25) is splined to ring gear (13). Ring gear (13) and the plates of No. 1 clutch (5). Because No. 1 clutch
center shaft (7) turn in the same direction and at the (5) is engaged, the discs of the No. 1 clutch hold
same speed. ring gear (28).
Sun gear (15) is splined to center shaft (7). Sun gear Ring gear (28) turns with rotating housing (2) and
(15) and ring gear (13) turn in the same direction and input shaft (1). Sun gear (3) is splined to a stationary
at the same speed. This holds planetary gears (23). shaft. Sun gear (3) does not turn. Planetary gears (4)
The planetary carrier and output shaft (20) are driven move around the outside of sun gear (3). This drives
in the same direction as center shaft (7) and at the planetary carrier (29). Planetary carrier (29) turns in
same speed as center shaft (7). the same direction as input shaft (1), but at a different
speed. Planetary carrier (29) is splined to center shaft
Power Flow in SIXTH Speed (7). Center shaft (7) and planetary carrier (29) are
driven in the same direction and at the same speed.
No. 2 clutch (6) and No. 3 clutch (9) are engaged in
SIXTH speed. Torque is transferred from the transfer Sun gear (15) is splined to center shaft (7). Sun gear
gears to input shaft (1). Rotating housing (2) is (15) spins planetary gears (23). No. 5 clutch (14) is
splined to input shaft (1). Rotating housing (2) turns not engaged. Planetary gears (23) spin ring gear
with input shaft (1). Rotating housing (2) spins the (13). Ring gear (13) turns in the opposite direction
plates of No. 2 clutch (6). Because No. 2 clutch (6) is of sun gear (15). Hub (17) is splined to ring gear
engaged, the discs of the No. 2 clutch hold coupling (13) and to sun gear (18). Sun gear (18) turns in the
ring gear (27). same direction as ring gear (13). Sun gear (18) turns
planetary gears (21). No. 6 clutch (16) is engaged.
Coupling ring gear (27) turns with rotating housing (2) The discs of No. 6 clutch (16) hold ring gear (22).
and input shaft (1). Coupling ring gear (27) is splined Planetary gears (21) move around the inside of ring
to planetary carrier (29). Planetary carrier (29) turns gear (22). This drives planetary carrier (19). Planetary
with coupling ring gear (27). The planetary carrier carrier (19) is splined to the planetary carrier and
is splined to center shaft (7). Center shaft (7) and output shaft (20). The planetary carrier (19) is driven
input shaft (1) are driven in the same direction and at the same speed and direction as the planetary
at the same speed. carrier and output shaft (20).
The output shaft is driven in the opposite direction of

center shaft (7) and input shaft (1) and at a different
speed.
64 RENR8326
Lubrication of the Transmission
g01199366
Illustration 61
Lubrication of the transmission
(1) Balance piston of No. 1 clutch (11) Ring gear (21) Planetary carrier
(2) Planetary gears (12) No. 5 clutch (22) Passage
(4) No. 2 clutch (14) Slinger (24) Balance piston of No. 3 clutch
(5) Center shaft (15) Planetary carrier (25) Balance piston of No. 2 clutch
(6) Passage (16) Planetary carrier and output shaft (26) Coupling ring gear
(7) No. 3 clutch (17) Planetary gears (27) Ring gear
(8) Sun gear (18) Ring gear (28) Planetary carrier
(9) Ring gear (19) Planetary gears (29) Passage
(10) No. 4 clutch (20) Planetary gears (30) Passage
Oil for the lubrication of the transmission comes The oil that flows to the transmission flows through
from the torque converter sump. The transmission passage (6) to center shaft (5). Some of the oil flows
lubrication section of the oil pump pulls oil through forward and some of the oil flows toward the output
the suction screen. If the lockup clutch solenoid is end. Part of the oil that flows forward goes to the back
activated, the oil combines with the signal oil that of balance piston (25) for the No. 2 clutch. Some of
is flowing from the lockup clutch and synchronizing this oil lubricates ring gear (26) and No. 2 clutch (4).
valve. The combined oil flows to the transfer case Some of the oil that flows forward from passage (6)
and the oil divides. Some of the oil remains in flows through passages to planetary carrier (28) for
the transfer case and some of the oil flows to the the lubrication of planetary gears (2). The remainder
transmission. Pressure is controlled by a relief valve of the oil that flows forward from passage (6) flows
in the transmission case. around center shaft (5) and into the center of center
shaft (5).
Oil that remains in the transfer case lubricates the
transfer gears and the bearings. Some of this oil
flows through passage (30) to the back of balance
piston (1) for the No. 1 clutch. This oil then goes
through passage (29) and through passages in ring
gear (27). This oil lubricates No. 1 clutch (3).
RENR8326 65
Part of the oil that flows toward the output end from i02398529
passage (6) goes behind balance piston (24) for the
No. 3 clutch. Some of this oil lubricates coupling hub Pump Drive
(23) and No. 3 clutch (7). The remainder of the oil
that flows toward the output end from passage (6) SMCS Code: 3108
lubricates sun gear (8). Some of the oil flows from
sun gear (8) through planetary carrier (21) for the
lubrication of planetary gears (20). Some of the oil
flows from sun gear (8) for the lubrication of ring gear
(11) and No. 5 clutch (12). Some of the oil flows from
the sun gear (8) through the planetary carrier and
output shaft (16) for the lubrication of planetary gears
(19). The remainder of the oil lubricates ring gear (9)
and No. 4 clutch (10).
The remainder of the oil that enters the transmission

through passage (6) flows into passage (22). This
oil helps lubricate No. 4 clutch (10), No. 5 clutch
(12), and No. 6 clutch (13). This oil then flows into
slinger (14). The oil is directed to passages that are
in planetary carrier (15). This oil lubricates planetary
gears (17), ring gear (18), and No. 6 clutch (13).
Operation of the Balance Pistons in the

Rotating Clutches
g01202212
Illustration 62
The oil that flows to balance piston (1) of the No.
1 clutch, to balance piston (25) of the No. 2 clutch, (1) Pump drive
(2) Pump drive shaft which is located under the guard
and to balance piston (24) of the No. 3 clutch is
used to balance the centrifugal force of the oil. The
centrifugal force of the oil is caused by the rotation
of the No. 1 clutch, the No. 2 clutch, and the No. 3
clutch. The centrifugal force of the oil that is behind
the clutch piston in the rotating clutches causes a
small amount of clutch engagement in the rotating
clutch. The centrifugal force of the oil that is behind
the balance piston balances the centrifugal force of
the oil that is on the clutch piston.
66 RENR8326
g01197911
Illustration 64
(1) Pump drive
(3) Yoke assembly
(17) Steering piston pump
(18) Piston pump for fan drive
(19) Gear pump for the hoist and brake retract
Illustration 63
g01197783 Pump drive (1) is fastened to the inner right side of
(3) Yoke assembly the main frame directly behind the flywheel housing
(4) Housing of the engine. The accessory drive gear in the
(5) Bearings flywheel housing drives pump drive shaft (2). Pump
(6) Shims drive shaft (2) is connected to yoke assembly (3).
(7) Drive gear
(8) Cage
(9) Idler gear Splines connect yoke assembly (3) to drive gear (7).
(10) Shaft Drive gear (7) turns idler gear (9) which turns driven
(11) Shims gear (15).
(12) Cage
(13) Shims
(14) Bearings Shims (6) are used to adjust the end play of drive
(15) Driven gear gear (7). Shims (11) are used to adjust the end play
(16) Bearings of idler gear (9). Shims (13) are used to adjust the
end play of driven gear (15).
Three pumps are driven by the pump drive. Steering

piston pump (17) is fastened to cage (8). The pump is
driven by drive gear (7). The gear pump for the hoist
and brake retract (19) is fastened to cage (12). The
piston pump for the fan drive (18) is fastened directly
to housing (4). The piston pump for the fan drive (18)
is located across from the gear pump for the hoist
and brake retract (19). Driven gear (15) drives both
the piston pump for fan drive (18) and the gear pump
for the hoist and brake retract (19).
Lubrication of the pump drive is provided by oil from

the torque converter charge pump section. The oil
is sprayed on drive gear (6). Holes in housing (4)
will send oil to each bearing. An oil level is kept in
housing (4) so that the teeth on driven gear (15) are
in oil. The gears will throw oil in the housing. Extra oil
in housing (4) goes to the torque converter housing.
RENR8326 67
i02402627
Rear Axle and Final Drive

System
SMCS Code: 3260; 3268; 4003; 4050; 4059; 4077;
4084
g01199917
Illustration 65
(1) Priority Valve (7) Outlet to differential lube (13) Rear axle oil pump
(2) Outlet to brake cooling motor (8) Bypass valve (14) Pump motor
(3) Oil filter (9) Final drive bypass manifold (15) Steering tank
(4) Pressure sensor (10) Right final drive oil (16) Steering accumulator
(5) Auxiliary cooler (11) Left final drive oil (17) Steering pump
(6) Rear axle cooling fan motor (12) Rear axle housing sump (18) Supply valve
The 793D has a continuous lubrication system for the The steering pump (17) supplies oil to the priority
rear axle. This system does not require the truck to valve (1). The brake ECM controls the supply valve
be in motion in order to provide oil flow. This hydraulic (18) that is based on a temperature sensor that is
system lubricates the bearings for the differential mounted in the rear axle housing (12). Oil flow is
and bevel gear group and the bearings for the rear directed to the pump motor (14) when the supply
wheels. This hydraulic system also cools the bearings solenoid valve (18) is OFF. Oil flow is blocked to the
for the differential and bevel gear group and the pump motor (14) when the supply solenoid valve
bearings for the rear wheels. For the correct oil that (18) is ON.
should be used in the system, refer to the Operation
and Maintenance Manual for your machine.
68 RENR8326
The pump motor (14) drives the rear axle oil pump
(13). The rear axle oil pump (13) sends oil to the rear
axle oil filter (3) and to the final drive bypass manifold
(9). If the machine is equipped with an auxiliary
cooler (5) oil will flow through the cooler before the
bypass valve. The auxiliary cooler (5) reduces the
temperature of the oil.
The bypass solenoid valve (8) sends oil to the final

drive and to the differential gear (7) or the bypass
solenoid valve (8) will bypass the right final drive
(10) and the left final drive (11). This prevents the
final drives from receiving too much oil under certain
conditions.
Table 6
Rear Axle Lubrication Strategy
Supply solenoid valve Bypass solenoid valve
Rear Axle Oil Cold Cool Hot Cold Cool Hot
Temperature < −4 °C (< 25 °F) −4 °C to 40 °C > 40 °C < −4 °C −4 °C to 40 °C > 40 °C
(25 °F to 102 (> 102 °F) (< 25 °F) (25 °F to 102 (> 102 °F)
°F) °F)
Not Moving OFF OFF OFF ON ON OFF
0 km/h (0 mph) ON after 5 min ON after 5 min
Moving ON OFF OFF ON ON OFF
0 to 35 km/h
(0 to 22 mph)
Moving Fast ON OFF OFF ON ON 5 min ON
> 35 km/h 1 min OFF
( > 22 mph)
Gear Limit 3rd 4th No
Note: When the supply solenoid is OFF, oil flow is

directed to the rear axle lubrication pump motor.
When the supply solenoid is OFF, the system is ON.
When the supply solenoid is ON, oil flow is blocked
to the rear axle lubrication pump motor. When the
supply solenoid is ON the system is OFF.
The brake ECM controls the system for the rear axle
oil. The temperature sensor is located in the rear axle
housing. The temperature sensor is the main control
for the supply solenoid valve (18) and the bypass
solenoid valve (8). During start-up, the system is
turned ON in order to charge the lube system. The
system is turned OFF if the lube oil is cold. If the
machine goes faster than 35 km/h (22 mph) the lube
system is cycled. When the lube system is cycled,
the system turns ON and the system turns OFF. This
prevents the final drives from filling with excessive
oil. The gear limit is used to prevent the machine
from running at high speed until the differential oil
has warmed up.
RENR8326 69
i02398946 Gear pump (1) which provides lubrication oil to the

rear axle is driven by hydraulic motor (2). The motor
Gear Pump (Rear Axle Oil) and the pump are connected by coupling (5) that is
located in adapter (4). Hydraulic motor (2) is driven
SMCS Code: 4060; 5073 by fluid from the steering pump. This means that the
rear axle can receive oil if the vehicle is at a stop or
if the vehicle is moving. Oil flow is directed to pump
motor (1) when the supply solenoid is OFF. Oil flow is
blocked to gear pump (1) when the supply solenoid
is ON.
Gear pump (1) pulls oil from the bottom of the rear
axle housing through suction screen (6). The oil flows
through the oil filter for the rear axle. Then, the oil
flows through the final drive bypass manifold. The
oil is directed to the final drives and the bevel gear.
The oil is also distributed to the bearings of the rear
wheels.
i02402246
Oil Filter (Rear Axle)

SMCS Code: 4070
g01198726
Illustration 66
Location of the gear pump for the rear axle
(1) Gear pump
(2) Motor
(3) Suction housing
(4) Adapter
g01199728
Illustration 68
Rear axle housing
(1) Inlet line
(2) Outlet line
(3) Pressure sensor
(4) Rear axle power train filter
(5) Level switch for the rear axle
(6) Filter bypass switch
g01198786
Illustration 67
Gear pump for the rear axle
(3) Suction housing
(4) Adapter
(5) Coupling
(6) Suction screen
70 RENR8326
If the filter element becomes full of debris, the

increase inside the filter. If the pressure of the oil
achieves the bypass pressure, the pressure oil
causes bypass valve (7) to move against the force of
spring (8). The oil then goes through open bypass
valve (7). This oil flows through the bypass passage
and to the final drive bypass manifold. Filter bypass
switch (6) notifies the VIMS of this occurrence. When
the oil does not go through the filter element, the
debris that is in the oil may cause damage to the
other components in the system.
Correct maintenance must be used to ensure that

element (11) does not become full of debris and that
the flow of clean oil is not stopped.
i02402552
Temperature Sensor (Rear

Axle Oil)
SMCS Code: 1408; 3290
g01199756
Illustration 69
Rear axle power train filter
(7) Bypass valve
(8) Spring
(9) Outlet passage
(10) Housing
(11) Element
(12) Inlet passage
Rear axle power train filter (2) is mounted to the back

of the rear axle housing. Oil from the rear axle oil
pump flows through inlet line (4) to rear axle power g01199888
Illustration 70
train filter (2). Oil then flows through outlet line (5) to
final drive bypass manifold. (1) Rear axle oil temperature sensor
Filter bypass switch (6) and level switch (5) for the Rear axle oil temperature sensor (1) is located in the
rear axle send input signal to the Vital Information rear axle housing near the rear axle oil pump. Rear
Management System (VIMS). Pressure sensor (3) axle oil temperature sensor (1) sends input signals
also sends an input signal to the Vital Information to the Vital Information Management System (VIMS).
Management System (VIMS). The VIMS warns the operator of a high temperature
in the rear axle. Rear axle oil temperature sensor (1)
Oil from inlet line (1) flows into inlet passage (12). is the main input that is used by the brake ECM in
This oil fills the space that is between element order to control the lubrication system for the rear
(11) and the inside of housing (10). During normal axle. This data allows the brake ECM to turn the lube
operation, the oil flows through element (11). The oil system ON or OFF.
then flows through outlet passage (9). Element (11)
stops any debris that is in the oil. The machine may be equipped with a cooling fan for
the rear axle. If the machine has this cooling fan, the
VIMS will activate the cooling fan according to the
information that is supplied by the input signals from
the sensor.
RENR8326 71
i02403109
Flow Control and Relief Valve

(Rear Axle Oil)
SMCS Code: 4060
g01200194
Illustration 73
Flow control and relief valve
(6) Outlet Passage
(7) Relief valve
(8) Cavity plug
Illustration 71
g01200162 Control valve (1) and relief valve (7) make up the
bypass manifold. The bypass manifold directs the
Location of flow control and relief valve for rear axle oil
flow of oil to the final drive and the differential bevel
(1) Flow control and relief valve gear. Inlet passage (5) receives oil from the oil pump
(2) Inlet line
(3) Outlet line for the rear axle. The oil is then sent through filter
inlet (4). If the relief valve pressure in the filter has
The control valve and relief valve (1) for the rear been exceeded the oil will bypass the filter with
axle are located on top of the rear axle housing and bypass valve (3). The oil is then sent through the
connected to the oil filter. Oil is pumped from the oil passage for filter outlet(2).
pump through inlet line (2) and into the control valve.
Oil is sent to the final drives and oil is sent to the Solenoid valve (1) controls the flow of the oil.
differential bevel gear through outlet line (3). Solenoid valve (1) will send the oil to the final drives
and to the differential bevel gear, or solenoid valve
(1) will bypass the final drives. Solenoid valve (1)
will bypass the final drives in order to prevent the
final drives from receiving too much oil. Solenoid
valve (1) is controlled by the brake ECM. The brake
ECM receives oil temperature readings from the oil
temperature sensor that is located in the rear axle
housing. The oil is then sent through outlet passage
(6) to the final drives and differential bevel gear. If the
final drive is bypassed the oil is sent to the differential
bevel gear and to the rear axle housing. Cavity plug
(8) is used only with an optional oil cooler.
g01200184
Illustration 72
Flow control and relief valve
(1) Flow control solenoid valve
(2) Filter outlet
(3) Bypass valve passage
(4) Filter inlet
(5) Inlet passage
72 RENR8326
i02399123
Differential and Bevel Gear

SMCS Code: 3256; 3258; 3270
g01198209
Illustration 74
Differential and bevel gear
(1) Shims (8) Thrust pin (15) Carrier assembly
(2) Spider (9) Bevel gear (16) Bevel pinion
(3) Differential housing (10) Side gears (two) (17) Shims
(4) Differential bevel pinions (four) (11) Differential housing (18) Bearing cage
(5) Shims (12) Thrust washers (19) Bearings
(6) Retainer (13) Bearings
(7) Bearing (14) Adjusting nut
The power that is sent to the wheels is divided by the

differential. The amount of power that is sent to each
wheel is balanced by the differential. During a turn,
the differential allows the inner wheel to rotate at a
slower rate than the outer wheel. The differential still
sends the same amount of torque to each wheel.
RENR8326 73
The differential and bevel gear is fastened to the Adjusting nut (17) and adjusting nut (5) are used to
rear axle housing. The differential and bevel gear make an adjustment between bevel pinion (14) and
connect the output shaft of the transmission to the bevel gear (8). The nuts are also used to make an
drive axles. The output shaft of the transmission adjustment to the bearing preload of bearing (16)
is connected to bevel pinion (16) by splines. Bevel and bearing (6).
pinion (16) turns bevel gear (9). Bevel gear (9) is
fastened to differential housing (3). There are four The differential receives lubrication from the oil in
differential bevel pinions (4). Differential bevel pinions the axle housing. The gear pump for the rear axle
(4) turn freely on spider (2). Each differential bevel provides lubrication oil through the final drive bypass
pinion (4) has a double bearing assembly in order to manifold. As the parts rotate, the oil is thrown around
carry the drive load of the differential bevel pinion. the inside of the housing. Spiral grooves in thrust
Differential housing (3) and differential housing washers (12) allow the lubricant to flow between the
(11) are bolted together in order to hold spider (2). thrust washers and side gears (10).
Differential housing (3) and differential housing (11)
rotate together with bevel gear (9). The housings are Note: Correct adjustment of all of the bearings in
driven by bevel gear (9). The housings are supported the differential is very important. For the correct
by bearings. adjustment procedures, refer to the Power Train
Testing and Adjusting, “Differential and Bevel Gear -
Differential bevel pinions (4) are engaged at a 90 Adjust” and the Power Train Testing and Adjusting,
degree angle with two straight side gears (10). “Differential Pinion Bearing - Adjust”.
The side gears are connected to the drive axles by
splines.
When the machine is moving in a straight direction

and each drive wheel has the same amount of
traction, both wheels receive the same amount of
load. The same amount of torque is felt on each axle.
This torque holds differential bevel pinions (4) so that
the differential bevel pinions do not turn on spider
(2). This will provide the same effect as if both drive
wheels are fastened to the same drive axle.
When different loads are put on the drive wheels,

differential bevel pinions (4) will turn because
the forces are different on the opposite sides of
the differential. During a turn, the rotation of the
differential bevel pinions will allow a slower rotation of
the inside wheel and a faster rotation of the outside
wheel. The machine is driven with full power in a turn.
Side gears (10) turn against thrust washers (12). The

end thrust of the differential bevel pinions (4) against
the differential case is taken by a double bearing
assembly. The bearing assemblies must be changed
in sets of two.
Thrust pin (7) in the rear housing provides support for

carrier assembly (15). Carrier assembly (15) carries
a high thrust load.
Shims (17) are located under bearing cage (18).

When bearing cage (18) is installed, the shims
determine the end play of bearings (19) for bevel
pinion (16).
Shims (1) affect the tooth contact between bevel gear

(9) and bevel pinion (16). Changing the shims would
also affect the pinion bearing preload. Shims (5) and
retainer (6) affect the backlash of the gears.
74 RENR8326
i02399498
Final Drive
SMCS Code: 4003; 4050; 4059; 4084
g01198466
Illustration 75
(1) Brake (8) Planetary carrier
(2) Bearing (9) Planetary gears
(3) Bearing (10) Planetary carrier
(4) Hub (11) Sun gear
(5) Ring gear (12) Sun gear
(6) Planetary gears (13) Wheel
(7) Ring gear (14) Spindle housing
Each of the two final drives has the same Power from the differential turns the axle shaft. The
components. A final drive causes the last speed axle shaft turns sun gear (12). Sun gear (12) turns
reduction in the power train and the last torque planetary gear (6). Because ring gear (5) is held
increase in the power train. stationary by hub (4), the planetary gears move
around the inside of ring gear (5). The movement of
Spindle housing (14) is fastened to the axle housing. the planetary gears causes planetary carrier (8) to
Hub (4) is splined to spindle housing (14) and to ring turn. Carrier (8) is turned in the same direction as
gear (5). Ring gear (5) is splined to ring gear (7). Ring sun gear (12), but at a slower speed. Carrier (8) turns
gear (7), ring gear (5), hub (4), and spindle housing sun gear (11). Sun gear (11) turns planetary gear (9).
(14) are stationary. Because ring gear (7) is held stationary by ring gear
(5), the planetary gears move around the inside of
The axle shaft is connected to the differential by ring gear (7). The movement of the planetary gears
spindles in sun gear (12). Sun gear (12) is engaged causes planetary carrier (10) to turn. Carrier (10) is
with planetary gears (6). Planetary gears (6) are turned in the same direction as sun gear (11), but at
held in planetary carrier (8). Planetary carrier (8) is a slower speed. Carrier (10) drives wheel (13).
connected to sun gear (11) by splines. Sun gear (11)
is engaged with planetary gears (9). Planetary gears The final drives receive lubrication by the rotation
(9) are held in planetary carrier (10). Planetary carrier of the gears in the oil. The differential and the final
(10) is connected to wheel (13). drives use the same lubricant.
RENR8326 75
Index Section
Index
D Pressure Control Valve (Transmission) ................. 51
Completed Shift with an Engaged Clutch .......... 55
Differential and Bevel Gear ................................... 72 Shift with a Released Clutch .............................. 56
The Beginning of a Shift and the Clutch is
Filling................................................................ 54
E Pressure Switch (Secondary Brake and Parking
Brake) .................................................................. 15
Electronic Control Module (Power Train)............... 7 Pressure Switch (Service Brake and Retarder)..... 15
System Operation .............................................. 8 Pump Drive............................................................ 65
F R
Final Drive ............................................................. 74 Rear Axle and Final Drive System......................... 67

Flow Control and Relief Valve (Rear Axle Oil)....... 71 Rotary Actuator (Transmission) ............................. 45
G S
Gear Pump (Rear Axle Oil).................................... 69 Screen (Torque Converter) .................................... 28

Gear Pump (Torque Converter and Selector and Pressure Control Valve
Transmission) ...................................................... 24 (Transmission) ..................................................... 46
General Information............................................... 4 Dual Stage Relief Valve ..................................... 50
Neutralizer Valve................................................ 50
Priority Reduction Valve..................................... 49
I Rotary Selector Spool ........................................ 50
Solenoid Valve (Lockup Clutch)............................. 14
Important Safety Information ................................. 2 Solenoid Valve (Upshift and Downshift) ................ 14
Speed Sensor (Transmission) ............................... 13
Speedometer/Tachometer Module (Transmission
L Gear Indicator)..................................................... 12
Systems Operation Section ................................... 4
Lockup Clutch and Synchronizing Valve (Torque
Converter)............................................................ 30
Engaging the Lockup Clutch .............................. 32 T
Filling the Lockup Clutch.................................... 32
Releasing the Lockup Clutch ............................. 32 Table of Contents................................................... 3
Lubrication Relief Valve (Transmission) ................ 57 Temperature Sensor (Rear Axle Oil) ..................... 70
Torque Converter................................................... 33
Direct Drive ........................................................ 36
M Torque Converter Drive...................................... 34
Torque Converter and Transmission Hydraulic
Magnetic Screen (Transmission) ........................... 25 System................................................................. 17
Hydraulic Schematic .......................................... 17
Location Of Components ................................... 20
O Torque Converter Inlet and Outlet Relief Valves.... 29
Torque Converter Sump ........................................ 23
Oil Cooler (Torque Converter and Transmission) .. 29 Transfer Gears ...................................................... 37
Oil Filter (Rear Axle) .............................................. 69 Transmission Control............................................. 10
Oil Filter (Torque Converter) .................................. 26 Transmission Hydraulic Control............................. 38
Oil Filter (Transmission Charging) ......................... 27 Direct Drive ........................................................ 45
Torque Converter Drive...................................... 44
Position Sensor (Dump Body) ............................... 12

Position Sensor (Hoist Control) ............................. 12
Transmission Planetary ......................................... 58
Lubrication of the Transmission ......................... 64
Power Flow in FIFTH Speed.............................. 63
Power Flow in FIRST Speed.............................. 61
Power Flow in FOURTH Speed ......................... 62
Power Flow in NEUTRAL-1 ............................... 60
Power Flow in NEUTRAL-2 ............................... 60
Power Flow in REVERSE .................................. 63
Power Flow in SIXTH Speed ............................. 63
©2005 Caterpillar
All Rights Reserved Printed in U.S.A.

Tren de Fuerza 793d

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RENR8326

Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Failure to heed this warning can lead to prema-

Systems Operation Section

When the rotary selector spool is in the position

Pump oil flows to the selector and pressure control

The solenoids connect the electrical system to the

When the upshift solenoid or the downshift solenoid is

Electronic Control Module

The Power Train Electronic Control Module (Power

The Power Train ECM receives current through

• Auto Retarder Control First X X

• Top gear limit Fifth X

• Speed limiter Position NEUTRAL-2 on the rotary actuator does

First (Torque Converter Drive or Direct Shifting Procedures

Typical Automatic Downshift (FOURTH to THIRD)

When the transmission control is put in THIRD speed

The Power Train ECM stops current flow to the

during the downshift. Transmission control

The Power Train ECM sends current to the downshift

The Power Train ECM deactivates the downshift

The transmission switch will go through position

Except for the different pin numbers at the switch,

The shift lever switch provides the Power Train

The transmission gear switch sends a signal to

i01259359 The Power Train ECM uses these signals to energize

Note: If the machine is in REVERSE and the hoist

Regardless of the position of the transmission i01026277

Position Sensor (Hoist Control)

Dump body position sensor (2) is located on the left

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

• The engine is running for one minute with no

• The hoist control is in the FLOAT position.

• The duty cycle output must be less than 20 percent.

Usually, the transmission will not shift into a higher

Solenoid Valve (Upshift and Solenoid Valve (Lockup

i02404277 When the secondary brake and parking brake

When the secondary brake and parking brake

Pressure Switch (Service

The secondary brake and parking brake pressure

Some input signals to the Power Train Electronic

The Power Train ECM is designed to prevent a

In normal operating conditions, a rapid shift may

The service brake and retarder pressure switch (3)

When the service brakes or the retarder are not used,

When the service brake or the retarder is used, the

Torque Converter and

The torque converter sump is located behind the

The torque converter sump, the transmission case

Gear Pump (Torque Converter

The gear pump for the torque converter and for

• Transmission lubrication section (1)

Oil from oil cooler (11) flows through torque converter

Oil from torque converter sump (10) through

Transmission scavenge pump section (4) is located

The magnetic screen is fastened to the transmission

As the oil flows over the magnets, metal particles

Oil Filter (Torque Converter)

g01198564 Torque converter hydraulic filter (1) is fastened to

Screen assembly (8) and elements (7) stop any

If the filter elements become full of debris, the

Correct maintenance must be used to be certain that