EBR - Cpower - 0000 703 191 - EN

INSTALLATION INSTRUCTIONS
CP190 – CP330
CONSTR UCTION VEHICL ES

Copyright © ZF Friedrichshafen AG
This document is protected by copyright.
Complete or partial reproduction or dissemination
of this document is prohibited without the consent of
ZF Friedrichshafen AG.
Infringements lead to civil and criminal prosecution.
This document is a translation of the German original.
Version 1
Edition November 2014
Order number 0000 703 191
Subject to modifications
Important note
The correct installation of ZF units is a prerequisite for proper function and for achieving the expected service life thus
providing full customer satisfaction.
The present installation instructions shall ensure that the vehicle manufacturer is familiar with the full extent of
requirements made by ZF.
The following instructions include recommendations. All data given in these instructions are based on technical-
physical processes, on longtime experience gained by ZF as well as on values determined and fixed during ZF-bench
tests and vehicle tests.
The vehicle manufacturer shall be fully responsible for the correct installation of the unit. The transmission
manufacturer (hereinafter called „ZF“) shall not assume any warranty for any defects nor any liability for any
damage arising from incorrect or improper installation or from non-compliance with these installation instructions.
To support the customer on new or initial applications, ZF offers transmission installation studies by authorized
personnel against payment, during which ZF will check transmission-specific installation features and inform the
vehicle or machine manufacturer about any deviations found.
0000 703 191 1 Off-Road Driveline Technology

Contents Page
0. Documentations ................................................................................................................................... 5
0.1. General product information on cPower transmission range ........................................................................................ 5
0.2. Application documentations ........................................................................................................................................ 6
1. Transmission Installation ...................................................................................................................... 7

1.1. Storage and installation ............................................................................................................................................... 7
1.2. Transmission suspension ............................................................................................................................................. 7
1.3. Inclination of the installed transmission ....................................................................................................................... 9
1.4. Installation arrangement for transmission direct mount ............................................................................................... 9
1.5. Installation arrangement for transmission separate mount ........................................................................................... 9
1.6. Attachment of non-ZF parts to the transmission ........................................................................................................ 10
1.7. Ambient temperature ................................................................................................................................................ 10
1.8. Distance to the exhaust system ................................................................................................................................. 10
2. Engine connection .............................................................................................................................. 10

2.1. Direct mount ............................................................................................................................................................. 10
2.2. Separate mount ......................................................................................................................................................... 10
2.3. Vibrations in the driveline .......................................................................................................................................... 10
2.3.1. PTO oscillation system............................................................................................................................................... 11
2.3.2. Drive oscillation system ............................................................................................................................................. 12
3. Mounting of Prop Shafts..................................................................................................................... 13

3.1. Installation principle .................................................................................................................................................. 13
3.1.1. Terminology .............................................................................................................................................................. 14
3.1.2. Permissible spatial deflection angle ........................................................................................................................... 17
3.1.3. Phase displacement .................................................................................................................................................. 17
3.1.4. Prop shaft with 2 joints .............................................................................................................................................. 18
3.1.5. Prop shaft in multiple arrangement ........................................................................................................................... 18
3.1.6. Spatial u-joint deflection ............................................................................................................................................ 19
3.2. Bending vibrations excited by prop shaft and/or engine ............................................................................................ 19
3.3. Further information .................................................................................................................................................... 20
3.3.1. Balancing quality grade ............................................................................................................................................. 20
3.3.2. Permitted radial and lateral run-out error of the fitting flanges................................................................................... 21
3.3.3. Lubrication ................................................................................................................................................................ 21
3.3.4. Shock factors ............................................................................................................................................................ 21
3.3.5. Prop shafts with axial length compensation .............................................................................................................. 21
4. Attachment of PTO‘s (Power Take-Off units) ...................................................................................... 22

4.1. PTO direct mount ...................................................................................................................................................... 22
5. Accessibility to Transmission Components ......................................................................................... 23

6. Subsequent painting .......................................................................................................................... 23
7. Control of additional functions (Differential lock) ............................................................................... 23
7.1. Control of differential lock CP190/210/230 and CP260-330 ...................................................................................... 24
8. Control of ZF Parking brake ................................................................................................................ 24

9. Emergency steering pump.................................................................................................................. 24
10. Design and Mounting of transmission cooler ..................................................................................... 25
10.1. Information on cooler selection ................................................................................................................................. 25
10.1.1. Limit values for oil sump temperatures ...................................................................................................................... 25
10.1.2. Information on thermostat bypass valve and cooler flow ........................................................................................... 26
10.1.3. Cooler design ............................................................................................................................................................ 27
10.1.4. Mounting ................................................................................................................................................................... 27
10.2. Cooler arrangement................................................................................................................................................... 28
10.2.1. Oil-air cooling ............................................................................................................................................................ 28

10.2.2. Oil-water cooling ....................................................................................................................................................... 29
10.3. Cooler measurement ................................................................................................................................................. 30
10.3.1. Basics ........................................................................................................................................................................ 30
10.3.2. Temperature sensor................................................................................................................................................... 30
10.3.3. Measurement of the flow resistance .......................................................................................................................... 31
10.3.4. Measurement of cooling capacity .............................................................................................................................. 31
10.4. Cooler ....................................................................................................................................................................... 32
10.4.1. Flow resistance ......................................................................................................................................................... 32
10.4.2. Pressure resistance ................................................................................................................................................... 32
11. Cross sections of Lines ....................................................................................................................... 33

11.1. Cooler circuit ............................................................................................................................................................. 33
11.2. Design of lines ........................................................................................................................................................... 33
11.3. Separate mount of the transmission filter .................................................................................................................. 34
12. Monitoring.......................................................................................................................................... 37
12.1. Temperature display .................................................................................................................................................. 37
12.2. Oil filter monitoring.................................................................................................................................................... 37
13. Control of Retarder............................................................................................................................. 37

14. Transmission wiring ........................................................................................................................... 37
14.1. Design specifications ................................................................................................................................................. 37
14.1.1. Wiring diagram ......................................................................................................................................................... 37
14.1.2. Power supply ............................................................................................................................................................. 37
15. Electronic Control Unit ....................................................................................................................... 38

15.1. Plug connection to EC2B (vehicle communication) ................................................................................................... 39
16. Connections and mounting points ...................................................................................................... 41

17. Gear selector ...................................................................................................................................... 41
18. Load sensor ........................................................................................................................................ 42
19. CCO .................................................................................................................................................... 42
20. Ergoinch ............................................................................................................................................. 42
21. Powerinch .......................................................................................................................................... 42
22. Initial Operation .................................................................................................................................. 42
22.1. Transmission Oil ........................................................................................................................................................ 42
22.1.1. Oil grades .................................................................................................................................................................. 42
22.1.2. List of Lubricants ....................................................................................................................................................... 43
22.1.3. Oil quantity ................................................................................................................................................................ 43
22.1.4. Oil level marks ........................................................................................................................................................... 43
22.1.5. Oil level check ........................................................................................................................................................... 44
22.1.6. Oil and oil filter change intervals ............................................................................................................................... 46
23. Calibration of clutches and hydrostatic unit ....................................................................................... 47

23.1. Hydostat Calibration .................................................................................................................................................. 47
23.1.1. Basic functionality ..................................................................................................................................................... 47
23.1.2. Control commands to start hydrostat calibration ....................................................................................................... 48
23.1.3. Start conditions to start hydrostat calibration ............................................................................................................ 48
23.1.4. Feedback messages to assess status and success of the calibration ......................................................................... 48
23.1.5. Characteristics of successful calibration .................................................................................................................... 48
23.1.6. Break conditions which abort the calibration procedure ............................................................................................ 48
23.2. Clutch Calibration ...................................................................................................................................................... 49
23.2.1. Basic functionality ..................................................................................................................................................... 49
23.2.2. Control commands to start clutch calibration ............................................................................................................ 49
23.2.3. Start conditions to start clutch calibration ................................................................................................................. 49

23.2.4. Feedback messages to assess clutch calibration ....................................................................................................... 49
23.2.5. Characteristics of successful calibration .................................................................................................................... 49
23.2.6. Break conditions which abort the calibration procedure ............................................................................................ 49
24. Important connections ....................................................................................................................... 50

24.1. Plug connections ....................................................................................................................................................... 50
24.1.1. Plug and cable connection of the switch for the filter bypass valve on CP260 to CP330 ........................................... 50
24.2. Cooling ...................................................................................................................................................................... 51
24.3. Prop shafts ................................................................................................................................................................ 53
24.4. Parking brake ............................................................................................................................................................ 53
25. Lifting points on the transmission ...................................................................................................... 54

26. General technical Information and Data ............................................................................................. 55
26.1. Technical data ........................................................................................................................................................... 55
26.2. Transmission dimensions ........................................................................................................................................... 56

0. DOCUMENTATIONS
0.1. General product information on cPower transmission range
The following product information is available for the different transmissions of the cPower-range as well as for
the peripherals from ZF:
Data sheets cPower CP130/160

Brochures ZF-technology in construction machinery
Technical manuals / Operating instructions
Repair manuals
Other applicable cleanliness requirements ZF 0000 702 190 (Techn. surface cleanliness)
Information on cleanliness standards is marked with the Clean Power label:
In case of need, please request the desired documentation directly from ZF under the following contact:
ZF Friedrichshafen AG
Division Industrial Technology
Tittlinger Straße 28
94034 Passau
Deutschland · Germany
Phone: +49 (0)851 494-0
Fax: +49 (0)851 494-2190
arbeitsmaschinen.marketing@zf.com
www.zf.com

0.2. Application documentations
ZF is preparing an extensive documentation for new applications of power-split transmissions of the cPower-
range. The most important parts of the ZF-documentation for the installation of a cPower range transmission
are as follows:
PARTS LIST
Vehicle data
Transmission version
Documents specific to the application
Installation instructions
Installation drawing
Main dimensions
Installation position
Connecting dimensions
Center of gravity position
Oil level marks
Oil circuit diagram

Hydraulic connection diagram
Measuring points
Electrical connection diagram

Technical customer information
Fault code list of E2B
Performance calculation
Tractive effort diagram
Table 1: Parts list documentation
Check these documents for completeness and correctness prior to every initial installation!

1. TRANSMISSION INSTALLATION
1.1. Storage and installation
• The transmissions were produced and assembled under high cleanliness conditions. A later storage must
meet these requirements as well.
• The transmissions must be stored in a protected and dry indoor area.
• The transmissions are delivered in upright position, and must also be stored in upright position.
• The transmissions must no longer be stored after the screw plugs /protection caps have been opened! The
transmissions must be installed immediately after opening the holes in order to avoid any entry of dirt.
• Remove the adhesive tapes just right before opening the screw plugs/protection caps because of a possible
entry of dirt.
• Do not remove any parts from the transmission while installing it into the vehicle. This is particularly
applicable to the cover of the hydrostatic unit.
• Ensure that the mounting face of the attached hydraulic pumps is / remains free from dirt.
• The PTO-covers must remain attached until shortly before assembly of the hydraulic pumps.
1.2. Transmission suspension
The transmission must be installed and supported in the vehicle chassis in a way that additional forces caused
by frame distortions can under no circumstances be transmitted to the transmission housing (e.g. one-piece
console version at the transmission). NEVER use the transmission housing as a load-bearing frame part.
Therefore, principally use elastic bearings for transmission suspension. This also reduces the vehicle noise level.
A rigid bearing is permitted in exceptional cases; however, it is subject to ZF’s approval.
The transmission suspension must be designed either as 3-point or 4-point mounting. ZF recommends a 3-
point mounting for vehicles with a high frame distortion during operation.
A symmetrical transmission suspension is required in any case in order to reduce oscillations.
If possible, the suspension on the lower transmission front side should be a through-going one, in order to
prevent forces due to frame distortion from being introduced into the otherwise over-determined transmission
housing. See the following proposal (green brackets):

Figure 1: Example cPower 210 with example suspension (front and rear view)
All suspension points of the transmission housing are shown in the installation drawing. Never suspend or
support the transmission on other than these bolt-on surfaces which must always be kept unpainted. Use
screws of minimum quality 8.8 for the transmission suspension. When selecting screw length and designing
the suspension parts observe the required minimum length of thread engagement:
Table 2: Requirements to the transmission suspension
effective Min.length of Tightening

Transmission type Thread size thread length thread torques
engagement Quality 8.8
[mm] [mm] [Nm]
CP 130/160 M20 28 26 390
CP 190/210/230 M20 28 26 390
CP 260/290 M20 35 26 390
CP 310/330 M20 35 26 390
Use all boreholes of each bolt-on surface.
Determine the required spring characteristics of the elastic bearings on the basis of the position of the center of
gravity documented in the installation drawing as well as the transmission weight and the maximum reaction
torque.
The vehicle manufacturer shall be responsible for the selection and design of the elastic bearings.

1.3. Inclination of the installed transmission
Specifications and illustrations in the installation drawing are decisive for the permitted inclination of the
installed transmission. Usually the transmission has to be installed without any inclination in longitudinal and
transverse direction. Exceptions are possible, but have to be tested and approved by ZF.
Irrespective of the inclination of the installed transmission, the maximum inclined transmission position during
operation is fixed to 30° in longitudinal and 15° in transversal direction.
1.4. Installation arrangement for transmission direct mount
There is no provision for a direct mount to the engine for this transmission type.
1.5. Installation arrangement for transmission separate mount
(Note: all suspension points are provided twice, symmetrical to a vertical plane)
In case of separate installation, the engine drives the transmission via a prop shaft. Engine and transmission are
suspended independently of each other. Therefore the transmission must be supported on at least three
suspension points on the vehicle chassis.
In order to realize a 3-point mounting two designated symmetrical transmission suspension points must be
brought together to one suspension point by means of a clamp and be supported.
Independently of the number of suspension points it is important that the transmission suspension is designed
symmetrically to the vertical longitudinal plane.
: Unit connection to the chassis
Figure 2: Application example shows cPower 210

1.6. Attachment of non-ZF parts to the transmission
In general a later attachment of force applying tubes and fixtures etc. to the transmission is not permitted. The
vehicle manufacturer is not allowed to fix any brackets, clamps etc. to load-bearing or torque-transmitting
bolted connections.
In case of need, please consult ZF.
Exception
Flow meters produced by the customer must be supported towards the transmission in order to reduce
vibrations.
1.7. Ambient temperature
The ambient temperature in direct proximity to the transmission must not exceed 80°C. The implementation of
appropriate measures on the vehicle must ensure air ventilation for cooling purposes nearby the transmission in
case of need.
1.8. Distance to the exhaust system
The distance between exhaust system and transmission must be min. 100 mm. Heat protection is required for a
smaller distance.
2. ENGINE CONNECTION
2.1. Direct mount
For this transmission type there are no provisions for direct mountings.
2.2. Separate mount
In case of separate mount, a prop shaft drives the transmission. Installation instructions for prop shafts are
documented in chapter 3.
No radial loads from outside must be applied to the input flange of the transmission. In NO case is it allowed
to drive any auxiliary units like generators or compressors via the input flange, e.g. by means of a pulley or
similar, without ZF’s approval.
For separate mount a vibration damper must be provided between engine and prop shaft. The vehicle
manufacturer, in cooperation with the manufacturer of the vibration damper, shall be responsible for the
correct design. The design must be confirmed by a vibration calculation. Usually an individual adaptation of
the vibration damper to the flywheel is possible.
2.3. Vibrations in the driveline
Torsional vibrations are usually not caused by one single component. Natural frequencies are determined by the
distribution of the moments of inertia and the torsional stiffness of the complete driveline.

The vehicle manufacturer must ensure that the entire driveline does not impose excessive vibrational stress on
the transmission.
For separate mount of engine, vibration damper and prop shaft, the driveline must be designed and matched in
a way that no critical vibrations will occur within the operating speed range.
Limit value for torque vibrations at the transmission input
Oscillation amplitudes of ±15% of the transmission input torque are permissible.
Tdrive
+ 15 %
100 %
- 15 %
permitted
oscillation
full load curve deflection
n
engine
Figure 3: Limit value for torque vibrations at the transmission input
Limit value for rotational non-uniformity at the transmission input:
Rotation angle accelerations of εzul ≤ 2000 rad/s² are permissible
2.3.1. PTO oscillation system
The below values are applicable to the calculation of torsional vibrations in the PTO drive:
CP190-230:
Neutral
Transmission input speed Nan [1/min] 800
Transmission output speed Nab [1/min] 0
Jred-Input [kgm²] 0,1012
Jred-Output [kgm²]
CP290-330:
Neutral
Transmission input speed Nan [1/min] 800
Transmission output speed Nab [1/min] 0
Jred-Input [kgm²] 0,1747
Jred-Output [kgm²]

2.3.2. Drive oscillation system
Since the cPower is a continuously variable transmission with continuously variable ratio and consequently also
continuously variable inertia, oscillation calculation of the drive of the transmission should be made for the
following operating conditions.
The relating inertias to be used for calculating the torsional vibrations in the drive are listed in the following
tables:
Neutral Driving range 1 Driving range 2

Start Middle syn1_2 Middle End
Transmission input speed Nan [1/min] 800 1400 1600 1800 1800 1800
Transmission output speed Nab [1/min] 0 0 346 858 1964 3401
Jred-Input [kgm²] 0,1012 0,4734 0,3796 0,5951 0,8901 2,0507
Jred-Output [kgm²] 8,1172 2,6191 0,7477 0,5744
Reduced inertias CP190 - 230
Neutral Driving range 1 Driving range 2

Start Middle syn1_2 Middle End
Transmission input speed Nan [1/min] 800 1400 1600 1800 1800 1800
Transmission output speed Nab [1/min] 0 0 311 770 1765 3059
Jred-Input [kgm²] 0,1747 0,7208 0,5813 0,8378 1,1569 2,5084
Jred-Output [kgm²] 15,3870 4,5783 1,2032 0,8685
Neutral Driving range 1 Driving range 2 Driving range 3

Start Middle syn1_2 Middle syn2_3 Middle End
Transmission input speed Nan [1/min] 800 1400 1600 1800 1800 1800 1800 1800
Transmission output speed Nab [1/min] 0 0 228 545 923 1316 2255 3145
Jred-Input [kgm²] 0,1747 0,6039 0,5444 0,8566 0,8268 0,9748 1,9457 3,4083
Jred-Output [kgm²] 26,8083 9,3437 3,1443 1,8237 1,2397 1,1165
• CP130/160, CP190-230 und CP260/290:

Each at the beginning and end of speed range 1F and 2F.
• CP310/330:
Each at the beginning and end of speed range 1F, 2F and 3F.

3. MOUNTING OF PROP SHAFTS
3.1. Installation principle
A prop shaft system generally consists of at least two u-joints. A u-joint is a spatial transmission with an
irregular ratio. The irregular motion results in a misalignment of the rotation angle between input and output of
the u-joint. Under certain installation conditions this misalignment of the rotation angle can be compensated by
a second u-joint, or further joints.
A prop shaft might stimulate torsional and bending vibrations in the driveline.
These prop shaft vibrations are fed into the transmission and in case of just slightly dampened systems, they
could be resonantly amplified. Components with clearance, which are not located in the power flow, like gears
( transmission rattling) and clutch disks ( disks damage) are critical.
According to our experience no damage due to vibration occurs if the maximum permissible rotation angle
acceleration amplitudes ∆ε in the driveline are below 2000 rad/s2.
The limit value for the rotation angle acceleration (εεzul = 2000 rad/s²) must generally be observed for the
transmission output, the PTO, and in case of separate installation for the transmission input.
The vehicle manufacturer is responsible that the complete system functions without additional loads on the
single units.
A description of the loads permissible for ZF-components is below. The reference values indicated there are not
only applicable to the excitation by engines, but also for the excitation by prop shafts. It must particularly be
observed that prop shafts and engines stimulate the vibrations within the same frequency range.
As it is not possible to carry out vibration check for every application, marginal conditions based on many years
of experience by ZF are indicated below.
These marginal conditions describe operating ranges of a driveline, within which no significant additional
loads caused by vibrations may be expected.
If these values cannot be kept, a more thorough inspection by the vehicle manufacturer is required.
Approval by the vehicle manufacturer is subject to a prior consultation with ZF.

3.1.1. Terminology
The dimension of a possible vibration stimulation by prop shafts is substantially determined by the deflection
angles of the u-joints.
The following definitions are applicable:
The deflection angle β is defined to be the angle between the rotation axes before and behind the joint in the
corresponding plane (see figure).
Figure 4: Definition of deflection angle
For assessing the prop shaft arrangement, first determine the spatial deflection angle βR for each
single joint according to the following formula:
• with β H – deflection angle in horizontal plane (horizontal angle; „top view“)

• with βV – deflection angle in vertical plane (vertical angle; „side view“)
Angle βR can also be roughly estimated from the following diagram:
25°
20° 30°
25°
15°
13° 20°
10° 15° βR
10°
5°
βV
5°
0°
5° 9° 10°
βH 15° 20° 25°
Figure 5: Diagram for a graphical determination of the resulting deflection angle

Deflection angle β R resulting from spatial prop shaft arrangement:
Example
Vertical angle Horizontal angle

(side view) (top view)
βV = 13° βH = 9°
Figure 6: Example of resulting deflection angle
1. according to formula: tan βR = 0.16² 0.23² = 0.28 βR = 15.6°
2. according to diagram: βR ≈ 15°
Depending on the shaft position it is called:
Z - arrangement ß1
ß2
ß1 ß2
W - arrangement
Figure 7: Single arrangement of a prop shaft as Z- and W-arrangement
In order to convert the irregular motion of two u-joints into a constant one:
• arrange both joints at identical deflection angles i.e. β1 = β2
• arrange driving forks of the connecting shaft at one level.
Try to obtain an exact Z-arrangement of the prop shaft (β1 = β2) for all vehicle load conditions by means of an
appropriate axle suspension.
Leaf spring suspension results in favorable Z-arrangement by parallel axle movement. Condition β1 = β2
remains more or less unchanged, even at max. spring travel.

β1
Federweg
β
2 beladen
leer
Achsbewegung
Figure 8: Prop shaft motion of an axle with Leaf spring suspension
Swing axle results in unfavorable Z-arrangement by swinging motions of the axle. Condition β1 = β2 only
fulfilled in central position. Angles are different at max. spring travel.
β1
β Schwingweg
2
beladen
-0+ Mittelstellung
Achsbewegung
Figure 9: Prop shaft motion when using a swing axle
Note for articulated vehicles

Larger deflection angles up to max. 24° at speeds below 1000 min-1 are permissible at full steering angle. The
pivot joint of the vehicle must be located centrically to the prop shaft (see below figure).
The following is applicable: L1=L2 and β1= β2
Figure 10: Prop shaft geometry in vehicles with articulated joint at steering angle (top view)

3.1.2. Permissible spatial deflection angle
The max. permissible spatial deflection angle βR depends on the prop shaft speed. Please see the following
diagram:
Figure 11: Permissible spatial deflection angle
3.1.3. Phase displacement
All joints of a prop shaft can stimulate torsional vibrations with the 2nd order of the rotating frequency. In the
driveline, superimpositions of the different exciters (joints) could be produced. Since all frequencies are equal,
oscillation amplitudes are reduced or increased depending on the phasing of the excitation. The real
superimposition particularly depends here on the moment of inertia of the center part of the prop shaft.
However, a complete elimination of oscillations under optimum marginal conditions, as often is expected,
cannot be achieved. But on the other hand, a wrong phase displacement can cause considerable increase of
oscillations, which leads to unpermitted loads of adjacent components.
Observe the following to avoid such problems:

3.1.4. Prop shaft with 2 joints
The two joints must be rotated by 90° to each other.
Joint 1
Joint 2
Figure 12: Single arrangement
The output fork of joint 1 and the input fork of joint 2 are in parallel position to each other. Shafts with length
compensation are usually marked accordingly by the manufacturer in order to prevent the two parts in the
sliding element from being incorrectly joined together.
ZF-Recommendation:
The spatial deflection angle of joint 1 and joint 2 should be equal.
βR1 = β R2
Any deviation from this recommendation means increased excitation of vibrations by the prop shaft. Loss of
comfort must be expected particularly for acoustically sensitive vehicles.
3.1.5. Prop shaft in multiple arrangement
The technical configuration may require the use of a prop shaft arrangement consisting of more than two u-
joints. Such a prop shaft arrangement must be supported on an intermediate bearing. In case of more than 2
joints, always the two joints with the largest deflection angle must be rotated by 90° towards each other.
The following marking will be introduced for check in the vehicle:

The following examples show that the two joints with the largest deflection angles must not have the same
marking.
Transmission Axle
Figure 13: Example 1 – prop shaft fork position
Transmission Axle
Figure 14: Example 2 – prop shaft fork position
A remaining joint (in case of odd number) should be arranged like the joint with the smallest angle.
3.1.6. Spatial u-joint deflection
The spatial u-joint deflection is a special feature. Usually the deflection of all joints is in one level, which does
not apply to the spatial deflection, e.g. if a „Z-deflection“ is in horizontal view and a „W-deflection“ in vertical
view. The measures described in these instructions are not sufficient in this situation.
In this case always contact an experienced prop shaft manufacturer to avoid vibration problems.
3.2. Bending vibrations excited by prop shaft and/or engine
To avoid bending vibrations, the prop shaft must not be operated faster than max. 80 % of the bending-critical
speed. The figure below shows limit speeds nmax [min-1] in dependence of the prop shaft length as well as the
tube diameter (center part). These two sizes are mainly decisive for the 1st bending natural frequency.

The vehicle manufacturer shall be responsible for the selection and arrangement of the prop shafts in the
vehicle.
Figure 15: Max. permissible prop shaft speed
3.3. Further information
3.3.1. Balancing quality grade
The prop shaft must be dynamically balanced according to DIN ISO 1940-1 quality grade 16 (see diagram
below).
perm. Residual imbalance per
balancing body [gmm/kg]
Prop shaft speed n [min-1]
Figure 16: Balancing quality grade G16 according to DIN ISO 1940-1

3.3.2. Permitted radial and lateral run-out error of the fitting flanges
max. speed Radial and lateral run-out error

[min-1]
Centering fit
[mm]
500 0,10 H7
1500 0,07 H6
3000 0,05 H6
Table 3: Radial and lateral run-out error
3.3.3. Lubrication
For lubrication observe the prop shaft manufacturer’s specifications. Ensure smooth operation of the sliding unit
under load.
3.3.4. Shock factors
Depending on the kind of drive and the vehicle application, a prop shaft could be exposed to shock loads.
These must be taken into consideration in dependence of the drive machine, since they might be considerably
higher than the nominal torque. When dimensioning the prop shaft and the prop shaft bearings, the respective
shock factors have to be taken into account. Reference values are given by the prop shaft manufacturers.
3.3.5. Prop shafts with axial length compensation
Ensure permanent smooth operation of the sliding unit under load.
ZF explicitly recommends using prop shafts with plastic-coated length-compensation spline. These plastic
coatings (e.g. brand name „Rilsan“) ensure a considerably lower friction coefficient when compared to
uncoated steel splines.
Due to a long displacement, only prop shafts with plastic-coated length compensation are allowed to be used
in vehicles with articulated steering.
Generally install prop shafts with joints that can be re-lubricated. Ensure easy accessibility of the lubrication
points.
It is imperative to observe the prop shaft manufacturer’s specifications regarding assembly and
maintenance, in particular re-lubrication intervals as well as the quality of lubricants.

4. ATTACHMENT OF PTO‘S (POWER TAKE-OFF UNITS)
4.1. PTO direct mount
For direct mount the PTO unit, mostly a hydraulic pump (working or steering hydraulics), is directly mounted to
the transmission housing. Normally, this unit must be fixed in overhung position, i.e. no additional support is
required. It must be ensured, however, that the maximum permissible static bending moment Mbstat MAX on the
mounting face towards the PTO is not exceeded. This static bending moment to be calculated from the weight
and the distance of the center of gravity of the PTO-unit to the mounting face:
Mbstat = m · g · l
Weight of PTO unit m [kg]

Gravitational acceleration g = 9.81 [m/s²]
Distance of center of gravity l [m]
For the single SAE flange sizes, ZF allows the following maximum static bending moments Mbstat MAX:
Table 4: maximum values for the static bending moment
Min. thread- Tighten. torque

Mbstat MAX Thread size
engagement 10.9
[Nm] [mm] [Nm]
2-hole flange
SAE-B 250 M12 17 115
SAE-C 450 M16 22 280
4- hole flange
SAE-D 800 M18 27 390
Hole pattern alignment of 2-hole flange

With a vertical hole pattern alignment of the 2-hole flange, the limit values specified for Mbstat MAX rise by
25%.
Application-dependent shock factor
If in case of vehicle applications vertical acceleration is below 50m/s² due to shocks, the limit values
specified for Mbstat MAX rise by 25%.
Bolt quality
The limit values indicated for Mbstat MAX are only applicable to bolts of quality 10.9.
Bolts of quality 8.8 could be used for flange sizes up to and including SAE-C, but here the limit values for
Mbstat MAX would just be 50% of the values applicable to bolts of quality 10.9.
Example SAE-B 2-hole: Mbstat MAX = 250 Nm bolt quality 10.9

Mbstat MAX = 125 Nm bolt quality 8.8
ZF recommends using exclusively bolts of quality 10.9 for mounting the PTO units.

If the static bending moment in the mounting face exceeds the permissible limit value Mbstat MAX, the
mounted unit requires an additional support on the PTO.
5. ACCESSIBILITY TO TRANSMISSION COMPONENTS
During installation particularly make sure that the following transmission parts are easily accessible for
maintenance, inspection and replacement purposes:
* Identification plate
* Oil dipstick
* Oil drain plug
* Filter
* Electro-hydraulic control block
* Pressure measuring ports
* Connecting plug
* Speed sensors
* Electronic control unit (ZF-identification plate, diagnostic plug)
* Threaded connections of lines
6. SUBSEQUENT PAINTING
For subsequent painting of the transmission, it is necessary to cover all sliding and mounting faces. This is also
applicable to all electric switches, solenoid valves, plug connections, inductive sensors, breathers and the
identification plate. These areas are also indicated in the installation drawing.
7. CONTROL OF ADDITIONAL FUNCTIONS (DIFFERENTIAL LOCK)
The hydraulic lines must comply with the following cleanliness requirements:
• Hose lines: D 3 (acc. to ZF specification TOR-Technical Surface Cleanliness 0000 702 190)
o Max. particle size 600 µm
o Max. particle mass of lines > 1m length:
3mg/m line length (Reference M14 hose line)

7.1. Control of differential lock CP190/210/230 and CP260-330
The differential lock is connected to port no. 35 (max. actuation pressure 20 bar, M14x1.5; MA = 23Nm):
Figure 17: Connection for differential lock (example CP230)
8. CONTROL OF ZF PARKING BRAKE
A parking brake (disk brake), which is directly mounted to the transmission output, can be obtained from ZF as
an option.
The vehicle braking system must be used for parking brake control. The following control pressures must be
kept:
* Minimum release-/ opening pressure: 140bar

* Maximum control pressure: 205bar
* Permissible temperature range: -35°C to 100°C
After loosening the setting screw by turning, or after replacing the linings, observe the brake supplier’s setting
and maintenance specifications for setting the clearance between lining and brake disk.
These specifications and documents on assembly and setting will be made available by ZF on request.
Please keep in mind to have a parking brake calculation (holding force and emergency braking) prepared by
ZF.
9. EMERGENCY STEERING PUMP
No emergency steering pump is provided for this transmission type.

10. DESIGN AND MOUNTING OF TRANSMISSION COOLER
10.1. Information on cooler selection
The transmission cooler serves to dissipate the heat generated in the transmission. This heat is mainly
generated in the hydrostatic variator. The oil temperature in the hydrostatic unit is approx. 20°C above oil sump
temperature.
The transmission cooler must be designed in a way to avoid excessive oil temperatures (see below) even during
continuous use at full power and a speed of 1km/h above the change of driving range 1/2.
The maximum permissible temperature in the transmission sump, i.e. before the transmission cooler, fixed by
ZF ensures that a sufficient lubrication oil viscosity is kept and the operating temperatures permitted for the
hydrostatic unit, the powershift clutches and seals are not exceeded. In addition, premature oil aging is
prevented.
As an underlying asset of the cooling capacity for a selection of the cooler size the value from the ZF-
performance calculation can be used.
The customer has to select and determine the cooler at his own responsibility.
10.1.1. Limit values for oil sump temperatures
90°C Maximum and upper temperature warning limit in the oil sump.
• Error Code (warning message) is indicated; the „limp home“ command is executed
• Engine torque is reduced
85°C Medium temperature warning limit in the oil sump

• Error Code (warning message) is displayed; no intervention on transmission function (no
„limp home“)
• Transmission input torque is reduced; Engine torque should be reduced.
Lower temperature warning limit in the oil sump

83°C
• Error Code (warning message) is displayed
80°C As of this temperature the cooler fan must run at maximum.
Important note:
If the temperature sensor fails in the oil sump, or the oil sump temperature is unknown, the cooler fan must
run at maximum.

10.1.2. Information on thermostat bypass valve and cooler flow
The thermostat bypass valve (or also the temperature-controlled heat-exchanger control valve WTRV) must
open at approx. 55 – 60°C and be completely open at a temperature of 70 – 75°C.
Figure 18: Cooling flow and components
The cooler flow rate depends on the transmission size.

The flow rate for the CP190-230 must be ca. 65 l/min, and 90 l/min for the CP260-330.
The diagram below shows flow rates for the CP transmission depending on speed and load condition on the
hydrostatic module.
Kühlerölmenge / Cooler Flow

100
Kühlölmenge / Cooler Flow [l/min]
75
50
25
0
500 1000 1500 2000
Antriebsdrehzahl / Input Speed [1/min]
CP190-230 CP260-330
Figure 19: required cooler flow rate

10.1.3. Cooler design
• The design of the transmission cooler first requires a ZF performance calculation to determine the
transmission power loss in the respective driveline.
• Starting point for the determination of the cooling power is the cooling to be permanently achieved in the
operating point at 1 km/h above the change of driving range 1/2.
• An assumed max. external temperature of 45°C should be used as a reference here.
• The available cooling power determines how long this operating point can be kept without an overheating
of the sump temperature and consequently of the hydrostatic unit oil temperature. If the sump temperature
exceeds a certain value (see above), the transmission reduces the absorbed power, or cuts it off, if required.
10.1.4. Mounting
The hoses of the transmission cooler must meet the cleanliness requirements of the hydrostatic transmission
system.
Following are the cleanliness requirements:
• Hose lines: D 3 (acc. to ZF specification TOR-Technical surface cleanliness 000 702 190)
o Max. particle mass of lines > 1m length: 3mg/m line length
• Cooler: D 5 (ZF specification 0000 702 190)
o Max. particle mass 5 mg
• Any contamination might cause the failure of the hydrostatic unit and consequently of the transmission
system.

10.2. Cooler arrangement
Principally prefer an oil-air cooler when selecting the cooling system. This ensures that the cooling system
remains independent from engine water temperature.
When sticking to the following conditions, an oil-water cooler can be provided in the water circuit of the engine
as an alternative
* Connection of the transmission oil cooler to the cold water side of the engine cooling system.
* Position the transmission-oil-cooler in the primary circuit of the engine cooling system.
* The max. engine water temperature of 95°C permitted in the inlet to the oil-water cooler must not be
achieved before the external temperature exceeds 52°C.
Information
It is forbidden to connect the transmission oil cooler to the hot water side of the engine.
ZF demands the use of a temperature controlled bypass valve which serves to heat up the transmission to
operating temperature more quickly, thereby efficiently eliminating the risk of possibly resulting cold start
problems.
10.2.1. Oil-air cooling
ZF demands the installation of a temperature

controlled bypass valve for oil-air coolers, with the
Getriebeölkühler
following characteristics:
Starts opening at 55 - 60°C

A Completely open at approx. 70 - 75°C
This ensures that the required minimum continuous

operating temperature of the transmission oil (see
Thermostatventil chapter 10.1.3) is kept even at extremely low
external temperatures.
Figure 20: temperature controlled bypass valve
Information
The usually recommended installation of a pressure-controlled cooler-bypass valve is no longer required for
cooling systems with temperature-controlled bypass valve.

10.2.2. Oil-water cooling
Only use an oil-water cooling in case that the oil-air cooling cannot be realized.
A) Oil-water cooler in the primary circuit at cold water side of engine cooler
transmission cooler
engine water cooler
A engine
thermostatic valve
Figure 21: Oil-water cooler in primary circuit
Basically position the transmission oil cooler at the cold water side of the engine cooling system in the primary
circuit. This ensures that the complete cooling water flow always goes through the transmission oil cooler,
independent of the control position of the thermostatic valve.
B) Oil water cooler in the secondary circuit on the cold water side of the engine cooler
transmission cooler
engine water cooler
A engine
thermostatic valve
Figure 22: Oil water cooler in the secondary circuit
The above arrangement as shown in figure 22 must be avoided, since the cooling water flow through the
transmission oil cooler is controlled by the control position of the thermostatic valve, thus depending on the
engine water temperature. For that reason a permanent cooling water flow through the transmission-oil cooler
must be ensured via bypass line, with closed thermostatic valve.

Experience value Ø bypass opening
Transmission type
[inch] [mm]
CP 130-230 ¾ 19.1
CP 260 - 330 1 25.4
Table 5: Experience values for the inner diameter of the bypass lines
10.3. Cooler measurement
10.3.1. Basics
The individual max. oil sump temperature must under no circumstances be exceeded after checking the
viscosity-temperature characteristics of the oil. A max. oil sump temperature of 85°C must be assumed as first
design value (at max. possible external temperature). This value might vary in dependence of the used oil.
This oil is additionally heated, and its viscosity is reduced, when fed into the hydrostatic unit. It is necessary for
a safe operation of the hydrostatic unit that viscosity is not below the lowermost limit of 7cSt in the hydostatic
circuit.
Always consult ZF regarding the used oil!

The latest update of the ZF List of Lubricants TE-ML 03 is basically applicable.
10.3.2. Temperature sensor
Oil sump temperature and oil temperature before the cooler are measured by the temperature sensor (ZF-no.
0501.322.532) at position no. 14 (s. installation drawing) and is readable on CAN.
Figure 23: Position of the temperature sensor (14)

10.3.3. Measurement of the flow resistance
Before starting measurement, heat up the vehicle to an oil sump temperature of 60°C. Recording is carried out
with the gear selector in „neutral“-position and starts at engine idling. Then increase engine speed continually
from idling to nominal speed within approx. 1 minute measuring time and then keep it for a short while. For
evaluation illustrate the pressure curves versus engine speed.
If the thermostatic valve is still closed, or just partly opened, at an oil sump temperature of 60°C, carry out
another measurement at an increased oil sump temperature, at which the thermostatic valve is completely
open.
10.3.4. Measurement of cooling capacity
For a correct test run with reproducible results make sure that engine and transmission are at operating
temperature. A transmission sump temperature between 70°C and 80°C should be achieved before start of
measurement.
Ensure that the thermostat is completely open during measurement. It is forbidden to install special measuring
thermostats, or to remove the thermostat for measurement. Cooling capacity can be exactly determined via
stabilized temperature at the specified operating points (see 10.1.1.).

10.4. Cooler
10.4.1. Flow resistance
Flow resistance of the cooler must not exceed 3+1 bar MAX. The following specifications are applicable to the
cooler circuit:
Figure 24: Cooler circuit
The above figure shows the cooler circuit to be created by the customer, incl. thermostat (WTRV), pressure
relief valve (WTBV) and cooler lines (red).
The red arrow from below illustrates the way from the transmission output towards the cooler and is around
4....4.5 bar. The red arrow pointing right shows the way back from the cooler to the transmission and must be
min. 1 bar in order to guarantee an even lube oil distribution on all clutch shafts. This results in a delta_p of
max. 3 bar for the cooler incl. lines.
10.4.2. Pressure resistance
The cooler must be approved for operating pressures up to minimum 5bar. The burst pressure of the cooler
must be min. 12bar.

11. CROSS SECTIONS OF LINES
11.1. Cooler circuit
The inner diameter of the cooler lines must not fall below the following values:
Table 6: Minimum values of the inner cooler line diameter
Nom.-Ø Tight. torque

Transmission type Threaded connection
[mm] [Nm]
CP 130 - 160 24 1 5/16" 110
CP 190 - 210 27 1 5/16" 110
CP 260 - 330 30 1 5/16" 110
Note
The nominal diameter of lines longer than 3m must be increased by 20%.
Carefully install cooler lines and hoses. Special care must be taken that
* Lines do not touch anything, nor rub during relative motions

* Lines are sufficiently fixed to prevent vibrations
* Lines are optimized in length
* The cooler cannot run dry at engine standstill
* Cooler ventilation is possible (no air cushions enclosed)
11.2. Design of lines
Use commercial tubular steel with scale-free inner diameter for the lines.
ZF recommends using tubes according to DIN2391 - St35.
Note
Hoses must be installed for connecting the fixing points on the transmission with the lines fixed at the vehicle.
The hoses must be fitted with crimped connecting pieces. They must be oil-resistant and approved for
temperatures up to 150°C as well as for operation pressures up to 60bar (low-pressure hoses). Use a pressure-
proof threaded connection for connecting the hoses to the transmission or lines.
When installing cooler and lines make sure that no contamination can enter the transmission through these
components.

11.3. Separate mount of the transmission filter
The full flow filter of the CP260 to CP330 transmission range (double filter; 2x ZF-no. 0501.323.154 with filter
head ZF-Nr. 0501.213.900) is mounted separately.
The maximum hose or line length from transmission to filter is 2m. The minimum inner diameter must not fall
below 27mm. Please consult ZF for installation of line lengths exceeding 2m.
Figure 25: Connections on the CP from/to the double filter (only transmission types CP260 to CP330)

Figure 26: Double filter with filter head (just for transmission types CP260 to CP330)
The differential pressure switch for the full flow filter (item 54, see above) is integrated in the filter head.
Therefore a bypass line for connection to the corresponding item 42 on the cPower-transmission must be
realized in addition to the filter connections.
Thread size for item 40, 41 and 42 on the filter head is M42x2 with a depth of 20mm.
Thread size for item 42 on the cPower-transmission is M27x2 with a depth of 20mm and for item 40 and 41
M42x2 with a depth of 20mm.
The plug for the filter bypass valve (item 43) is located on the differential pressure switch (item 54). It must be
connected with the ZF-wiring harness (X5) (see wiring diagram for CP260/290 ZF-no. 6029.727.057 and for
CP310/330 ZF-no. 6029.727.058).
This electrical connection (XC, XD) requires an additional cable which must be manufactured by the vehicle
manufacturer (OEM).
You can purchase the plugs from ZF. Please take the corresponding information from the above mentioned
wiring diagrams.

Figure 27:
Example: external connection of the double filter with filter head and cable connection for differential pressure
switch of transmission types CP260 to CP330

12. MONITORING
12.1. Temperature display
The temperature of the transmission oil must always be monitored. For this purpose, an indicator must be
available in the cabin which displays the oil temperature. Transmission sump temperature is sent to the vehicle
computer via CAN.
Maximum permissible temperature in the oil sump: See item 10.1.1
12.2. Oil filter monitoring
The differential pressure switch located above the filter bypass valve monitors the contamination degree of the
remote-mounted filter (see installation drawing, item 54). This ensures that remote-mounted filters with limited
filtration efficiency due to contamination are replaced in due time, thus avoiding any consequential damage to
the transmission. The information on an excessive differential pressure in the remote-mounted filter is sent to
the VCU via CAN and shown in the vehicle display with fault code >305.0< (oil filter contaminated). In that case
check the remote-mounted filter and replace it, if required.
13. CONTROL OF RETARDER
No retarder is provided for cPower-transmissions.
14. TRANSMISSION WIRING
14.1. Design specifications
14.1.1. Wiring diagram
Wiring for the whole system must meet the respective connection and wiring diagram approved by ZF. Always
coordinate any deviations or modifications on the system with ZF.
The current connection and wiring diagrams can be requested from ZF with the following ZF-no.:
• For CP190-290: 6029.727.057
• For CP310-330: 6029.727.058
14.1.2. Power supply
Positive terminal of the supply voltage

The ZF system must be secured with two separate fuses (clamp 30 and clamp 15). No additional units must be
connected to this fuse.
Ground connection
The central ground point in the electric system
Observe and stick to the following conditions:

1. Basic requirements
The voltage drop between the control unit connections (VM1 and VM2) and the central ground node in the
vehicle must not exceed 0.5V at max. operating current. This must be permanently ensured.
2. Further important recommendations

* The central ground point is the reference point for the ZF-Electronic-System
* Locate the central ground point as close as possible to the Transmission Electronic Control Unit (ECU;
also called TCU), to obtain short ground cables to the ECU (VM1 and VM2).
* The ground connections should have contact to one ground node (central ground point) of the vehicle.
* Ensure a parallel routing to the vehicle central node of both ground connections VM1 and VM2.
* Connecting external systems to the ZF-ground cables is forbidden: (I4 must be 0A)!
* Avoid small cable cross sections (A) to the supply ground connections VM1 und VM2: (Altg > 1mm2).
Stick to the following cable resistances: Rltg + RK1-K2 < 200mOhm.
* Avoid large numbers of plug connections in the supply ground connection.
* Ground cable connection
a) Direct transmission mount: (no provision)
b) Separate transmission mount: connect transmission housing to ground
* In addition, connect the ground terminal at the electric starter to the vehicle chassis via ground strap.
EMV (electromagnetic compatibility)

* Cable routing must not be close to high-frequency units.
* Ensure that a sufficient distance is kept to all EM-interference sources like the generator.
Critical cables need a shielding:

* If the vehicle is operated in areas loaded with high-frequency technology and electromagnetic radiation
(e.g. heavy-current overhead power cables, or airports, etc.) ZF would recommend the following
protective measure for sensitive signal lines (CAN)
Shielding: a) shielded power cable (RF shielding)
b) one or two twisted parallel cables (parallel ground potential)
* Prior to any welding operations pull off the electronic plug, i.e. separate the electronic control unit from
the wiring. No current is allowed to flow through the transmission during welding operations.
In addition, the vehicle battery must be separated from the vehicle power supply (positive and negative
terminal).
15. ELECTRONIC CONTROL UNIT
The cPOWER-transmissions are fitted with „onboard“ control unit EC2B. Installation of this control unit in the
transmission must not be changed.
Additional information is included in installation instructions ZF number 6057 310 010.

The electrical specification for EC2B with ZF number 6057 710 003 is applicable.
Please request these specifications and information from ZF.

The following maximum conditions are permitted:
• Temperatures from -40°C to +70°C
• 95% air humidity +40°C
De-energize the TCU in the following cases (turn off ignition and remove ignition key):
• Prior to connecting the TCU to the vehicle power supply.
• When pulling-off the control unit plug.
• Prior to disconnecting the battery from the vehicle power supply.
Pull-off the plug from the TCU for the following work:
• For electrical welding operations.
• Prior to any insulation tests to be done on the electrical system.
• Intentional energizing via component plugs in the wiring for testing and setting purposes.
If an engine must be jump-started we would recommend using buffered jump-start equipment to avoid
overvoltage. It is also permitted to connect in parallel an efficient battery.
Do not cut off the terminal 30 earlier than 5 seconds after ignition OFF, since otherwise the control unit cannot
read out the fault memory nor save internal data.
15.1. Plug connection to EC2B (vehicle communication)
AMP/Tyco: No. 1534127 (21 poles), code: „A” is the plug required for the connection to the vehicle. It must be
connected by the customer.
Figure 28: Plug on EC2B

Please find below the pin-assignment of the 21-pole plug at vehicle side:
Figure 29: Plug EC2B at vehicle side
Pin-no. function Denomination

1 Supply ground 1 VM1
2 Supply voltage "Kl. 30" 1 VPE1
3 (reserved, n.c.)
4 Supply ground 2 VM2
5 Supply voltage "Kl. 30" 1 VPE2
6 (reserved, n.c.)
7 Sensor supply ground 1 VMG1
8 Supply voltage "Kl. 15" VPI
9 CAN1 interface L- Line CAN1-L
10 Sensor voltage supply AU1
11 Digital communication interface SD1
12 CAN1 interface L- Line 2 CAN1-L*
13 Analogue voltage input 1 EU1
14 HF ground line (CAN1 interface) VMHF1.2
15 CAN1 termination l CAN1-T
16 Analogue voltage input 2 EU2
17 CAN2 interface L- Line CAN2-L
18 CAN1 interface H- Line CAN1-H
19 Diagnosis interface communication SDDK
20 CAN2 interface H- Line CAN2-H
21 CAN1 interface H- Line 2 CAN1-H*
Table 7: Pin-assignment 21-pole plug

16. CONNECTIONS AND MOUNTING POINTS
* Plug on vehicle side: customer interface to vehicle electronic system
Figure 30: Example cPower CP190/210/230
17. GEAR SELECTOR
Customers may use their own gear selectors. ZF only offers the CAN-capable gear selector ZF Ergoshift type
ES1C (ZF-no 0501.219.677) for the use of cPower transmission.
The CAN bus is generally used for communication to the different vehicle computers and control units.
Figure 31: communication ES1C Figure 32: gear selector ZF Ergoshift ES1C (0501.219.677)

18. LOAD SENSOR
No ZF load sensor is provided for the use in cPower transmissions. CAN must be used for transmitting the
vehicle accelerator and brake pedal position to the transmission. Calibration of the pedals by the vehicle
manufacturer is imperative.
19. CCO
Tractive effort modulation in the cPower is not carried out via clutches, but via high pressure in the hydrostatic
unit.
20. ERGOINCH
Ergoinch is not provided for this transmission type. All functional features with limited tractive effort are taken
over by the high pressure control function.
21. POWERINCH
Powerinch is not provided for this transmission type. All functional features with limited tractive effort are taken
over by the high pressure control function.
22. INITIAL OPERATION
22.1. Transmission Oil
22.1.1. Oil grades
The cPower-transmission has got just one oil circuit for the hydrostatic variator and the mechanical
transmission. In order to fulfil the requirements of all components, ZF demands the use of high-class oils. They
need ZF’s approval.
All oils approved by ZF are listed in the ZF-list of lubricants „TE-ML 03”.
Oils not complying with this specification might extremely impair function and lifetime of the transmission and
are therefore not permissible.
So far only UTTO-oils have been approved by ZF for the use in cPower-transmissions.
No bio oils, hydraulic oils, engine oils or ATF oils must be used.
Filter the oil prior to filling it into the transmission. ZF demands a minimum oil pureness of --/19/14 after a
12µm-filtration according to ISO 4406
The list of lubricants is quarterly updated in order to consider newly added oils or changed trade names. Only
the latest edition shall be applicable.

22.1.2. List of Lubricants
The currently applicable list of lubricants can be viewed in the Internet under:
www.zf.com
Upon entering keywords „list of lubricants“ and/ or „TE-ML 03“ in the search function, you can either view this
list of lubricants TE-ML 03 as a PDF-file, or download it.
Alternatively you may use the following link: https://www03apps.zf.com/interoelepdf/

Here you find all lists of lubricants in German, English, Spanish, French, Italian, Dutch, Portuguese and Russian
language.
22.1.3. Oil quantity
The oil fill quantity is documented in the parts list cover sheet. Please keep in mind that the specified oil
quantity is just a reference value for the transmission, but not for the cooling circuit fixed by the vehicle
manufacturer. Observe additional volumes from cooler and piping.
• CP190-230: The oil level specified under 22.1.4. corresponds with appr. 30 l oil.
• CP260/290: The oil level specified under 22.1.4. corresponds with appr. 41 l oil.
• CP310/330: The oil level specified under 22.1.4. corresponds with appr. 41 l oil.
22.1.4. Oil level marks
The binding oil level for the hot markings, relating to the output shaft center, is documented in the installation
drawing. They correspond with a standard oil dipstick (optional).
In case that the standard oil dipstick and the flow meter are not used, the oil level marks
* Hot MAX
* Hot MIN
* Cold
on the oil dipstick must be defined according to the specifications in the installation drawing.
These oil level markings are also binding for the installation of sight glasses instead of an oil dipstick.
Oil dipsticks which differ from the standard can be offered by ZF or made on your own.
Drawings of oil dipsticks made available by the customer must be sent to ZF for inspection. Generally, flow
meters produced by the customer must be supported towards the transmission in order to reduce vibrations
The oil level at operating temperature (relating to the output shaft center) is as follows:
• CP190-230: +50 (+/- 10mm) Adding 1 liter means appr. 10 mm oil level increase
• CP260/290: +50 (+/- 10mm) Adding 1 liter means appr. 6 mm oil level increase
• CP310/330: +50 (+/- 10mm) Adding 1 liter means appr. 6 mm oil level increase

Figure 33: Oil level in transmission (example CP190)
22.1.5. Oil level check
For the operability of the powershift transmissions of the cPower range it is of crucial importance that the oil
level is correctly adjusted and checked at regular intervals by the vehicle operator. If the oil level is too low, this
will result in malfunctions and damage. Excessive oil levels will increase power loss and temperatures.
Test conditions are important for the correct adjustment and check of the oil level:
* Place vehicle in horizontal position

* Gear selector to neutral
* Engine in idling speed
The correct oil level is adjusted in three steps at initial operation of a transmission, or after an oil change:
I. Filling
II. Oil level check with cold transmission oil
III. Oil level check and adjustment with transmission oil at operating temperature
Strict observance of the prescribed safety directives acc. to §6 of the Accident Prevention Regulations for
Transmissions in Germany, or acc. to the relevant national regulations in all other countries is imperative.
The vehicle has to be secured against rolling away, for example by means of wheel chocks, articulated vehicles
must be additionally secured against unintentional turning-in.

I. Filling
Prior to starting the engine the transmission must be filled with the oil quantity indicated in the parts list cover
sheet plus the oil quantity for the vehicle-specific cooling circuit.
Pay attention to cleanliness. Otherwise there is a risk that dirt particles (e.g. from polluted containers) get into
the transmission with the oil.
II. Oil level check with cold transmission oil
Prior to the oil level check run the engine appr. 3-5 minutes at idling speed. The oil level should be above the
cold mark of the oil dipstick. Otherwise, oil must be added. At an oil level above the cold mark, however, it is
not necessary to drain oil.
An oil level check with cold transmission oil ensures that the oil quantity is enough for a safe operation until oil
level check with transmission oil at operating temperature. This important oil level check must therefore be
carried out immediately after achieving operating temperature.
III. Oil level check and adjustment with transmission oil at operating temperature
For this decisive oil level check it is necessary to heat the transmission oil up to operating temperature, i.e. 80-
90°C during operation. Upon achieving this temperature run the engine at idling speed or test speed for appr. 2
minutes. The oil level must be within the hot zone of the oil dipstick, or adjusted accordingly by filling in or
draining the oil.
Check the oil level weekly at operating temperature, i.e. with the transmission oil at operating temperature.
Figure 34: oil level in oil sight glass at operating state temperature

IV. Attachment of customer’s devices
Stick to the following cleanliness requirements for the attachment of customer’s devices to facilitate oil level
check or oil filling:
• Hose lines: D 3
(acc. to ZF specification TOR- Technical Surface Cleanliness 0000 702 190)
o Max. particle mass of lines > 1m length: 3 mg/m line length
• Display units, sight glasses, etc.: D 5
(acc. to ZF specification TOR- Technical Surface Cleanliness 0000 702 190)
o Max. particle mass 5 mg
22.1.6. Oil and oil filter change intervals
Oil filter change intervals:

• Full flow filter:
o Blue filter element adjacent to transmission control (0501 323 154)
o First oil filter change after 300 hrs.
o After the first oil filter change the change interval for oil filters is max. 2000 hrs.
• Hydrostatic filter
o White filter element adjacent to hydrostatic cover (0501 327 475)
o The change interval of the oil filter is max. 4000 hrs.
Oil change interval:

The oil change interval is max. 2000 hrs.
ZF recommends to calibrate first the hydrostatic unit, and then the clutches after each oil change.

23. CALIBRATION OF CLUTCHES AND HYDROSTATIC UNIT
Calibration of both clutch and hydrostatic unit cannot be done with cold transmission.
Calibrations must be carried out when transmission is warm. Temperature in the transmission oil sump has to
be >53°C.
Clutch as well as hydrostat calibration are usually carried out during the End Of Line testing on the
test bench in Passau before the transmission is shipped to the customer. Since we use low viscosity
oil for calibration, the calibration procedure needs to be repeated in the production line of the OEM
with the target oil used in the field.
Therefore, we can assume that before the machine reaches its final destination, at least one
successful calibration had been carried out with the right transmission oil.
Nevertheless, the effects of aging or wear cause the necessity to repeat the calibration procedure in
the field. ZF provides two interfaces to carry out clutch calibration correctly on the customer work
site or in the shop.
We recommend to carry out a hydrostat calibration additionally to any clutch calibration. In this case,
hydro calibration should occur before clutch calibration. However, it is possible to request both
calibration procedures independently and individually.
23.1. Hydostat Calibration
23.1.1. Basic functionality
The hydrostat calibration needs to be carried out to determine the characteristics between control
current and the “variator ratio“ VR. The variator ratio is a quantity proportional to the swash angle of
the hydrostat. The control current, on the other hand, is proportional to the commanded variator ratio
(CVR).
During the calibration procedure, the hydrostatic unit is first pivoted to the maximum by means of
CVR-settings. From this point, the swivel angle is reduced in steps to the zero position by lowering
the CVR. After calibrating the zero position, the swivel angle is again increased in steps up to the
maximum pivoting.
At the end, the hydrostatic unit is pivoted back to zero position and the calibration procedure is
completed.
Both increasing and reducing CVR allows to determine the hysteresis in the electro-hydraulic control
circuit.

23.1.2. Control commands to start hydrostat calibration
Calibration can be either started over CAN1. For this, the VCU must send a valid hydrostat calibration
request with CAN message ZFTC1.
For the message layout of ZFTC1 and for the bit combination to start hydrostat calibration please
refer to the most updated revision of the cPower CAN specification.
The second possibility to start calibration is by means of Testman. Testman starts calibration over the
UDS interface.
23.1.3. Start conditions to start hydrostat calibration
Certain conditions must be fulfilled before hydro calibration will start. For instance, the transmission
output must stand still. In case one of these start conditions is not fulfilled, the calibration will not
start.
The reason why calibration does not start can be found in CAN message ZFHC.
23.1.4. Feedback messages to assess status and success of the calibration
ZFHC is the CAN message with the status information of hydrostat calibration. Most important
signals are the general status which contains information about whether the calibration was finished
successfully or not.
ZFDEV2 is a CAN message which is not available on CAN during normal transmission operation. It
appears as soon as calibration has been started. ZFDEV2 contains CVR and VR to assess how well
the hydrostat follows its command.
For the message layout of ZFHC and ZFDEV2 please refer to the most updated revision of the cPower
CAN specification.
23.1.5. Characteristics of successful calibration
ZFHC contains a signal with the calibration status. It tells you if calibration was finished successfully
or not.
23.1.6. Break conditions which abort the calibration procedure
Certain constraints have to be fulfilled while hydro calibration is running. For instance the
transmission output must stand still. In case one of these crucial constraints is not fulfilled any more,
the calibration procedure aborts. The reason why calibration aborts can be found in CAN message
ZFHC.

23.2. Clutch Calibration
23.2.1. Basic functionality
In the cPower transmission only the direction clutches have to be calibrated. During calibration the
crucial filling parameters of the clutches are determined as well as the current-to-pressure relation of
the electro-hydraulic control system. Thirdly, the calibration function determines the drain
characteristics of the individual direction clutches.
23.2.2. Control commands to start clutch calibration
Calibration can be either started through CAN1 or through Testman. To start via CAN1, the VCU must
send a valid clutch calibration request with CAN message ZFTC1.
For the message layout of ZFTC1 and for the bit combination to start clutch calibration, please refer
to the most updated revision of the cPower CAN specification.
The second possibility to start calibration is by means of Testman. Testman starts calibration over the
UDS interface.
23.2.3. Start conditions to start clutch calibration
Certain conditions must be fulfilled before clutch calibration will start. For instance, the transmission
output must stand still. In case one of these start conditions is not fulfilled, the calibration will not
start.
The reason why calibration does not start can be found in CAN message ZFCC.
23.2.4. Feedback messages to assess clutch calibration
ZFCC is the CAN message with the status information of hydrostat calibration. Most important signals
are the general status which contains information about whether the calibration was finished
successful or not.
23.2.5. Characteristics of successful calibration
ZFCC contains a signal with the calibration status. It indicates whether a calibration was finished
successfully or not.
23.2.6. Break conditions which abort the calibration procedure
Certain constraints must be fulfilled while clutch calibration is running. For instance, the transmission
output must stand still. In case one of these crucial constraints is not fulfilled, the calibration
procedure aborts.
The reason why calibration aborts can be found in CAN message ZFCC.

24. IMPORTANT CONNECTIONS
24.1. Plug connections
There are two important plug connections: The plug at vehicle side (item 49 in the installation drawing), and
the plug at transmission side located on control unit EC2B.
The plug connection at vehicle side must be connected by the customer to his vehicle electronics.
When routing, the cable should be fixed to the transmission housing by means of a cable clamp. This would
ensure that tensile forces due to vibrations do not excessively stress the cable and the plug connection. A
mounting point of thread size M8 and 12mm thread depth is provided on the transmission housing for fixing
the cable by means of a cable clip
Figure 35: plug on vehicle side (2) and plug on transmission side (3) on the EC2B with mounting point (1) on
the transmission housing
24.1.1. Plug and cable connection of the switch for the filter bypass valve on CP260 to CP330
The full flow filter of the CP260 to CP330 transmission range (double filter; 2x ZF-no. 0501.323.154 with filter
head ZF-Nr. 0501.213.900) is mounted separately.
The differential pressure switch for the full flow filter is integrated in the filter head (see previous chapter).
It must be connected with the ZF-wiring harness (X5) (see wiring diagram for CP260/290 ZF-no. 6029.727.057
and for CP310/330 ZF-no. 6029.727.058).
This electrical connection (XC, XD) requires an additional cable which must be manufactured by the vehicle
manufacturer (OEM).
You can purchase the plugs from ZF. Please take the corresponding information from the above mentioned
wiring diagrams.

24.2. Cooling
During operation the transmission must not become too hot. The transmission needs to be cooled accordingly
to achieve the optimum temperature range. For this purpose, connect the unit to a cooling circuit via the two
connections item 15 and 16. Thread size of these connections is 1 5/16“ -12-UN-28 and 18mm deep.
The cooler connections (item 15 and item 16) of transmission types CP160 –CP230 and CP260 – CP330 are on
different positions. This is illustrated in the following pictures.
Item 15: connection to the heat exchanger (cooler)

Item 16: connection from the heat exchanger (cooler)
Figure 36: Cooling circuit: Connection to the heat exchanger (here CP160 – CP230)
Figure 37: Cooling circuit: Connection from the heat exchanger (here CP160 – CP230)

Figure 38: cooling circuit: connection to the heat exchanger (here CP260 – CP330)
Figure 39: cooling circuit: connection from the heat exchanger (here CP260 – CP330)

24.3. Prop shafts
When connecting the prop shafts pay attention to the correct tightening torques and screw strength category
as well as to the correct screw length.
24.4. Parking brake
When using a parking brake, operate it on the pressure connection of the brake using the correct operating
fluid (hydraulic oil HLP according to DIN 51525; permissible pressure range Pabs=200mbar up to Pe=205bar).

25. LIFTING POINTS ON THE TRANSMISSION
To avoid any damage to the transmission, the transmission may be taken up or lifted only on certain, defined
points for transport.
These lifting points can be seen in the corresponding installation drawing.
Using the two ring eyes on the upper side of the transmission, where corresponding lifting tools, ropes or
chains can be fixed, is the best and safest possibility for mounting. Fully turn in the ring eyes before lifting the
transmission.
Observe the corresponding maximum load capacity of the lifting devices!
The lifting eyes are just designed for dead transmission weight and must therefore only be used for lifting the
transmission alone, but not for lifting e.g. the whole vehicle.
NEVER use oil filters, output flanges, control module or other mounted parts for transporting or lifting the
transmission.
It is also possible to lift the transmission directly by means of a lift truck. However, only use the transmission
bottom side for this purpose. Secure the transmission against falling or tilting.
Figure 40: Position of the ring eyes on the transmission (green)

26. GENERAL TECHNICAL INFORMATION AND DATA
26.1. Technical data
a) optional ; „S“ = Standard; „A“ = Adapter

b) Value is max. combined torque to both PTOs
Table 8: Technical data CP-transmission

26.2. Transmission dimensions
Figure 41: Transmission dimensions
Dimensions Unit CP 190 - 230 CP 260 - 330

A mm 540 575
B mm 810 905
C mm 605 630
D mm 155 245
E mm 750 790
Note: the respective installation drawing shall be binding
Table 9: Dimensions according to transmission type

ZF Friedrichshafen AG
Off-Road Driveline Technology and Axle Systems
Tittlinger Straße 28
94034 Passau
Deutschland · Germany
Phone: +49 (0)851 494-0
Fax: +49 (0)851 494-905000
arbeitsmaschinen.marketing@zf.com
www.zf.com
Bestellnummer: 0000 703 190
Driveline and chassis technology

EBR - Cpower - 0000 703 191 - EN

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INSTALLATION INSTRUCTIONS

CONSTR UCTION VEHICL ES

0000 703 191 1 Off-Road Driveline Technology

1. Transmission Installation ...................................................................................................................... 7

2. Engine connection .............................................................................................................................. 10

3. Mounting of Prop Shafts..................................................................................................................... 13

4. Attachment of PTO‘s (Power Take-Off units) ...................................................................................... 22

5. Accessibility to Transmission Components ......................................................................................... 23

8. Control of ZF Parking brake ................................................................................................................ 24

0000 703 191 2 Off-Road Driveline Technology

11. Cross sections of Lines ....................................................................................................................... 33

13. Control of Retarder............................................................................................................................. 37

15. Electronic Control Unit ....................................................................................................................... 38

16. Connections and mounting points ...................................................................................................... 41

23. Calibration of clutches and hydrostatic unit ....................................................................................... 47

0000 703 191 3 Off-Road Driveline Technology

24. Important connections ....................................................................................................................... 50

25. Lifting points on the transmission ...................................................................................................... 54

0000 703 191 4 Off-Road Driveline Technology

0.1. General product information on cPower transmission range

Data sheets cPower CP130/160

Information on cleanliness standards is marked with the Clean Power label:

0000 703 191 5 Off-Road Driveline Technology

Oil circuit diagram

Electrical connection diagram

Fault code list of E2B

Table 1: Parts list documentation

0000 703 191 6 Off-Road Driveline Technology

1.1. Storage and installation

1.2. Transmission suspension

0000 703 191 7 Off-Road Driveline Technology

Table 2: Requirements to the transmission suspension

effective Min.length of Tightening

Use all boreholes of each bolt-on surface.

0000 703 191 8 Off-Road Driveline Technology

1.4. Installation arrangement for transmission direct mount

1.5. Installation arrangement for transmission separate mount

: Unit connection to the chassis

Figure 2: Application example shows cPower 210

0000 703 191 9 Off-Road Driveline Technology

1.7. Ambient temperature

1.8. Distance to the exhaust system

2.1. Direct mount

2.2. Separate mount

2.3. Vibrations in the driveline

0000 703 191 10 Off-Road Driveline Technology

Limit value for torque vibrations at the transmission input

Oscillation amplitudes of ±15% of the transmission input torque are permissible.

Figure 3: Limit value for torque vibrations at the transmission input

Limit value for rotational non-uniformity at the transmission input:

Rotation angle accelerations of εzul ≤ 2000 rad/s² are permissible

2.3.1. PTO oscillation system

0000 703 191 11 Off-Road Driveline Technology

Neutral Driving range 1 Driving range 2

Neutral Driving range 1 Driving range 2

Neutral Driving range 1 Driving range 2 Driving range 3

• CP130/160, CP190-230 und CP260/290:

0000 703 191 12 Off-Road Driveline Technology

3.1. Installation principle

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The following definitions are applicable:

Figure 4: Definition of deflection angle

• with β H – deflection angle in horizontal plane (horizontal angle; „top view“)