TECHNICAL MANUAL

ZF-ECOLITE, ZF-ECOSHIFT, ZF-ECOMID, ZF-ECOSPLIT

TRANSMISSION INSTALL ATION
Guidelines for the installation of manual transmissions in commercial vehicles

BUSES, TRUCKS, SPECIAL VEHICLES

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.

 Table of Contents

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Document overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Safety Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Signal words and symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

1 Transmission Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.1 Transmission installation, automated transmission types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 Engine connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.3 Transmission installation angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.4 Clutch bell housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.5 Separating clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.5.1 Drive plate with torsional damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.6 Propshaft connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1.6.1 Definition of terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1.6.2 Permissible spatial deflection angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1.6.3 Phase displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1.6.4 Bending vibrations caused by propshaft and/or engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.6.5 Further instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11

2 Transmission Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.1 Input torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.1.1 Overrun torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Vehicle weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.3 Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.3.1 Torsional vibrations on the transmission input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.3.2 Rotational irregularity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.4 Bending vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.4.1 Vertical vibrations triggered by bumpy road surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.4.2 Bending vibrations caused by propshaft and/or engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

3 Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1 Remote-control gearshift lug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.2 Linkage shift system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.2.1 Shift linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.2.2 Shifting and selector travels on shift lever for linkage shift system without clearance in cabin . . . . . . . . 3-2
3.3 Cable-controlled gearshifts (remote-control gearshift lug and control cable) . . . . . . . . . . . . . . . . . . . . 3-3
3.3.1 Shifting gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.3.2 Selecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.3.3 Shifting and selector travel/forces on shift lever for cable-controlled gearshift mechanism
without clearance in cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3.4 Gearshift and selector pattern for LHD and RHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3.4.1 Transmission-specific shift pattern illustration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3.5 Selector forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.5.1 Recommended selector forces per gate on shift knob (static) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.6 Protection from shifting errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.6.1 Superimposed H shift system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.6.2 Double-H shift system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

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3.7 Integrated pneumatic servoshift (ZF-Servoshift) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

3.7.1 SERVO – air cutoff with closed clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.7.2 Shift system layout in combination with pneumatic servoshift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

4 Transmission Input Speed, Direction of Rotation, and Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4.1 Input speed (engine speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.2 Direction of input rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.3 Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.4 Rattling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

5 Transmission Oil Temperature, Transmission Cooling and Operation at Low Temperatures . . . . . . . 5-1
5.1 Permissible oil temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2 Causes for excessive oil temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.3 Measures to cool down the transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.3.1 Connecting a heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.4 Operation at low temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

6 Transmission Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

7 Transmission Support and/or Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.1 Installation arrangement “Transmission flange-mounted to engine” . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

8 Auxiliary Power Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.1 How to install transmissions with attached ZF auxiliary power units . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.2 Subsequent fitting of ZF auxiliary power units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.3 Fitting of third-party units(e. g. retarders and PTOs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

9 Connections on the Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

9.1 Electrical connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9.2 Pneumatic connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.2.1 Air quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.3 Hydraulic connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.4 Speedo connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3

10 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

10.1 Ambient transmission temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.2 Subsequent paintwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.3 Fording ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.4 Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.4.1 Bleeding via a simple breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.4.2 Bleeding via hose line to dry chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.5 Corrosion protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10.6 Transmission cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10.7 Additional fastening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10.8 Transmission transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
10.9 Check before installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
10.11 Vehicle delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
10.12 Storing the transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3

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11 Selection Criteria for ZF-PTOs (Engine or Clutch-Dependent) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1

12 Additional Instructions for Body Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

12.1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
12.2 Functional check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
12.3 Shift system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
12.4 Transmission removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

List of Changes: 1203 765 110 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3

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6
 Preface

Preface

This Technical Manual serves as a technical guide for vehicle and body manufacturers as well as ZF staff.

Object of documentation is a volume-produced ZF product. State of design acc. to date of issue.

This Technical Manual describes ZF standard applications. Illustrations and figures are not drawn to scale;
no conclusions about size and weight can be drawn.
Customer-specific deviations must be agreed in writing with ZF Friedrichshafen AG (hereinafter referred to
as "ZF").

A ZF standard application contains:

▪ Development of the specification for the ZF product by the vehicle or body manufacturer and ZF.
▪ Documentation by ZF.
▪ Initial installation.
▪ Initial installation check and initial operation by ZF staff.
▪ Release on the basis of the specifications and parts lists.

Please always observe the specifications provided in this Technical Manual to avoid the following:
▪ Damage or failure of ZF product and vehicle
▪ Impaired functions of the ZF product
▪ Impaired operating quality

ZF Friedrichshafen AG

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 Preface

Document overview

The information in these documents must be observed as they are a prerequisite for fault-free operation
of the product and for the warranty cover granted by ZF Friedrichshafen AG. Please turn to your contact
if you need binding documents.

Document no. Designation Technical information

6070 765 101 Technical Manual ZF-AS Tronic lite
1315 754 718 Guideline Servoshift
1297 753 001 Label
1203 765 120 Technical Manual Auxiliary Transmission Cooling System
4130 765 101 Technical Manual ZF-Transmatic
6085 765 104 Technical Manual ZF-Intarder
6093 765 101 Technical Manual ZF-Intarder, 3rd Generation

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 Safety Instructions

Safety Instructions

General safety instructions

Read all safety instructions. Failure to comply with safety instructions may lead to material damage,
serious injury, possibly even to death.

Intended use/liability/guarantee/warranty
The ZF product is designed and produced in line with state-of-the-art technology and is safe to operate.
However, this product may cause hazardous situations if used incorrectly by unauthorized, untrained, and
uninstructed specialized staff or if not used for its intended purpose.

We offer guarantee for the ZF product in accordance with our Terms and Conditions. Warranty claims
cease to apply if damage and secondary damage result from incorrect and unprofessionally performed
work. Work that is performed by unauthorized, untrained, and uninstructed specialized staff leads to
ceasing of all warranty claims.

We offer warranty for the ZF product in accordance with our Terms and Conditions.
Damage, secondary damage, defects, and possibly resulting costs are excluded from contractual liability
or warranty in the event of non-compliance with one of the following points:
▪ All work must be performed in a professional manner.
▪ Work must only be performed by trained, instructed and authorized specialized staff.
▪ Only genuine ZF spare parts may be used which have been tested and released by ZF.
▪ Only genuine ZF accessories may be used which have been tested and released by ZF.
▪ Only genuine ZF special tools may be used which have been tested and released by ZF.
▪ Revisions and modifications on the ZF product must be approved by ZF.

In case of damage, immediate action is mandatory in order to restore full functionality and safety/
operational safety of the ZF product and to minimize the extent of damage. In the event of non-
compliance, ZF will not accept liability or warranty claims.

In case of damage, contact ZF Services and have the following data available:
▪ Product type, product parts list number, and serial number
▪ Total mileage
▪ Damage history
▪ Damage pattern

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 Safety Instructions

Specialized staff
Work must only be performed by trained and instructed specialized staff. As a result of specialized training
and practical experience, the specialized staff must be capable of detecting risks and avoiding possible
dangers which may be caused by the operation, maintenance, and repair of the ZF product.

To avoid injury to personnel and damage to ZF products, all safety regulations and legal requirements must
be adhered to. The specialized staff must have read and understood these regulations prior to beginning
work.

Country-specific safety, accident prevention, and environmental regulations apply irrespective of the
instructions provided in this document.

Safety-relevant workwear is to be used for all work. Depending on the type of work, additional protection,
e. g. protective goggles, protective gloves, a hard hat, and a skirt, is to be used. The workwear must fit
properly and be tight so that it cannot get caught in turning or protruding parts.

After completion of repair work and inspections, the specialized staff must ensure that the ZF product is
again functioning perfectly and is safe to operate.

Handling of ZF products
Impermissible superstructures, add-ons, modifications, and changes to the ZF product may affect the
ZF product’s operational safety and are only permitted with the approval of ZF Friedrichshafen AG.

Unless explicitly permitted, no work may be performed while the engine is running.
Secure the engine against unintentional setting off and the vehicle against moving.
Attach a “Do not operate” sign which is visible for everyone!
Keep uninvolved parties away.

Increased risk of injury at contact with cooled down or heated parts. Only touch parts when wearing
suitable protective gloves.

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 Safety Instructions

Handling operating fluids and consumables

Increased risk of injury at contact with heated, cooled down, or caustic operating fluids and consumables
(e. g. lubricants, cleaning agents, nitrogen).
▪ Prevent skin contact.
▪ Do not drink.
▪ Do not inhale vapors.
▪ Keep away from ignition sources, do not smoke.

Store operating fluids and consumables in suitable and correctly labeled containers.
Use suitable protective clothing, protective gloves, and protective goggles/face protection.
Pay attention to manufacturer’s and accident prevention regulations.
Immediately seek medical assistance after contact with heated, cooled down, or caustic operating fluids
and consumables.

Environment
Operating fluids and consumables must not be allowed to enter the soil, groundwater, or sewage system.
▪ Ask your local environmental protection agency for the safety data sheets of the relevant ZF products
and observe these requirements.
▪ Collect operating fluids and consumables in a sufficiently large container.
▪ Dispose of operating fluids and consumables, waste, containers, soaked cleaning cloths, contaminated
filters etc. in accordance with the regulations of the environmental protection laws.
▪ Pay attention to manufacturer’s and accident prevention regulations.

When selecting operating fluids and consumables, bear in mind health risks, environmental compatibility,
disposal regulations, and country-specific possibilities for approved disposal.

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 Safety Instructions

Signal words and symbols

This document contains particularly highlighted safety instructions which start with one of the following
signal words depending on the danger’s severity.

NOTE
Refers to special working procedures, methods, information, use of auxiliary equipment, etc.

CAUTION
Is used when the instructions are not complied with or not followed precisely and could lead to the
product being damaged.

DANGER!
Is used when lack of care could result in personal injury or danger to life.

EN 1203 765 110l - 2016-02 12

 Transmission Installation

1 Transmission Installation A

1.1 Transmission installation, automated

5

transmission types
1

4
The guidelines 6070 765 101 apply to automated 0,1 A
transmission types, such as 6 AS 700 TO or
A

6 AS 1000 TO which are based on these manual

transmissions. 2
3

1.2 Engine connection

In order to ensure perfect functioning of the

“engine/transmission” combination, B

• the center of the pilot bearing (usually, center

5

of crankshaft) in relation to the center of the

transmission input shaft
and
2

• the engine connection face

4
A 0,2 A

may only deviate from the geometrically ideal 1

position within specific limits.
3
The following tolerance values are permissible for
the crankshaft axes:

• 0.1 mm concentricity tolerance (A) for the C

crankshaft bore (pilot bearing bore) 5
0,1 A
• 0.2 mm concentricity tolerance (B) for the
centering bore (transmission support) in the
flywheel housing. 2

• 0.1 mm axial run-out tolerance (C) for the 4

transmission connection face on the flywheel A
housing. 1

Please also refer to the dimensions and

tolerances specified by ISO 7649.
3

NOTE
10_001715_01

The pilot bearing must be temperature-resistant. Fig. 1.1 Tolerances A, B, C

You should contact the bearing manufacturer if
1 Magnetic-base indicator holder
you have any questions regarding the permissible 2 Dial gage
temperature. 3 Crankshaft
4 Flywheel
5 Crankcase

EN 1203 765 110l - 2016-02 1-1

 Transmission Installation

1.3 Transmission installation angle 1.4 Clutch bell housing

The transmission longitudinal inclination is not to Attachment to the transmission

exceed 5°.
Transmissions with range change group as well as • Observe the number of bolts, bolt quality, length
combinations with splitter group (SG) can handle a of thread engagement, and tightening torques
total inclination (vehicle inclination including as specified in the respective transmission
transmission inclination) of 14°. installation drawing.
• The correct bolt length is to be selected in
This corresponds to the following route gradients:
accordance with the bell housing wall thickness
and the thread depth in the transmission
• with front installation
housing.
– 16 % at 5° transmission inclination
– 25 % at 0° transmission inclination
Fastening to flywheel housing
• with rear installation (bus)
• Use hex head bolts according to ISO 4017 with
– 34 % at 5° transmission inclination
a high strength class (8.8 or 10.9).
– 25 % at 0° transmission inclination
• Note additional thermal load (varying coefficient
Driving on steeper gradients is permitted for a short of thermal expansion for steel/aluminum).
time only.
• Use washers as defined in ISO 7089/7090.
Contact the ZF Design/Engineering departments in • Screw-in depth in gray cast or light alloy as
the case of a vehicle application with frequent, specified in VDI guideline 2230.
major gradients and in the case of other
CAUTION
transmission combinations.
Do not use lock-head bolts or washers!
The transmission’s transverse inclination may be up
to 3°. Figures exceeding this value require prior
consultation of the ZF Design/Engineering
departments.

EN 1203 765 110l - 2016-02 1-2

 Transmission Installation

1.5 Separating clutch

Only use torsion-damped clutches which are

suitable for the present engine-transmission
combination.

The clutch should be designed statically in such a

way that, when considering a design-based friction
coefficient of µ = 0.3 for the clutch lining, a new
clutch would have a torque capacity of 1.4 +0.3.

In the case of wear, the maximum calculated

torque capacity should be no more than 30 %
above the minimal torque capacity of the new
clutch, considering the design-based friction
coefficient.

Dynamic peak incidents are permitted up to at

max. 2.5 x Tnominal transmission torque.

EN 1203 765 110l - 2016-02 1-3

 Transmission Installation

The maximum permitted moment of inertia of the == Max.

max. Abregeldrehzahl
cutoff speed
clutch disk (JK) depends on the transmission type at 00Nm
bei Nmengine torque
Motordrehmoment
and the clutch used.

Motordrehmoment
Refer to the table below for guide values applicable
to the single-plate clutch.

torque
If you exceed the values in the table for the mass
moment of inertia or if a double-plate clutch is used,

Engine
you must contact the ZF Design/Engineering
departments.
Engine speed
Motordrehzahl

Fig. 1.2
034215

Transmission type Cutoff speed max. clutch Ø JK [kgm2] 2)

at 0 Nm [rpm] 1)
ZF-Ecolite S 5-42 2850 362 0.058
(trucks)
5 S 200 4600 240 0.007
5 S 270 4600 260 0.0122
5 S 400 4300 275 0.0163
6 S 300/6 S 380/6 S 400/6 S 420 4900 300 0.02
6 S 450 6000 260 0.012
6 S 530 6400 290 0.0166
6 S 500 TO 2850 362 0.058
6 S 700 TO/6 AS 700 TO 2850 362 0.063
6 S 800 TO/6 AS 800 TO 2850 395 0.087
6 S 1000 TO/6 AS 1000 TO 2850 395 0.087
ZF-Ecomid 9 S 75 2850 395 0.08
9 S 1110 TO; TD/ Molybdenum 2700 430 0.127
9 S 1310 TO Carbon3) 2700 430 0.145
ZF-Ecosplit all Ecosplit types Molybdenum 2300 430 0.145
Carbon3) 2300 430 0.2
2700 430 0.145
ZF-Ecolite 5 S 400 BO 4300 330 0.02
(buses)
5 S 600 2850 362 0.058
6 S 500 BO 2850 362 0.058
6 S 710 BO/6 AS 710 BO 2850 362 0.063
6 S 1010 BO/6 AS 1010 BO 2850 395 0.087
S 6-85/
6 S 1000 BO; BD/6 S 1200 BO; BD 2850 430 0.12
6 S 1600 BD/6 S 1700 BO/
6 S 1900 BO 2850 430 0.12
ZF-EcoShift 6 S 1310 BD/BO,
6 S 1610 BD/BO, 6 S 1910 BO 2600 430 0.12
1) Higher speeds after consultation with the ZF Design/Engineering departments. Take the Technical Manual for the ZF-Intarder into
consideration when handling Intarder applications.
2) Reference values for single-plate clutch
3) New servo unit with carbon and Ecofluid M

EN 1203 765 110l - 2016-02 1-4


Separating characteristics of the clutch
To prevent increased wear levels on synchronizer
units and shift elements, clean clutch separating
characteristics should be ensured by the vehicle
manufacturer.
The complete separation of the clutch must take
place before reaching 70 % of the pedal travel. In
exceptional cases, approval may be given for
another 10 %.
CAUTION
At the earliest, servo air release may be effected
after another 10 % of the pedal travel, in relation
to the clutch separation point.
DANGER!
Non-compliance results in the risk of premature
synchronizer wear.
EN 1203 765 110l - 2016-02
Transmission Installation
Greasing the clutch release mechanism
To this end, grease the following points as specified
by the clutch/vehicle manufacturer:
• Profile of the input shaft and clutch hub,
respectively.
CAUTION
The respective manufacturer’s specifications
apply to the greasing of nickel-plated clutch
hubs. If grease is used, ZF recommends only
a light coating and the use of Castrol Olista
Longtime 3EP.
Only grease the steel-on-steel contact faces of the
plain bearings in the area of the release fork/release
bearing and release bearing/guide tube.
Do not grease the following contact points:
• Release bearing and diaphragm spring where
plastics are used.
• Rolls of the release fork.
1-5
 Transmission Installation

1.5.1 Drive plate with torsional damper

The torsional damper in the drive disk of the

separating clutch must be designed together
with the clutch manufacturer to ensure sufficient
decoupling of the engine’s torsional vibrations from
the transmission.
In particular, you must comply with the limit
values specified in chapters 2.3.1 and 2.3.2.

The stop moment for the springs must be

1.3 x the rated engine torque.

Reference values for the springs’ torsional stiffness

are specified in the diagram below.

Aim at the respectively smallest feasible stiffness.

Values from the “upper limit curve” are permitted
in exceptional cases for engines with 6 or more
cylinders.

If you cannot comply with these recommended

values, you must contact the ZF Design/Enginee-
ring departments and the clutch manufacturer.

700

600
Permitted torsional dampers stiffness

e
ur v
500

i mit c
l
per
Up
400
[Nm/°]

300

m
ptimu
n o
sig
200
De
100

0
500 1000 1500 2000 2500 3000
Engine torque [Nm]

Fig. 1.3 Reference values for the springs' torsional stiffness

017716

EN 1203 765 110l - 2016-02 1-6

 Transmission Installation

1.6 Propshaft connection 1.6.1 Definition of terms

A propshaft can be the cause for inciting torsional The extent of a possible vibration stimulation by
and bending vibrations in the driveline. The OEM is propshafts is largely determined by the deflection
responsible for ensuring that the overall system angles of the universal joints. The following
works without additional loads on the individual definitions apply:
units.
The deflection angle  is
The admissible loads on ZF components are defined as the angle
described in Chapter 2.3. The reference values between the axes of
stated there not only apply to the excitations rotation in front of and β
caused by combustion engines but also to behind the joint in the
excitations caused by propshafts. Note that corresponding plane 007927

propshafts and combustion engines stimulate (see image).

vibrations in the same frequency range.
Since a vibration analysis cannot be performed for
every application, basic conditions based on ZF's
long-standing experience are stated below. These
basic conditions describe the operating ranges of
a driveline in which no noteworthy additional
strains due to vibrations need to be expected.
If these values cannot be met, a closer investigation
by the OEM is required. Approval may then only be
granted upon consultation with ZF.
To evaluate a propshaft alignment, you first have to
determine the spatial deflection angle R for each
individual joint according to the following formula:
R = arctan tan2 H + tan2 V
H = deflection angle in horizontal view
V = working angle in vertical view
Depending on the shaft installation, it is called z- or
w-deflection:

033139
Fig. 1.4 z deflection

033140
Fig. 1.5 2 deflection

EN 1203 765 110l - 2016-02 1-7

 Transmission Installation

1.6.2 Permissible spatial deflection angle

18

16

14
Deflection angle ß R [ ° ]

12

10 Max. 7! for PTOs

Max. 6! for bus axles
8

4
Permissible deflection angles
2

0
1,000 1,500 2,000 2,500 3,000 3,500 4,000
Propshaft speed n [rpm] 10_001651_01_en

Fig. 1.6 Permissible spatial deflection angle

No torsional vibration problems are expected for 1.6.3 Phase displacement

deflection angles which, depending on the speed,
are below the values stated in Fig. 1.6. Additional
measures are not required.
CAUTION
• For bus axles, the deflection angle must
not exceed 6°, independent of the speed.
• The deflection angle for PTOs must not
exceed 7°, independent of the speed.
All joints of a propshaft can incite torsional
vibrations with the 2nd order of the rotary
frequency. This can lead to overlaps of the different
inciting elements (joints) in the driveline. Since all
frequencies are the same, the vibration amplitudes
are reduced or intensified, depending on the phase
relation of the incitation. The actual overlap
depends on the mass moment of inertia, in
particular of the middle part of the propshaft.
However, it is not possible to fully eliminate the
vibrations even under optimal conditions, contrary
to what is frequently assumed. However, incorrect
phase displacement can considerably change the
vibrations, leading to inadmissible strain on the
neighboring components.

EN 1203 765 110l - 2016-02 1-8

 Transmission Installation

The following must be observed to prevent this kind The following

of problems:: marking has been
introduced for a "0"
90°

Input
Propshaft with 2 joints check in the Output
Both joints must be turned by 90° against each vehicle:
other (refer to Fig. 1.7).
90°
Joint 1 "1"
Input
Output
Joint 2
Fig. 1.8
S0010

As shown in the examples below, the two joints

with the largest deflection angles must not have the
Fig. 1.7 same marking.
033139_1

Output fork of joint 1 and input fork of joint 2 are Example 1

parallel.
ß1= 5° ß 2= 3°
ß 3= 6°

Usually shafts with length compensation are 1

marked correspondingly by the manufacturer so it Transmission
1

is impossible to assemble both parts in the sliding

0
Axle
piece incorrectly. 033135_2

Example 2
ß2= 6°
ZF recommendation:
ß1= 5° ß3= 3°

The spatial deflection angles of joint 1 and joint 2

should be the same.
1
Axle
1
Transmission 0

bR1 = bR2 033135_3

A remaining joint (with uneven number) should be

Every deviation from this recommendation means
more vibration excitation by the propshaft. This can
lead to a loss in comfort, especially with
acoustically sensitive vehicles. For the same
reason, a w arrangement should be avoided.
Propshaft line with more than 2 joints
If there are more than 2 joints, the joints with the
largest deflection angles are to be turned by 90°
against each other.
arranged like the joint with the smaller angle.
Spatial joint deflection
A special feature is the spatial joint deflection.
Usually, joint deflection takes place in one plane for
all joints. This is not the case for spatial deflection,
e. g. if we have a “z deflection” in horizontal view
and a “w deflection” in vertical view. The measures
described in this specification do not suffice in this
situation.
To avoid vibration-related problems, an
experienced propshaft manufacturer must be
always contacted.

EN 1203 765 110l - 2016-02 1-9

 Transmission Installation

1.6.4 Bending vibrations caused by propshaft

and/or engine

To avoid bending vibrations, the propshaft must not

be operated with more than 80 % of the speed
critical for bending. Fig. 1.9 shows the limit speeds
depending on L, the propshaft length, as well as D,
the pipe diameter (middle part). To a great extent,
both these parameters are decisive for the first
natural bending frequency

The OEM is responsible for layout/arrangement and

setup.

12000

D=140 mm
10000 D
D=130 mm
80 % nres [min-1]

D=120 mm
8000
D=110 mm L
D=100 mm
6000
D=90 mm

D=80 mm
4000
D=70 mm

2000

0
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000

L [mm]

Fig. 1.9 Maximum permissible propshaft speed

033142_1

EN 1203 765 110l - 2016-02 1-10

 Transmission Installation

1.6.5 Further instructions • Installation instructions:

The propshafts should be arranged in such a way
• Balancing: that the spline profile is protected as much as
The propshaft must be balanced dynamically in possible from dirt or dampness. This generally
quality grade 16 according to DIN ISO 1940-1 means installation as shown in the sketch
(Fig. 1.10). provided where the profile seal faces downwards
so that any splash water runs off from the spline
profile.

250
balancing weight mass [gmm/kg]

200
perm. residual imbalance per

150

100

80
G1
6

60

Fig. 1.11 Configuration of propshafts

40 017671

30
300 500 700 900 1500 3000 4000

Propshaft speed n (rpm) • Permissible radial and lateral run-out of

032260
connecting flanges:
Fig. 1.10 Balancing quality G16
max. Concentricity and Locating
according to DIN ISO 1940-1
speed lateral run-out fit
(rpm) (mm)

500 0.10 h8

1500 0.07 h7

3000 0.06 h7

• Lubrication:
The propshaft manufacturers’ instructions are to
be observed for lubrication.
It must be ensured that the sliding piece is easy-
running under load.

EN 1203 765 110l - 2016-02 1-11

1-12
 Transmission Loads

2 Transmission Loads Max. perm. gross combination weight (GCW) in t

in on-road use (ON ROAD) for the manual and
2.1 Input torque – based on these – automated ZF transmissions

Scope of application
Refer to the corresponding type sheet and/or
Distributor and Distributor and
overview on ZF manual transmission to see the ZF manual trans- long-distance Bus
permissible reference value for each transmission. missions traffic

Ecolite range
2.1.1 Overrun torque 5 S 200/5 S 270 4
5 S 400 5.6
The permissible overrun torque for each trans- 6 S 300/6 S 380/
mission can be inquired at the responsible 6 S 400/6 S 420 7
engineering department. 6 S 530 2.2
S 5-42 10
6 S 500 TO 12
2.2 Vehicle weight 6 (A)S 700 TO 18
6 (A)S 800 TO 21
The following table contains reference values for 6 (A)S 1000 TO 24
Truck

various vehicle applications. If these values are

Ecomid range
exceeded, consultation with ZF Design/Engineering
9 S 75 35
departments is required and you have to state the
9 S 1110 TO; TD * 40
exact vehicle data and vehicle application.
9 S 1310 TO * 40

The values in this table depend on Ecosplit range

• the vehicle application, Ecosplit 3 50
• the engine torque, Ecosplit 4
• the vehicle speed, (12 and 16 speed) 50
• the transmission ratio.
5 S 400 BO – 7,5
5 S 600 BO – 10
6 S 500 BO – 12
6 (A)S 710 BO – 12
6 (A)S 1010 BO – 18
S 6-85 – 24
Bus

6 S 1000 BO; BD – 24
6 S 1200 BO; BD – 24
6 S 1600 BD – 24
6 S 1700 BO – 24
6 S 1900 BO – 24

EcoShift range
Solo/with Intarder 3 – 26
* with integrated lubricating pump

EN 1203 765 110l - 2016-02 2-1

 Transmission Loads

2.3 Torsional vibrations 2.4 Bending vibrations

The driveline layout and setup must take place in 2.4.1 Vertical vibrations triggered by bumpy
such a way that no resonance points occur in the road surfaces
normal rpm range. If major vibration amplitudes
cannot be avoided in individual cases, check for The means of support we recommend (see
possibly restricted service life together with ZF. Chap. 7) provide for the following values for
vibration resistance:
The following amplitudes for torques and torsional
acceleration are usually uncritical and require no • Continuous load: ± 5g (< 30 Hz)
further measures. • Peak load at max: ± 7g (< 30 Hz)

2.3.1 Torsional vibrations on the transmission 2.4.2 Bending vibrations caused by propshaft
input (input shaft) and/or engine

The vehicle manufacturer is responsible for layout/

+15 % arrangement and setup.
100 %
In order to avoid excitation of bending vibrations by
Max.
permissible
torque the propshaft, the maximum length is to be limited
Torque

amplitudes
to 1900 mm.
Max. permissible torque,

For lengths > 1900 mm, you must carry out a

transmission input shaft

torsional vibration calculation on the vehicle.

0
Speed

10_000854_01_en

Fig. 2.1

2.3.2 Rotational irregularity

In the frequency range f < 250 Hz the torsional

acceleration amplitudes on the transmission input
and output shafts which are smaller than

e = 1500 rad
s2 are uncritical (also refer to Chapter
1.5.1).

EN 1203 765 110l - 2016-02 2-2


3 Shift System
The following types of shift system exist in today’s
vehicle construction:
• Mechanical shift system
• Cable-controlled shift mechanism
• Hydraulic gear shift system
• Pneumatically supported shift system
3.1 Remote-control gearshift lug
The remote-control gearshift lug must be very
efficient, i. e. the power loss for the overall shift
system is to be no more than 10 %.
Attachment should be done on the engine/trans-
mission block in order to avoid relative movements
in the shift linkage and thus also possible jumping
out of gear.
It has to be ensured that the shift travel and
selector travel end stop is always within the
transmission.
The shift angle for mechanical lock-up can be found
on the installation drawing of the respective
transmission.
(Mechanical lock-up = excess shift travel during
mechanical actuation with maximum servo support
and/or emergency gear shift without air supply)
Note for checks in the vehicle:
The servo cylinder has to be bled audibly in all
gears.
EN 1203 765 110l - 2016-02
Shift System
3.2 Linkage shift system
3.2.1 Shift linkage
The following conditions must be met in order to
attain a good efficiency of the shift linkage:
• Route the linkage as straight as possible
between the remote-control gearshift lug and
the transmission (example, Chap. 3.4)
• Check distortion of shift linkage in selector and
shift direction.
ZF recommends: If the force at the shift-lever
knob is 200 N against fixed stop, elasticity must
not exceed 40 mm in selector and 20 mm in
shift direction.
• Provide for an intermediate support if the linkage
is long (bus longer than 3 m). The linkage must
move smoothly to ensure compression in the
gate. Use universal joints to connect several
selector rods.
• The linkage should have a small mass and
a solid design (e. g. tube Ø 50x1.5).
• When using a shift lever with mass, the mass
moment of inertia must not exceed the value of
0.02 kgm². The gravity of this mass must not be
oriented in the direction of gear engagement or
disengagement (leads to gear jumping out).
• The max. weight of the shift lever with mass is
2 kg.
For the shift linkage layout, we recommend the
easy-running “ZF link bracket” and the cardanic
“ZF remote-control gearshift lug”. A ZF remote-
control gearshift lug with selector ratio is required
for buses.
3-1
 Shift System

Linkage shift systems must be designed in such 3.2.2 Shifting and selector travels on shift lever
a way that the weight force impacting the trans- for linkage shift system without clearance
mission’s turning shaft is as small as possible. in cabin

The vehicle manufacturer is to ensure that, in any Depending on transmission type and version we
driving conditions (e. g. poor road surface), the recommend:
influence of the shift system does not lead to
gears jumping out; an engine-mounted shift Shift travel without excess shift travel in trucks
system is recommended.
Types integr. servo without servo
During the initial installation check, it must be S 5-42 – 100 mm
tested in all gears while driving whether load Ecolite
changes lead to shift lever movements. Ecomid see Chap. 3.7 120 mm
Ecosplit
If these movements are caused by the shift system
pushing in gear engagement/disengagement
Shift travel without excess shift travel in buses
direction due to its own weight, adopt one of the
following measures: Types integr. servo without servo
S 5-42 – 120 mm
1. Change the design of the shift system to reduce
the weight force acting in the direction of the Ecolite see Chap. 3.7 120 – 150 mm
Ecomid
linkage.
2. Decouple the transmission from the shift system
by using suitable suspension elements/damping Selector travel per gate in buses and trucks
devices.
Types Truck/bus
5-speed, 6-speed transmission 40 – 60 mm
Transmission with double-H
shift system 35 – 50 mm

Transm. with superimposed H 45 – 70 mm

Shift travel without excess shift travel in pickup

trucks, Vans, LCVs*
Pickup trucks,
Types Van, LCV
5 S 400 50 – 70 mm
6 S 300, 6 S 450, 6 S 530 50 – 70 mm

Selector travel per gate in pickup trucks, vans, LCVs*

Pickup trucks,
Types Van, LCV
5 S 400 30 – 50 mm
6 S 300 30 – 40 mm
6 S 450 20 – 40 mm
6 S 530 30 – 40 mm
* LCV = Light Commercial Vehicle

EN 1203 765 110l - 2016-02 3-2

 Shift System

3.3 Cable-controlled gearshifts 3.3.1 Shifting gears

(remote-control gearshift lug and control
cable) The overall efficiency must be larger than 0.75 for
100 N manual shifting force.
The following conditions must be met in order to To ensure precise, zero-clearance gearshifts, it is
achieve good efficiency of the control cable: recommended to fit a shift detent in the remote-
control gearshift lug, which locks at Neutral and
• The routing should be as direct and straight as
when a gear is engaged.
possible (no unnecessary loops, no narrow
bending radii).
• Any cable ends outside must be protected e. g. 3.3.2 Selecting
with sleeves against water ingress (freezing/
corrosion). The selector cable should be subject to tensile
strain when selecting R gear.
• An additional mass on the turning shaft (max.
0.02 kgm2) is recommended to improve shifting
The selector cable’s efficiency in direction of the
comfort. The gravity of this mass must not be
forward gears is defined as follows:
oriented in the direction of gear engagement or
disengagement (leads to gear jumping out).
Restoring force on shift lever
hsel =  0.4
• The max. weight of the shift lever with mass is Selector force on shift lever
2 kg.
• The ratio of the remote-control gearshift lug iF is When using conventional, friction-bearing selector
to be adapted to the cable travel (see Chap. cables, a “distributed compression” is recommen-
3.7.2) in order to keep the elasticity and play of ded. If this is not the case, it will not be possible to
the cable low. achieve 40 % restoring force.
ZF recommends an installation where 80 % of the
• Refer to the sketch below for a recommendation
selector force is effected by the remote-control
for attachment.
gearshift lug and 20 % by the transmission shift


turret.

To ensure precise, zero-clearance gearshifts, it is

 recommended to fit a selector detent in the remote-
control gearshift lug, which locks the Neutral gate
Correct Incorrect compression.

• Protect the cable against heat (e. g. in the area

of the exhaust pipes, third-party retarders, and
heat exchangers).
• Comply with the installation instructions of the
control cable manufacturer.
• Clearance, tolerances, elasticity of the cable-
controlled gear-shift mechanism have to be
considered when adjusting and designing the
cable-controlled gear-shift mechanism (see
Chapter 3.1 Remote-control shift block).

EN 1203 765 110l - 2016-02 3-3

 Shift System

3.3.3 Shifting and selector travel/forces on shift 3.4 Gearshift and selector pattern for LHD
lever for cable-controlled gearshift and RHD
mechanism without clearance in cabin
Observe the following rules to avoid shift and
Pay attention to symmetrical shifting and selector selector pattern distortions:
travel on the shift lever.
• Route the linkage of the remote shift unit as
Shift travel without excess shift travel in trucks straight as possible.

Types without servo static • In the case of transmissions with horizontal

engaging forces
turning shaft, the lateral offset is to be kept as
5 S 200/5 S 270 low as possible.
6 S 300/6 S 380 70 – 80 mm ≤ 80 N
all other manual View from above
transmissions 120 mm ≤ 80 N
correct incorrect

• Selector travel per gate (see Chap. 3.2.2)

• Minimum cable strokes for shifting and
selecting (see Chap. 3.7.2) 004690

Max. permissible deviation from angular shift

pattern

• in shift direction: • in select direction:

50 % of selector travel 10 % of shifting travel
per gate per gear

5
1 3 5 1 3
50%
100%

10%
50%
4 6
R 2 4 6 2
R

032086 032087

EN 1203 765 110l - 2016-02 3-4

 Shift System

3.4.1 Transmission-specific shift pattern

illustration

Ecomid
9-speed 9-speed
Double-H Superimposed H
5 7
R
R 1 3 5 7 1 3

N N N

C 2 4 6 8 C 2 4
6 8

Ecosplit
16-speed 16-speed 12-speed
Double-H Superimposed H Superimposed H:
Standard Variant

5 7 5 4 5
R
1 3 5 7 1 3 2 1 2

N N N N N

R 2 4 6 8 R 2 4 1 3
R
3
6 8 4 6 6

Ecolite

6 S 500 TO, 6 S 700 TO, S 5-42, 5 S 200, 6 S 300, 6 S 380, 6 S 420,

6 S 710 BO, 6 S 800 TO, 5 S 270, 5 S 400 6 S 450, 6 S 530, 6 S 500 BO
6 S 1000 TO, 6 S 1010 BO 5 S 400 BO 6 S 1000/1200 BD/BO,
6 S 1600 BD, 6 S 1700/1900 BO
1 3 5 1 3 5 R 1 3 5
N N N
R 2 4 6 2 4 R 2 4 6

EcoShift

6-speed

R 1 3 5
N
2 4 6

EN 1203 765 110l - 2016-02 3-5

 Shift System

Example of a straight routing of the shift linkage, truck and bus

Truck

007926

Bus (with ZF link bracket)

032084

EN 1203 765 110l - 2016-02 3-6

 Shift System

3.5 Selector forces

5 7
When setting the selector forces, ensure that 1 3
• the driver’s shift lever jumps automatically into
the desired Neutral position (gate compression, F N
at least 50 % of selector force).
Reset to Neutral position must be ensured.
• a clearly noticeable force increase F is available
compared to the lower gears.
• a clear stop is noticeable for R gear (not with
5-speed transmissions). R 2 4

• the detent forces of the R gear gate are to be 6 8

designed in such a way that unintentional R gear 013387

engagement is avoided. Refer to the operating Fig. 3.2 Example of selector force
manuals for each transmission type. distribution (gray area)
“superimposed H/16-speed”
• the hump forces for double-H shifts are to be
selected in such a way that unintentional group
changeovers from S to L or L to S are avoided.
1 3 5 7

R 1 3 5

F N N

F N

R 2 4 6 8
2 4 6
032085

013386
Fig. 3.3 Example of selector force
Fig. 3.1 Example of selector force distribution (gray area) “double-H
distribution (gray area) “6-speed” shift system/16-speed”

EN 1203 765 110l - 2016-02 3-7

 Shift System

3.5.1 Recommended selector forces per gate on

shift knob (static)
5
R
2
For 5-speed, 6-speed transmissions
Gate 1/2 30 – 50 N
Gate 5/6 30 – 40 N
F N R gear gate > 150 N *

For 5-speed, 6-speed transmissions for pickup

trucks, Vans, LCVs
Gate 1/2 < 30 N
1 3
4 6 Gate 5/6 – R/5 < 30 N
R gear gate 150 – 190 N *
030090
Fig. 3.4 Example of selector force
distribution (gray area) For double-H shift system
“superimposed H/12-speed” Gate 1/2 30 – 50 N
Gate 7/8 30 – 40 N
GPS/GPL 120 N
5 7 R gear gate > 150 N *

For shift system with superimposed H

R 1 3
Gate 1/2; 5/6 30 – 50 N
R gear gate > 150 N *
F N

* The fail-safe device of the R gear gate is to be designed in such a

way that unintentional selection of the R gear gate is avoided in all
driving situations.
C 2 4
6 8

Fig. 3.5 Example of selector force

030092

distribution (gray area)

“superimposed H/9-speed”

R 1 3 5 7

F N N

2 4 6 8

Fig. 3.6 Example of selector force

030091

distribution (gray area) “double-H

shift system/9-speed”

EN 1203 765 110l - 2016-02 3-8

 Shift System

3.6 Protection from shifting errors 3.6.2 Double-H shift system

3.6.1 Superimposed H shift system
In range-change group drives with superimposed H
shift system, a gate interlock and a range change
interlock must be installed.
The gate interlock prevents unintended shifts from
gear 4 to 1 instead of gear 4 to 5 when the driver
has forgotten to preselect the high range change
group (GPS). The range change interlock prevents
downshifts from the high range change group
Group drives with H-H only have the hump spring
for the range change changeover as fail-safe
device. Therefore, ensure correct setup in
accordance with Chap. 3.5. In addition, a sticker
may be used in the cabin (sticker 1297 753 001) to
draw attention to correct transmission operation.
0 90 1
07

1 0 25 5

10
(GPS) to the low range change group (GPL) above

130
a certain vehicle speed.
km/h
Both interlocks are to be activated above the output
speeds to be determined according to the table
below. 5 7
1 3
8
Possibly, it is recommended to install a warning
6
4
buzzer for range change group drives as a safe- R 2

guard against engine and transmission damage.

Depending on the transmission system (E13 or Fig. 3.7 Sticker 1297 753 001
E13MP), ZF may offer different solutions.

For group drives with a superimposed H pattern, 3.7 Integrated pneumatic servoshift
ZF offers various shift systems. In specific (ZF-Servoshift)
ACHTUNG!

application cases, you will be required to contact

Die Aussenkontur ist im Druck nicht sichtbar, sie zeigt nur die Kontur fuer die Stanzform!

the application and volume production approval 3.7.1 SERVO – air cutoff with closed clutch
department.
To prevent synchronizer damage which can occur
by changing gears when the clutch is closed or not
completely open, the servo air to SERVO must be
cut off if the clutch is not fully opened (see
guideline 1315 754 718).

EN 1203 765 110l - 2016-02 3-9

 Shift System

3.7.2 Shift system layout in combination with pneumatic servoshift

NOTE
Among other, the synchronizers’ service life is considerably determined by the shift ratio from the shift
knob in the cabin up to the clamping lever on the transmission gearshift shaft. Therefore, the shift ratio
must be adapted to the permissible synchronizer load via the clamping lever radius. When designing the
lever radii, take Chapters 3.1 Remote-control shift block and 3.3 Cable-controlled gear-shift mechanisms
into consideration.

Transmission Servo type* Cable-controlled shift mechanism all gearshifts

Effective Moment Minimum cable max. permissible eff. shift travel 2)
selector of inertia stroke1) without Seff.perm. [mm]
travel3) on clearance [mm]
Weff. and clamping
h D / rD lever when when 4 bar 6 bar 8 bar 10 bar
[mm] [kgm2]
shifting selecting
Stroke per gate/ N – gear gate – gate
Selector finger radius
35 – 45
6 S 700 TO Type B 80 – – –
8/48.5
35 – 45
6 S 800 TO Type B 80 – – –
8/48.5
35 – 45
6 S 1000 TO Type B 80 – – –
8/48.5
35 – 50
6 S 710 BO Type B 80 – – –
8/48.5
Ecolite 4)
35 – 50
6 S 1010 BO Type B 80 – – –
8/48.5
Type B 35 – 50 – 90 83 73
6 S 1600 BD
Type A 8,5/52.5 – 105 95 90
Type B 35 – 50 – 90 83 73
6 S 1700 BO 0.02
Type A 8,5/52.5 – 105 95 90
Type B 35 – 50 23 mm 12 mm – 90 83 73
6 S 1900 BO
Type A 8,5/52.5 Weight – 105 95 90
35 – 45 ≤ 2.0 kg
9 S 75 Type C 80 – – –
6/40
Type A and 35 – 45
9 S 1110 TO 80 75 73 70
type C 8/40
Ecomid 4)
Type A and 35 – 45
9 S 1110 TD 80 75 73 70
type C 8/40
Type A and 35 – 45
9 S 1310 TO 80 75 73 70
type C 8/40
all Type A and 35 – 70 5)
Ecosplit 4) 80 75 73 70
Ecosplit types type C 6.6/40
all EcoShift
35 – 45
EcoShift types (solo/ Type B 80 6) 6) 6)
8/48.5
with Intarder 3)

*Servo type: Type A = flat characteristic curve; Type B = steep characteristic curve;
Type C = gate-dependent (with integrated E13 throttle/without E13 or with E13MP separate throttle screw)
superimposed H at least Weff. 45 mm

1) We recommend complying with these minimum cable strokes when selecting or shifting to obtain good efficiency and shifting comfort.
2) The real shifting travel can be much larger due to excessive shift travel, elasticities, and clearance.
3) The selector ratio is to be selected analogically at the shift lever if there is no separate selector relay function (see sketch on page 3-11).
4) The air connection that is located directly at the servo has to be designed with a 1.3 mm throttle.
5) This Weff. refers to 35 – 50 mm for transmissions with double-H shift system and 45 – 70 mm for transmissions with superimposed H
(see Chap. 3.2.2).
6) It is required to consult the ZF Application Engineering.

EN 1203 765 110l - 2016-02 3-10

 Shift System

Identifying the clamping lever radius R during a Sample calculation, shifting

shift
• iS = 4.4
The maximum permissible clamping lever radius R • Seff. = 80 mm (see table, Chap. 3.7.2, at 8 bar)
must be checked for linkage and cable-controlled
shift mechanisms using the following calculation RK £ Seff.perm. £ 80 mm
iS x sin15° 4.4 x sin15°
formula and the values in the table (Chap. 3.7.2).
Seff.perm.
RK £ RK £ 70 mm
iS x sin15°
RK : Selected clamping lever radius [mm] => RK x sin15°  23 mm
70 mm x sin15°  23 mm
Seff.perm.: Permissible effective shift travel [mm] (see table)
iS: Gearshift lug shift ratio [-]
15°: Shift angle
18.2 mm  23 mm
=> Minimum cable stroke is not complied with!
Observe the following recommendation for cable-
controlled gearshifts (to improve efficiency and
shifting comfort): => re-determine iS and RK:

RK x sin15°  23 mm => RK  90 mm RK  23 mm
sin15°
23 mm: minimum cable stroke [mm] (see table) RK  88.9
=> RK = 90 mm as determined!

If this recommendation cannot be fulfilled, this can

only be achieved by reducing the gearshift lug ratio: => iS = Seff.perm. = 80 mm
R x sin15° 90 mm x sin 15°
iS = a (see Fig. 3.8) iS = 3.4
b
iS £ Seff.perm. => Shift lever ratio is to be changed from
23
iS = 4.4 to iS = 3.4!

Seff.admiss.Seff.admiss. Note to this end that

– the shift lever does not collide in the driver’s
cab
– the gearshift lug and cable are capable of
a supporting the changed cable stroke.

Fig. 3.8
023911

EN 1203 765 110l - 2016-02 3-11

 Shift System

Determine the shift lever radius RW when selecting Sample calculation, selecting
in the case of cable-controlled shift mechanisms
with integrated ZF selector relay (see Fig. 3.9 and • iW = 3.1
3.10)5 • Weff = 50 mm (selected or customer request)
• rD = 40 mm (see table, Chap. 3.7.2)
Refer to table (Chap. 3.7.2) to see the values for • hD = 6.6 mm (see table, Chap. 3.7.2)
calculation
RW = Weff x rD
Weff rD hD x iW
RW =
hD iW
x RW = 50 mm x 40 mm
iW = (see Fig. 3.9)
y 6.6 mm x 3.1

RW: Selector lever radius at shift turret RW = 97.8 mm

Weff: effective selector travel
hD: Stroke of turning shaft from gate to gate
R
rD: Selector finger radius on turning shaft => r W x hD  12 mm
iW: Gearshift lug selector ratio
D

97.8 mm
Consider the following formula to improve the 40 mm x 6.6 mm  12 mm
selector comfort:
RW 16.13 mm  12 mm
rD hD  12 mm => Minimum cable stroke is OK!

5) Design all other selector cable connections according to table (see

Chapter 3.1.3 “Selector travel per gate in buses and trucks”).

Weff.admiss. W
eff.admiss.
Selector relay function rD

RW

hD
3/4
y
1/2

RK

Shift lever

Fig. 3.9 Fig. 3.10

023912 023913

EN 1203 765 110l - 2016-02 3-12


4 Transmission Input Speed, Direction
of Rotation, and Noise
4.1 Input speed (engine speed)
• Refer to table in Chapter 1.5 for max. perm.
values.
You must contact the ZF Design/Engineering
departments in the case of higher input speeds.
• min. perm.: in the case of extremely low speeds,
make sure that torsional vibrations during
running is are kept as low as possible.
4.2 Direction of input rotation
The standard direction of rotation is “right” – with
view on transmission input shaft – i. e. clockwise
(like engine).
You must contact the ZF Design/Engineering
departments if the direction of rotation is “left”,
i. e. counterclockwise.
4.3 Noise
The transmission noise has been defined for the
overall vehicle noise and is stipulated in EC Direc-
tive 1999/101/EC. The overall noise consists of
various partial noises caused by fresh air, engine,
exhaust, transmission, propshaft, axle, tires, etc.
The ZF transmission is one partial source of noise.
The ZF transmission’s noise characteristics can be
influenced considerably by correct installation in
the vehicle (rotational irregularity, clutch, trans-
mission support, propshaft, axle, etc.). Therefore,
the vehicle manufacturer must adopt suitable
measures to ensure that the transmission’s noise
does not get worse once installed in the vehicle
system.
EN 1203 765 110l - 2016-02
Transmission Drive
4.4 Rattling
Any components with clearance in the driveline,
which are not within the power flow (in particular
all gearwheels of the gears that are inactive), can
cause noises, also known as “rattling”.
Cause
Rattling is caused by rotational irregularities
affecting the transmission from the outside,
especially if these are intensified due to resonance.
Vibration causes:
• Combustion engine, cf. Chapters 2.3.1 + 2.3.2
• Incorrectly installed propshaft, cf. Chap. 1.6
IMPORTANT
The rattling noise can also occur if the limit
values as stated in Chap. 2.3 are not observed!
Remedy
Extensive investigations based on measurements
and calculations have revealed that measures on
the transmission hardly lead to success. In
particular, the variation of gear clearance within
a feasible range leads to no improvement.
The only currently known solution is to reduce
the rotational irregularity of the driveline to a
minimum.
This can be achieved e. g. by decoupling the
engine and transmission vibrations, using a suitably
designed damped clutch (multi-stage approach
against idle rattling), see Chapter 1.5.
4-1
4-2

5 Transmission Oil Temperature,
Transmission Cooling and Operation
at Low Temperatures
5.1 Permissible oil temperatures
The continuous temperature recommended by ZF
is max. 100 °C. Continuous temperatures up to
110 °C are permissible, however, losses in service
life can be expected (gearing, bearing, oil). Short
(at max. 30 min.) temperature peaks up to 130 °C
are permitted. In total, these peak values may not
be present for more than a maximum of 10 % of
the oil change interval time.
• Applications (outside of Europe) as well as
special applications such as heavy transports,
waste collection and mine vehicles, etc. must
generally be assessed and released by ZF.
• ZF recommends carrying out temperature test
runs for bus applications because the
installation conditions and maximum speed
partially deviate considerably from the other CV
applications.
When doing so, the transmission oil temperature
during a 2-hour trip should not exceed 90 °C,
with an outside temperature of 20 °C.
If the temperature test run is successful the
same permissible temperatures apply as in CV
applications.
• In the case of special vehicles (crane, fire-
fighting vehicles, etc.), ZF also recommends to
carry out oil temperature test drives. The same
permissible temperatures apply as in CV
applications.
• The same permissible oil temperatures as in CV
applications also apply to transmissions with
integrated retarder.
EN 1203 765 110l - 2016-02
Transmission Operating Temperatures
5.2 Causes for excessive oil temperatures
The following issues may lead to the perm.
continuous temperatures being exceeded (perm.
transmission ambient temperature see Chapter
10.1):
• Encapsulated and noise-insulated transmission
installation
• Insufficient distance between exhaust system
and transmission (at least 100 mm)
• No air exchange with transmission environment
possible (measures on the vehicle)
• Topography/climate zone/application/vehicle
weight
• Heat impact by attached third-party retarder
• Very high or very low driving speed
• Oil level too high
5.3 Measures to cool down the transmission
If the permissible continuous operating
temperature is exceeded, additional cooling is
indispensable. This applies in any case to
applications in
• Heavy transport vehicles
• Areas with outside temperatures of over 40 °C
5.3.1 Connecting a heat exchanger
When using a heat exchanger (oil/air or oil/water)
for transmission cooling, a lubricating pump is
required.
With most manual transmissions, it can be
mounted to the PTO attachment point of the
countershaft.
For transmission with an integrated lubricating
pump (e. g. Ecomid, Ecosplit), this can also be
used if the transmission housing is equipped with
the required connections for the pipes (specify
when ordering the transmission).
5-1
 Transmission Operating Temperatures

Note when connecting a heat exchanger:

• In the case of an external oil pump, an
exchangeable filter must be installed in the
suction line between transmission and pump.
• A short-circuit line (bypass valve, 0.5 bar) must
be installed before the heat exchanger between
the suction and pressure ends.
• The transmission may only be operated with the
heat exchanger connected.

Regarding oil fill and oil-level check in connection

with a heat exchanger, also pay attention to the
respective operating instructions and installation
drawing as well as the Technical Manual on
“Auxiliary Transmission Cooling System” (order no.
1203 765 120).

5.4 Operation at low temperatures

Application at low temperatures depends on the

lubricant class used.
For permissible oil sump temperatures, refer to List
of Lubricants, TE-ML 01 and TE-ML 02. Consult the
applicable operating instructions for measures
regarding reoiling or transmission heating.

EN 1203 765 110l - 2016-02 5-2

 Transmission Lubrication

6 Transmission Lubrication

Only use oils according to the applicable ZF List of

Lubricants TE-ML 01 (for transmissions with carbon
synchronizers) and TE-ML 02. You will find the
latest valid List of Lubricants at www.zf.com.

More information:

• Only fill the stipulated oil volume (as specified on

type plate). Carry out oil fill and oil level check in
accordance with the notes of the respective ZF
operating instructions.

• You must ensure easy access to the screws for

the oil fill, oil level check, and oil draining.

• The max. permissible water share in the oil is

0.1 %.

• Ensure correct oil level in the case of subsequent

attachment of auxiliary drives.

• Occasionally lubricate the supporting points in

the case of ZF clutch bells for rotary shaft
release (e. g. with grease, Shell “Alvania”).

EN 1203 765 110l - 2016-02 6-1

6-2

7 Transmission Support and/or
Mounting
Only use the screw-on surfaces provided on the
transmission housing or the auxiliary unit for
transmission support or mounting. In doing so,
make sure that all threads provided for this purpose
are used. For information relating to the arrange-
ment and dimensions of the screw-on surfaces and
threads, please refer to the installation drawing for
the respective transmission.
Use hex bolts according to ISO 4017 with high
strength (8.8 or 10.9) for attachment. Use the
specifications for strength class 8.8 or 10.9 for the
tightening torques for the screws.
You must use the correct bolt length, depending on
the thread depth in the transmission housing.
In the case of aluminum housings, the screw-in
depth must be at least 2 x the thread diameter.
CAUTION
It is mandatory to consult the ZF Design/
Engineering departments in the case of 3-point
suspensions (central suspension point) in area A.
EN 1203 765 110l - 2016-02
Transmission Support
7.1 Installation arrangement “Transmission
flange-mounted to engine” (Fig. 7.1)
Ordinary transmissions with coaxial output (without
auxiliary units attached) up to a weight of 400 kg
require no support or suspension.
Support or suspension, specifically elastic ones
with rubber or spring elements, is required for
transmissions with more than 400 kg weight as
well as transmissions with attached auxiliary units
and for transmissions with an integrated all-wheel-
drive distributor.
E
C
I II D
A
B
036029
Fig. 7.1 Installation arrangement
“Transmission flange-mounted to engine”
Suspension A + B or
suspension A + C (on both sides),
release required.
B: Flywheel housing
C: Clutch bell housing
D: Rear, lateral suspension
E: 5-point supporting point
Depending on the transmission type, a suspension
possibility is provided around area D (3-point,
4-point, and 5-point suspension).
In this context, ZF must be contacted.
There can be an additional supporting point in the
E area.
ATTENTION: Point E is no suspension.
7-1
7-2
 Auxiliary Power Units

8 Auxiliary Power Units
8.1 How to install transmissions with attached
ZF auxiliary power units
Depending on the respectively attached auxiliary
unit, note the following when installing the
transmission:
The pump’s oil pressure connection must always
be at the top (via the suction channel).
To avoid noise, we recommend using a suitable,
flexible hose piece between the pump and the
rigid pipe.
• For the ZF Intarder, also observe the Technical
Manual for installation (order no. 6085 765 104).

• The auxiliary power unit connection must be

performed according to the notes on the ZF 8.2 Subsequent fitting of ZF auxiliary power
installation drawing and connection plan in the units
appropriate ZF type sheet, respectively. This
applies to ZF only assumes warranty according to its “General
Terms and Conditions for the Supply of Vehicle
– Upstream and integrated splitter group Transmissions and Steering Assemblies”, if the
(GV . . ) attachment or assembly has been carried out by
– Clutch bell housing
– Transfer cases • a ZF Aftersales workshop or
– Power take-off (N . . . )
• third parties who have been trained to carry out
– Torque converter clutch (WSK . . . )
this kind of work at ZF or at one of the points
– ZF-Intarder
authorized by ZF to do so, and who have
– ZF gear shift system
complied with the corresponding ZF assembly
and/or installation instructions.
• Moreover, for PTOs, also consider the selection
criteria (refer to Chap. 11) and ISO standards
When using PTOs, the selection criteria listed in
– 7653 for direct pump connection and
Chapter 11 are to be observed.
– 7706 for the required free space in the vehicle
– 7804 for the connection of lateral PTOs.
The items listed in Chapter 8.1 apply to the
connection of auxiliary units.
• For the torque converter clutch WSK, also
observe the Technical Manual for installation
(order no. 4130 765 101).

• With an attached, drive-dependent ZF steering

pump (N . . . PL) there must be no dry run, i. e.
as soon as the pump is connected, an oil circuit
must be available.

EN 1203 765 110l - 2016-02 8-1

 Auxiliary Power Units

8.3 Fitting of third-party units NOTE

(e. g. retarders and PTOs) ZF will not assume liability for transmission damage
caused through the installation of a third-party PTO.
Fitting a third-party unit, e. g. a retarder, to the
transmission output end may lead to considerable NOTE
changes in the drive system's vibration It is not possible to attach a third-party retarder to
characteristics. The load on the transmission Ecosplit 4.
housing, clutch bell housing, flywheel housing,
contact surface of the flywheel housing-engine, as
well as the load on the engine mounting and screw
connections might therefore be exceeded. This
applies in particular when engine irregularities,
insufficiently balanced propshafts, or extreme jolts
from the road surface lead to critical vibration
loads.

Therefore, the vehicle manufacturer must put

appropriate measures into place to ensure that the
attachment does not lead to harmful vibrations or
additional loads. We recommend an additional
elastic and statically force-free support of the third-
party unit in the vehicle frame.

A support is absolutely necessary if a relevant

measurement or calculation reveals a critical
vibration factor. This applies in particular when the
additional weight (third-party retarder, oil-filled,
connection plate, water tubed, filled, etc.) exceeds
100 kg. The support must be established directly
on the third-party unit under its center of gravity.

When attaching a retarder, you must follow the

assembly instructions for the adapter kit and the
attachment instructions of the retarder manu-
facturer.

Moreover, the vehicle manufacturers must have

granted the release for the installation of a
transmission retarder combination for the
respective vehicle type.

Proper installation is only ensured if it is carried out

by ZF or workshops authorized by ZF.

EN 1203 765 110l - 2016-02 8-2

 Connections on the Transmission

9 Connections on the Transmission Electrical connections

(Ambient conditions for devices in commercial vehicles)
9.1 Electrical connections
Chassis Cabin
The connecting points for electrical components
must be designed as waterproof connections. The Operating temperature °C -30 to +105 -30 to +80
components’ position has been specified by ZF and Storage temperature °C -40 to +105 -40 to +80
must not be changed in its layout.
Climate-resistance

If modifications are made in close proximity to the Testing climate acc. to

DIN 50017 KFW 1) KFW 1)
components, there may be no adverse effects, such
as heat accumulation. Salt spray acc. to
DIN 50021 SS2)

Particularly observe the following points when Vibration resistance

routing and connecting the wires: acc. to DIN 40046, sh. 8 Amplitude Amplitude
and/or IEC 68-2-6, < 57 Hz displacement displacement
• Route electric cables in the vehicle in such a way
± 0.75 mm ± 0.35 mm
that they are protected against heat and chafing, Acceleration
constant (m/s2) > 57 Hz 100 50
• Connect the plugs in such a way that the cable
outlet does not point upwards, Shock resistance
Half sine wave
• Arrange the diagnosis plugs so that they are acc. to DIN 40046, sh. 7
easily accessible, and/or IEC 68-2-27 A (m/s2) 500 150

• Once installed, it must be possible to remove the D (ms) 11 11

plugs for service purposes, Type of protection
• Do not connect ground cables to the trans- acc. to DIN 40050, sh. 9
mission, and/or IEC 144, with
plugged-in connecting parts
• In the case of gearshift systems with ZF as stated in Fig. 13 IP 66 IP 54
electronic modules, only make connections
Media
when disconnected • Oils acc. to ZF List of
Lubricants
• There must be no current in the transmission • Air with water and oil shares
• Cleaning agents
during electr. welding (if there are electronic
• Fuel
modules, the plug connection must be
disconnected). Operating voltage V 21.5 to 30
According to DIN 75001 32; 1h
Please refer to this table for the permissible
ambient conditions to install electr. devices 1) KFW = low temperature/humidity/heat
(switches, solenoid valves, electronic modules, 2) SS = salt spray

etc.) in the chassis and/or cabin.

EN 1203 765 110l - 2016-02 9-1

 Connections on the Transmission

9.2 Pneumatic connections 9.2.1 Air quality

Pneumatic shift systems (valve, pneumatic cylinder, The compressed air supplied from the vehicle must
etc.) are to be designed for a nominal pressure be cleaned, dried, and free from condensation.
range of 8 – 9 bar; the lower functional limit may be Particle filter: 40 µm filtering grade
6.2 bar. The upper pressure limit is at 10 bar. For Air processing systems which emit alcohol or other
higher pressures, a pressure-relief valve must be substances (e. g. technical esters or fuels) into the
provided. air system, which may have a negative impact on
seal materials, are not permitted.
When designing the shift system according to the
ZF connection diagrams, ensure that For faultless transmission operation, the
compressed air must at least comply with the
• Compressed-air tanks and lines have an inner
following conditions.
protection against corrosion;
• The compressed-air tank operates • Humidity (air): lowering of dew point ≥ 20 K
independently from the brake air tank and is resulting humidity (air) according to the
protected against return flow; following table:
• The compressed-air system can be drained
(container with water drain valve, compressed- Ambient Relative humidity (air)
temperature [°C] [%]
air cleaner with water separator);
-40 8.5
• The screw connections are airtight; -20 12.5
• The cross-sections of the air lines correspond to 0 17.0
the specifications in the respective installation 20 25.0
drawings. 40 32.0
60 37.0
80 42.0

Example:
In the case of 20 °C ambient temperature, humidity
(air) may at max. account for 25 % so that with a
lowering of the temperature by 20 K (Kelvin) there
is no water condensation.

• solid contamination: ≤ 10 µm, ≤ 5 mg/m³

• total oil content: ≤ 5 mg/m³

NOTE
It is recommended to use an air filter cartridge with
coalescence filter and oil separation which leads to
compressed air quality of the following values:
• solid contamination: ≤ 1 µm
• total oil content: ≤ 0.1 mg/m³

EN 1203 765 110l - 2016-02 9-2

 Connections on the Transmission

9.3 Hydraulic connections

The diameter inside the lines and their screw

connections should be at least 6 mm.

9.4 Speedo connection

For mechanical speedos, the connection on the

transmission is designed according to DIN 75532.
Preferably, the speedo shaft is to be arranged in a
straight line and/or in large radii so that the max.
permissible output torque of 0.4 Nm is not
exceeded.

For electronic speedos, the transmission either has

a multicontact plug connection or it is prepared for
one. Note the points listed in Chapter 9.1 for the
cable connection.

EN 1203 765 110l - 2016-02 9-3

9-4

10 General Information
10.1 Ambient transmission temperature
When installing the transmission, pay particular
attention to keeping a sufficient distance from
sources of heat. The permissible ambient trans-
mission temperature is at max. 100 °C.
The vehicle manufacturer must ensure and prove
via measurements that the permissible ambient
transmission temperature is complied with.
10.2 Subsequent paintwork
Cover the friction surfaces and connecting points,
e. g. the drive shaft, release guide tube, gearshift
shaft, output flange, etc. before subsequent trans-
mission painting. The same applies to electrical
switches, air connections, breathers, and the type
plate.
10.3 Fording ability
CAUTION
Fording ability is not a standard feature in manual
transmissions.
If this is required, a corresponding agreement
must already be made when the transmission is
ordered.
EN 1203 765 110l - 2016-02
General Information
10.4 Bleeding
10.4.1 Bleeding via a simple breather
The breather (see installation drawing for position)
is to be protected from direct ingress of large
amounts of water. Provide for appropriate
measures, e. g. a cover. The ZF Customer Service
will provide suggestions on request.
10.4.2 Bleeding via hose line to dry chamber
ZF recommends introducing this kind of bleeding
as a standard. It provides the best-possible
protection for the transmission against water
ingress. Using this hose breather extends the oil
change intervals of the ECOFLUID M transmission
fluid. For more information, refer to the ZF List of
Lubricants TE-ML 01 (for transmissions with carbon
synchronizers) and TE-ML 02.
Notes on the “dry chamber” and routing of the
hose:
“Dry chamber” is defined as follows:
• splash-proof
• low humidity
Example for this:
Truck: engine compartment, under driver’s cab
BUS: battery compartment
The following should be noted when fitting the
hose (also refer to Fig. 10.1):
• Ensure that the hose exits the transmission
breather horizontally (use angular screw
connection if necessary).
• Route hose so that it rises continuously. Avoid
a siphon effect (refer to Fig. 10.1).
• No kinks, chafe marks. Route hose in the largest
radius possible.
• Never exceed the max. permissible hose
temperature (e. g. near the exhaust pipes,
exhaust turbocharger).
10-1
 General Information

• End of hose approx. 150 mm lower. 10.5 Corrosion protection

• The diameter inside the line must be at least
Ø 4 mm.
• The fording ability must be maintained as stated
in the vehicle specification.
Contact ZF if the hose is longer than 2.5 m.
The vehicle manufacturer is responsible for the
correct, professional fitting and routing of the hose.
Transmissions must be installed in accordance with
the ZF corrosion specifications. Bus transmissions
and transmissions in Scandinavian countries must
be painted.
Special corrosion protection is required for special
applications with strong exposure to salt (e. g.
winter service vehicles); these must be specified
upon consultation with the ZF Design/Engineering
departments.

10.6 Transmission cover

mm mm

A corresponding cover must be provided for appli-

150 150

right
cations with a danger of the transmission being
richtig
approx.

wrong
falsch
damaged by bulk material, for example.
ca.

10.7 Additional fastening

Attaching additional brackets/fastenings is only

permissible upon prior consultation with the ZF
Design/Engineering departments.

Fig. 10.1 Guideline for routing a hose breather

023915

into the dry chamber

EN 1203 765 110l - 2016-02 10-2


10.8 Transmission transport
For transport, you may only use the existing lifting
lugs for transmission suspension on the housings.
• Select an appropriate hook size so that the
hooks move freely and are not supported inside
the lugs (risk of breakage).
• Select the chain length and angle in such a way
that the bending forces of the lugs are as low as
possible.
The transmission must not be suspended at its
input shaft, e. g. during transport (damage to
bearings and splines).
Using slings on the transmission for transport
purposes is also not permitted.
CAUTION
Suspension on the transmission is not permitted
if it is flanged to the engine. The eyes are only
designed to carry the weight of the transmission.
ZF will not accept liability for damage to trans-
mission components caused by inappropriate
transport.
incorrect
correct
024448
EN 1203 765 110l - 2016-02
General Information
10.9 Check before installation
Cleanliness
• KA1T corrosion protection does not necessarily
have to be removed.
• KA2T corrosion protection has to be removed.
NOTE
In both cases, the specifications of the clutch
manufacturer must be taken into consideration.
• Flywheel, pressure plate, release bearing, and
guide tube must be free from preservatives and
dirt.
NOTE
Use an appropriate cleaning agent (e. g. brake
cleaner) and a lint-free cloth for cleaning.
10.10 Operating and maintenance instructions
Note the operating and maintenance instructions
in the type-specific ZF installation drawings and
operating instructions.
This applies in particular to the oil fill and oil-level
check.
10.11 Vehicle delivery
When handing over the vehicle to the end
customer, point out the function, operation, and
maintenance of the ZF units.
10.12 Storing the transmissions
The transmissions may be stored at temperatures
between – 40 °C and 80 °C. Standard corrosion
protection is effective for 6 months.
10-3
10-4
 ZF Power Take-Offs (PTOs)

11 Selection Criteria for ZF-PTOs (Engine or Clutch-Dependent)

Requirements Corresponding PTO

1. Output speed (noutput = nengine x factor)

• 0.40 to 1.09 – N .. 1
• 0.98 to 1.40 depending on – N .. 4
• 0.83 to 1.62 transmission – N .. 6
• 0.81 to 2.36 ratio – N .. 10
• 0.98 to 1.55 – NMV ...

2. Output rotation direction

• like engine – N .. 4; N .. 6; N .. 10;
NMV ...
• opposite to engine – N .. 1

3. Output location
• top, bottom, or on the right – depending on the transmission installation position
of the transmission output flange and the PTO (see technical data sheets)

4. Number of output locations

• 1 output location – N .. 1; N .. 4; N .. 6;
N .. 10; NMV ...
• several output locations – combination N .. 10 with N .. 1 or
N .. 4 and, in addition, NMV ...

5. Output torque
• for short-term operation (< 1 h) up to 430 Nm – N .. 4; N .. 6
• for continuous operation more than 300 Nm* – N .. 1; N .. 10; NMV ...
• Load by
a) one-time impact torque permissible < 2 x Tnom. – N .. 1; N .. 4; N .. 6, N .. 10;
b) a succession of impact torques or excessive – overload protection required
vibration characteristics > 1.5 x Teff
(effective torque) is not permitted!

* For limit values refer to ZF PTO technical data sheet

EN 1203 765 110l - 2016-02 11-1

 ZF Power Take-Offs (PTOs)

Requirements Corresponding PTO

6. Speed and shift dependency

Activation requirements
– N .. 1; N .. 4; N .. 6; N .. 10
a) Clutch-dependent PTOs Operating speed:
– PTO must only be activated or deactivated The PTO ratio is to be selected in such a way that the
when the clutch is open! engine speed is at least n = 800 rpm for PTO opera-
tion under load. Pay attention to engine vibrations or
– Decoupling must take place at engine idling
resonance during PTO operation according to Chapter
speed.
2.3 “Vibrations”!
– Only engage PTO once the countershaft has
come to a complete stop. If the countershaft is
not stationary, there will be grating when Gear change during PTO operation:
engaging the PTO. Gear changes are not permissible when operating the
NOTE PTO!
Slow-down times differ depending on the
operating mode and may be reduced by briefly
pre-synchronizing, preferably 1st gear.
– Activate or deactivate PTO. Grating noises
when activating the PTO are not permissible.
If necessary, extend waiting period before
activation or check clutch for separating
characteristics.
– Slowly engage clutch and accelerate to
operating speed.
NOTE
Speed increase can take place automatically
due to the system used.

EN 1203 765 110l - 2016-02 11-2

 ZF Power Take-Offs (PTOs)

Requirements Corresponding PTO

b) Engine-dependent PTOs, engageable under – NMV

load Operating speed:
– Engagement takes place independently of The PTO ratio is to be selected in such a way that
vehicle clutch. the engine speed is at least n = 800 rpm for PTO
– Engagement/disengagement only when engine operation under load. Pay attention to engine vibra-
is running, tions or resonance during PTO operation according
min. speed: 600 rpm to Chapter 2.3 “Vibrations”!
max. speed: 2000 rpm
– Engine-dependent PTO can be operated with Gear changes during engine-dependent PTO
the vehicle at a standstill or in motion. (NMV) operation:
If it is operated during travel, a gear change may
take place.

Permissible engagement speed at max.

3 shifts/min:

NMV 130 E [engine-dependent PTO]

(applies only to 9/16 S 109)

nAb = 1.03/1.46
Switchable torque Ts = 800 Nm
max. 1800
013567

1600 Transferable torque T = 1400 Nm

perm. engine speeds [rpm]

at noutput = 1500 rpm

1400
noutput = 1.03
1200

1000

800
noutput = 1.46
min. 600
0 2 4 6 8 10 max.
Mass moment of inertia
=> J [kgm2]
at output flange

EN 1203 765 110l - 2016-02 11-3

 ZF Power Take-Offs (PTOs)

Requirements Corresponding PTO

Permissible activation speed for at max.

3 shifts/min:

NMV 221 (only available for Ecosplit 3)

max 2000 noutput = 0.98

Switchable torque Ts = 1000 Nm

013566
1800 Transferable torque T = 2000 Nm
perm. engine speeds [rpm]

noutput = 1.55
Switchable torque Ts = 1000 Nm
1600

1400
Transferable torque T = 1500 Nm
noutput = 0.98
at noutput = 1500 rpm
1200

1000

800
noutput = 1.55
600
0 2 4 6 8 10 12 14
Mass moment of inertia
=> J [kgm2]
at output flange

Resonance speed
Impact of rotating unit mass NMV 221 Operating conditions for minimum speed
on resonance speed An operating speed of 800 to 1000 rpm requires
a rotating unit mass (mass moment of inertia, e. g.
pump) at the PTO of > 0.3 kgm2.
If the rotating unit mass is < 0.3 kgm2,
1400
Speed [rpm]

the engine speed must be set according to the

1200
N = 0.98 x Neng

diagrams.
1000

800
– The speed must always be higher than the
600
decoupling limit.
400 – The resonance area must be avoided in any case.
200
J > 0.3 kgm2, standard application
0
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
Unit's moment of inertia [kgm2]

1400
Speed [rpm]

N = 1.55 x Neng
1200

1000

800

600

400

200
J > 0.3 kgm2, standard application
0
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
Unit's moment of inertia [kgm2]
Resonance range Decoupling limit
027984/027985

EN 1203 765 110l - 2016-02 11-4

 ZF Power Take-Offs (PTOs)

Requirements Corresponding PTO

7. Mounting specifications for hydraulic pumps

attached to ZF PTO version “c” for direct pump
connection according to ISO 7653

The hydraulic pump connection must correspond to

Standard ISO 7653 type D. D2

a) Additional specifications:
(for all types of PTO)
Sealing between pump and PTO
D1

The sealing between pump and PTO must be done

with two radial shaft sealing rings (D1 + D2) and a
breather (E1) between the radial shaft sealing rings.
The breather must ensure that no transmission oil
is drained and no hydraulic oil gets into the
transmission.
The sealing rings must be temperature-resistant up
to 120 °C.
The sealing ring on the PTO end (D1) must seal the
transmission with the oil approved by the vehicle
manufacturer/ZF.
The sealing ring on the pump (D2) must seal the 014648
pump with hydraulic oil.
The breather bore must always function (no
E1

painting, blocking, soiling).

The entire system must be checked immediately
in the case of an oil leakage at (E1).

EN 1203 765 110l - 2016-02 11-5

 ZF Power Take-Offs (PTOs)

Requirements Corresponding PTO

b) Load: weight torque “M”

In the case of version “c” of PTOs, the static load on
the flange face by pump (gravity torque “M”) may X
be 30 Nm.

EXCEPTION Madm. = s x G [Nm]

An increased static load of max. 50 Nm is permitted
exclusively for transmissions which have a PTO of 003913
type N .. 1 or N .. 4 flange-mounted directly to the s
transmission housing.
G

M = Gravity torque [Nm]

G = Pump weight [N]
= Pump mass incl. valves in [kg] x 9.81 [m/s²]
s = Distance of pump's center of gravity from the
pump's flange-mounting face [m]
X = Pump’s center of gravity

8. General NOTE
• The vehicle manufacturer is responsible for
complying with all guidelines and notes
contained in the installation instructions.
• The body manufacturer is responsible (in due
consideration of the installation instructions by
the OEM and ZF) for the adaptation to the PTO
and must ensure suitable safety precautions
and warnings.
• In addition, comply with the corresponding ZF
fitting instructions of the PTO used.
• When using PTOs, a clearance/free travel as
well as installation inspection are considered
mandatory.
To this end, please adhere to a minimum
clearance of 0.5 mm for the limit dimension
considerations (making use of all tolerance)
when referencing neighboring components.

EN 1203 765 110l - 2016-02 11-6

 Additional Instructions for Body Manufacturer

12 Additional Instructions for Body

Manufacturer

12.1 General information

Chapters 1 to 11 are also binding for the body

manufacturer.

12.2 Functional check

If components were removed during assembly,

ensure the correct setting for re-assembly,
especially of sensors and switches (e. g. splitter
group release valve, accelerator interlock, etc.).
After concluding the work, the body manufacturer
must carry out a functional check.

12.3 Shift system

Modifications of the shift system are only permitted

upon consultation with the ZF Design/Engineering
departments.

12.4 Transmission removal

The superstructure, auxiliary power units, etc. must

not restrict the space required for transmission
removal.

EN 1203 765 110l - 2016-02 12-1

12-2
Transmission Installation List of Changes: 1203 765 110

Index Date of issue Chapter Initiator Comment

h 2006-10 11 LVA2-N Resonance speed NMV 221 (engine-dependent PTO)
i 2009-08 all LPE1-A Complete revision
j 2011-09 1.5 TTEA Separating characteristics of the clutch
1.6 OTGS2 Propshaft connection
2.3.2 OTGS2 Rotational irregularities
7.1 TTDA Suspension A + C
9.2.1 TTEA Air quality
10.8 TTEA Transmission transport
10.9 TTEA Conservation
11 TTS N..5 replaced with N..6 , N..2 eliminated
k 2014-06 all TTEA Complete revision
l 2016-02 1.5, 2.2, TTDM1 Dept. Transmission types 5 S 400 BO and 6 S 500 BO
added.
3.4.1
2.3.1 Figure updated
2.3.2 Formula updated

EN 1203 765 110l - 2016-02 12-3

ZF Friedrichshafen AG
88038 Friedrichshafen
Deutschland · Germany
Telefon/Phone +49 7541 77-0
Telefax/Fax +49 7541 77-908 000
www.zf.com

EN 1203 765 110l - 2016-02