INTRODUCTION
GENERAL
This section has the description and operation for the
powershift transmission and torque converter used in
the H700–800A series and H700–920B series of lift
trucks.
THE TORQUE CONVERTER
Description
The torque converter has a separate housing from the
transmission housing. The torque converter can be dis-
assembled for repair or cleaning. The torque converter
has an impeller that is driven by the engine, a stator that
does not rotate and a turbine that is connected to the out-
put shaft. A drive shaft connects the torque converter
output to the transmission input shaft. Oil flows to the
torque converter from the transmission regulator valve.
A lubrication tube sends oil to the pump mount plates to
lubricate the pump drive gears and bearings. Oil from
the pump drive drains to the sump in the torque convert-
er housing. A hose connects the torque converter sump
to the transmission sump.
1
1
2
3 3
2606
1. PUMP MOUNT PLATES
2. OUTPUT YOKE
3. TRANSMISSION PUMP
FIGURE 1. TORQUE CONVERTER HOUSING
The torque converter housing has the drive gears for the
transmission oil pump and the three hydraulic system
pumps. The torque converter housing has the supports
for the bearings for the torque converter. The regulator
valve for the oil pressure for the torque converter is also
found in the torque converter housing. The torque con-
verter housing is fastened to the engine block by caps-
crews. Seals prevent oil leaks into the flywheel area
and out around the output shaft of the torque converter.
The rotating housing of the torque converter receives
torque from the engine through the drive spider. See
FIGURE 2. The drive spider is engaged with the drive
ring on the flywheel. The drive spider has twenty rubber
blocks on its circumference that fit into the notches in
the drive ring. See FIGURE 3. Capscrews and dowels
hold the drive spider to the input flange. A bushing (37)
in the center of the end plate (33) for the torque convert-
er housing permits the input flange (26) to rotate. The
rotating housing (34) is fastened to the input flange (26)
by capscrews. The input flange is also the bearing re-
tainer for an output shaft bearing (28). A seal (36) in the
end plate of the torque converter housing prevents leaks
around the input flange.
1. TORQUE CONVERTER HOUSING
2. DRIVE RING AND SPIDER
2607
3. END PLATE
FIGURE 2. DRIVE SPIDER
1
 1
2
34
3

4
6
33
7
5

32
31
37 9
8
11
36
10
13
35 16 12
30 14

15

28
29 18
27 19
17 20

26
21

25

23

24 22
3089

1. HOUSING 13. ROLLER BEARING 25. BEARING CARRIER

2. HYDRAULIC PUMP MOUNT 14. PISTON RING (2) 26. INPUT FLANGE
PLATE 15. OUTPUT YOKE 27. BEARING RETAINER
3. DRIVEN GEAR (2) 16. OUTPUT SHAFT 28. BEARING
4. BALL BEARING (4) 17. GUIDE SLEEVE 29. TURBINE
5. BEARING RETAINER (2) 18. OIL SEAL 30. DRIVE SPIDER
6. BEARING SPACER (2) 19. SEAL CARRIER 31. RUBBER BLOCK (20)
7. IMPELLER 20. STATOR SUPPORT 32. DRIVING RING
8. STATOR 21. TRANSMISSION PUMP 33. END PLATE
9. DRIVE GEAR 22. DRIVEN GEAR 34. ROTATING HOUSING
10. BALL BEARING 23. TRANSMISSION PUMP 35. SNAP RING
11. O–RING MOUNT PLATE 36. SEAL
12. METAL SEAL RING (2) 24. SHROUD 37. BUSHING
FIGURE 3. PARTS OF THE TORQUE CONVERTER

2
The rotating housing is fastened to the impeller by caps-
crews. The impeller (7) must rotate when the rotating
housing (34) rotates. The impeller (7), drive gear (9),
and bearing carrier (25) also must rotate together. Caps-
crews hold the outer race of the ball bearing (10) be-
tween the drive gear and bearing carrier. The inner race
of the bearing is on the stator support (20). The stator
support is fastened to the housing and does not rotate.
There are two seal rings (12) in grooves in the stator sup-
port that seal against the drive gear (9).
The stator (8) is held to the stator support by eight spe-
cial capscrews. The stator does not rotate in this torque
converter. The outer race of the roller bearing (13) for
the output shaft (16) is held between the stator support
and the seal carrier (19). The seal carrier (19) also has
the seal (18) for the output yoke (15). Sealing rings (14)
in grooves in the output shaft (16) control the amount of
oil that lubricates the roller bearing (13).
Operation
The torque converter has several functions. The torque
converter is a fluid coupler that permits the lift truck to
be stopped with the transmission engaged and the en-
gine running. The torque converter also increases the
torque from the engine when there is a load on the output
shaft. The torque converter is a cushion for shock loads
in the drive line.
12962A
FIGURE 4. HOUSING REMOVED FROM
ROTATING HOUSING
1
2 3
12962B
1. TURBINE
2. STATOR
3. IMPELLER
FIGURE 5. INSIDE THE TORQUE CONVERTER
When the engine is running, the impeller is turning.
Centrifugal force moves the oil in the impeller out from
the center of the rotating housing. See FIGURE 6. The
moving oil then hits the blades of the turbine and starts
the turbine rotating in the same direction as the impeller.
The turbine blades change the direction of the moving
oil so that the oil enters the stator going opposite to the
rotation of the impeller. To prevent the oil from entering
the impeller in the opposite direction, the stator blades
again change the path of the oil. Oil leaving the stator en-
ters the center of the impeller in the same direction as the
impeller is rotating. When the oil hits the impeller
blades, the force of the oil is transferred to the impeller.
This additional push helps the engine turn the impeller.
The torque of the engine is multiplied because of this
additional force.
The higher the speed of the oil that hits the impeller, the
more the torque is increased. The oil flows fastest
through the stator when the difference between the
speed of the impeller and the speed of the turbine is grea-
test. This condition occurs at stall when the turbine is
stopped and the impeller is turning as fast as the engine
permits. The additional force of the oil entering the im-
peller permits the engine to turn faster than it could if the
stator were not installed.
3

FIGURE 6. OIL FLOW THROUGH TORQUE CONVERTER
The clearance between the turbine and impeller permits
the impeller and turbine to rotate at different speeds.
This clearance permits the lift truck engine to be running
while the output shaft is stopped. The operator does not
have to select Neutral when the lift truck is slowed to a
stop. At low engine speed there is not enough centrifu-
gal force on the oil in the impeller to make the turbine
turn. When the engine speed increases, the force of the
oil from the impeller starts the turbine turning. The lift
truck then moves smoothly from a stop.
When the turbine turns, the centrifugal force of the fluid
in the turbine tries to move the fluid away from the cen-
ter. This force reduces the flow through the stator. When
the turbine is turning at the same speed as the impeller,
4
3089
there is not enough flow through the stator to multiply
the torque from the engine. The torque converter trans-
fers the engine torque, but does not multiply it in this
condition. This condition occurs when the lift truck is
traveling at a constant speed on level ground. The torque
converter automatically adjusts the torque multiplica-
tion according to the load on the turbine.
The torque converter also controls the transfer of shock
loads to the engine. Because there is no mechanical con-
nection between the engine and the transmission, the
shock to the engine from a gear change is decreased. The
change between acceleration and deceleration of the lift
truck is smoother because of the torque converter.
 33

32
1

30
31

29 2
28

27
4 3
26
24

23 5
22
21
25 20 6 7
19
18
9
17 8

12933
10
11
19. SECOND AND HIGH
15 12 FORWARD AND REVERSE
DRIVE GEAR
1. BEARING 20. BULKHEAD
2. BEARING 16 21. INPUT YOKE
3. OUTPUT YOKE 22. INPUT SHAFT
4. BEARING (2) 23. BEARING (2)
5. OUTPUT SHAFT 24. LOW FORWARD AND
6. HIGH OUTPUT GEAR 14 13 REVERSE DRIVE GEAR
7. LOW AND SECOND OUTPUT GEAR 25. BEARING
8. BEARING 26. MOUNTING
9. OIL SUPPLY COVER 27. HOUSING COVER
10. SUMP PLATE 28. BEARING
11. STRAINER 29. SECOND AND HIGH
12. LOW REVERSE IDLER DRIVEN REVERSE IDLER
GEAR 30. MAIN HOUSING
13. BEARING 31. SECOND AND HIGH
14. REVERSE IDLER SHAFT RANGE REVERSE IDLER
15. LOW REVERSE SHAFT DRIVE GEAR
16. BEARING 32. BEARING
17. LOW FORWARD AND REVERSE 33. SECOND AND HIGH
DRIVEN GEAR FORWARD AND REVERSE
18. BEARING DRIVEN GEAR
FIGURE 7. PARTS OF THE TRANSMISSION

5
 2 3
4
1

INPUT INPUT

5 LOW–FORWARD LOW–REVERSE

INPUT INPUT

SECOND–FORWARD SECOND–REVERSE

INPUT INPUT

3097
HIGH–FORWARD HIGH–REVERSE

1. SECOND–FORWARD CLUTCH 4. HIGH–REVERSE CLUTCH

2. HIGH–FORWARD CLUTCH 5. LOW–FORWARD CLUTCH
3. SECOND–REVERSE CLUTCH 6. LOW–REVERSE CLUTCH
FIGURE 8. POWER FLOW FOR TRANSMISSION

6
 NEUTRAL

2R 3R 5
4 C–CLOCKWISE
2 CC–COUNTERCLOCKWISE
2F 3F
1–INPUT
3 F–FORWARD
1 R–REVERSE

1F 1R 6

10544

C CC C CC C CC
1 2 3 4 5 6

FIGURE 9. POWER FLOW IN NEUTRAL

LOW–FORWARD CLUTCH APPLIED LOW–REVERSE CLUTCH APPLIED

3 3
13 1 13 1

6 6
8
16 10543

14 15

C C CC CC C C C CC CC C C CC
1 3 6 16 13 1 3 6 8 15 14 13

C–CLOCKWISE
CC–COUNTERCLOCKWISE
1–INPUT
13–OUTPUT

FIGURE 10. POWER FLOW IN LOW–FORWARD AND REVERSE

7
 C–CLOCKWISE
CC–COUNTERCLOCKWISE
1–INPUT
13–OUTPUT

11 9
2 2

13 1 13 1

10542

C CC CC C C CC CC C C
1 2 11 13 1 2 9 7 13

SECOND–FORWARD CLUTCH APPLIED HIGH–FORWARD CLUTCH APPLIED

FIGURE 11. POWER FLOW IN FORWARD–SECOND AND HIGH

TRANSMISSION
Description
The powershift transmission has three forward ranges
and three reverse ranges. There is one clutch with eight
friction discs and eight separator plates for each range.
All the gears are constantly engaged. The input shaft and
output shaft are in line with each other. Each clutch shaft
has a dual piston housing. There are two clutches on
each shaft. The clutches are applied when hydraulic oil
flows to the piston housing. The transmission charge
pump that is on the torque converter housing moves oil
from the transmission sump to the transmission regula-
tor valve.

12
10
5 5

4 4 2
2
13 13
1 1

10541

C CC CC C C CC C CC CC C C CC CC
1 2 4 5 12 13 1 2 4 5 10 7 13
SECOND–REVERSE CLUTCH APPLIED HIGH–REVERSE CLUTCH APPLIED

FIGURE 12. POWER FLOW IN REVERSE–SECOND AND HIGH

8
 26 24
27 25
28 22 21
23 19
20
18 17

3090

1
2 3 4

15
5 16
14
9 10 13
7 8 12
6
11
1. SNAP RING 15. ROLLER BEARING (2)
2. SPACER 16. THRUST BEARING (4)
3. THRUST BEARING (6) 17. PISTON RING (3)
4. ROLLER BEARING 18. CLUTCH SHAFT ASSEMBLY
5. GEAR AND DRIVE RING ASSEMBLY 19. ROLLER BEARING
6. SNAP RING (2) 20. BEARING SPACER
7. SEPARATOR PLATE (16) 21. GEAR AND DRIVE RING ASSEMBLY
8. FRICTION PLATE 22. PISTON RETURN SPRING (16)
9. SNAP RING (2) 23. CLUTCH PISTON (2)
10. DOWEL PIN 24. DRAIN VALVE (2)
11. PISTON HOUSING ASSEMBLY 25. DRAIN VALVE SLEEVE (2)
12. CLUTCH HUB (2) 26. DRAIN VALVE (2)
13. PISTON RING (2) 27. SNAP RING (2)
14. SPRING RETAINER (2) 28. SEAL RING (2)
FIGURE 13. EIGHT INCH CLUTCH ASSEMBLY

Power Flow (See FIGURE 13. to FIGURE 17.)
The power flow through the transmission starts at the in-
put shaft. Two gears (19 and 24) are connected to the in-
put shaft by splines. See FIGURE 7. These gears are en-
gaged with gears that are connected to the three clutch
shafts. In Neutral, the input shaft and all three clutch
shafts are turning. When a clutch is engaged, the gear
fastened to the clutch drum turns with the clutch shaft.
This action causes other gears to rotate and the output
shaft turns in the correct direction and ratio.
Clutches
Each of the six clutch assemblies has a clutch hub that is
fastened to the shaft by splines. The Low–Forward and
Low–Reverse clutches have an 204 mm (8 in) diameter.
See FIGURE 13. The diameter of the other clutches is
170 mm (7 inches). See FIGURE 14. The piston hous-
ing is fastened to the shaft by a dowel. There is a piston
on both sides of the piston housing. When the shaft ro-
tates the piston housing, pistons, and clutch hubs rotates
as a unit. The steel separator plates have splines that en-
gage with splines on the clutch hub.
The friction discs have splines that engage the splines on
the clutch drum. The clutch drums are welded to gears
that turn freely on the shafts. When oil enters the piston
housing and pushes the clutch piston away from the pis-
ton housing, the clutch discs and separator plates are

9
pressed against the hub flange. This action causes the
gear to turn with the shaft.
By applying different clutches, different gear ratios are
selected. Only one clutch is applied in each gear. There
is a separate oil supply to each of the six piston cavities.
Solenoids that are energized by the range selector
switch open the range selector valves that permit oil to
flow to the piston cavities.
Drain Valves, H700–800A
(See FIGURE 15. and FIGURE 16.)
Two drain valves are installed in each of the three piston
housings. There is a drain valve for each clutch. The
drain valves have several functions. The drain valves
prevent parts of the transmission from turning too fast
when the lift truck is traveling down a grade. The drain
valves also prevent the pressure in the piston cavities
from increasing because of centrifugal force. Oil is re-
leased quicker during a high speed shift because of the
drain valves. Also, the drain valves slow the application
of the Low speed clutches if the turbine speed is high.
When the piston housing is turning fast, the oil moves to
the outer surface of the piston cavity. The pressure on the
outer seal increases as the speed of the piston housing in-
creases. The drain valves in the Low speed clutches
keep the pressure from increasing by closing the inlet
port and opening the drain port. The drain valves for the
Low speed clutches are actuated by the centrifugal force
on the drain valve pistons and the increased pressure of
the oil in the piston cavity. The drain valves for the other
clutches are operated only by the centrifugal force on
the valve parts. The Second and High clutches release
quickly when the rpm setting is reached.

26 24 22
23
25
21 20
19
18 17

3093

1 2 16
14
3 15
6
7 27 12
4 5
8 9 10 11 13
1. SNAP RING
2. SPACER 15. ROLLER BEARING (2)
3. THRUST WASHER (6) 16. THRUST BEARING (4)
4. ROLLER BEARING 17. PISTON RING (3)
5. GEAR AND DRIVE RING ASSEMBLY 18. CLUTCH SHAFT ASSEMBLY
6. SNAP RING (2) 19. ROLLER BEARING
7. SEPARATOR PLATE (16) 20. BEARING SPACER
8. FRICTION PLATE 21. GEAR AND DRIVE RING ASSEMBLY
9. SNAP RING (2) 22. PISTON RETURN SPRING (16)
10. DOWEL PIN 23. CLUTCH PISTON (2)
11. PISTON HOUSING ASSEMBLY 24. DRAIN VALVE SLEEVE (2)
12. CLUTCH HUB (2) 25. DRAIN VALVE (2)
13. PISTON RING (2) 26. SNAP RING (2)
14. SPRING RETAINER (2) 27. SEAL RING (2)
FIGURE 14. SEVEN INCH CLUTCH ASSEMBLY

10
 1 3

4 2

8
5

9
3091

10 FOR 8 INCH CLUTCHES–LOW GEARS

SHAFT AT STALL NORMAL HIGH SPEED DRAIN

1
2 3
4

5
3092

FOR 7 INCH CLUTCHES–SECOND AND HIGH GEARS

7 6

1. SLEEVE 6. SPRING
2. DRAIN VALVE 7. PISTON HOUSING
3. SNAP RING 8. SUPPLY INLET
4. DRAIN PASSAGE 9. SENSING PISTON
5. INLET TO CLUTCH PISTON CAVITY 10. PILOT PASSAGE
FIGURE 15. DRAIN VALVE OPERATION, H700–800A

The drain valve used in the 170 mm (7 inch) clutches
does not have the sensing piston and pilot passage. A
spring keeps the drain valve in the position that closes
the inlet port and opens the drain port. When oil flows to
the clutch, the drain valve moves to open the inlet port
and close the drain port. When the shaft turns, centrifu-
gal force and the spring push the drain valve against the
inlet pressure. This action closes the inlet port and opens
the drain port. The faster the shaft turns, the more the
drain valve moves out. The drain port does not open un-
til the inlet port completely closes.

11

2 3
1 cavity increases, the oil in the bore pushes the sensing
3
3086
4
2
1. PISTON HOUSING
2. DRAIN VALVE BORE
3. INLET PASSAGES
4. CLUTCH SHAFT
FIGURE 16. PISTON HOUSING
Drain valves are installed to prevent two clutches from
being applied at the same time during a range change.
When a shift is made in a transmission without drain
valves, the oil must leave the piston cavity through the
inlet port and flow through the clutch shaft. At high rpm,
the oil is moved by centrifugal force away from the
clutch shaft. The drain valve moves out quickly because
of the spring and centrifugal force when oil begins to
flow out the inlet port. When the drain port is opened by
the drain valve, centrifugal force quickly moves the oil
from the piston cavity out through the drain valve.
When making a shift from Neutral to Low gear at a high
turbine speed, the drain valve slows the application of
the Low speed clutch. The drain valve begins to close
the inlet port as the clutch shaft rpm increases. The oil
entering the piston cavity must flow through the partly
closed inlet port. Because the oil enters the piston cavity
more slowly, the clutch applies more smoothly. When
the clutch shaft slows because of the friction of the
clutch plates, the drain valve permits full flow.
12
The drain valves for the Low–Forward and Low–Re-
verse clutches have sensing pistons in the same bores. A
pilot passage connects the piston cavity to the end of the
bore for the drain valve. When the pressure in the piston
piston against the drain valve spring. The drain valve
moves and begins to close the inlet port to the piston ca-
vity. If the pressure in the piston cavity continues to in-
crease because of centrifugal force, the drain valve con-
tinues to move out. After completely closing the inlet
port, the drain valve opens the drain port. Oil flows from
the piston cavity until the clutch releases and the speed
of the shaft decreases.
Drain Valves, H700–920B (See FIGURE 17.)
The drain valves on Low and Second speeds are differ-
ent than those in the earlier models, but do many of the
same functions. In addition to the other functions, the
drain valves are used to help make smooth shift changes.
There are two piston cavities for each piston. Each pis-
ton cavity has its own inlet port.
When a clutch is engaged, oil flows to both inlet ports.
Oil pressure begins to move the clutch piston as the oil
fills the inner cavity for the clutch piston. As the oil pres-
sure increases, the piston in the drain valve moves up.
When the piston moves, it opens the inlet passage for the
outer cavity. The outer cavity can now fill with oil and
fully engage the clutch.
When the pressure is released, the spring loaded piston
returns to the closed position. When the piston is closed,
the drain circuit for the piston cavity is open and oil will
flow out of the piston housing.
Hydraulic Oil Flow
(See FIGURE 18. to FIGURE 21.)
The hydraulic pump for the transmission is fastened to
the torque converter housing. Both the torque converter
and transmission receive oil from the same pump. Hy-
draulic hoses connect the transmission sump with the
sump of the torque converter housing. A hose with a
breather connects the torque converter housing with the
transmission housing. The oil flows from the transmis-
sion sump to the pump and then through a filter that is on
the frame. Oil then flows to the main regulator valve. Oil
that goes through the main regulator valve flows to the
torque converter and cooler. If the oil is cold, the cold oil
valve sends some of the oil directly to the sump.
The oil flows under constant pressure from the main 1 2 3
regulator valve to the range selector valve. The range se-
lector valve has six valves that are operated by sole-
noids. When a range selector valve opens, oil flows to a
clutch.
The torque converter receives oil from the main regula-
tor valve. The oil must flow through the torque convert-
er regulator after leaving the torque converter. The oil
gets hot in the torque converter and must be cooled be-
fore returning to the transmission. The oil enters the
cooler in the radiator where the temperature sender
senses the temperature. From the cooler, the oil flows
back to the regulator valve body on the transmission
housing to the lubrication regulator. Oil flows then CLUTCH DISENGAGING
through the transmission shafts to lubricate and cool the
clutches. The remainder of the oil flows through the lu-
brication regulator to the sump.
To flow to the piston cavities, the oil must flow through
tubes inside the housing to the oil supply covers on the
end of the shafts. Three Teflon oil rings separate the
three passages in the shaft. The two grooves between the
Teflon oil rings are connected to the piston housing by
drilled passages. A ball is installed in the end of each
clutch passage to keep the oil in the passage. Orifice
plugs are installed in the other end of the shaft. The lu-
brication passage in the shaft receives oil from the end of
the shaft. There are orifice plugs installed in lubrication
passages in the clutch shaft for the needle bearings. See CLUTCH ENGAGING
FIGURE 13. and FIGURE 14.

11302
CLUTCH FULLY ENGAGED

1. DRAIN VALVE
2. CLUTCH PISTON
3. CLUTCH ASSEMBLY
FIGURE 17. DRAIN VALVES, H700–920B

13
 12
5

13

14

1 2 3 4 11

15
10
7
16
9
6

17

3099
1. TRANSMISSION SUMP 7. COOLER RELIEF VALVE 12. LOW FORWARD CLUTCH
2. SCREEN 8. TORQUE CONVERTER 13. LOW REVERSE CLUTCH
3. PUMP 9. TORQUE CONVERTER 14. SECOND FORWARD CLUTCH
4. FILTER REGULATOR 15. HIGH FORWARD CLUTCH
5. RANGE SELECTOR VALVE 10. COOLER 16. SECOND REVERSE CLUTCH
6. MAIN AND COLD OIL VALVE 11. LUBRICATION REGULATOR 17. HIGH REVERSE CLUTCH
FIGURE 18. OIL FLOW BLOCK DIAGRAM

14
1

3
4
5

7
6

9
10

3085

1. TORQUE CONVERTER REGULATOR 6. TRANSMISSION OIL PUMP INLET

2. BREATHER 7. OIL COOLER
3. REGULATOR VALVE 8. SUMP LINE
4. TRANSMISSION OIL PUMP 9. FILTER
5. TORQUE CONVERTER INLET 10. TRANSMISSION OIL PUMP OUTLET
FIGURE 19. HOSE DIAGRAM

15
 2 5
1
8
4
9

7
12

10

11

3065

1. TURBINE 13
2. IMPELLER 14
3. STATOR 9. TO CLUTCH
4. TORQUE CONVERTER REGULATOR 10. COOLER RELIEF VALVE
5. COOLER 11. LUBRICATION PASSAGE TO CLUTCH DISCS
6. MAIN REGULATOR VALVE 12. LUBRICATION REGULATOR
7. COLD OIL RELIEF 13. PUMP
8. TO SUMP 14. TRANSMISSION SUMP

FIGURE 20. TRANSMISSION OIL FLOW DIAGRAM

16
 21

20 1

19 3

16
17
4
18

5
7

6
15
8
9
14 10

20
13
12

10539
11
1. LUBRICATION TUBE FOR SECOND AND 11. O–RINGS
HIGH REVERSE SHAFT 12. CLAMP
2. END COVER FOR SECOND AND HIGH 13. HOLE FOR FILL TUBE
REVERSE SHAFT 14. CLAMP
3. SECOND REVERSE CLUTCH SUPPLY 15. REVERSE IDLER SHAFT COVER
TUBE 16. SUPPLY TUBE FOR SECOND FORWARD
4. TRANSFER PORT SHAFT
5. OUTPUT SHAFT 17. DRAIN FOR OUTPUT SHAFT BEARING
6. HIGH REVERSE CLUTCH SUPPLY TUBE 18. SUPPLY TUBE FOR HIGH FORWARD
7. TRANSFER TUBE SHAFT
8. END COVER FOR FIRST FORWARD AND 19. END COVER FOR SECOND AND HIGH
REVERSE SHAFT FORWARD SHAFT
9. LUBRICATION TUBE FOR FIRST FOR- 20. LUBRICATION TUBE FOR SECOND AND
WARD AND REVERSE SHAFT HIGH FORWARD SHAFT
10. SUMP TUBE FROM LUBRICATION 21. MAIN HOUSING
REGULATOR
FIGURE 21. TUBE LOCATION

17
Pump (See FIGURE 22.) The input shaft has the drive gear, a seal, two needle
bearings and a ball bearing with two sets of balls. The
The transmission pump is fastened to a mount plate near
driven shaft has the driven gear and two needle bearings.
the bottom of the torque converter housing. A woodruff
A key on each shaft holds the gear to the shaft.
key and a nut hold the driven gear to the input shaft for
the pump. The driven gear is engaged with the gear fas-
The inlet hose for the transmission pump is connected to
tened to the impeller. Tubes connected to the oil outlet
the transmission sump. Another hose is connected be-
send oil to the pump mount plates. Passages in the pump
tween the sump of the torque converter housing and the
mount plate permit oil to flow to the needle bearings for
sump of the transmission. The pump receives oil from
the pump input shaft.
the transmission sump through a screen. The flow from
The transmission and torque converter use a gear pump. the transmission pump goes through the filter on the out-
The pump has a relief valve installed in the pump body. side of transmission housing to the regulator valve body.

5 7 8 9
6 1
5

4
1
3

2
19 9
18

17 9
23 15
20 16
1
21

22 14
12 11 3096
23 13
25
24 26
24 10

1. WOODRUFF KEY 10. COVER ASSEMBLY 19. INPUT SHAFT

2. SNAP RINGS (2) 11. GEAR HOUSING 20. VALVE SPOOL
3. WASHERS (2) 12. RETAINING RING 21. WASHER
4. O–RING 13. DRIVEN GEAR 22. SHIMS
5. SPECIAL CAPSCREWS 14. FRONT COVER ASSEMBLY 23. SPRING
6. BALL BEARING 15. CAPSCREWS (2) 24. PLUG
7. DOWELS (2) 16. LOCKWASHERS (2) 25. PISTON
8. DRIVE GEAR 17. SEAL HOUSING 26. PIN
9. NEEDLE BEARING 18. SEAL
FIGURE 22. PARTS OF THE PUMP

18

1 2
9 8. WASHER
8 7
FIGURE 23. REGULATOR VALVE
Regulator Valve
(See FIGURE 23. to FIGURE 27.)
The regulator valve assembly is fastened to the side of
the transmission housing. The regulator valve assembly
has the main regulator valve, the relief valve for cold oil
and the lubrication regulator valve. A flow sensing
valve is installed in the regulator valve assembly but is
not used. The sender unit for the transmission pressure
gauge is installed above the flow sensing valve. There
are plugs installed in two other bores of the regulator
valve assembly that are not used for this transmission.
After flowing through the filter, the oil from the pump
enters the bottom of the regulator valve assembly. The
oil pushes on the main regulator valve and the relief
valve at the same time. Oil flows to the range selector
3
1. PLUGS
4 2. SHIMS
3. PRESSURE SENDER
5 UNIT
4. FLOW SENSING
VALVE
5. COLD OIL RELIEF
6. INLET
7. MAIN REGULATOR
SPOOL
9. LUBRICATION
REGULATOR
6 3600
valve and stops flowing when the common passage is
filled. The oil pressure increases to 1379 to 1448 kPa
(200 to 210 psi) and moves the main regulator valve to
open the port to the torque converter circuit. If the oil is
cold, the pressure will continue to increase. If the pres-
sure reaches 1586 kPa (230 psi), the ball for the relief
valve moves from its seat in the main regulator valve.
Oil then flows through the relief valve to the sump.
An additional relief valve for cold oil is installed in the
passage to the torque converter inlet. This relief valve is
found under the sump. When the pressure of cold oil to
the torque converter and cooler reaches 690 kPa (100
psi), the relief valve ball moves from its seat. Some of
the oil then flows directly to the lubrication circuit with-
out flowing through the torque converter or oil cooler.
19
 9

1 2
21
3
24

10

20
11

4 20
7 8 12
6

14
15 16 17 18 19
20
FROM 12

22 22 23 23

13
10549

20 13 20
FROM 2

1. SCREEN 13. RANGER SELECTOR SOLENOID

2. PUMP 14. LOW–FORWARD CLUTCH
3. PUMP RELIEF VALVE 15. LOW–REVERSE CLUTCH
4. FILTER 16. SECOND–REVERSE CLUTCH
5. FILTER BYPASS 17. HIGH–REVERSE CLUTCH
6. COLD OIL RELIEF 18. SECOND–FORWARD CLUTCH
7. MAIN REGULATOR 19. HIGH–FORWARD CLUTCH
8. COOLER RELIEF VALVE 20. SUMP (TRANSMISSION)
9. TORQUE CONVERTER 21. PUMP DRIVE LUBRICATION
10. TORQUE CONVERTER REGULATOR 22. DRAIN VALVE (2)
11. COOLER 23. DRAIN VALVE (4)
12. LUBRICATION REGULATOR 24. SUMP (TORQUE CONVERTER)
FIGURE 24. HYDRAULIC SCHEMATIC

20
 1

3
4 20
2
7

9
5
17 10

6 11

12

16

15 14
1379 to 1448 kPa
(200 to 210 psi)
276 to 414 kPa
(40 to 60 psi) 13
18
175 to 200 kPa
19
(25 to 30 psi)
DRAIN
OUTLET

1301

1. TORQUE CONVERTER 11. SECOND–FORWARD SOLENOID

2. TORQUE CONVERTER REGULATOR 12. HIGH–FORWARD SOLENOID
3. OIL COOLER 13. TRANSMISSION SUMP
4. MAIN REGULATOR VALVE 14. PUMP
5. COLD OIL RELIEF 15. FILTER WITH BYPASS
6. RANGE SELECTOR VALVE 16. COOLER RELIEF VALVE
7. LOW–FORWARD SOLENOID 17. LUBRICATION REGULATOR
8. LOW–REVERSE SOLENOID 18. CLUTCH ASSEMBLY
9. SECOND–REVERSE SOLENOID 19. PUMP RELIEF VALVE
10. HIGH–REVERSE SOLENOID 20. FROM RANGE SELECTOR ASSEMBLY
FIGURE 25. HYDRAULIC FLOW WITH CLUTCH ENGAGED

21
 10538

ÂÂÂ
ÂÂÂ
FIGURE 26. OIL COOLER RELIEF
VALVE ÂÂÂ 3088

From the main regulator valve, oil flows to the torque FIGURE 27. CHECK PORT FOR
converter inlet on the converter housing. The oil flows LUBRICATION PRESSURE
through the torque converter to the regulator valve for
the torque converter. The torque converter regulator
keeps pressure in the torque converter to keep it full of
oil. Oil flows through the regulator valve to the oil cool-
er in the bottom of the radiator. The temperature sender

ÄÄÄÄ
unit is at the inlet to the oil cooler. A hose connects the

ÄÄÄÄ
cooler outlet to the port near the bottom of the transmis-

ÄÄÄÄ
sion housing. The oil then flows through one of the steel
tubes to the regulator valve body. The lubrication regu-
lator makes sure that the pressure of the oil that goes
through the clutch shafts is not higher than 175 to 200
kPa (25 to 30 psi). The remainder of the oil from the
pump flows through a tube to the sump.

Range Selector Valve

(See FIGURE 28. to FIGURE 31.)
The function of the range selector valve is to send oil
from the regulator valve to the clutch that the operator
selects. One of the six solenoids on the range selector
valve energizes when the operator moves the selector 3088

lever. The energized solenoid permits oil to move a

valve that closes the clutch drain port and opens the port FIGURE 28. LOCATION OF RANGE
SELECTOR VALVE
to the clutch.

22
 9

10

1. CAPSCREW
2. O–RING 1
3. CONNECTOR
4. SIDE COVER
5. GASKET 3
6. FRONT COVER
7. VALVE BODY
8. JUNCTION BOX COVER 8
11
9. CONTROL CABLE 5
10. JUNCTION BOX 4 5
11. PLATE 5
12. SOLENOID ASSEMBLY (6) 1
13. FILTER SCREEN (6) 7
14. SNAP RING (6)
15. VALVE SEAT (6) 5
16. RANGE VALVE (6)
17. SPRING (6)
18. STEEL BALL (6)
19. ORIFICE PLUG (6) 1

18 16 15
17 14
6 12
1
19
3095
13
2
FIGURE 29. RANGE SELECTOR VALVE

The range selector valve has a valve body, six valves and
springs, six valve seats and screens, six solenoids, a
junction box and two port plates. The valve body has a
common passage to all the solenoid valves. In Neutral
the oil flows through the common passage and is
stopped by the solenoid plungers. When a solenoid ener-
gizes, the solenoid plunger moves to open the orifice in
the valve seat. Oil flows through a screen and the orifice
in the valve seat and pushes on one end of the range se-
lector spool. The oil then flows through another orifice
to the sump. The range selector spool moves and opens
the port to the clutch. Oil flows through the passage to
the clutch piston cavity. When the range selector spool is
in the open position, the port to the sump from the clutch
is closed. Pressure increases in the piston cavity and
moves the clutch piston to apply the clutch.
When a different range is selected, the solenoid that was
energized deenergizes and the solenoid plunger closes
the orifice on the valve seat. The spring moves the range
selector spool. The oil at the solenoid end of the range
selector spool moves out through the other orifice to the
sump. The port to the sump from the clutch is opened
and the oil to the clutch is stopped. The clutch disenga-
ges. Another solenoid energizes to send oil to the clutch
that is now selected.

23
1

8 2

1. SOLENOID PLUNGER
2. SCREEN
3. VALVE SEAT
3 4. RANGE SELECTOR
6 SPOOL
5. TO CLUTCH
6. TO SUMP
4
7. FROM MAIN REGULATOR
7 5 8. ORIFICE PLUG
9. RANGE SOLENOID

6
12829

SOLENOID DEENERGIZED SOLENOID ENERGIZED

FIGURE 30. OPERATION OF THE RANGE SELECTOR VALVE

Range Selector Assembly H700–800A

2 1 (See FIGURE 32. and FIGURE 34.)
The range selector assembly is in the operator’s
compartment. The range selector lever moves the
switch that selects the direction and speed range for the
transmission. The switch has seven positions: Neutral,
three Forward ranges and three Reverse ranges. Roll
pins in the housing prevent moving the lever farther than
one position at a time. When the range is selected, elec-
tricity flows from the center terminal to the contact for
that range. A control cable with connectors on each end
of the cable transfers the electricity to the connector on
the junction box for the range selector valve. The six
range selector solenoids are connected to the connector
3 on the junction box. The solenoids have a ground wire
3088
that is connected to the transmission housing. A ground
strap connects the transmission housing to the left truck
1. CONTROL CABLE CONNECTOR frame.
2. TEST PLUG FOR CLUTCH PRESSURE
(H700–800A)
3. INLET FOR PUMP
FIGURE 31. LOCATION OF
COMPONENTS

24
 1
8

4
3

5
7

1. LEVER ASSEMBLY
2. SELECTOR HOUSING
3. SELECTOR SWITCH
4. COVER
5. SHAFT
6. CONNECTOR 6
10536
7. AIR CYLINDER
8. CRANK
FIGURE 32. RANGE SELECTOR AND SWITCH ASSEMBLY, H700–800A

The range selector lever is prevented from moving from The transmission control switch has a wire from the in-
the Neutral position until the service brakes are applied. strument panel to energize the indicator lamp. The indi-
An air cylinder assembly is fastened to a bracket on the cator lamp illuminates when the transmission control
housing of the range selector assembly. The air cylinder switch permits electricity to flow constantly to the range
piston extends when the brakes are not applied. The pis- selector switch. If the transmission control switch is in
ton of the air cylinder fits into a notch in the bottom of a the position that permits the brake to disengage the
crank that rotates with the range selector lever. Apply- transmission, the indicator lamp will not illuminate.
ing the brakes retracts the piston and permits the lever to
be moved to a Forward or Reverse range.
TRANSMISSION CONTROL
TRANSMISSION CONTROL CIRCUIT,
H700–800A
(See FIGURE 33. to FIGURE 35.) FOR CLIMBING AND
FOR MAX. LIFT DESCENDING
AND TILT POWER GRADES
There are two switches that control the flow of electric- TRANSMISSION TRANSMISSION
ity to the range selector switch. The transmission con- DISENGAGES REMAINS ENGAGED
trol switch is on the instrument panel. The brake switch WHEN BRAKES WHEN BRAKES ARE
ARE APPLIED APPLIED
is under the treadle valve for the brakes. These two
10537
switches control a circuit that permits the transmission
to be disengaged automatically when the brakes are ap- FIGURE 33. SWITCH FOR
plied. The operator can then run the engine at high speed TRANSMISSION CONTROL CIRCUIT,
to operate the hydraulic system. H700–800A

25
 5
1

2
3

3307

1. RANGE SELECTOR SWITCH

2. FROM BRAKE SWITCH
3. FROM ENGINE START RELAY
4. CONTROL CABLE CONNECTOR
5. RANGE SELECTOR VALVE
FIGURE 34. WIRING DIAGRAM FOR RANGE SELECTOR, H700–800A

26
 WIRE COLOR
BB BLACK 2
CC WHITE 3
TT ORANGE
U ORANGE
V BLUE V
W WHITE
Y RED Y
Z GREEN
1 Z

W J TT
W

V
9
4

1. ENGINE START RELAY

CC 2. INDICATOR LIGHT FOR
TRANSMISSION CONTROL
NC CIRCUIT
BB 3. TRANSMISSION CONTROL
SWITCH
Y 4. FROM INSTRUMENT PANEL
5 5. BRAKE SWITCH
7 6. FROM VOLTMETER
7. TO RANGE SELECTOR
8 NO SWITCH (CONNECTS TO RO-
U
6 TOR)
8. FROM RANGE SELECTOR
SWITCH (NEUTRAL POSITION)
9. TO STARTER RELAY

FIGURE 35. WIRING DIAGRAM FOR TRANSMISSION CONTROL CIRCUIT, H700–800A

27
 WIRE COLOR
BB BLACK
CC WHITE
J YELLOW 5
U ORANGE
V BLUE 1
W WHITE
Y RED
Z GREEN V
Y
BB
NO NC

3316
J
CC
Z 2
1. RANGE SELECTOR SWITCH
4 W
3 2. ENGINE START RELAY
3. BRAKE SWITCH
4. CONTROL CABLE TO RANGE
SELECTOR VALVE
5. TRANSMISSION CONTROL
SWITCH

FIGURE 36. CABLE DIAGRAM FOR TRANSMISSION CONTROL CIRCUIT, H700–800A

The brake switch connects battery positive to the trans-
mission control switch. When the brakes are not ap-
plied, the blue wire connects the transmission control
switch to the range selector switch. The transmission
control switch receives voltage through the red wire on-
ly when the brakes are applied. The brake switch also
connects the engine start relay to the transmission con-
trol switch when the brakes are applied and the lamp is
not illuminated. If the indicator lamp is illuminated,
voltage is applied to the transmission control switch
when the brake switch is in either position. See TABLE
1 for the application chart for this circuit.

TABLE 1. OPERATION OF THE TRANSMISSION CONTROL CIRCUIT, H700–800A

INDICATOR BRAKES VOLTAGE TO ENGINE START RELAY FROM RANGE SELECTOR
LAMP TRANSMISSION CONTROL RELAY SOLENOID
ON APPLIED NO ENERGIZED
ON OFF NO ENERGIZED
OFF APPLIED YES DEENERGIZED
OFF OFF NO ENERGIZED

28
 1

5 4
3
5
4
6
7
13
8 15
9
15

14

10
12
11 8

B
9 10896

16 18
10 17
1. KNOB 7. RUBBER BUSHING 13. WASHER
2. LEVER 8. PIN 14. BOLT
3. COVER 9. NUT 15. SWITCH
4. UPPER NUT 10. THRUST WASHER 16. LOCK OUT CYLINDER
5. YOKE 11. BUSHING 17. SWITCH CRANK
12. SPACER 18. FOUR PIN CONNECTOR C
6. LOWER NUT
FIGURE 37. RANGE SELECTOR, H700–920B

Transmission Control System, H700–920B
The transmission control system uses a range selector
lever, a speed sensing circuit and a switch on a brake
pedal valve. The range selector lever is installed to the
left of the operator on the seat bracket. The lever moves
a switch that selects the range for the transmission. The
lever and switch have seven positions: Neutral, three
Forward ranges and three Reverse ranges. A gate on the
lever housing helps prevent moving the lever farther
than one position at a time. When the range is selected,
electricity flows from the center terminal to the contact
for that range. A wiring harness connects the switch as-
sembly to the range selector valves.
An electronic speed sensor controls a circuit that pre-
vents the lever from moving between the Forward and
Reverse ranges until the lift truck is stopped. During op-
eration, the operator can move the range lever from
Neutral to any of the Forward ranges or from Neutral to
any of the Reverse ranges. The speed sensor is installed
near the yoke on the drive shaft for the transmission. The
speed sensor and module measure the speed of the drive-
shaft. When the lift truck has stopped moving (0.16 km/
hr, 0.1 mph), the module closes the circuit for the lock
out solenoid. When the solenoid is energized, it lets hy-
draulic oil flow to the lock out cylinder. The cylinder rod
now retracts and lets the range lever move between the
Forward and Reverse ranges. When the solenoid is not

29
energized, oil does not flow through the cylinder and a
spring keeps the cylinder rod extended.
A switch on the left brake pedal valve permits the trans-
mission to be disengaged automatically when the brakes
are applied. When energized, the switch will deenergize
the electrical circuit for the range selector solenoids.
This lets the operator run the engine at high speed to op-
erate the hydraulic system, without working against the
transmission. The right brake pedal applies only the
brakes and does not disengage the transmission.

11256

1. TO WIRING HARNESS IN OPERATOR’S

COMPARTMENT
2. TO WIRING HARNESS FOR TRANSMISSION
3. NOT USED
FIGURE 38. ELECTRICAL SCHEMATIC
FOR THE RANGE SELECTOR,
H700–920B

30
 WIRE COLOR WIRE COLOR 3
1 A BLACK AF WHITE
B RED KK BLACK
C GREEN PP BLACK
D ORANGE RR WHITE 4
2 E BLUE SS BROWN
L WHITE TT RED
1 M GREEN UU YELLOW
P GREEN VV ORANGE
X BLACK YY BLUE
5

9
7 6

10
8

11
11255

6. ZERO SPEED SWITCH

7. TRANSMISSION DISCONNECT
SWITCH (AIR OPERATED)
1. BATTERY 8. RANGE SELECTOR AS-
2. STARTER SEMBLY
3. KEY SWITCH 9. STARTER SOLENOID SWITCH
4. SPEED SENSOR 10. TRANSMISSION CONNECTOR
5. LOCK OUT SOLENOID 11. REVERSE WARNING ALARM
FIGURE 39. ELECTRICAL SCHEMATIC FOR THE TRANSMISSION CONTROL CIRCUIT, H700–920B

31
 SPECIFICATIONS
DESCRIPTION SPECIFICATION
Pressures at 2600 RPM
Main Regulator 1379 to 1448 kPa (200 to 210 psi)
Cold Oil Relief 1586 kPa (230 psi)
Pump Relief 2344 to 2586 kPa (340 to 375 psi)
Cooler Relief 690 kPa (100 psi)
Torque Converter Regulator 276 to 414 kPa (40 to 60 psi)
Lubrication Regulator 138 to 207 kPa (20 to 30 psi)
Filter By–Pass 172 kPa (25 psi)
Hydraulic System
Oil Type Hyster Part Number 336831
Capacity 49.2 lit. (52 qt.)
Pump 121 lit/min (31.9 gal/min) at 2600 RPM
Temperature – Operating 82 to 98°C (180 to 210°F)
Maximum 137°C (275°F)
Electrical System 12V Negative Ground
Gear Ratios – Forward and Reverse
Low 4.00:1
Second 1.79:1
High 0.80:1
Stall 2.67:1 at 2035 RPM
Stall Speed 1985 to 2085 rpm
Engine Governor Speed 2600 rpm

32