ZF Ecosplit 1315 763 101 e Service Training

The successful transmission generation
for heavy trucks

1315 763 101e
ZF-Ecosplit
ZF-Ecosplit
transmission system
1979 was when ZF launched 1992 was when the Ecosplit 3

the Ecosplit transmission transmissions 16 S 151 / 221 were
range. launched into volume production.
This system satisfied all of the
heavy truck transmission
requirements in terms of ratio
range, ratio steps, 1996 heralded the arrival of the
transmissible torque and 16 S 181 / 251 and the changeover
installation conditions. from planetary gears to helical gears.
From 1998, all Ecosplit 3 transmissions
could be supplied with Servoshift.
1988 was when this range was

optimized in production terms
and resegmented with the 2000 the “one millionth” ZF-Ecosplit
introduction of the Ecosplit 2 transmission was produced in
transmission. Friedrichshafen
1315 763 101e
PB_002_en ZF-Ecosplit
ZF-Ecosplit
transmission system
1979 Ecosplit 1 16 S 112

 shaved gears 16 S 130
 cast housing 16 S 160
 ratio 13.8 - 1 16 S 190
1988 Ecosplit 2
16 S 150
 short-travel synchronier
 double-cone synchronizer
 ground gears 16 S 220
 ratio 16.5 - 1
1992 Ecosplit 3
16 S 151
 Al pressure die-cast housing
 integr. clutch bell housing
 Reverse gear with ratio of i =15.4 16 S 221
 Integrated retarder
1996  Helical planetary drive

16 S 181
16 S 251
(also for 16 S 151/221)
1998  Servoshift 16 S 151 / 181 / 221 / 251

1315 763 101e
800 1 200 1 600 2 000 2 400 2 800

Torque [Nm]
ZF-Ecosplit
The new generation of transmissions
ZF-Ecosplit – the most successful commercial

vehicle transmission in Europe – setting new
standards.
Since the introduction of the Ecosplit range in

1979, more than
1 000 000 trucks
have been equipped with this type of ZF
transmission.
To continue this success, development work

013574 continued on the transmission resulting in a
ZF-Ecosplit which was
 lighter and more compact

 quieter
 easier to shift
thereby further extending its technological lead

over competing products.
1315 763 101e
ZF-Ecosplit
Advantages
The third ZF-Ecosplit generation,  Improved power-to-weight ratio through the

comprising the 16 S 151, 16 S 181, 16 S 221 use of light alloy housings and a more
and 16 S 251 models delivers the following compact design
major benefits over previous versions:  Integrated clutch bell housing thereby
improving the logistics for OEMs (transmission
is fully prepared for assembly)
 Quieter operation through computer-
optimized housing design and low-noise gears
 Reduced shift forces through the use of ZF
double-cone synchronizer in 1st/2nd gear and
the Servoshift gear change system.
The third generation of Ecosplit can also be
adapted to suit a wide range of applications,
employing
 the well-proven ZF PTO system

 the integrated secondary retarder
010861
 the WSK 400 torque converter clutch
 scope to connect up a separate heat
exchanger to cool the transmission oil
1315 763 101e
ZF-Ecosplit
Weight reduction
Light aluminium alloy pressure die-cast

housing and intelligent, compact design of
internal components deliver a substantial
reduction in weight.
For the transport operator, this means:
 lower unloaden weight = more payload

Ecosplit 1+2  improved fuel economy
010864
delivering an optimum cost-benefit ratio.
Ecosplit 3
1315 763 101e
017098
ZF-Ecosplit
Weight reduction
Mass approx. kg 2)
Type Torque
without with
16 S . . . max. Nm 1)
clutch bell housing
112 1 100 330 345
130 1 400 350 365
Ecosplit 1 160 1 600 365 380
190 1 900 365 380
150 1 700 340 355

Ecosplit 2 220 2 300 385 400
151 1 850 290 3)

Ecosplit 3 181
221
2 200
2 500
315 3)
319 3)
251 2 700 334 3)
1)
Depending on GVW and application
2)
Without oil fill
3)
With integrated clutch bell housing
1315 763 101e
Weight comparison
ZF-Ecosplit
Noise reduction
Customers and legislative forces are transmitted by the gears,

requirements now stipulate that shafts and bearings into the housing,
vehicles must operate with low levels which in turn radiates them in the
of emitted and radiated noise. Quiet form of noise.
operation has therefore now become a
major sales argument. When the 3rd generation of Ecosplit
transmissions was under
Over the last few years, the development, attention focused on
permissible limit values have reduced noise reduction for gears and
time after time. housing. Gear noise was optimized
Since October 1996, a heavy through wider meshing areas. Design
commercial vehicle has to comply with measures on the housing helped to
a maximum drive-by noise level of just reduce resonance.
80 dB(A). It follows from this that the
transmission noise level has to be In this manner, noise levels were
reduced by an equivalent amount. reduced by about 6 dB(A).
Transmission noise is caused by

reciprocating forces during gear
selection and engagement. These
1315 763 101e
ZF-Ecosplit
Noise reduction
6 dB(A)
Noise emission
Ecosplit with optimized housing
017098
Gear 1 2 3 4 5 6 7 8
Ecosplit 3 Ecosplit 2
1315 763 101e
ZF-Ecosplit
Integrated clutch bell housing
Version:
Size 1 in accordance with SAE standard

J 617 c or ISO standard 7649 for drawn
(left Fig.), or pushed (right Fig.), servo-
assisted single-disc clutches
010871 010870
Option (ZF scope of supply):

with servo-assisted
clutch release cylinder
010872
1315 763 101e
ZF-Ecosplit
Technical data
L = Low splitter
Direct drive DD Overdrive OD
group
SAE 1
Gear16 S 151 / 16 S 181 16 S 151 / 16 S 181

kg S = High splitter 16 S 221 16 S 221 / 16 S 251
group L 16.41 13.80
1
S 13.80 11.54
Länge L 11.28 9.49
017494
2
S 9.49 7.93
Model range Length = mm approx. kg L 7.76 6.53
3
S 6.53 5.46
16 S 151 930 289
L 5.43 4.57
16 S 181 1015 315 4
16 S 221 1015 319 S 4.57 3.82
16 S 251 1031 334 L 3.59 3.02
5
S 3.02 2.53
DD 16 S 151 L 2.47 2.08
OD 6
S 2.08 1.74
DD 16 S 181
OD L 1.70 1.43
7
16 S 221 DD S 1.43 1.20
OD
L 1.19 1.00
16 S 251 OD 8
S 1.00 0.84
L
1315 763 101e
1 200 1 600 2 000 2 400 2 800 15.36 12.92

R
Input torque [Nm] S 12.92 10.80
ZF-Ecosplit
with Servoshift
 Car-like standards of shift comfort

- ergonomically designed with short gear
selection and engagement strokes
- substantial improvement in operating
comfort at low temperatures
- low level of shift force
 Transmission virtually identical to non-

Servoshift version in terms of installation
and adaptation options
 Adapted to suit either hydraulic gear shift
or cable-type shift
 Transmission can still change gear, even if
the pneumatic supply develops a fault
017099
1315 763 101e
ZF-Ecosplit
Transmission layout
Ecosplit transmissions consist of a 4-

1 2 3 4 5 6 7
speed section with front-mounted
splitter group and a rear-mounted
planetary range-change group.
The range-change group can be used

to double the number of forward ratios
from 4 to 8. The splitter group can be
used to sub-divide these 8 ratios once
017495
again. The splitter can be used in
either range (Lo or Hi) and with either
Range-change of the constant gear pairs, 1 or 2.
group
This means that the transmission can
4-speed section deliver a total of 16 closely-stepped
with splitter group forward and 2 reverse ratios.
1 Gear set constant 1 6 Gear set R. gear
2 Gear set constant 2 7 Planetary range-change
3 Gear set 3rd/7th gear group
1315 763 101e
4 Gear set 2nd/6th gear Direct drive in 4th/8th

5 Gear set 1st/5th gear gears
ZF-Ecosplit
Powerflow diagram
7 8
5 6 Direct drive
3 4 version DD
1 2
RR
010875
L 017791
1st
2nd
3rd
4th
5th
= H High splitter group 6th
= L Low splitter group 7th
= Range-change 8th
1315 763 101e
group engaged Rev.
ZF-Ecosplit
Close ratio steps
17 16.41 The close ratio steps on the Ecosplit

transmissions encourage driving in the
15 optimum gear, i.e. In the most fuel-
13.80 efficient engine speed range.
Example: direct drive ratio
This factor also improves shift comfort

13
while also reducing the noise level.
11.28
7 8
11
5 6
9.49
3 4
9 1 2
7.76
RR
6.53
7
5.43
4.57
5 H
3.59
3.02 017792
2.47
3 2.08
1.70
1.43
L 017791
1.19
1.0
017509
1 = S High splitter group
1315 763 101e
Gear 1st 2nd 3rd 4th 5th 6th 7th 8th = L Low splitter group
Connection diagram for pneum.
control unit (double-H shift)
2
3
The integrated splitter and range-change groups
1 are activated pneumatically.
4
The pilot valve 1 enables either Low or High
7
ratio to be preselected via the relay valve 5 ,
then the release valve 7 opens when the
clutch is actuated.
The range-change group shifts automatically

5
when the driver moves from gate 3/4 to gate 5/6
6
or vice versa. This involves compressed air
being directed to the shift cylinder via the shift
017742
valve 2 while in neutral.
Splitter group control Range-change control Indicator switch

1 Pilot valve 2 Shift valve 3 Neutral
1315 763 101e
5 Relay valve 4 Range-change group

7 Release valve 6 Splitter group
ZF-Ecosplit
Shift actuation using double-H
With the double-H shift
e
p ng
ou h a
pattern, each of the 8 forward
gr e-c
gears and Reverse has its
g
an
own position depicted on the
R
shift pattern. 1 3 5 7
Neutral position for the N N

selector lever is between
gates 3/4 and 5/6. R 2 4 6 8
H
Differing levels of spring Splitter group
resistance enable the driver to
navigate the shift pattern
L
effectively.
The appropriate splitter group 017499
LHD RHD
(Low or High) is preselected
Shift pattern
on the shift lever using the
pilot valve, then engaged 010876
when the clutch is actuated. = H High splitter group

1315 763 101e
= L Low splitter group
Shift actuation with superimposed H
(option)
When performing shifts with a

superimposed H, ranges are 5 7
changed by actuating the toggle 1 3
switch on the front of the shift lever.
N
With the toggle switch in “Low„,
gears 1-4 are selected. In “High“, R 2 4
gears 5-8 are selected. 6 8
H
t er
Neutral is mid-way down gate 3/4. Split
p
H g ro u
The appropriate splitter group Range-change L
(Low or High) is preselected using group
the pilot valve (on side of shift
lever), and engages when the L
clutch is next actuated. 017500
LHD RHD
Shift pattern
010877
= H High splitter group

1315 763 101e
= L Low splitter group
ZF-Ecosplit
Synchronizers
BK D
Ecosplit 3 transmissions are equipped with short-travel (BK) and
double-cone (D) synchronizers. These operate in accordance with
the well-proven ZF-B synchronizer (over one million supplied).
Here are their main features:

017501
017502 The BK synchronizer is 14 mm shorter. Also, the shift forces

required are 25% less than those of the B synchronizer.
D synchronizers are fitted with a double cone. Synchromesh work

is performed by twice the number of tapered friction surfaces. The
benefits deriving from this are as follows:
Short-travel (BK)  more rapid synchronizer action with a further reduction
017503
in shift force
 improved gear engagement characteristics (unlocking
and tracking)
 Improved performance and service life by extending
the synchronizer surfaces
1315 763 101e
 ABS-compatible
Double-cone (D)
ZF-Ecosplit: flexibility with a wide
range of ZF auxiliary units
3 Transmissions in the Ecosplit 3 generation are

5 characterized by their universal application
4
2 characteristics and their flexibility across a
tremendously wide range of applications.
It is possible to combine them with the WSK

1 400 or 440 converter clutch unit and with the
integrated secondary retarder.
A full range of ZF PTO units is available.
7
6
017504
1 Ecosplit transmissions with Servoshift 5 Adapter for 3rd party retarders

2 WSK 400 / 440 torque converter clutch 6 ZF-Intarder with heat exchanger
with integrated primary retarder
7 Engine-dependent NMV ... PTO
3 Roadspeed-dependent PTO N ... PL
1315 763 101e
4 Clutch-dependent PTOs
N1, N4, and N 10
ZF-Ecosplit
with integrated retarder (ZF-Intarder 2)
Ecosplit transmissions can be supplied with the ZF-  greater safety for driver and payload
Intarder 2 – an integrated retarder system. because service brakes are always cool,
enabling them to deliver optimum
This non-wearing continuous-action retardation
brake delivers:  System benefits through the integrated
 added cost savings by reducing operating design, i.e. transmission and Intarder
and maintenance costs for your truck while from a single source. Just one oil change,
at the same time improving its transport involving just one grade of oil
capabilities ZF-Intarder 2 features:
 compact system, lightweight
 shared oil supply for transmission and
Intarder
 Integrated transmission cooling
 Low idling losses
 No change in installation length with
or without Intarder
017097  All standard, clutch-dependent PTOs
can be fitted
 ABS-compatible
1315 763 101e
ZF-Intarder 2
Operating principle
The Intarder connected to the transmission 1

output shaft by means of a step-up gear 1
stage with a ratio of 1:2. The heat exchanger 4
is directly flange-mounted on the Intarder. The
additional accumulator cylinder 5 delivers
6
short response times.
Intarder and transmission share a common oil

5
supply. During brake operation, oil flow
2
between Intarder and heat exchanger is
separate from the transmission and is not
directed back to the shared oil circuit until it 3
has cooled. 4
010879
Once the Intarder has been switched off,

transmission oil is directed through the heat 1 Step-up gear 1
exchanger by the pump 6 , enabling the 2 rotor / stator
2
transmission to be cooled continuously. 3 Hydraulic control unit
4 Heat exchanger
5 Accumulator cylinder
1315 763 101e
017372
6 Pump
017373
ZF-Intarder 2
Braking torques
1 to 5 = braking stages
max. 5
Power limitation 500 kW,
braking torque
4 Dependent on radiator capacity of the
Braking torquet TAb [Nm]
engine
3
2
Rolling radius rdyn = 0.52m
Rear axle ratio iRA = 3.4
1
Roadspeed v [km/h]
017047
In the lower braking stages, braking torque remains at a

virtually constant level across a broad range of
roadspeeds.
In the upper braking stages, braking power is restricted
to 500 kW by the cooling capacity of the engine‘s
1315 763 101e
radiator.
ZF-Intarder 2
Operating modes
The ZF-Intarder has two operating modes: 10

9 Braking stages
0 0
8
B 1
1. Bremsomat operation 1 2
The roadspeed set in level B (pushbutton 9 ) is 2 3
3 4
maintained at a constant level on a downhill gradient 4 5
through automatic adaptation of the Intarder braking 5 6
torque. 017428 7
without with
2. Bremsomatic + Tempomat
pushbutton
Just like Bremsomat operation; in addition, after the
prevailing roadspeed has been altered, the new 7 Intarder main switch
prevailing roadspeed is stored in memory. The set 8 Braking range selector switch
roadspeed is maintained on flat ground, and while 9 Pushbutton
negotiating uphill and downhill gradients. 10 Electronic control unit
In all operating modes, several other braking levels can
be called up at any time, each delivering constant levels
of braking torque.
1315 763 101e
ZF-Transmatic
with torque converter clutch (WSK)
1
 automatically controlled torque 2
converter lock-up clutch
 integrated primary retarder 3
 Selector clutch / dry clutch 4
 ZF-Ecosplit transmission 5
Features of the ZF-Transmatic:

010880
2 3 4 5
 greater road safety – much easier to use
 setting off is simple and non-wearing, even
Ecosplit transmissions can be combined with a under arduous conditions
torque converter clutch (WSK 400/440) for  Entire driveline is protected by complete
installation in heavy-duty and special-purpose absence of shocks and impact loads
vehicles with engine ratings of up to 500 kW (WSK
400 / 440). This combination is known as the ZF-  Fuel-efficient use of the torque converter
Transmatic. with automatically controlled lock-up clutch
Components of the ZF-Transmatic:  Fewer shift operations through use of

kickdown
1315 763 101e
 Hydrodynamic torque converter 1
 Major relief of vehicle brakes through the

integrated primary retarder
ZF PTO range
5
1 NH 1
1 2 NH 4
2 3 N 10
3 4 NPL
017505
5 NMV...
Clutch-dependent PTOs
017507
4 Engine-dependent PTO
ZF PTO units are

 well-proven and functionally effective
 developed for each transmission system
 suitable for all applications, even for
017506 special
Roadspeed-dependent PTO transmission techniques which are not
asked for on an everyday basis
1315 763 101e
The engine-dependent NMV PTO can be used to solve difficult problems which call for very
high levels of performance and extended periods of operation.
ZF PTO units
Versions on output points
All PTO units can be equipped with different versions of output
Basic version “b“
...with an output flange to drive the

propeller shaft:
The pump is located separately in the 017517
vehicle and is driven by a propeller shaft.
Version “c“
This very common variant is intended for

direct connection of a pump in
1315 763 101e
accordance with ISO standard 7653. 017518
ZF-Ecosplit
Overview of range of PTO units
NMV ...
NH/1
NH/4
N…/10
N ... PL 017510
017098
NH/1 NH/4 N.../10 N ... PL NMV ...
Performance rating high low high - very high
Intermittent operation
• -
Continuous operation
Shaft speed
•
low Medium
•
low / high
•- •
Like engine / high
Roadspeed-
Drive Clutch-dependent Engine-dependent
dependent
Silo and
tanker vehicles •
Tipper
• •
Loading cranes
Cement mixer
• •
Cement pumps •
Fire brigade
• •
Articulated boom
• •
Refuse collection vehicles
Drain and road-cleaning
•
vehicles • •
Mobile cranes
• •
1315 763 101e
Emergency steering pump

Dual-circuit steering •
ZF-Ecosplit
Clutch-dependent PTO units
ZF NH/1 PTO- for driving:

 Tipper pumps
 Water, slurry and hydraulic pumps etc.
Version b = with output flange b c

Version c = for pump installation
017437 017436
Axial offset: none

017022
Possible installation options: 0 17 4 Output speed

= nengine x factor f
35
017434
Output torque * 1000 Nm

L = low H = high
for operating mode: 017793
continuous mode f= 0.77 0.91 0.91 1.09
Direction of rotation, output: counter-enginewise

(NH = Heavy PTO)
Weight-torque **: 50 Nm
Shift actuation: pneumatically actuated dog clutch
* Guide value, valid at an output speed of 1500 rpm
1315 763 101e
** = pump weight x distance between pump CofG and connecting surface
ZF-Ecosplit
ZF NH/4 PTO - for driving :

 Tipper pumps
 Hydraulic pumps etc.
Version b = with output flange b c

Version c = for pump installation
017440 017439
Axial offset: 80 mm
017023
Possible installation options: Output speed

017441 = neng. x factor f
Output torque * 430 Nm
L = low H = high
for operating mode: 017793
intermittent mode (< 60 mins.) f = 0.98 1.17 1.17 1.40
Direction of rotation, output: enginewise

(NH = Nebenabtrieb Heavy)
Weight-torque **: 50 Nm
Shift actuation: pneumatically actuated dog clutch
1315 763 101e
** = pump weight x distance between pump CofG and connecting surface
ZF-Ecosplit
ZF PTO units *
N 221/10, N 221/10 IT
N 251/10, N 251/10 IT c
For driving:
d
 cable winches,
 crane superstructures,
 fire brigade ladders,
 cement mixers, etc. 010883
Version:
Input shaft c or for pump installation or with output flange
input shaft d for additional attachment NL/1 or NL/4
Possible installation options:
017511 017512
1315 763 101e
* N .../10 for 16 S 151, 16 S 181 and 16 S 221; N .../10 IT for transmissions with ZF-Intarder
ZF-Ecosplit
ZF PTO units
N 221/10, N 221/10 IT
N 251/10, N 251/10 IT
Input point C Input point D Input point D
+ N 353/1 + N 353/4
Output torque * 470 - 870 Nm 600 Nm 430 Nm
for operating mode Continuous Continuous Intermittent
Input direction of rotation: enginewise counter-enginewise enginewise
Output speed ** (L) 2.00 - 0.95 0.77 / 0.91 0.98 / 1.17

= nengine x factor (H) 2.09 - 1.13 0.91 / 1.09 1.17 / 1.40
Weight torque *** 30 Nm 30 Nm 30 Nm
Shift actuation: Pneumatically-actuated dog clutch
* Guide value, valid for an output speed of 1500 rpm.

Caution! When using output points "C" and "D" at once, the combined torque delivered
to the adapter shaft must not exceed 1000 Nm
** in splitter group low (L) and high (H); factor is dependent on transmission model and version
1315 763 101e
*** = pump weight x distance between pump CofG and connecting surface
ZF-Ecosplit
Roadspeed-dependent PTOs
ZF PTO units N 221 PL, N 221/10 PL, N 251/10 PL *

For operating a:  ZF emergency steering pump for the 2nd steering circuit
Version: N 221 PL N . . . /10 PL

PTO unit
Standalone or with
N 221/10 or
PTO unit NH/1 or
N 251/10 with
NH/4
integrated N ... PL
010884
Possible installation positions:
017513
Pump
speed = n Abtr. x factor: 1.85
Available pumps: ZF radial piston pumps **

Type 8604 (13 cm3)
Type 8605 (16 cm3)
Type 8607 (32 cm3)
1315 763 101e
* for 16 S 251 transmissions ** theoretical displacement per revolution
Engine-dependent PTO unit
NMV 221
ZF NMV 221 PTO unit used for driving:

 crane bodies, drilling rigs, cement mixers and pumps
 high-pressure cleaning and suction units, pumps in airport fire brigade vehicles
Installation: integrated into transmission house
Version: by a hydraulic multiple disc clutch
which can be connected and
disconnected under load
Drive: through a special shifting clutch direct
from the engine
Location of output point: 300 mm above the drive or output shaft
010885
Direction of rotation, output: enginewise
Output speed (optional): 0.98 x nMotor 1.55 x nMotor
Output torque * max. 2 000 Nm max. 1 300 Nm
at approx. 2 000 h at approx. 1 500 h
Permissible engine eng. speed ** max. 2 000 rpm max. 1 300 rpm
Shift actuation: pneumatic, via integrated control valve
1315 763 101e
** dependent on the inertia and drag torques which have to be transmitted
ZF transmissions
Approved lubricants
To obtain a copy of the current list of approved lubricants for ZF

transmissions, please quote
Publication No. 1205 754 122
Please send your orders to the following addresses:
Post ZF Friedrichshafen AG
Werk II, Abt. MKS-KD
D-88038 Friedrichshafen
E-Mail documentation.zff@zf.com
Internet www.zf.com
Information Technical Information List of Lubricants
Telephone + 49 (0) 75 41 / 77 - 55 95
Fax + 49 (0) 75 41 / 77 - 53 80
1315 763 101e

ZF Ecosplit 1315 763 101 e Service Training

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ZF Ecosplit 1315 763 101 e Service Training

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The successful transmission generation

for heavy trucks

1979 was when ZF launched 1992 was when the Ecosplit 3

1988 was when this range was

1979 Ecosplit 1 16 S 112

1996  Helical planetary drive

1998  Servoshift 16 S 151 / 181 / 221 / 251

800 1 200 1 600 2 000 2 400 2 800

ZF-Ecosplit – the most successful commercial

Since the introduction of the Ecosplit range in

To continue this success, development work

 lighter and more compact

thereby further extending its technological lead

The third ZF-Ecosplit generation,  Improved power-to-weight ratio through the

 the well-proven ZF PTO system

Light aluminium alloy pressure die-cast

For the transport operator, this means:

 lower unloaden weight = more payload

delivering an optimum cost-benefit ratio.

150 1 700 340 355

151 1 850 290 3)

Customers and legislative forces are transmitted by the gears,

Transmission noise is caused by

Size 1 in accordance with SAE standard

Option (ZF scope of supply):

Gear16 S 151 / 16 S 181 16 S 151 / 16 S 181

1 200 1 600 2 000 2 400 2 800 15.36 12.92

 Car-like standards of shift comfort

 Transmission virtually identical to non-

Ecosplit transmissions consist of a 4-

The range-change group can be used

4 Gear set 2nd/6th gear Direct drive in 4th/8th

group engaged Rev.

17 16.41 The close ratio steps on the Ecosplit

This factor also improves shift comfort

The range-change group shifts automatically

Splitter group control Range-change control Indicator switch

5 Relay valve 4 Range-change group

With the double-H shift

Neutral position for the N N

The appropriate splitter group 017499

when the clutch is actuated. = H High splitter group

= L Low splitter group

When performing shifts with a

= H High splitter group

= L Low splitter group

Here are their main features:

017502 The BK synchronizer is 14 mm shorter. Also, the shift forces

D synchronizers are fitted with a double cone. Synchromesh work

3 Transmissions in the Ecosplit 3 generation are

It is possible to combine them with the WSK

1 Ecosplit transmissions with Servoshift 5 Adapter for 3rd party retarders

The Intarder connected to the transmission 1

Intarder and transmission share a common oil

Once the Intarder has been switched off,

In the lower braking stages, braking torque remains at a

The ZF-Intarder has two operating modes: 10

 Selector clutch / dry clutch 4

Features of the ZF-Transmatic:

Components of the ZF-Transmatic:  Fewer shift operations through use of

 Hydrodynamic torque converter 1

 Major relief of vehicle brakes through the

ZF PTO units are