1992/04/01 Systems Operation (SENR2625-01)

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1992/04/01 Systems Operation (SENR2625-01)
SMCS -
Introduction
NOTE: For Specifications with illustrations, make reference to Specifications For 988B Wheel Loader
Power Train, Form No. SENR2624. If the Specifications in Form SENR2624 are not the same as in the
Systems Operation and the Testing and Adjusting, look at the printing date on the back cover of each
book. Use the Specifications given in the book with the latest date.
NOTE: A "C" in the left margin is an indication of a change from the former issue.
General Information
Location Of Power Train Components

(1) Diesel engine. (2) Variable capacity torque converter. (3) Upper drive shaft. (4) Input transfer gears. (5) Transmission. (6)
Drive shaft. (7) Drive shaft. (8) Rear final drives. (9) Planetary gears for final drives. (10) Rear drive pinion. (11) Drive shaft. (12)
Output transfer gears. (13) Bearing cage. (14) Front drive pinion. (15) Front final drives.
Power from the diesel engine (1) is sent from the flywheel to torque converter (2). The torque converter
is a variable capacity converter. The torque converter has two impellers and one hydraulically activated
clutch which can cause a reduction in converter capacity (put a limit on the amount of torque increase).
The converter capacity is manually controlled by a lever (wheel torque lever). The location of the lever is
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in the operator's compartment.
Power from the output shaft of the torque converter is sent through drive shaft (3) to input transfer gears
(4). The output gear of the transfer gears turns the input shaft of the transmission.
Six hydraulically activated clutches in the transmission, give four forward speeds and four reverse
speeds. Speed and direction selections are made manually.
The transmission output shaft sends power through the idler gears in transfer gears (12) to the output
gear of the transfer gears. The output gear sends power through drive shaft (11) to the rear drive pinion
(10). The output gear also sends power to front drive pinion (14) through drive shafts (6) and (7) and
bearing cage (13).
The pinions, bevel gears, and gears of each differential turn their respective axles. The axles are
connected to final drives (8) and (15). The final drives turn the wheels.
Torque Converter
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Torque Converter
(1) Gear. (2) Turbine. (3) Converter housing. (4) Outer impeller. (5) Clutch housing. (6) Inner impeller. (7) Cover. (8) Carrier. (9)
Output shaft. (10) Stator. (11) Output yoke. (12) Plate. (13) Disc. (14) Piston. (15) Dowels.
The torque converter is a variable capacity converter. The purpose of the variable capacity converter is
to cause a reduction of torque converter capacity (put a limit on the amount of torque increase) to
decrease loss of traction (wheel slippage). This will decrease wear on the tires. This also permits an
increase of engine power for the hydraulic implement system. The amount of reduction of torque
converter capacity is manually controlled by the wheel torque lever in the operator's compartment which
is connected to the load piston in the sequence and pressure control valve by a cable. This lever
permits the torque converter to operate at any position between maximum to minimum capacity.
A hand switch (located on the handle of the bucket lift lever in the operator's compartment) also controls
torque converter capacity. When the switch is pushed to the ON position, it permits the torque converter
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to operate at maximum capacity without any movement of the wheel torque lever. When the switch is
pushed to the OFF position, the torque converter capacity is put at its original setting (position of wheel
torque lever).
The torque converter has two impellers and a hydraulically activated clutch. Gear (1) is part of converter
housing (3). Gear (1) is engaged with teeth on the engine flywheel. The converter housing is fastened to
clutch housing (5). Inner impeller (6) is fastened to the clutch housing. Plate (12) and piston (14) are
kept in position by dowels (15) on clutch housing (5). Converter housing (3), clutch housing (5) and
inner impeller (6) turn as a unit at the speed of the engine. Clutch housing (5) turns plate (12) and piston
(14) through dowels (15). Clutch disc (13) is fastened to outer impeller (4). Turbine (2) is connected to
output yoke (11). The output yoke is connected to a universal joint that goes to the input transfer gears.
Stator (10) is connected to carrier (8). Carrier (8) is fastened to the cover around the torque converter.
Carrier (8) and stator (10) do not turn.
Oil, from the oil pressure inlet valve for the torque converter, goes into the torque converter through inlet
passage (16). The oil is sent to inner impeller (6) when the converter is at minimum capacity. The oil is
sent to inner impeller (6) and outer impeller (4) when the converter is at maximum capacity.
The flow of oil inside the torque converter is:
a. From impeller or impellers to turbine (2).
b. From turbine (2) to stator (10).
c. From stator (10) to impeller or impellers and to carrier (8).
The torque converter is operated with oil under pressure to prevent cavitation (oil vapor bubbles caused
by the turning of the impellers and turbine). The maximum inlet pressure is controlled by the oil pressure
inlet valve. The outlet pressure is controlled by the outlet relief valve.
Oil, at a pressure controlled by the sequence and pressure control valve, engages the clutch and
causes outer impeller (4) to turn with inner impeller (6).
At a maximum system pressure, the clutch is completely engaged and the torque converter operates at
maximum capacity. A reduction of oil pressure causes less engagement (clutch slippage) and the
surface of the clutch plate to slide on the surface of the clutch disc. As the pressure of the oil gets lower,
there is an increase in clutch slippage. The more clutch slippage, the more the reduction of torque
converter capacity. At minimum system pressure, the outer impeller is not connected to the inner
impeller and torque converter capacity is at minimum.
There is no oil flow from the speed clutch circuit to the sequence and pressure control valve until the
spool for direction selection is moved from the NEUTRAL position. When the spool for direction
selection is moved, the speed and direction clutches fill, in that order, and send speed clutch oil to the
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sequence and pressure control valve.
There is a decrease in speed clutch pressure in the torque converter circuit each time a direction or
speed selection is made. This causes the sequence valve and pressure control valve to move to their
NEUTRAL (spring-held) positions. The torque converter clutch does not engage again until the speed
clutch circuit, direction clutch circuit and torque converter circuit are at their system pressure.
For further explanation of the hydraulic controls, see the subject Torque Converter Hydraulic System.
Operation
Minimum Capacity
Flow Of Power In Torque Converter (At Minimum Capacity)

(2) Turbine. (3) Converter housing. (4) Outer impeller. (5) Clutch housing. (6) Inner impeller. (8) Carrier. (9) Output shaft. (10)
Stator. (11) Output yoke. (16) Inlet passage. (17) Outlet passage.
Oil goes through inlet passage (16) in carrier (8) to inner impeller (6). The rotation of the impeller gives
force to the oil. The inner impeller sends the oil toward turbine (2). The force of the oil hitting the turbine
blades causes the turbine to turn. The turbine turns output shaft (9).
The oil goes from the turbine in a direction opposite to the direction of inner impeller (6) rotation. Stator
(10) causes the oil to change direction. Since the stator is held stationary by carrier (8), most of the oil is
sent back to inner impeller (6). The remainder of the oil goes through outlet passage (17) to the outlet
relief valve.
The oil from the stator adds with the oil from the inlet passage to the inner impeller.
Maximum Capacity
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Flow Of Power In Torque Converter (At Maximum Capacity)

(2) Turbine. (3) Converter housing. (4) Outer impeller. (5) Clutch housing. (6) Inner impeller. (8) Carrier. (9) Output shaft. (10)
Stator. (11) Output yoke. (12) Plate. (13) Disc. (14) Piston. (15) Dowels. (16) Inlet passage. (17) Outlet passage.
The force of the oil from the sequence and pressure control valve causes piston (14) to push clutch disc
(13) against plate (12). The force of the friction between the clutch disc and plate causes outer impeller
(4) to be turned by the clutch housing. The inner and outer impeller are now both turned.
Oil goes through inlet passage (16) in carrier (8) to inner impeller (6) and outer impeller (4). The rotation
of the impellers give force to the oil. The impellers send the oil toward turbine (2). The amount of oil sent
to the turbine is greater than the amount sent when the converter is at minimum capacity. The force of
the oil hitting the turbine blades causes the turbine to turn. The turbine turns output shaft (9).
The oil goes from the turbine in a direction opposite to the direction of the inner and outer impellers.
Stator (10) causes the oil to change direction. Since the stator is held stationary by carrier (8), most of
the oil is sent back to the impellers. The remainder of the oil goes through outlet passage (17) to the
outlet relief valve.
The oil from the stator adds with the oil from the inlet passage to the impellers. Since the force of the oil
from the impellers to the turbine is greater, the torque output of the converter is more than in minimum
capacity.
Torque Converter Hydraulic System

Introduction
Three control valves make up the hydraulic system for the torque converter. These valves are: relief
valve for converter outlet, sequence and pressure control valve, and ratio valve for converter inlet.
Pressure Control Valve for Converter Inlet
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Location Of Pressure Valve For Converter Inlet

(1) Transmission pressure control valve. (2) Modulation relief valve. (3) Ratio valve for converter inlet. (4) Spring. (5) Slug.
The ratio valve for converter inlet controls the maximum pressure to the torque converter. The main
purpose of the pressure control valve is to prevent damage to the converter components when the
engine is started with cold oil. It makes sure that the maximum pressure to the converter does not go
over approximately 895 kPa (130 psi).
Relief Valve for Converter Outlet
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Relief Valve For Converter Outlet

(1) Spring. (2) Valve spool. (3) Spacers. (4) Poppet. (5) Valve body. (6) Spring.
The outlet relief valve for the torque converter controls the maximum pressure in the torque converter.
When the pressure in the torque converter is approximately 415 kPa (60 psi), spool (2) moves to the left
and lets the extra oil go to the oil cooler.
The outlet relief valve is on the front of the cover for the torque converter.
Spacers (3) are used to make an adjustment to the opening pressure of the valve.
Sequence And Pressure Control Valve
Sequence And Pressure Control Valve

(1) Valve spool (pressure control valve). (2) Spring (inner). (3) Spring (outer). (4) Spacers. (5) Load piston. (6) Slug. (7) Slug. (8)
Valve spool (sequence valve). (9) Spring. (10) Spacers.
Sequence valve (8) controls the oil flow to pressure control valve (1). It also makes sure that the
transmission clutches are engaged before the torque converter clutch engages.
Pressure control valve (1) controls the pressure in the converter clutch. It also works in combination with
load piston (5) to provide a variation in pressures in the converter clutch.
Load piston (5) is connected, through a cable, to the wheel torque lever in the operator's compartment.
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The wheel torque lever has a "MAXIMUM" and "MINIMUM" positions. The lever can be moved to any
position between these two positions
When the wheel torque lever is moved toward the "MAXIMUM" position, load piston (5) moves toward
pressure control valve (1). This causes an increase in the force of springs (2 and 3). The pressure
needed to move pressure control valve (1) is now higher. The pressure of the oil in the converter clutch
is higher. The converter clutch is engaged more.
When the wheel torque lever is moved toward the "MINIMUM" position, load piston (5) moves away
from pressure control valve (1). This causes a decrease in the force of springs (2 and 3). The pressure
needed to move pressure control valve (1) is now less. The pressure of the oil in the converter clutch is
less. The converter clutch is engaged less.
The balance between the pressure of the control valve and the springs lets a controlled pressure be in
the converter clutch.
The sequence and pressure control valve is on the front of the cover for the torque converter.
Spacers (4) are used to make an adjustment to the oil pressure of the converter clutch.
Spacers (10) are used to make an adjustment to the sequence valve.
Solenoid Valve
Solenoid Valve
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(1) Coil. (2) Spring. (3) Solenoid valve. (4) Plunger.

The solenoid valve gives the operator the ability to put the torque converter at maximum capacity
without any movement of the wheel torque lever.
The solenoid valve is on the sequence and pressure control valve body. It is activated by an electric
"ON-OFF" switch which is hand operated. The electric switch is located on the handle of the bucket lift
lever.
Location Of "ON-OFF" Switch

The solenoid valve is used when the operator has the wheel torque lever at a position other than
"MAXIMUM" and needs to operate the machine for only part of the cycle at maximum converter
capacity.
Operation
Minimum Capacity
When the engine is running, oil pump (9) pulls oil from reservoir (15) through magnetic screen (8). The
oil pump sends the oil to oil filter (4). The oil goes through the filter to transmission hydraulic controls (3)
and sequence and pressure control valve (14).
Oil is sent through an orifice to the slug chamber of sequence valve (13). As the pressure in the slug
chamber increases, the sequence valve starts to move. When the pressure in the speed clutch circuit
(felt in the slug chamber) is approximately 1860 kPa (270 psi), the sequence valve moves and opens a
passage to pressure control valve (12).
Oil, from the sequence valve, goes by the pressure control valve to torque converter clutch (2). The oil
starts to fill the area behind the piston of the converter clutch.
When the pressure in the speed clutch circuit is approximately 2413 kPa (350 psi), sequence valve (13)
moves all the way until it is against its stop. The sequence valve stays in this position unless the
pressure in the speed clutch decreases. The sequence valve makes sure that the clutches in the
transmission are engaged before the torque converter clutch engages.
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Torque Converter Hydraulic Controls (Minimum Capacity)

(1) Torque converter. (2) Torque converter clutch. (3) Transmission hydraulic controls. (4) Oil filter. (5) Load piston. (6) Outlet
relief valve for torque converter. (7) Body of outlet relief valve for torque converter. (8) Magnetic screen. (9) Oil pump. (10) Oil
cooler. (11) Solenoid valve. (12) Pressure control valve. (13) Sequence valve. (14) Sequence and pressure control valve body.
(15) Oil reservoir. (A) Pressure tap for converter inlet. (B) Pressure tap for speed clutch. (C) Pressure tap for converter outlet.
(D) Pressure tap for oil pump. (E) Pressure tap for converter clutch. (F) Pressure tap for planetary lubrication.
When the area behind the piston of converter clutch (2) is full of oil, the pressure in the clutch starts to
increase. This increase is felt in the slug chamber of pressure control valve (12).
When the wheel torque lever is in the "MINIMUM" position, load piston (5) is against the cover of valve
(14). This causes the force of the springs of the pressure control valve to be less. It takes less pressure
in the converter clutch to move the pressure control valve.
When the pressure in the converter clutch is approximately 380 kPa (55 psi), the pressure in the slug
chamber of the pressure control valve causes the pressure control valve to move until it closes the
passage from the sequence valve. This stops the flow of oil to the converter clutch. At this time, the
pressure in the slug chamber is in balance with the force of the springs.
The pressure in the converter clutch is not enough to engage the clutch. The converter is at minimum
capacity.
When the pressure in the converter clutch goes below approximately 380 kPa (55 psi), the pressure in
the slug chamber also decreases. The force of the springs are now more than the pressure in the slug
chamber. Pressure control valve (12) moves and opens the passage from the sequence valve. The
pressure control valve repeats its operation. This operation keeps a constant pressure in the torque
converter clutch.
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Maximum Capacity
When the wheel torque lever is in the "MAXIMUM" position, load piston (5) is more toward the pressure
control valve than in any other position of the lever. This causes the force of the springs for the load
piston to be greater. It takes more pressure in the converter clutch to move the pressure control valve.
When the pressure in the converter clutch is approximately 2413 kPa (350 psi), the pressure in the slug
chamber of the pressure control valve causes the pressure control valve to move until it closes the
passage from the sequence valve. This stops the flow of oil to the converter clutch. At this time the
The converter clutch is engaged all the way. The inner impeller and outer impeller are connected by the
clutch. The converter is at maximum capacity.
When the pressure in the converter clutch starts to decrease (normal leakage), the pressure in the
pressure control valve also decreases. The force of the springs are now more than the pressure in the
slug chamber. Pressure control valve (12) moves and opens the passage from the sequence valve. The
converter clutch.
Variable Capacity (Between Minimum And Maximum)

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When the wheel torque lever is in a position between "MINIMUM" and "MAXIMUM", load piston (5) is
also between its MINIMUM and MAXIMUM positions. The force of the springs of the pressure control
valve is determined by the position of load piston (5). The pressure needed to move the pressure
control is in direct relation with the position of the load piston.
When the pressure in the converter clutch increases, the pressure in the slug chamber increases. When
the pressure is greater than the force of the springs, the pressure control valve moves until it closes the
passage from the sequence valve. This stops the flow of oil to the converter clutch. At this time, the
The amount of pressure in the converter clutch determines how much the clutch is engaged. The more
the wheel torque lever is toward the "MAXIMUM" position, the more the converter clutch is engaged.
Since the converter clutch is not engaged all the way, there is slippage between the disc and plate of
the clutch. This slippage gives the variable capacity of the torque converter.
When the pressure in the converter clutch starts to decrease (normal leakage), the pressure in the
pressure control valve also decreases. The force of the springs are now more than the pressure in the
slug chamber. Pressure control valve (12) moves and opens the passage from the sequence valve. The
converter clutch as determined by the position of the wheel torque lever.
Solenoid Valve
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When the electric switch is activated to the "ON" position, electric current is sent to the coil of the
solenoid valve. The current causes the coil to move the plunger against the spring. This opens a
passage to the oil reservoir. The slug chamber of the pressure control valve is connected to this
passage. The pressure in the slug chamber decreases. Spring force moves the pressure control valve
until it is against the cover of the valve body. This lets maximum system pressure go to the torque
converter clutch. This engages the clutch all the way. The torque converter is now at maximum capacity.
When the electric switch is activated to the "OFF" position, the electric current to the coil is stopped.
The spring moves the plunger. The plunger closes the passage to the reservoir. There is an increase in
the pressure of the oil in the slug chamber of the pressure control valve. The control valve moves to its
original position (position of the wheel torque lever).
Input Transfer Gears
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Input Transfer Gears

(1) Shims. (2) Drive gear. (3) Bearing cup and cone. (4) Seal. (5) Bearing cup and cone. (6) Yoke assembly. (7) Cage. (8) Cage.
(9) Seal. (10) Bearing cup and cone. (11) Gear. (12) Plate. (13) Bearing cup and cone. (14) Bolts. (15) Gasket. (16) Shims.
The input transfer gears are at the input side of the transmission. The upper drive shaft connects the
torque converter to yoke assembly (6).
Yoke assembly (6) is connected to drive gear (2) by splines. Drive gear (2) is engaged with driven gear
(11). Driven gear (11) is connected to the input shaft of the transmission.
The flow of power through the input transfer gears is:
a. From yoke assembly (6) to drive gear (2).
b. From drive gear (2) to driven gear (11).
c. From driven gear (11) to transmission input shaft.
Shims (1) are used to make an adjustment to the end play (bearing preload) of gear (2).
For lubrication of the input transfer gears, see the subject Input Transfer Gear Lubrication.
Transmission Hydraulic System
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Schematic Of Hydraulic System

(1) Oil pump bleed line. (2) Oil pump. (3) Oil filter. (4) Line to converter clutch. (5) Transmission hydraulic controls. (6)
Transmission case. (7) Case for output transfer gears. (8) Oil cooler. (9) Torque converter case. (10) Torque converter. (11)
Adapter. (12) Inlet line to torque converter. (13) Sequence and pressure control valve for torque converter. (14) Outlet line from
torque converter. (15) Outlet relief valve for torque converter. (16) Return line from torque converter case. (17) Outlet line from
cooler to planetary lubrication. (18) Supply line. (19) Magnetic screen.
The hydraulic system has a common reservoir. The reservoir is in case (7) for the output transfer gears.
It gives oil for the operation of the torque converter and transmission. It also gives lubrication oil for the
different components in the system.
Oil is pulled from the reservoir through screen (19) by oil pump (2). Bleed line (1) goes from pump (2) to
outlet relief valve (15) for the torque converter. When the engine is first started, line (1) lets any air in the
suction section of the pump go out of the pump. The operation of the pump starts faster. After the
engine is running, line (1) lets a specific amount of oil go to relief valve (15).
Pump (2) sends pressure oil to oil filter (3). The oil goes through the filter. If the oil filter element has
restrictions, a bypass valve in the filter lets the oil go around the filter.
From the filter, the oil goes to transmission hydraulic controls (5) and to sequence and pressure control
valve (13).
From the sequence and pressure reduction valve, oil goes to the torque converter clutch, as needed.
For more explanation of the torque converter controls, see the subject Torque Converter Hydraulic
Controls.
Transmission hydraulic controls (5) control the pressure and flow of the oil to the transmission clutches
for engagement. They also control the inlet oil to the torque converter.
Inlet oil, for the operation of the torque converter, goes through line (12) to the torque converter. The
inlet pressure valve for the torque converter controls the pressure to the torque converter. Leakage of oil
inside the torque converter is for lubrication of the inside components. After lubrication of the
components, this oil goes to the bottom of the torque converter housing. From the bottom of the
housing, the oil goes through line (16) to the reservoir in the case for the output transfer gears.
Outlet oil fro the torque converter goes to outlet relief valve (15). Relief valve (15) keeps the pressure
inside the torque converter at a specific rate. From the outlet relief valve, the oil goes through line (14)
to oil cooler (8).
After going through the cooler, the oil at a lower temperature, goes through line (17) to the transmission
planetary. This oil is for lubrication of the inside components of the transmission and the input transfer
gears.
Planetary Lubrication
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Planetary Lubrication
(1) No. 1 clutch housing. (2) Ring gear for No. 2 clutch. (3) Ring gear for No. 5 clutch. (4) Manifold. (5) Passage. (6) Ring gear
for No. 6 clutch. (7) Carrier. (8) Planetary shafts. (9) Passage. (10) Planetary shafts. (11) Oil chamber. (12) Planetary shafts.
(13) Oil passage. (14) Planetary shafts. (15) Carrier. (16) Oil chamber. (17) Oil inlet line. (18) Passage.
All outlet oil from the torque converter oil cooler goes through a line to oil inlet (17) on oil manifold (4).
The oil goes through passage (18) to oil chamber (16). The flow of oil divides. Part of the oil goes
through passages in manifold (4) to the No. 6 clutch. The remainder of the oil goes through passage
(13).
The oil, to the No. 6 clutch, goes through holes in ring gear (6) to the discs and plates of the No. 6
clutch. Oil also goes to planetary shafts (10). This oil goes through holes in the shafts to the bearings of
the planetary gears. Oil also goes to the rear bearing of the transmission.
The oil, that goes through passage (13), goes to the front of the transmission. Passage (13) is a series
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of passages, in the different clutch housings, that are in alignment. Oil goes through passage (13) to
chamber (11) between housing (1) and carrier (7). The flow of oil divides. Part of the oil goes through
passages (5) and (9). The remainder of the oil goes toward the rear of the transmission.
Oil goes through passages (5) and (9) to the input transfer gears. Passage (5) gives lubrication oil to
one of the transfer gears. Passage (9) gives lubrication oil to the other tranfer gear. Return oil, from the
input transfer gears, goes to the bottom of the transfer case. This oil then goes through the transmission
case to the main oil reservoir in the output gear case.
Most of the oil, from chamber (11), goes to planetary shafts (8). Holes in shafts (8) let oil go to the
bearings of the No. 1 planetary gears. Oil goes out holes in ends of shafts (8) to planetary shafts (12).
Holes in shafts (12) let oil go to the bearing of the No. 2 and No. 3 planetary gears. Oil goes out holes in
the ends of shafts (12) to planetary shafts (14). Holes in shafts (14) let oil go to the bearings of the No. 4
planetary gears. Oil goes out holes in shafts (14) to carrier (15). Oil goes through holes in carrier (15).
Oil goes through holes in ring gear (3) to the discs and plates of the No. 5 clutch. At the same time, oil
goes through passages to the discs and plates of the No. 3 and No. 4 clutches.
Holes in ring gear (2) let oil go to the discs and plates of the No. 2 clutch.
The end bearing of the input shaft gets oil from a passage between the input and output shafts.
The bearings on the input shaft and output shaft get oil through passages in the different components.
The restrictions, to the flow of oil inside the planetary, keep the lubrication pressure at approximately
140 kPa (20 psi).
All clutch leakage oil and return lubrication oil goes to the bottom of the transmission case. This oil then
goes to the main oil reservoir in the output gear case.
Input Transfer Gear Lubrication

The input transfer gears get lubrication oil from the transmission planetary. Two passages in the No. 1
clutch housing send oil to the transfer gears. Each passage sends oil to one of the input gears.
Output Transfer Gear Lubrication

The output transfer gears get their lubrication from oil thrown inside the transfer case. Since the transfer
gear case is also the reservoir for the transmission circuit, all return oil goes to the bottom of the case.
The movement of the gears in the oil causes oil to be thrown on all the components.
Oil Pump
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Oil Pump Construction

(1) Dowels. (2) Dowels. (3) Gear. (4) Bearings (four). (5) Shaft. (6) Passage. (7) Seal. (8) Opening. (9) Seal. (10) Passage. (11)
Gear. (12) Drive shaft. (13) Manifold. (14) Bolts. (15) Seal (two). (16) Body. (17) Cover.
The oil pump is a single-section, gear-type pump. The pump is on the flywheel end of the engine
between the implement pump and the pilot and steering pump.
The main components of the oil pump are: cover (17), body (16), manifold (13), drive shaft (12), gear
(11), shaft (5), and gear (3).
Drive shaft (12) is connected to a gear on the engine. Drive shaft (12) is turned through the gear by the
engine. Drive shaft (12) turns gear (11). Gear (11) turns gear (3).
In operation, oil comes from the screen and goes in opening (8) in manifold (13). The oil goes through
opening (8) to the lower part of body (16). The oil fills the spaces between the teeth of gears (3) and
(11). As the gears turn, oil is pushed from body (16). The oil goes through a passage in manifold (13) to
an oil line. The oil then goes to the filter.
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Location Of Oil Pump

(18) Transmission oil pump.
When the engine is not running, air is present in the pump. When the engine is started, a line on the
outlet side of the pump lets the air go from the pump. This prevents air from getting into the system.
After all air is out of the pump, an orifice in the line lets a specific amount of oil go to the lubrication
circuit.
Oil Filter
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Components Of The Oil Filter

(1) Bypass valve. (2) Spring. (3) Plug. (4) Inlet passage. (5) Outlet passage. (6) Base. (7) Element. (8) Housing. (9) Plug.
Pressure oil, from the oil pump, goes in filter base (6) through inlet passage (4). The oil goes through
the filter base to housing (8). Oil fills the space between the inside of housing (8) and filter element (7).
Normally, oil goes through the filter element and then to the outlet passage. The oil then goes to the
remainder of the hydraulic system. The filter element stops any debris that is in the oil.
If the filter element becomes full of debris, the restriction to the flow of oil causes a pressure increase
inside the filter. The increase in pressure causes bypass valve (1) to open. The oil then goes to the
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hydraulic system. When the oil does not go through the filter element, it is dirty and the debris in the oil
can cause damage to other components in the hydraulic system.
Location Of Oil Filter

Correct maintenance must be used to make certain that filter element (7) does not become full of debris
and stop the flow of clean oil to the hydraulic system.
Transmission Oil Cooler
Location Of Oil Cooler

(1) Engine oil cooler. (2) Water pump. (3) Bonnet. (4) Bonnet. (5) Bonnet. (6) Transmission oil cooler.
Engine coolant, from water pump (2), goes through bonnets (3) and (5) to oil cooler (6). The coolant
goes through long tubes (9) to bonnet (4). The coolant goes through bonnet (4) to the engine cylinder
block.
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Schematic Of Transmission Oil Cooler

(3) Bonnet. (4) Bonnet. (5) Bonnet. (6) Transmission oil cooler. (7) Baffles. (8) Oil outlet. (9) Tubes. (10) Oil inlet.
Transmission and hydraulic system oil, with high temperature, goes from the torque converter outlet to
the oil cooler. This oil goes through inlet (10) to the inside of the cooler. The oil goes around tubes (9) in
the cooler. In this procedure, heat is removed from the oil and is given to the coolant in the tubes. The
engine coolant is then cooled by the cooling system of the engine.
After the oil goes around the tubes, it goes to the other end of the cooler. The oil then goes out of the
cooler through outlet (8). This oil has a lower temperature than the inlet oil. Now, the oil goes through a
line to the planetary for lubrication.
Baffles (7) in the oil cooler, prevent the oil from foaming.
Magnetic Screen
Location Of Magnetic Screen

The magnetic screen is fastened to the case of the output transfer gears. All oil goes through the
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magnetic screen before it goes to the oil pump.
The magnetic screen has a metal screen and a magnetic tube assembly. Oil comes in at the bottom of
the magnetic tube assembly. The oil goes through the center of the tube assembly. Oil goes through
holes in the tube between the magnets. The magnets are installed on the tube with the same magnetic
ends next to each other. As the oil goes over the magnets, metal particles are stopped and held by the
magnets. Other debris in the oil is stopped by the metal screen as the oil goes through the screen to the
oil pump.
Transmission
Transmission Components
(1) Ring gear for No. 1 clutch. (2) Coupling gear. (3) No. 1 clutch. (4) No. 2 sun gear. (5) No. 2 clutch. (6) Ring gear for No. 2
clutch. (7) No. 2 and No. 3 carrier. (8) No. 3 clutch. (9) Ring gear for No. 3 clutch. (10) No. 4 carier. (11) No. 4 sun gear. (12) No.
4 clutch. (13) Ring gear for No. 4 clutch. (14) No. 5 clutch. (15) Rotating hub. (16) No. 6 clutch. (17) Ring gear for No. 6 clutch.
(18) No. 6 carrier. (19) No. 6 sun gear. (20) No. 1 carrier. (21) No. 1 sun gear. (22) Output shaft. (23) Input shaft. (24) No. 1
planetary gears. (25) No. 2 planetary gears. (26) No. 3 planetary gears. (27) No. 4 planetary gears. (28) Housing assembly. (29)
No. 6 planetary gears.
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The transmission has six hydraulically activated clutches that give four speeds FORWARD and four
speeds REVERSE. Speed and direction are both manually selected.
The transmission is fastened between the torque converter cover and the case for the output transfer
gears. Input power to the transmission comes from the torque converter.
A speed clutch and a direction clutch must both be engaged, in that order, to send power through the
transmission. The chart gives the combination of the clutches engaged for each FORWARD and
REVERSE speeds.
The two clutches, No. 1 and No. 2, nearest the input end of the transmission are the direction clutches.
The No. 1 clutch is the REVERSE direction clutch. The No. 2 clutch is the FORWARD direction clutch.
The No. 3, No. 4, No. 5 and No. 6 clutches are the speed clutches. The No. 3 clutch gives FOURTH
speed. The No. 4 clutch gives THIRD speed. The No. 5 clutch gives SECOND speed. The No. 6 clutch
gives FIRST speed.
First Speed Forward
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Power Flow In First Speed Forward (No. 2 And No. 6 Clutches Engaged)
(4) No. 2 sun gear. (5) No. 2 clutch. (6) Ring gear for No. 2 clutch. (7) No. 2 and No. 3 carrier. (9) Ring gear for No. 3 clutch. (10)
No. 4 carrier. (11) No. 4 sun gear. (13) Ring gear for No. 4 clutch. (16) No. 6 clutch. (17) Ring gear for No. 6 clutch. (18) No. 6
carrier. (19) No. 6 sun gear. (22) Output shaft. (23) Input shaft. (25) No. 2 planetary gears. (26) No. 3 planetary gears. (27) No.
4 planetary gears. (28) Housing assembly. (29) No. 6 planetary gears.
When the transmission is in FIRST SPEED FORWARD, No. 6 and No. 2 clutches are engaged. The No.
2 clutch holds ring gear (6) for the No. 2 clutch stationary. The No. 6 clutch holds ring gear (17) for the
No. 6 clutch stationary. Input shaft (23) turns No. 2 sun gear (4). No. 2 sun gear turns No. 2 planetary
gears (25).
Since ring gear (6) is held stationary by the No. 2 clutch, planetary gears (25) move around the inside of
the ring gear. The movement of planetary gears (25) causes No. 2 and No. 3 carrier (7) to turn in the
same direction as input shaft (23). As the No. 2 and No. 3 carrier turns, No. 3 planetary gears (26) turn.
The No. 3 planetary gears turn ring gear (9) for the No. 3 clutch and output shaft (22). Ring gear (9)
turns No. 4 carrier (10). As the No. 4 carrier turns, No. 4 planetary gears (27) turn. The No. 4 planetary
gears turn ring gear (3) for the No. 4 clutch, which is fastened to housing assembly (28) by bolts. The
No. 4 planetary gears also turn No. 4 sun gear (11). No. 4 sun gear turns output shaft (22).
Since ring gear (17) is held stationary by the No. 6 clutch, planetary gears (29) move around the inside
of the ring gear. The movement of planetary gears (29) and No. 6 carrier (18) causes No. 6 sun gear to
turn. No. 6 sun gear turns housing assembly (28) and output shaft (22).
As a result, torque to output shaft (22) is divided through No. 3 planetary gears (26), No. 4 sun gear (11)
and No. 6 sun gear (19). From the output shaft, power goes through the output transfer gears to the
differentials.
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Second Speed Forward
Power Flow In Second Speed Forward (No. 2 And No. 5 Clutches Engaged)
No. 4 carrier. (11) No. 4 sun gear. (13) Ring gear for No. 4 clutch. (14) No. 5 clutch. (15) Rotating hub. (22) Output shaft. (23)
Input shaft. (25) No. 2 planetary gears. (26) No. 3 planetary gears. (27) No. 4 planetary gears. (28) Housing assembly.
When the transmission is in SECOND SPEED FORWARD, No. 5 and No. 2 clutches are engaged. The
No. 2 clutch holds ring gear (6) for the No. 2 clutch stationary. The No. 5 clutch holds rotating hub (15)
stationary. Input shaft (23) turns No. 2 sun gear (4). No. 2 sun gear turns No. 2 planetary gears (25).
turns No. 4 carrier (10). As the No. 4 carrier turns, No. 4 planetary gears (27) turn. The No. 4 planetary
gears turn ring gear (13) for the No. 4 clutch, which is fastened to housing assembly (28) by bolts. The
No. 4 planetary gears also turn No. 4 sun gear (11). No. 4 sun gear turns output shaft (22).
Since rotating hub (15) is held stationary by No. 5 clutch (14), power is sent through the No. 5 clutch to
rotating hub (15). Rotating hub (15) turns output shaft (22).
and rotating hub (15). From the output shaft, power goes through the output transfer gears to the
differentials.
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Third Speed Forward
Power Flow In Third Speed Forward (No. 2 And No. 4 Clutches Engaged)
No. 4 carrier. (11) No. 4 sun gear. (12) No. 4 clutch. (13) Ring gear for No. 4 clutch. (22) Output shaft. (23) Input shaft. (25) No.
2 planetary gears. (26) No. 3 planetary gears. (27) No. 4 planetary gears.
When the transmission is in THIRD SPEED FORWARD, No. 4 and No. 2 clutches are engaged. The
No. 2 clutch holds ring gear (6) for the No. 2 clutch stationary. The No. 4 clutch holds ring gear (13) for
the No. 4 clutch stationary. Input shaft (23) turns No. 2 sun gear (4). No. 2 sun gear turns No. 2
planetary gears (25).
turns No. 4 carrier (10).
of the ring gear. The movement of planetary gears (27) and No. 4 carrier (10), causes No. 4 sun gear
(11) to turn. No. 4 sun gear turns output shaft (22).
As a result, torque to output shaft (22) is divided through No. 3 planetary gears (26) and No. 4 sun gear
(11). From the output shaft, power goes through the output transfer gears to the differentials.
Fourth Speed Forward
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Power Flow In Fourth Speed Forward (No. 2 And No. 3 Clutches Engaged)
(4) No. 2 sun gear. (5) No. 2 clutch. (6) Ring gear for No. 2 clutch. (7) No. 2 and No. 3 carrier. (8) No. 3 clutch. (9) Ring gear for
No. 3 clutch. (10) No. 4 carrier. (22) Output shaft. (23) Input shaft. (25) No. 2 planetary gears. (26) No. 3 planetary gears.
When the transmission is in FOURTH SPEED FORWARD, No. 2 and No. 3 clutches are engaged. The
planetary gears (25).
same direction as input shaft (23).
Since ring gear (9) is held stationary by the No. 3 clutch, the movement of No. 2 and No. 3 carrier (7)
causes No. 3 planetary gears (26) to move around the inside of the ring gear. The No. 3 planetary gears
turn output shaft (22). From the output shaft, power goes through the output transfer gears to the
differentials.
First Speed Reverse
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Power Flow In First Speed Reverse (No. 1 And No. 6 Clutches Engaged)
(1) Ring gear for No. 1 clutch. (2) Coupling gear. (3) No. 1 clutch. (7) No. 2 and No. 3 carrier. (9) Ring gear for No. 3 clutch. (10)
No. 4 carrier. (11) No. 4 sun gear. (13) Ring gear for No. 4 clutch. (16) No. 6 clutch. (17) Ring gear for No. 6 clutch. (18) No. 6
carrier. (19) No. 6 sun gear. (20) No. 1 carrier. (21) No. 1 sun gear. (22) Output shaft. (23) Input shaft. (24) No. 1 planetary
gears. (26) No. 3 planetary gears. (27) No. 4 planetary gears. (28) Housing assembly. (29) No. 6 planetary gears.
When the transmission is in FIRST SPEED REVERSE, No. 1 and No. 6 clutches are engaged. The No.
gears (24). No. 1 carrier (20) is in direct mechanical connection with ring gear (1).
Since ring gear (1) is held stationary by the No. 1 clutch, so is No. 1 carrier (20). The movement of No.
1 planetary gears (24) causes coupling gear (2) to turn in the opposite direction of input shaft (23).
Coupling gear (2) is in direct mechanical connection with No. 2 and No. 3 carrier (7). As the No. 2 and
No. 3 carrier turns, No. 3 planetary gears (26) turn. The No. 3 planetary gears turn ring gear (9) for the
No. 3 clutch and output shaft (22). Ring gear (9) turns No. 4 carrier (10). As the No. 4 carrier turns, No.
4 planetary gears (27) turn. The No. 4 planetary gears turn ring gear (13) for the No. 4 clutch, which is
fastened to housing assembly (28) by bolts. The No. 4 planetary gears also turn No. 4 sun gear (11).
No. 4 sun gear turns output shaft (22). Since ring gear (17) is held stationary by the No. 6 clutch,
planetary gears (29) move around the inside of the ring gear. The movement of planetary gears (29)
and No. 6 carrier (18), causes No. 6 sun gear to turn. No. 6 sun gear turns housing assembly (28) and
output shaft (22).
and No. 6 sun gear (19). From the output shaft, power goes through the output transfer gears to the
differentials.
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Second Speed Reverse
Power Flow In Second Speed Reverse (No. 1 And No. 5 Clutches Engaged)
No. 4 carrier. (11) No. 4 sun gear. (13) Ring gear for No. 4 clutch. (14) No. 5 clutch. (15) Rotating hub. (20) No. 1 carrier. (21)
No. 1 sun gear. (22) Output shaft. (23) Input shaft. (24) No. 1 planetary gears. (26) No. 3 planetary gears. (27) No. 4 planetary
gears. (28) Housing assembly.
When the transmission is in SECOND SPEED REVERSE, No. 1 and No. 5 clutches are engaged. The
No. 1 clutch holds ring gear (1) for the No. 1 clutch stationary. The No. 5 clutch holds rotating hub (15)
stationary.
Input shaft (23) turns No. 1 sun gear (21). No. 1 sun gear turns No. 1 planetary gears (24). No. 1 carrier
(20) is in direct mechanical connection with ring gear (1).
No. 3 clutch and output shaft (22). Ring gear (9) turns No. 4 carrier (10). As the No. 4 carrier turns, No.
4 planetary gears (27) turn. The No. 4 planetary gears turn ring gear (13) for the No. 4 clutch, which is
fastened to housing assembly (28) by bolts. The No. 4 planetary gears also turn No. 4 sun gear (11).
No. 4 sun gear turns output shaft (22).
Since rotating hub (15) is held stationary by No. 5 clutch (14), power is sent through the No. 5 clutch to
rotating hub (15). Rotating hub (15) turns output shaft (22).
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and rotating hub (15). From the output shaft, power goes through the output transfer gears to the
differentials.
Third Speed Reverse
Power Flow In Third Speed Reverse (No. 1 And No. 4 Clutches Engaged)
No. 4 carrier. (11) No. 4 sun gear. (12) No. 4 clutch. (13) Ring gear for No. 4 clutch. (20) No. 1 carrier. (21) No. 1 sun gear. (22)
Output shaft. (23) Input shaft. (24) No. 1 planetary gears. (26) No. 3 planetary gears. (27) No. 4 planetary gears.
When the transmission is in THIRD SPEED REVERSE, No. 1 and No. 4 clutches are engaged. The No.
gears (24). No. 1 carrier (20) is in direct mechanical connection with ring gear (1).
No. 3 clutch and output shaft (22). Ring gear (9) turns No. 4 carrier (10).
of the ring gear. The movement of planetary gears (27) and No. 4 carrier (10), causes No. 4 sun gear
(11) to turn. No. 4 sun gear turns output shaft (22).
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As a result, torque to output shaft (22) is divided through No. 3 planetary gears (26) and No. 4 sun gear
(11). From the output shaft, power goes through the output transfer gears to the differentials.
Fourth Speed Reverse
Power Flow In Fourth Speed Reverse (No. 1 And No. 3 Clutches Engaged)
(1) Ring gear for No. 1 clutch. (2) Coupling gear. (3) No. 1 clutch. (7) No. 2 and No. 3 carrier. (8) No. 3 clutch. (9) Ring gear for
No. 3 clutch. (10) No. 4 carrier. (20) No. 1 carrier. (21) No. 1 sun gear. (22) Output shaft. (23) Input shaft. (24) No. 1 planetary
gears. (26) No. 3 planetary gears. (27) No. 4 planetary gears.
When the transmission is in FOURTH SPEED REVERSE, No. 1 and No. 3 clutches are engaged. The
planetary gear (24). No. 1 carrier (20) is in direct mechanical connection with ring gear (1).
Coupling gear (2) is in direct mechanical connection with No. 2 and No. 3 carrier (7).
Since ring gear (9) is held stationary by the No. 3 clutch, the movement of No. 2 and No. 3 carrier (7)
causes No. 3 planetary gears (26) to move around the inside of the ring gear. The No. 3 planetary gears
turn output shaft (22). From the output shaft, power goes through the output transfer gears to the
differentials.
Transmission Hydraulic Controls
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Introduction
The transmission hydraulic controls are installed on the transmission planetary. The controls have a top
manifold (1), pressure control valve (2), plate (3) and bottom manifold (4). Bottom manifold (4) includes
the transmission neutralizer valve.
Transmission Hydraulic Controls (Side View)

(1) Top manifold. (2) Pressure control valve. (3) Plate. (4) Bottom manifold (Includes Neutralizer Valve).
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Transmission Hydraulic Controls (Top View)

(1) Top manifold. (5) Oil inlet for neutralizer valve (brake pressure oil). (6) Speed selection spool. (7) Oil tube (inlet from pump).
(8) Oil tube (outlet to torque converter). (9) Direction selection spool.
Inlet oil for operation of the hydraulic controls comes from the filter and goes through tube (7) to the
pressure control valve.
Oil, for operation of the torque converter, goes through tube (8) and an oil line to the torque converter.
Oil, for operation of the neutralizer valve, comes through oil inlet (5). This oil is from the brake system.
Transmission Hydraulic Controls (Bottom View)

(4) Bottom manifold. (10) Opening to No. 2 clutch. (11) Opening to No. 1 clutch. (12) Opening to No. 6 clutch. (13) Opening to
No. 3 clutch. (14) Opening to No. 4 clutch. (15) Opening to No. 5 clutch.
Oil, to the clutches, is sent through openings (10), (11), (12), (13), (14) and (15) in the bottom manifold
to the appropriate clutches for the speed selected.
Neutralizer Valve
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Transmission Neutralizer Valve

(1) Spring. (2) Bolt. (3) Manifold. (4) Spool.
The neutralizer valve is in the bottom manifold of the hydraulic controls.
The neutralizer valve is activated by the left brake pedal. When the left brake pedal is pushed, brake
pressure oil moves spool (4). This opens a passage from the pressure control valve to the reservoir.
This lets oil in the direction clutch go to the reservoir. The direction clutch is no longer engaged.
Since a speed and direction clutch must both be engaged before power goes through the transmission,
power does not go through the transmission when the left brake pedal is pushed.
When the left brake pedal is released, the passage to the reservoir is closed. The direction clutch
engages. Power goes through the transmission.
Pressure Control Valve
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Pressure Control Valve

(1) Speed selection spool. (2) Valve body. (3) Load piston. (4) Modulation relief valve. (5) Pressure differential valve. (6) Ratio
valve for torque converter inlet. (7) Direction selection spool.
The pressure control valve is inside the top cover of the transmission.
Speed selection spool (1) is connected to the speed control cable from the transmission control lever.
Direction selection spool (7) is connected, through the transmission lock group, to the direction control
cable from the transmission control lever.
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Transmission Hydraulic Controls (NEUTRAL, ENGINE OFF)

(1) Torque converter. (2) Load piston. (3) Body of sequence and pressure control valve. (4) Oil filter. (5) Body of relief valve for
converter outlet. (6) Relief valve for converter outlet. (7) Torque converter solenoid. (8) Pressure control valve. (9) Sequence
valve. (10) Oil cooler. (11) Oil pump. (12) Speed selection spools. (13) Load piston. (14) Modulation relief valve. (15) Screen.
(16) Pressure differential valve. (17) Direction selection spool. (18) Transmission neutralizer valve. (19) Ratio valve for torque
converter. (20) Body of pressure control valve. (21) Reservoir in transfer gear case. (A) Pressure tap for pump (on filter). (B)
Pressure tap for speed clutch (P1). (C) Pressure tap for converter outlet. (D) Pressure tap for transmission lubrication. (E)
Pressure tap for converter inlet. (F) Pressure tap for speed clutch (P1). (G) Pressure tap for direction clutch (P2).
Operation
Starting The Engine (Transmission In Neutral)
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When the engine is started, oil pump (11) pulls oil from reservoir (21) through magnetic screen (15). The
pump sends the oil through filter (4) to sequence and pressure control valve (3) and pressure control
valve (20).
When the transmission selection lever is in NEUTRAL, speed selection spool (12) and direction
selection spool (17) are in the positions shown in the schematic.
The position of direction selection spool (17) opens the No. 3 clutch to pump oil and opens the right end
of pressure differential valve (16) to the reservoir. The remainder of the speed clutches (No. 4, No. 5
and No. 6) are opened to the reservoir. The position of direction selection spool (17) also opens the
direction clutches (No. 1 and No. 2) to the reservoir.
Oil, from the pump, goes through flow control orifice (23) to No. 3 clutch, converter inlet valve (19) and
pressure differential valve (16).
The oil, to ratio valve (19), goes through an orifice in the valve spool. It fills the slug chamber at the right
end of the valve.
The oil, to the pressure differential valve, goes through an orifice in the valve spool. Oil starts to fill the
chamber at the left end of the valve spool. When the transmission selection lever is in NEUTRAL,
direction selection spool (17) closes a passage between orifice (22) and the reservoir. The pressure in
the chamber at the left end of the valve spool increases and moves the spool to the right. The
movement of the valve spool closes orifice (22) to the reservoir. It also closes a passage from the right
end of load piston (13) and the reservoir. At this time, the pressure differential valve is in a position to let
the pressure in the system increase.
As the pressure in the chamber at the left end of the pressure differential valve increases, the valve
spool moves all the way to the right against the cover. This opens the direction clutch circuit to pump oil.
It also closes the right end of the valve spool to the reservoir. The pressure in the direction clutch circuit
increases. The increase is felt in the spring chamber of the valve spool. When the pressure in the
direction clutch circuit is at its maximum, the pressure in the spring chamber, plus the force of the
springs, moves the valve spool to the left. The valve moves to the left until the flow of pump oil to the
direction clutch circuit is stopped. At this time, the movement of the valve spool stops. Now, the valve
spool moves to the left and right (meters) so a constant pressure is kept in the direction clutch circuit.
Oil, from the pump, also goes to modulation relief valve (14). It fills the chamber around the modulation
relief valve. The oil goes through an orifice in the valve spool and opens the poppet valve at the left end
of the valve spool. The oil fills the slug chamber at the left end of the valve spool.
Oil also goes through an orifice to the right end of load piston (13). The right end of the load piston is
closed by the position of pressure differential valve (16). The flow of oil to load piston (13) is restricted
by the orifice.
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When the No. 3 clutch is full of oil, the pressure in the speed clutch circuit starts to increase. The
increase is felt in the slug chamber at the left end of modulation relief valve (14). When the pressure in
the speed clutch circuit is at the initial setting of the modulation relief valve, the modulation relief valve
moves to the right. This lets extra oil go to the torque converter.
The pressure felt by the modulation relief valve is also felt on the right end of load piston (13). The
orifice in the supply passage to the load piston causes a short delay in the pressure increase at the right
end of the load piston. The pressure at the right end of the load piston adds with the force of the
springs.
As the pressure in the No. 3 clutch increases, modulation relief valve (14) moves to the right and load
piston (13) moves to the left. The orifice in the supply passage to the load piston lets oil go to the load
piston at a specific rate. As the modulation relief valve moves to the right and the load piston moves to
the left, the pressure in the No. 3 clutch increases gradually. This gradual increase in pressure is known
as modulation. The load piston moves to the left until the chamber at the right end is opened to a drain
passage. At this time modulation stops. As oil goes out the drain passage, oil comes through the supply
passage to the load piston chamber. This keeps the load piston in position without any further
movement. The modulation relief valve moves to the right and lets extra oil go to the torque converter.
The operation of the modulation relief valve and load piston keeps a constant pressure in the system.
Transmission Hydraulic Controls (NEUTRAL, Engine Running)

(12) Speed selection spool. (13) Load piston. (14) Modulation relief valve. (16) Pressure differential valve. (17) Direction
selection spool. (18) Neutralizer valve. (19) Ratio valve for converter. (20) Pressure control valve body. (22) Orifice. (23) Flow
control orifice.
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Starting the Engine (Transmission In A Speed And Direction)

When the engine is started with the transmission selection lever in either FORWARD or REVERSE, the
operation of pressure differential valve (16) prevents movement of the machine.
When direction selection spool (17) is in either FORWARD or REVERSE, the position of the spool
opens the chamber at the left end of pressure differential valve (16) to the reservoir. This connection is
through orifice (22).
As the pressure in the system increases, the pressure in the chamber at the left end of pressure
differential valve (16) does not increase. The pressure differential valve does not move. It is held all the
way to the left by the force of its springs.
Since the pressure differential valve does not move, no oil goes to a direction clutch.
The transmission selection lever must be moved to NEUTRAL before pressure will increase in the
chamber at the left end of the pressure differential valve. When the control lever is moved to NEUTRAL,
direction selection spool (17) closes the passage between the chamber at the left end and the reservoir.
At this time, the pressure will move pressure differential valve (16) to the right. The movement of the
valve spool closes orifice (22). Now the differential valve is in a position to let the pressure increase in
the direction clutch circuit.
Transmission Hydraulic Controls (First Speed Forward)

(12) Speed selection spool. (13) Load piston. (14) Modulation relief valve. (16) Pressure differential valve. (17) Direction
control orifice.
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Engine Running (Neutral To First Speed Forward)

When the transmission selection lever is in FIRST SPEED FORWARD, speed selection spool (12) and
direction selection spool (17) are in the positions shown in the schematic.
The position of direction selection spool (17) opens a passage to the No. 2 clutch. It also opens
passages from the No. 3 clutch and the No. 1 clutch to the reservoir.
The position of speed selection spool (12) opens a passage to the No. 6 clutch to pump oil. It also
opens the remainder of the clutches (No. 4 and No. 5) to the reservoir.
When the No. 3 clutch is opened to the reservoir, the pressure in the system decreases. Springs move
modulation relief valve (14) toward the left. Springs move pressure differential valve (16) toward the left.
As pressure differential valve (16) moves toward the left, it opens the chamber at the right end of load
piston (13) to the reservoir. Now, springs move the load piston to the right. The pressure differential
valve moves more to the left until orifice (22) is closed by the valve body. At this time, the movement of
the pressure differential valve stops. Now, the pressure differential valve is in position to let the pressure
increase in the direction clutch circuit.
Now oil from the pump goes through flow control orifice (23) to ratio valve (19). It then goes through an
orifice in the valve spool. It fills the slug chamber at the right end of the spool.
The oil, to No. 6 clutch starts to fill the No. 6 clutch.
The oil, to pressure differential valve (16), goes through an orifice in the valve spool. It starts to fill the
chamber at the left end of the valve spool.
Oil, from the pump, also goes to modulation relief valve (14). It fills the chamber around the valve spool.
The oil goes through an orifice in the valve spool and opens the poppet valve at the left end of the valve
spool. The oil fills the slug chamber at the left end of the spool.
When No. 6 clutch is full of oil, the pressure in the speed clutch circuit starts to increase. The increase is
felt in the slug chamber of modulation relief valve (14) and the chamber at the left end of pressure
differential valve (16).
When the pressure in the No. 6 clutch is approximately 380 kPa (55 psi), pressure differential valve (16)
moves to the right. The movement of the valve spool opens No. 2 clutch to pump oil. It also closes a
passage from the right end of load piston (13) to the reservoir.
When the No. 2 clutch is full of oil, the pressure in the direction clutch circuit increases. The increase is
felt in the spring chamber of the valve spool. This pressure adds with the force of the springs. The
pressure and the springs are against the speed clutch pressure at the left end of the valve spool.
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Now, the pressures in the speed clutch and direction clutch increase at the same rate.
The pressure differential valve controls the rate of pressure increase in the direction clutch circuit as
follows: As the pressure in the speed clutch circuit increases, the pressure in the chamber at the left
end of valve spool (16) moves it to right. This opens the No. 2 clutch to pump oil. The pressure in the
spring chamber and the springs now move the valve spool to the left. This stops the flow of oil to the
No. 2 clutch. The operation of the pressure differential valve gives a gradual increase in pressure to the
No. 2 clutch. The operation goes on until the pressure is at its maximum. When the pressure in the No.
2 clutch is at its maximum, the pressure in the spring chamber, plus the force of the springs, moves the
valve spool to the left. The valve moves to the left until the flow of oil to the No. 2 clutch is stopped. At
this time, the valve spool moves to the left and right (meters) so a constant pressure is kept in the No. 2
clutch. This pressure is approximately 380 kPa (55 psi) less than the pressure in the speed clutch. This
difference is determined by the springs of the pressure differential valve.
Modulation relief valve (14) and load piston (13) control the rate of pressure increase in the speed
clutch circuit as follows: As the pressure in the No. 6 clutch increases, modulation relief valve (14)
moves to the right and load piston (13) moves to the left. The orifice in the supply passage to the load
piston lets oil go to the load piston at a specific rate. As the modulation relief valve moves to the right
and the load piston moves to the left, the pressure in the No. 6 clutch increases gradually. This gradual
increase in pressure is known as modulation. The load piston moves to the left until the chamber at the
right end is opened to a drain passage. At this time modulation stops. As oil goes out the drain passage,
oil comes through the supply passage to the load piston chamber. The modulation relief valve moves to
the right and lets extra oil go to the torque converter. The operation of the modulation relief valve and
load piston keeps a constant pressure in the speed clutch.
After the pressures in the clutches are at their maximum, modulation relief valve (14) prevents the
pressures from going too high. It sends the extra oil to the torque converter.
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Transmission Hydraulic Controls (Engine Started In FIRST FORWARD)

(12) Speed selection spool (13) Load piston. (14) Modulation relief valve. (16) Pressure differential valve. (17) Direction
control orifice.
Neutralizer Valve
When the left brake pedal is pushed, brake pressure oil moves neutralizer valve (18). The movement of
the valve spool opens the chamber at the left end of pressure differential valve (16) to the reservoir
through the neutralizer valve body. The force of the springs and the pressure of the oil in the direction
clutch move the pressure differential valve to the left. The movement of the valve spool opens the
engaged direction clutch to the reservoir through the right end of the valve spool. The valve spool
moves to the left and stops the flow of oil to the direction clutch. At this time, the pressure differential
valve is in a position to let the pressure increase in the direction clutch when the left brake pedal is
released.
Ratio Valve For Converter Inlet

Ratio valve (19) controls the maximum pressure to the torque converter. Its primary purpose is to
prevent damage to the converter components when the engine is started with cold oil.
The pressure to the torque converter, caused by restrictions to flow, is felt against the left end of the
valve spool. This pressure pushes against the whole diameter of the valve spool.
Pressure from the P1 clutch circuit is felt in the slug chamber of the valve spool. This pressure pushes
against only the diameter of the slug.
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The pressure (on left end of valve) needed to move the valve to the right is less than the pressure (in
slug chamber) needed to move the valve to the left.
When the inlet pressure to the torque converter gets to its maximum, the valve spool moves to the right.
This lets the extra oil go to the reservoir. When the pressures are again in balance, the valve moves
back to the left.
All oil, not used by the clutches, goes to the ratio valve for converter inlet.
Transmission Control Lock Group
Transmission Control Lock Group

(1) Spring. (2) Spring. (3) Plunger. (4) Piston. (5) Cylinder. (6) Opening (from brake system). (7) Drain opening. (8) Nut. (9) Rail.
(10) Spring. (11) Sleeve. (12) Spring. (13) Sleeve. (14) Body.
The transmission control lock group is fastened to the front of the transmission case. Rail (9) is
connected on one end, to the direction selection spool of the transmission pressure control valve. Nut
(8) is fastened to rail (9). Nut (8) is connected to the transmission control linkage from the transmission
selection lever.
Opening (6) is connected to supply oil for the parking brake.
The transmission control lock group prevents the transmission selection lever from staying in a direction
when the parking brake is engaged. If the parking brake is engaged and the transmission selection
lever is move to either FORWARD or REVERSE, spring force will move the transmission selection lever
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to NEUTRAL when it is released.
Operation
Parking Brake Not Engaged
When the parking brake is not engaged, brake pressure oil goes into opening (6). Pressure oil pushes
on piston (4). Piston (4) pushes plunger (3) to the left against the force of springs (1) and (2). As plunger
(3) moves to the left, the force of springs moves sleeve (16) up. The springs are no longer in
compression. Ball (20) is not held in the groove in sleeve (11).
When the transmission selection lever is moved to either FORWARD or REVERSE, rail (9) moves
without any resistance. If the lever is released, it will stay in that position.
Detail Of Sleeve
(15) Ball. (16) Sleeve. (17) Spring. (18) Spring. (19) Spring. (20) Ball.
Parking Brake Engaged

When the parking brake is engaged, brake pressure oil to opening (6) is stopped. Oil inside the valve
body goes out drain opening (7). The force of springs (1) and (2) moves cylinder (3) to the right.
Cylinder (3) pushes on ball (15). This causes ball (20) to be pushed into the groove on sleeve (11), if the
transmission selection lever is in NEUTRAL. If the transmission selection lever is in a direction, the ball
is pushed against sleeve (11).
When the transmission selection lever is in NEUTRAL, ball (20) is in the groove of sleeve (11). This
holds rail (9) in NEUTRAL. If the selection lever is moved to a direction, sleeve (11) is moved against
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the force of either spring (10) or spring (12). When the selection lever is released, the springs will move
sleeve (11) and rail (9) to NEUTRAL.
With the parking brake engaged, a warning horn behind the cab will sound when the transmission
selection lever is moved to a direction.
Output Transfer Gears
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Output Transfer Gears

(1) Case. (2) Drive gear. (3) Shims. (4) Bearing cup and cone. (5) Bearing cup and cone. (6) Idler gear. (7) Cage. (8) Bearing
cup and cone. (9) Bearing cup and cone. (10) Shaft. (11) Shims. (12) Gear. (13) Seal. (14) Yoke assembly. (15) Bearing cups
and cones. (16) Yoke assembly. (17) Cage. (18) Bearing. (19) Cage.
The output transfer gears are at the output side of the transmission. The output carrier of the
transmission is connected to drive gear (2) by splines.
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Drive gear (2) is engaged with idler gear (6). Idler gear (6) is engaged with driven gear (12). Driven gear
(12) is connected to shaft (10) by splines. Yoke assemblies (14) and (16) are connected to shaft (10) by
splines. Yoke assembly (14) is connected to the short drive shaft that goes to the rear differential. Yoke
assembly (16) is connected to the drive shaft that goes to the bearing cage and then to the front
differential.
The flow of power through the output transfer gears is:
a. From transmission output carrier to drive gear (2).
b. From drive gear (2) to idler gear (6).
c. From idler gear (6) to driven gear (12).
d. From driven gear (12) to shaft (10).
At shaft (10) the flow of power divides as follows:
a. Part of the power goes from yoke assembly (14) through a drive shaft to the rear differential.
b. Part of the power goes from yoke assembly (16) through a drive shaft and bearing cage to the front
differential.
For lubrication of the output transfer gears, see the subject Output Transfer Gear Lubrication.
Differentials And Final Drives

Differentials
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Differential And Bevel Gear Group

(1) Yoke assembly. (2) Bearing cup and cone. (3) Housing. (4) Carrier. (5) Adjustment ring. (6) Bearing cup and cone. (7)
Differential group. (8) Ring gear. (9) Adjustment nut. (10) Pinion. (11) Bearing cup and cone. (12) Shims. (13) Adjustment ring.
(14) Bearing cup and cone.
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Differential Group (7)

(15) Case. (16) Side gear. (17) Thrust washer. (18) Thrust washers (three). (19) Spider. (20) Pinions (three). (21) Side gear. (22)
Thrust washer. (23) Bearings (three).
A differential divides or causes a balance of the power which is sent to the wheels. When one wheel
turns slower than the other, as in a turn, the differential lets the inside wheel go slower in relation to the
outside wheel. The differential still sends the same amount of torque to each wheel.
Yoke assembly (1) is connected to a universal joint from the output transfer gears. Pinion (10) is
connected to yoke assembly (1) by splines. Pinion (10) is engaged with ring gear (8). Ring gear (8) is
fastened to differential group (7). Differential carrier (4) is fastened to the axle housing.
Differential group (7) has a case (15). The ring gear (8) is fastened to case (15). The case is divided into
two parts and is held together by bolts. Inside the case are side gear (16), spider (19), three pinions (20)
and side gear (21). The spider (19) is installed between the two parts of the case and, when the case is
turned, the spider turns. Pinions (20) are installed on the spider and are engaged with the teeth of side
gears (16 and 21). The axle shafts are connected to the side gears by splines. Side gears (16 and 21)
turn against thrust washers (17 and 22). Thrust washers (18) take the end thrust of pinions (20) against
the differential case.
Nut (9) is used to make an adjustment to the end play (bearing preload) of bearings (2 and 11) for
pinion (10).
Shims (12) are used to make an adjustment to the tooth contact (wear pattern) between pinion (10) and
ring gear (8).
Rings (5 and 13) are used to make an adjustment to the free movement (backlash) between pinion (10)
and ring gear (8). The rings are also used to make an adjustment to the bearing preload of bearings (6
and 14).
The inside components of the differential get their lubrication from oil thrown around inside the
differential. Flat surfaces on spider (19) let oil go to pinions (20) and thrust washers (18). The supply for
lubrication oil is a reservoir in the axle housing.
Operation
Straight Forward Or Reverse
When the machine moves in a straight direction with the same amount of traction under each drive
wheel, the same amount of torque on each axle holds the pinions so they do not turn on the spider.
Pinion (10) turns ring gear (8). Ring gear (8) turns case (15). Case (15) turns spider (19). Spider (19)
turns side gears (16 and 21) through pinions (20). Pinions (20) do not turn on the spider. The side gears
turn the axle shafts. The same amount of torque is sent to each wheel.
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This gives the same effect as if both drive wheels were on one axle shaft.
Forward Or Reverse Turn

When the machine is in a turn, the inside wheel has more resistance to turn than the outside wheel.
This resistance causes different torques on the opposite sides of the differential. It is easier for the
outside wheel to turn than it is for the inside wheel. The outside wheel starts to turn faster than the
inside wheel.
Pinion (10) turns ring gear (8). Ring gear (8) turns case (15). Case (15) turns spider (19). Spider (19)
turns side gear (16 and 21) through pinions (20). Since it takes more force to turn one side gear than it
does the other, pinions (20) turn around the spider. As the pinions turn, they move around the side
gears. This lets the outside wheel turn faster than the inside wheel.
The same amount of torque is sent to both the inside and outside wheels. This torque is only equal to
the amount needed to turn the outside wheel.
Loss Of Traction (Wheel Slippage)

When one wheel has more traction than the other, the operation of the differential is the same as in a
turn. The same amount of torque is sent to both wheels. This torque is only equal to the amount needed
to turn the wheel with the least resistance.
NoSpin Differential Group
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NoSpin Differential Group

(1) Bevel pinion. (2) Bevel gear. (3) NoSpin differential. (4) Case.
The NoSpin differential group has a bevel gear (2), a case (4), a NoSpin differential (3) and a bevel
pinion (1).
The flow of power from the transmission through the differential is:
a. From the transmission through the rear drive shaft to bevel pinion (1).
b. From bevel pinion (1) to bevel gear (2).
c. From bevel gear (2) to the differential housing.
d. From the differential housing case (4) through spider (17) to NoSpin differential (3).
e. From NoSpin differential (3) to the drive axles.
When the speeds of the wheels are the same, the NoSpin differential sends the same amount of torque
to each wheel. When the speeds of the wheels are different, the NoSpin differential sends the torque to
the wheel that turns slower. A difference in the speeds of the wheels is caused by a turn.
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The NoSpin differential lets a wheel (axle) turn faster than the speed of the bevel gear by not engaging
it with the bevel gear. For example: During a turn with power, the outside wheel (axle) is not engaged
with the bevel gear and turns faster while the inside wheel axle is engaged with the bevel gear and
turns at the same speed as the bevel gear. The inside wheel gives the power which moves the machine
through the turn.
The NoSpin differential is the same on one side of the spider (17) as it is on the other side
(symmetrical). The NoSpin has two springs (7) and (10), two side gears (5) and (12), two driven
clutches (6 and 11), two holdout rings (8) and (9), and a center cam (15), a snap ring (16) and a spider
(17).
The inside splines of side gears (5) and (12) are connected to the drive axles. The outside splines of the
side gears are connected to the inside splines of drive clutches (6) and (11). The side gears send the
power through the axles to the wheels.
NoSpin Differential (Assembled)
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(5) Side gear. (6) Driven clutch. (7) Spring. (8) Holdout ring. (9) Holdout ring. (10) Spring. (11) Driven clutch. (12) Side gear. (13)
Spring retainer. (14) Spring retainer. (15) Center cam. (16) Snap ring. (17) Spider.
Spider (17) is fastened to the differential case and turns at the speed of the bevel gear. The spider has
clutch teeth on both sides. The spider also has one long tooth. The long tooth is spider key (19). Center
cam (15) fits inside the spider and is held in position by snap ring (16). The center cam is turned by
spider key (19) which fits inside notch (18). The spider key pushes on either side of notch (18). The
direction of the machine, forward or reverse, controls which way the spider turns and which side of
notch (18) gets the force.
NoSpin Differential (Left Side Disassembled)

(5) Side gear. (6) Driven clutch. (7) Spring. (8) Holdout ring. (13) Spring retainer. (15) Center cam. (16) Snap ring. (17) Spider.
Springs (7) and (10) fit between the side gears and spring retainers (13) and (14). The outside splines
of the spring retainers are connected to the inside splines of the driven clutches. The force of the
springs holds the driven clutches against spider (17) and the side gears against the differential case.
Spider And Center Cam

(15) Center cam. (17) Spider. (18) Notch in center cam. (19) Spider key.
Driven clutches (6) and (11) are the same. Each driven clutch has a cam (21) which is part of the clutch.
The teeth on the cam engage with the teeth of center cam (15). The teeth of the drive clutches engage
with the teeth of spider (17). An annular (in the shape of a circle) groove is between the teeth of the
driven clutches and the teeth of the cams.
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Clutch And Holdout Ring

(6) Driven clutch. (8) Holdout ring. (20) Notch in holdout ring. (21) Cam.
Holdout rings (8) and (9) are the same. Each holdout ring fits in the annular groove between the teeth of
the driven clutches and the teeth of the cams. The teeth of the holdout rings engage with the notches in
the center cam. Notch (20) in the holdout ring engages with spider key (19). The spider key controls the
movement of the holdout ring in relation to the spider. There is no connection, except friction, between
the holdout rings and the driven clutches.
Operation Of NoSpin Differential

When a wheel is made to turn faster than the speed of the bevel gear, the "clutch action" (the stopping
of power to drive axle) of the NoSpin differential will let this axle turn faster than the speed of the bevel
gear.
The "clutch action" of the NoSpin differential is as follows: If spider (17) turns, spider key (19) locates
center cam (15) and the spider and the center cam turn at the speed of the bevel gear. The center cam
turns holdout ring (8) and cam (21) at the speed of the bevel gear. The spider turns driven clutch (6) at
the speed of the bevel gear. The driven clutch turns the side gear, axle and wheel at the speed of the
bevel gear.
When the wheel is made to turn faster than the speed of the bevel gear, the teeth of center cam (15)
work like ramps and the teeth of cam (21) move up the teeth of the center cam. This action causes
driven clutch (6) to become disengaged (not engaged) with the spider. The driven clutch pulls holdout
ring (8) out of the grooves in the center cam. The friction between the holdout ring and driven clutch
turns the holdout ring until notch (20) in the holdout ring engages with spider key (19). The holdout ring
is now turned by the spider key at the speed of the bevel gear. The teeth of the holdout ring are now in
a position so they can not engage the notches in the center cam. The driven clutch and cam move
around the holdout ring at a speed faster than the speed of the bevel gear. The holdout ring keeps the
driven clutch and cam from being engaged (engagement) with the center cam and spider. The driven
clutch, cam, axle shaft and wheel now turn freely.
The opposite side clutch, cam and holdout ring are held engaged to the center cam and spider by
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spring (7) as long as the driven wheel turns slower.
When the speed of the wheel that is not engaged becomes slower and near the speed of the bevel
gear, the resistance of the ground to the wheel causes the torque on this wheel to be in a small reverse
direction. This causes the driven clutch and cam to turn in a direction opposite the direction of the bevel
gear. The friction between the holdout ring and the driven clutch causes the holdout ring to move in a
direction opposite the direction of the bevel gear. Notch (20) in the holdout ring moves away from spider
key (19). When the teeth of the holdout ring are in a position to engage the notches in center cam (15),
the force of the spring causes the driven clutch and cam to move to the inside. The driven clutch pushes
the holdout ring. The holdout ring now engages the center cam and is turned at the speed of the bevel
gear. The teeth of cam (21) now engage the center cam and the teeth of the drive clutch engage the
spider. At this time, both wheels are turned at the same speed.
NOTE: When both wheels are turned at the same speed they do not necessarily have equal torque. For
example: When one wheel starts to turn faster on ice (tends to spin), both clutches engage and both
wheels turn at the same speed. The wheel that is on ice will have less torque.
Straight Forward Operation
Straight Forward Operation

(5) Side gear. (6) Driven clutch. (11) Driven clutch. (12) Side gear. (17) Spider. (22) Teeth of the spider. (23) Teeth of the driven
clutches.
When the machine has straight forward movement, teeth (22) on both sides of spider (17) are fully
engaged with teeth (23) of driven clutches (6) and (11). The teeth of cams (21) are engaged with the
teeth of center cam (15). The negative angle of the teeth on the clutches and spider, along with the
force of springs (7) and (11), cams (21) and center cam (15), push together and the teeth engage.
In this condition, driven clutches (6) and (11) are fully engaged with spider (17). The driven clutches turn
side gears (5) and (12) at the same speed as the bevel gear. The two side gears turn the axle shafts
and wheels at the same speed as the bevel gear.
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Forward Turn With Power
Forward Right Turn With Power

(5) Side gear. (6) Driven clutch. (11) Driven clutch. (12) Side gear. (17) Spider.
The travel of the outside wheel, during a turn, is at a longer distance than the travel of the inside wheel.
When the machine turns with power, the NoSpin differential lets the outside wheel turn faster than the
speed of the bevel gear (to let the outside wheel have this longer travel) but does not let the inside
wheel turn slower than the speed of the bevel gear. The inside wheel turns at the same speed as the
bevel gear.
The teeth of the spider send the drive force to the inside driven clutch. The inside driven clutch turns the
inside wheel at the same speed as the bevel gear and gives the power that is needed to move the
machine through the turn.
The outside wheel is made to turn (by the traction of the road) at a speed faster than the speed of the
bevel gear. This causes the driven clutch for the outside wheel to turn faster than the speed of the bevel
gear. The movement of one wheel faster than the other wheel starts the "clutch action" of the NoSpin
differential.
The teeth of the cam for the driven clutch for the inside wheel are engaged with the teeth of center cam
(15) and stay in the same position in relation to spider (17). The teeth of the inside drive clutch are
engaged with the spider. The teeth on the other side of center cam (15) are used as ramps. The teeth of
the cam for the driven clutch for the outside wheel move up the teeth of the center cam. This causes the
outside driven clutch and cam to move away from the spider and center cam. The outside driven clutch
and cam are not engaged with the spider and center cam.
The driven clutch for the outside wheel can not be engaged with the spider until the speed of the
outside wheel becomes slower and equal to the speed of the bevel gear. The holdout ring keeps the
driven clutch and cam from being engaged with the spider and center cam until the machine moves in a
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straight direction. At this time the operation of the differential is the same as Straight Forward Operation.
Forward Turn With No Power

The operation of the NoSpin differential is the same as for FORWARD TURN WITH POWER. The
outside wheel is still made to turn faster (by the traction of the road) than the speed of the bevel gear.
The inside wheel is turned at the speed of the bevel gear.
Straight Reverse Operation
Straight Reverse
(5) Side gear. (6) Driven clutch. (11) Driven clutch. (12) Side gear. (17) Spider. (22) Teeth of the spider. (23) Teeth of the driven
clutches.
When the machine moves in a straight reverse direction, teeth (22) on both sides of spider (17) are fully
engaged with teeth (23) of driven clutches (6) and (11). Spider (17) turns in the opposite direction than it
turns in straight forward. Since the spider turns in an opposite direction, teeth (22) of the spider push
against the opposite face of teeth (23) of the driven clutches.
The action of the differential is the same as it is in the Straight Forward Direction.
Reverse Turn With Power
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Reverse Right Turn With Power

(5) Side gear. (6) Driven clutch. (11) Driven clutch. (12) Side gear. (17) Spider.
The action of the differential is the same as it is in the Forward Turn With Power condition except spider
(17) turns in the opposite direction.
Reverse Turn With No Power

The operation of the NoSpin differential is the same as for Reverse Turn With Power. The outside wheel
is still made to turn faster (by the traction of the road) than the speed of the bevel gear. The inside
wheel is turned at the speed of the bevel gear.
Final Drives
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Final Drive Components

(1) Axle shaft. (2) Wheel assembly. (3) Hub. (4) Ring gear. (5) Planetary carrier. (6) Sun gear. (7) Spindle housing. (8) Duo-
Cone seal. (9) Planetary gears (three).
Each final drive has the same components. A final drive causes the last speed reduction and torque
increase in the power train
Ring gear (4) is fastened to hub (3). Hub (3) is connected to spindle housing (7) by splines. Spindle
housing (7) is fastened to the axle housing. Ring gear (4), spindle housing (7) and hub (3) are held
stationary.
Axle shaft (1) is connected to the differential by splines. Sun gear (6) is connected to axle shaft (3) by
splines. Sun gear (6) is engaged with planetary gears (9). Planetary gears (9) are held in planetary
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carrier (5). Planetary carrier (5) is fastened to wheel assembly (2).
Power from the differential turns axle shaft (1). Axle shaft (1) turns sun gear (6). Sun gear (6) turns
planetary gears (9). Since ring gear (4) is held by hub (3), the planetary gears move around the inside
of ring gear (4). The movement of the planetary gears cause planetary carrier (5) to turn. The planetary
carrier is turned in the same direction as sun gear (6) but at a slower speed. The planetary carrier turns
wheel assembly (2).
Each final drive has its own oil reservoir. Oil is put into the final drive through a fill plug on the outside
cover. Oil is removed from the final drive through a drain plug.
Duo-Cone seal (8) keeps the oil inside the final drive. The components of the final drives and brakes get
lubrication from the oil inside the final drives.
PPI-000496E5
2022/12/22
18:08:04+01:00
SENR26250001
© 2022 Caterpillar Inc.
Caterpillar:
Confidential Green
63 од 63 22.12.2022. 19:25

1992/04/01 Systems Operation (SENR2625-01)

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1992/04/01 Systems Operation (SENR2625-01)

Location Of Power Train Components

in the operator's compartment.

The flow of oil inside the torque converter is:

a. From impeller or impellers to turbine (2).

b. From turbine (2) to stator (10).

c. From stator (10) to impeller or impellers and to carrier (8).

sequence and pressure control valve.

Flow Of Power In Torque Converter (At Minimum Capacity)

Flow Of Power In Torque Converter (At Maximum Capacity)

Torque Converter Hydraulic System

Pressure Control Valve for Converter Inlet

Location Of Pressure Valve For Converter Inlet

Relief Valve for Converter Outlet

Relief Valve For Converter Outlet

Sequence And Pressure Control Valve

Sequence And Pressure Control Valve

Spacers (10) are used to make an adjustment to the sequence valve.

(1) Coil. (2) Spring. (3) Solenoid valve. (4) Plunger.

Location Of "ON-OFF" Switch

Torque Converter Hydraulic Controls (Minimum Capacity)

Variable Capacity (Between Minimum And Maximum)

Input Transfer Gears

Input Transfer Gears

The flow of power through the input transfer gears is:

a. From yoke assembly (6) to drive gear (2).

b. From drive gear (2) to driven gear (11).

c. From driven gear (11) to transmission input shaft.

Transmission Hydraulic System

Schematic Of Hydraulic System

Input Transfer Gear Lubrication

Output Transfer Gear Lubrication

Oil Pump Construction

Location Of Oil Pump

Components Of The Oil Filter

Location Of Oil Filter

Transmission Oil Cooler

Location Of Oil Cooler

Schematic Of Transmission Oil Cooler

Location Of Magnetic Screen

magnetic screen before it goes to the oil pump.

First Speed Forward

Second Speed Forward

Third Speed Forward

Fourth Speed Forward

First Speed Reverse

Second Speed Reverse

Third Speed Reverse

Fourth Speed Reverse

Transmission Hydraulic Controls

Transmission Hydraulic Controls (Side View)

Transmission Hydraulic Controls (Top View)

Transmission Hydraulic Controls (Bottom View)

Transmission Neutralizer Valve

Pressure Control Valve

Pressure Control Valve

Transmission Hydraulic Controls (NEUTRAL, ENGINE OFF)

Transmission Hydraulic Controls (NEUTRAL, Engine Running)

Starting the Engine (Transmission In A Speed And Direction)

Transmission Hydraulic Controls (First Speed Forward)

Engine Running (Neutral To First Speed Forward)

The oil, to No. 6 clutch starts to fill the No. 6 clutch.

Transmission Hydraulic Controls (Engine Started In FIRST FORWARD)

Ratio Valve For Converter Inlet

Transmission Control Lock Group

Transmission Control Lock Group

Opening (6) is connected to supply oil for the parking brake.

to NEUTRAL when it is released.

Parking Brake Engaged

Output Transfer Gears

Output Transfer Gears

The flow of power through the output transfer gears is:

a. From transmission output carrier to drive gear (2).

b. From drive gear (2) to idler gear (6).

c. From idler gear (6) to driven gear (12).