4 Case Adt Tran PDF

TRANSMISSION
CASE 325 & 330

ARTICULATED
DUMP TRUCKS
Transmission
25 & 30 TON ARTICULATED DUMP TRUCKS

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TRANSMISSION
CNH America LLC 2004

700 STATE STREET
RACINE, WI 53404 U.S.A. Printed in U.S.A.

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TABLE OF CONTENTS
TRANSMISSION OPERATION ................................................................. 5
FORWARD OPERATION .......................................................................... 8
MANUAL OPERATION ............................................................................. 9
AUTOMATIC GEAR SELECTION........................................................... 10
DIFFERENTIAL LOCK ............................................................................ 11
TRANSMISSION CONTROL UNIT ......................................................... 12
ELECTRICAL SCHEMATIC .................................................................... 19
ELECTRICAL COMPONENT TESTING.................................................. 20
TORQUE CONVERTER .......................................................................... 26
HYDRAULIC SCHEMATIC...................................................................... 35
PRESSURE TESTING............................................................................. 36
AUTOMATIC CALIBRATION.................................................................. 44
FAULT CODES ....................................................................................... 49

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Objectives
The 25 TON TRUCK and the 30 TON TRUCK both use a ZF Ergo-Power
Transmission. The objectives of this training program are:
1. To provide the technician an understanding of the mechanical functions of

the ZF Transmission.
2. To provide the technician an understanding of the shift sequences of the ZF

Transmission.
3. To provide the technician an understanding of the diagnostic procedures of

the ZF Transmission.
The 25 TON TRUCK uses the model ZF 210 transmission and the 30 TON TRUCK
uses the ZF 260 transmission. Although the two transmissions differ in many ways,
their operating functions are quite similar. Both transmissions provide six speeds
forward and three speeds in reverse. Forward directions can be shifted manually or
automatically while the reverse direction only operates in the manual mode.
Other features include a kick down/hold-in-range switch, converter lock up and a

diagnostics and fault code display. A Jake brake is a standard feature on the 30 TON
TRUCK.
Major differences in the two transmissions include clutch size,

clutch arrangements on the shafts, housing configuration,
control valve location and function, input torque capacity and
test port locations. The training material in this section pertains
to both model transmissions, but may only reference and display
one of the two models. Always refer to the specific Service
Manual before performing maintenance or repair on the
transmission.

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Transmission Operation
The transmission is electronically controlled through the Transmission Control Unit
(TCU). This allows for many automatic features and options for the operator. Included
in these features and options are the digital transmission display, manual or automatic
shift, kick down switch, converter lock-up and engine load sensing.
Additional information on these features and options are as follows:

Display
The transmission display provides information to the operator on the running

transmission.
The left character indicates the engaged gear.
The right character indicates the engaged direction selected ( F, N, or R ).
Additional information available from the left and right characters include:
** = Cold start up, keep the transmission in neutral until warmed up.
EE = Interface error between the display and the control unit, complete
stop, shift to neutral for error code display.
Two digit number = error in system corresponding to a fault code. Multiple
errors will appear in succession. (This only appears when the gear shift is in
Neutral).

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a. arrow, along with f, indicates the transmission is in Automatic operation.

b. bar, indicates pre-selection is limited to first gear.
c. bar, indicates pre-selection is limited to second gear.
d. bar, indicates pre-selection is limited to third gear.
e. bar, indicating pre-selection is limited to fourth, fifth or sixth gear.
f. arrow, along with (a), indicates the transmission is in Automatic operation.
NOTE: The arrows and bars all stay on when automatic operation with-out pre-
selection is working, (the normal way). Arrows (a) and (f) will flash when the
kick-down switch under the throttle is pressed. All of the bars will flash if the
lock-up clutch is disengaged (torque converter running).
g. wrench; indicates a system error. This symbol will flash to indicate that use
is restricted.
h. stop, previously not used, now used for Heavy Failure.
Automatic/ Manual Operation
The transmission always starts in the automatic mode, second gear when first shifted
into Forward. Each time the button on top of the shift lever is depressed, the mode
changes from auto to manual or manual to automatic. When the transmission is in the
Automatic mode and the shift lever is moved sideways it changes into the manual
mode and an upshift or a downshift will occur. NOTE: The button must be pressed
while shifting from neutral into forward or reverse direction or the transmission
remains in neutral.

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Select the Automatic or Manual mode as follows:

After selecting forward direction of travel, then either press the button on the top of the
shift lever, to stay in the same gear, or move the lever to the left or right to change from
automatic to manual mode, and up-shift or down-shift at the same time.
Use the Manual Mode

-when driving up a steep hill.
-when driving down a steep hill.
-in particularly difficult conditions such as steep grades or on slippery or rough
surfaces.
Always use the automatic mode for normal vehicle conditions.
The automatic transmission control system ensures automatic torque converter lock-up
clutch engagement that matches operational engine speed and load.
The torque converter condition is displayed by means of the bars. When the bars are
flashing, the torque converter is operating. When the bars are on continuously, the lock-
up clutch has locked the converter pump to the turbine and the converter functions as a
mechanical device. The flashing bars are not an indicator of transmission system errors.
Converter lock-up occurs at approximately 1200 to 1400 RPM and will not unlock, even
when the transmission shifts, until the speed drops to approximately 700 RPM.

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Forward/ Reverse Selection
The gearshift lever has three positions.

Position N (Neutral) is used for engine starting and for a stationary position with the
engine running.
Position F (Forward) is used for forward movement of the vehicle.

Position R (Reverse) is used for reverse movement of the vehicle.
When shifting from Neutral into either Forward or Reverse, the button on top of the shift
lever must be depressed at the same time. This keeps the transmission in automatic
mode when in Forward. When Reverse is selected, the transmission will automatically
switch to manual mode.
The transmission will not shift into Forward or Reverse if the parking brake is applied.
Warning! The vehicle must be completely stopped prior to changing direction

from forward to reverse or from reverse to forward. If the lever is place in reverse
while moving forward or placed in forward while moving in reverse, the truck will
remain in neutral until the machine stops, then will shift to the direction selected.

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Manual Gear Selection
To manually change gears, when the gearshift lever is in Forward or Reverse, move
the lever to the side:
When the lever is pushed leftward, toward the driver, a lower gear is selected (down
shifts one gear). When the lever is pushed rightward, away from the driver, a higher
gear is selected (up shifts one gear). Each movement to the side will result in one gear
shift.
When the shift lever is returned to Neutral, the transmission shifts to the pre-selected
starting gear. The highest possible starting gear is second gear. However, if the
vehicle is stopped in a higher gear, and the shift lever remains in forward, the
transmission will remain in that gear when restarting.
The transmission control unit will prevent gearshifts which are not compatible with
vehicle and engine speeds.
It is recommended to shift gears when the lock-up clutch indicator stops flashing. This
avoids over loading the torque converter. The transmission oil temperature will
increase with prolonged operation with the torque converter lock-up disengaged.
Shifting to a lower gear will allow the converter lock-up clutch to engage and
lower the temperature.

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Automatic Mode Gear Selection
The automatic transmission control system selects the most suitable gear according to
engine speed and load. When starting from a standstill, the transmission will
automatically start in second gear. Always change to first gear manual mode when
starting off uphill with a full load.
Pre-selection of maximum speed: Push the gearshift lever laterally to select and limit
the highest gear that can be engaged automatically to that gear and all lower gears.
Push the lever toward the driver to shift down and away from the driver to shift up.
Kick-down / hold-in-range Function

The kick-down switch has two basic functions. One, the driver can force a down-shift
from sixth gear to fifth gear by pressing the accelerator pedal to the floor, activating the
kick-down switch beneath the pedal. This is functional when the machine has slowed
down slightly due to an increase in load. The second function of the kick-down switch is
when the driver does not want the transmission to automatically up-shift to the next
gear. As an example, depressing the accelerator and activating the kick-down switch
while in third gear, will lock the transmission in third gear until the driver releases the
kick-down switch.

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Differential Lock
The vehicle is equipped with a limited slip feature on all axles. These axles will transfer
torque automatically, according to the lack of traction of each wheel.
The vehicle is also equipped with a rear differential lock (B) and a transmission
differential lock (C).
Lock the rear differential to assure positive traction between the rear axles. Lock the
transmission differential to assure positive traction to the front axle as well.
When neither differential lock is used, power is applied to all three axles in an unlocked
condition. Engaging the rear differential lock assures positive drive to both front and
rear tandem axles. Engaging the transmission differential lock assures drive to the
front axle as well.
NOTE: Never engage the differential locks if additional traction is not required.
Engaging the transmission differential lock when it is not needed creates undue tire
wear and heavier transmission loads.
Do not engage a differential lock while a wheel is spinning. Stop the machine
before engaging a differential lock.

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TRANSMISSION CONTROL UNIT

The transmission control unit (TCU) uses input information from a number of sensors
to determine the proper gear, shift points, converter lock up and other operating
requirements. A 68 pin wiring connector provides for all input and output information.
The control valve, located on the back of the ZF 210 and on the top of the ZF 260,
receives electrical information from the control unit and provides the proper shift
requirements.

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Inputs:
The shift lever, located on the right panel, allows the operator to select Neutral,
Forward or Reverse direction, choosing auto or manual up-shift or down-shift of the
transmission.
The engine speed sensor, located in the upper rear area of the transmission,
measures the speed of the engine.
The turbine speed sensor, located at the top of the transmission, measures the
turbine speed.
The internal gear speed sensor, located on the upper right side of the transmission,
measures the speed of the central gear.
The output speed sensor, located on the left side of the transmission, measures the
speed of the transmission output shaft.
The engine load sensor, located on the engine, provides information to the
transmission.
The kick down switch, located under the accelerator pedal, provides two functions
while in the auto mode. One, it provides a downshift from sixth to fifth gear if the
machine load has slowed the machine somewhat and two, it allows the operator to
lock the transmission in a desired gear when the pedal is fully depressed.
The body down switch, located on the machine chassis, prevents gear
engagements above second gear, when the body is elevated toward the dump
position.
The two position Jake brake switches allow for the selection of half brake or full
brake application, or for Jake brake or Retarder application. There is also a Throttle
Position Sensor to engage the brake.
The park brake switch, located on the right panel, stops transmission functions, if
activated.
The axle differential lock and the transmission differential lock switch, located on
the right control panel, allows the operator to select each of these options.
The oil temperature sensor, located in the transmission control valve, measures the
oil temperature

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ZF Transmission Control Valve
Shift Lever Engine Speed Kick Down

CAN Interface
Sensor Switch
Turbine Speed Body Down Diagnostics

Forward
Sensor Switch Connector
Neutral Internal Gear Jake Brake

Speed Sensor Switch
Reverse Output Speed Filter Restriction

Sensor Switch
Up-Shift Engine Load Trans. Dif-Lock

Sensor Switch
Down-Shift
Park Brake Power
Switch Supply
Auto Function
Button
Transmission Harness 68 Pin Connector
Control
Trans. Differential Half Jake Valve
Lock Valve Brake Valve
Clutch KR
Converter Full Jake Clutch KV
Lock-up Valve Brake Valve Clutch K1
Clutch K2
Speedometer Clutch K3
Transmission Clutch K4
Display Temp
Jake Brake
Throttle Position
Sensor

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Inputs (Continued):
The oil filter restriction switch, located on the left side of the transmission, monitors
the condition of the filter.
The power supply, diagnostic connection and the CAN interface (connection
between transmission controller and other on board devices) complete the input
information.
Outputs:
The Transmission Differential Lock Valve, located in the lower area of the
transmission, engages or disengages the lock between the front and rear drive
shafts.
The Converter Lock Up Valve, locks the converter when the pump and turbine
approach a one to one ratio, to improve machine efficiency.
The Jake Brake Valves (half brake and full brake) are activated if selected, when
the accelerator pedal is released.
The Speedometer displays the machines speed through a calculation of the

transmission output speed.
The Transmission Display provides the operator with information about, gear
selection, direction, lock-up operation fault codes etc.
The Clutch Solenoid Valves engage the clutches for machine direction and the six
output speeds through various solenoid activation combinations.

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ZF Transmission Control Valve
Shift Lever Engine Speed Kick Down

CAN Interface
Sensor Switch
Turbine Speed Body Down Diagnostics

Forward
Sensor Switch Connector
Neutral Internal Gear Jake Brake

Speed Sensor Switch
Reverse Output Speed Filter Restriction

Sensor Switch
Up-Shift Engine Load Trans.

Sensor Differential
Down-Shift
Park Brake Power
Switch Supply
Auto Function
Button
Transmission Harness 68 Pin Connector
Control
Trans. Half Jake Valve
Differential Brake Valve
Clutch KR
Converter Full Jake Clutch KV
Lock-up Valve Brake Valve Clutch K1
Clutch K2
Speedometer Clutch K3
Transmission Clutch K4
Display Temp
Jake Brake
Throttle Position
Sensor

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Electrical Component Testing
TO TEST THE ENGINE SPEED SENSOR, TURBINE SPEED SENSOR &

INTERMEDIATE GEAR SENSORS:
1. Disconnect the sensor from the wiring harness.
2. Place the positive lead of the DVM on one sensor pin and the negative lead on
the other pin.
3. Turn the DVM to the Ohms scale. 1050 Ohms, +/- 10% should be measured.
If the specified reading is not obtained, replace the sensor.
TO TEST THE CONVERTER TEMPERATURE SENSOR:
1. Disconnect the connector at the sensor.
2. Place a lead of the DVM on each of the sensor terminals.
3. A resistance reading of 800 to 1500 Ohms should be read.
TO TEST THE TRANSMISSION OIL TEMPERATURE SENSOR:
3. A resistance reading of 1000 to 1500 Ohms should be read.
TO TEST THE TRANSMISSION SOLENOIDS:
NOTE: Due to the inaccessibility of the control valve on the 30 TON TRUCK, measure
solenoid resistance at connector X10, located in front of the cab. See the Electrical
Section for the pin locations.
3. A resistance reading of 19 Ohms +/- 10% should be read.
If the specified reading is not obtained, replace the solenoid

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Transmission System
X8 Connection to:
A1. Transmission Control Unit (TCU) Speedometer.
A2. Shift Controller. Fuse
A3. Electro-hydraulic Control Valve Relay, Neutral Start
A5. Diagnostic Interface Recorder Relay for Back-up Alarm
A6. Display Jake Brake Switch.
Y7. Converter Lock-up Valve Kick Down Switch.
B1. Engine Speed Sensor. Pre-select Differential Lock Switch
B2. Turbine Speed Sensor. Park Brake Switch
B3. Intermediate Gear Speed Dump Raised Switch
B4. Output Speed Sensor. Idling Switch.
B15. Temperature Sensor (behind converter). Jake Brake Relay
S10. Filter Restriction Switch. X18. Connection to:
B17. Engine Load Sensor. B17. Load Sensor.
X1. 68 Pin Connector. Y7. Converter Lock-up Valve.
X8. 22 Pin (machine connection). Y9. Differential Lock Valve
X10. 22 Pin Connector Y10. Jake Brake Valve
X18. 18 Pin Connector.

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Major Transmission Components
Model ZF 6WG260
Transmission TCU and wiring: The TCU receives the input signals and controls the
outputs to assure correct operation of the transmission.
Hydraulic system: The system consists of a set of solenoid valves, controlled by the
TCU, and pipes to carry the oil to the points required.
Torque converter: The torque converter transmits the input torque from the engine to
the transmission. It consists of the pump, the turbine and the stator.
Lock-up clutch: The lock-up clutch locks the pump and turbine components together
creating a 1:1 ratio.
Shafts and gears: The transmission consists of an input shaft, an output shaft with a
transmission differential lock, and three main shafts.
Clutches: Each shaft has two multi-plate clutches.
Oil pump: The pump is fitted to the input shaft to supply oil for clutches and lubrication.

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Note: 30 TON TRUCK Transmission

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AUTOMATIC TRANSMISSION CROSS SECTIONAL VIEW
25 TON TRUCK

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Fundamental Transmission Components
TORQUE CONVERTER
The torque converter hydraulically transmits drive force from the engine to the
transmission, at a multiplying ratio from a maximum of approximately 2.5:1 to a
minimum of 1:1.
The torque converter consists of three parts: the pump P, the turbine T and the stator
S. The pump is the input element and is rotated by the engine. The turbine is the
output element and is hydraulically controlled by the pump. The stator is the reaction
element (torque multiplier) which is mounted on a one-way bearing allowing rotation in
one direction only. The assembly is enclosed in an oil filled housing which also
includes a lock-up clutch for locking the turbine to the pump and also a hydrodynamic
brake on the model ZF 260.

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TORQUE CONVERTER OPERATION

The pump, which is driven by the engine, transmits energy to the oil through centrifugal
force. The centrifugal force directs the oil to the outer edge of the pump where it
leaves the vanes of the pump and enters the vanes of the turbine. The energy of the
oil entering the turbine provides the rotary movement of the turbine. Oil driven to the
center of the turbine is directed through the stator, changing the direction of flow for a
favorable re-entry back into the pump. Whenever the turbine speed is slower than
pump speed, the centrifugal force on the oil through the turbine becomes greater, thus
allowing a greater amount of oil to flow. This increased flow creates the torque
multiplying feature previously mentioned. When the pump and turbine speeds are near
equal, oil flow through the three components is low, and lock-up occurs

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LOCK-UP CLUTCH
The lock-up clutch WK (2), is a device which, when engaged by oil pressure on the
piston (1), mechanically couples the pump to the turbine.
When the lock-up clutch is engaged, the slippage between the pump and turbine is
eliminated. The transmission then operates as a mechanical transmission with no
torque multiplying feature, no frictional losses and a reduction in fuel consumption.
When the clutch is disengaged, the oil circulating in the converter exerts equal
pressure on the front and the rear of the clutch (2) engagement piston. In this
condition, the turbine and pump are free to rotate independently.
The clutch engages when the Transmission Control Unit activates a solenoid valve
which allows oil to flow into area (a). As pressure in area (a) builds, the piston (1)
moves and applies the clutch, locking the turbine and pump together, eliminating
relative slippage.

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TRANSMISSION CLUTCHES
The multiple plate clutches lock the gear hub and the shaft bell when engaged.
Each clutch consists of a set of plates with splines on the outside (1a) arranged
alternately with a set of plates with splines on the inside (1b). The plates with the
splines on the outside engage the bell (2) while the plates with the splines on the inside
engage the hub (3).
Each clutch is hydraulically locked by sending pressurized oil from a solenoid valve to
the back of the control piston (4), locking the plates from slipping thus locking the bell
and hub together. Springs (5) on the reverse side of the clutch piston assure a release
of the clutch plates when oil pressure is removed from the piston.
The ZF 260 transmission has two clutches on each shaft, the ZF 210 transmission is
designed with one clutch per shaft.

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TRANSMISSION HYDRAULIC PUMP
The transmission hydraulic pump is a gerotor type pump. It is mounted in the stator
housing and rotates with the input shaft. The pump is rated to provide sufficient oil flow
for machine operation even at low idle speed. Insufficient flow could result in rough
shifts, poor modulation and failure of components. The pump draws oil from the sump
and delivers oil to the oil filter.
TRANSMISSION CONTROL VALVE
The transmission control valve directs the flow of oil to the appropriate clutches at the
appropriate time to drive the machine. The valve is located on the backside of the
transmission on the 25 TON TRUCK with internal oil passages to the clutches. The
control valve on the 30 TON TRUCK is located on top of the transmission with external
hoses to the clutch assemblies.
The control valve houses six solenoids and 12 spools used to control the flow of oil to
the required clutches. Six large spools control the flow of oil to the clutches while the
six smaller spools are dampening spools used for modulation.
The control valve also houses a main pressure spool for regulating system pressure
and a smaller spool which is a pressure reducing spool. This reduced pressure (130 to
160 psi) [9 to 11 bar] is used for shifting the spools in the control valve.

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TRANSMISSION OIL FLOW
Oil from the reservoir passes through the oil pump and the filter(s) and enters the
control valve where it is controlled by the system pressure valve.
The system pressure valve is normally closed and is designed to open at 232 to 253
psi (16 to 17 bar), providing regulated pressure to the control spools.
The pressure reducing valve is a normally open valve which provides oil for the pilot
circuit at a pressure of 130 to 160 psi (9 to 11 bar).
The control solenoids, when de-energized, provide a passage of oil through the
solenoid and on to the transmission sump. When energized, the return to sump
passage in the solenoid is closed causing the pressure to build, and shift the control
spool, allowing regulated pressure to fill the clutch assembly. The modulating spool
also senses the pilot pressure and dampens the movement of the control spool.
Excess oil dumping over the system pressure valve is ported through the transmission
to supply the torque converter with oil. A converter relief valve before the converter,
controls the maximum pressure at 160 psi (11 bar), with excess oil returning to the
sump. Return oil from the converter flows through the converter outlet valve. This
valve is designed to maintain a back pressure in the converter of 61 psi (4 bar)
maximum.
Oil from the relief valve passes through the oil cooler and from there to the lubrication
system, then to the transmission sump.

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TRANSMISSION DIFFERENTIAL LOCK
The front and rear output shafts of the transmission are driven through a double
satellite sun and planetary gear differential which can be locked.
The differential is designed to spread the drive force while the two elements
transmitting the output drive (sun gear and gear set holder) turn in the same direction.
The transmission differential spreads the drive force between the front and rear axles
providing 1/3 of the force to the front axle and 2/3 of the force to the rear axles.
The operator can lock the transmission differential by means of an electrical hydraulic
control if either axle begins to slip.
The control works on a sliding sleeve which, when moved, locks the two elements
transmitting the output drive (sun gear and gear set holder). In this way, the output
shafts turn together at the same speed.
In normal conditions, the drive torque is applied to the external crown gear, with 2/3 of
the force being sent through the gear set holder (4) to the rear output shaft while 1/3 of
the force is sent through the sun gear to the front output shaft (7).
In the differential locked condition, the sliding sleeve (11) locks the gear set holder (4)
which is solidly connected to the rear output shaft, to the front output shaft, which is
solidly connected to the sun gear. The drive torque is consequently spread equally
over both sides of the unit.

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Transmission Differential Lock
A: Engaged position (differential locked)

B: Disengaged position (differential released)

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Pressure testing the transmission
This test is normally performed if there is a complaint of low power in certain gears.
Excessive leakage in a clutch could result in a loss of system pressure. To perform the
test, proceed as follows:
1. For safety purposes, block the machine wheels, apply the parking brake and
engage the steering lock at the articulation joint.
2. Install a pressure tap at the port for regulated pressure with a 400 psi (27 bar)
gauge and sufficient hose to read the gauge from the cab. (Because of the
inaccessibility of the control valve on the 30 TON TRUCK, this test port is
located at the rear of the cab).
3. Heat the oil to 80 C (176 F).
4. Disengage the parking brake
5. With the service brake applied, and the engine running at rated speed, shift into
each forward and reverse gear while the transmission is in the manual mode. A
momentary drop in regulated pressure should be seen at each shift, immediately
returning to the original pressure. Regulated pressure should be between 232
and 253 psi (16 to 17 bar).
Pressure testing of a specific clutch
This test is normally performed if there is a complaint of low power in one specific gear.
Excessive leakage in a clutch could result in a loss of system pressure.
To perform this test, follow the same procedure as described above, but place the
pressure tap at the appropriate test port on the control valve. (The inaccessibility of
the test ports on the 30 TON TRUCK, may require the pressure tap be placed in a tee
fitting where the supply hose enters the clutch supply port on the rear of the
transmission).

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PRESSURE TEST POINT DIAGRAM
25 TON TRUCK ZF-ERGOPOWER TRANSMISION 6 WG-210

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TRANSMISSION TEST PORT LOCATIONS

25 TON TRUCK

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30 TON TRUCK ZF-ERGOPOWER TRANSMISSION 6 WG-260

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Transmission Test Port Locations
30 TON TRUCK Transmission

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Down Shift
Up Shift
F
Button
R
N

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Hydraulic Component Testing

Several tests can be performed on the transmission to determine the condition of the
major components. The following is a listing of suggested tests to be performed to aid
in the diagnosis of the transmission.
Checking Converter Out Pressure

Equipment required:
Pressure gauge, 0 to 400 psi (0 to 28 bar), with a sufficient length of hose to take
readings from the cab.
Test adapter CAS-2324.
NOTE: Due to the inaccessibility of the control valve on the 30 TON TRUCK, a remote
test port has been made available at the rear of the cab, It is the 5th port from the top.
Test Procedure:
Block the machine tires, apply the parking brake and install the pressure
gauge at test point 52. Heat the oil to operating temperature
176 to 212 F (80 to 100 C).
While in the cab, put the transmission in Neutral, run the engine at full
throttle. Pressure must be 51 to 96 psi (3.5 to 6.5 bar).
Checking Lubrication Pressure
Equipment required:
Pressure gauge 0 to 100 psi (0 to 7 bar), with sufficient length hose to take
readings from the cab.
Test Procedure:
Block the machine tires, apply the parking brake and install the pressure gauge in the
cooler return line at the transmission. Heat the oil to operating temperature
176 to 212 F (80 to 100 C). While in the cab, run the engine at full throttle. Place
the transmission in each gear and record the pressure. Pressure must be 3 to 18 psi
(0.2 to 1.2 bar).

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Flowmeter Testing
Equipment required:
Flowmeter kit and CAS2702 flowmeter adapter.
Test Procedure:
Block the machine tires, apply the parking brake and heat the oil to operating
temperature 176 to 212 F (80 to 100 C). Remove the filter and install the CAS2702
adapter. Install the flowmeter between the adapter and the filter. While in the cab, run
the engine at full throttle. With the transmission in Neutral, record the flow. Flow must
be 28 gpm (105 l/ min).
Flow rating the transmission hydraulic pump

This test can be performed if a complaint exists of low power in all gears or poor
modulation in all gears. Prior to performing this test, the AEB calibration should be
conducted.
To flow rate the transmission, proceed as follows:
1. For safety purposes, block the machine wheels, apply the parking brake and
engage the steering lock at the articulation joint.
2. Remove the transmission oil filter and install special tool CAS2011A to the filter
head.
3. Connect the inlet of the flow meter to the inlet side of the special tool. Connect
the outlet of the flow meter to the outlet side of the special tool.
4. Make certain the flow restriction valve on the flow meter is fully open!
5. Start the engine and run at rated engine speed. Heat the transmission oil to
176 F (80 C).
6. Read the flow rate with the engine running at 2000 RPM. The minimum flow
should be 21 gal/min (80 L/min).
7. Remove the flow meter and the special tool. Reinstall the oil filter.

72
TRANSMISSION
Automatic Calibration of the Shifting Elements (AEB)
The purpose of the AEB function is to compensate for tolerance changes in the clutch
filling process due to component wear. AEB monitors the rapid filling time (the period
of time when the flow of oil moves the clutch plates from the released position to the
point where plate contact is made) and the equalizing time (the period of time in which
the pressure increases to engage the clutch). These rates, controlled by proportioning
valves, vary from clutch to clutch based on the volume of the clutch, clutch spring
force, seal resistance and engine input torque. Clutch supply pressure is then
controlled to provide the shift based on speed and load conditions.
As the clearances in the clutch assemblies change due to wear, shift quality also
changes. It is recommended that the AEB-Cycle be performed at the maintenance
intervals. The AEB-Cycle must also be performed if replacement of the transmission,
the control valve or the Transmission Control Unit has occurred.
The AEB-Cycle requires about 3 to 4 minutes to perform. The determined filling

parameters are stored in the of the Transmission Control Unit.
An AEB-Starter is required to perform the cycle. ZF part number 0501 211 778

73
TRANSMISSION
The following information is available on the transmission display. Install the
AEB-Starter by plugging into the connector #5 in the right side panel of the cab, then
follow the symbols below and on the following page.
NOTE: The transmission must be at normal operating temperature and the engine
speed must be held at 1000 RPM and the park brake must be applied.

74
TRANSMISSION
Transmission Display Symbols

If the system recognizes an error, the wrench, also called a spanner (special symbol
"g") flashes.
When the shift lever is in the Neutral position, a two digit error number appears in the
two alphanumeric display positions. If more than one error is pending, the error
numbers will be indicated one after the other, each appearing for about one second. It
should be noted that error codes will only appear while the error condition exists and
the machine is in neutral. If the error corrects itself, the error code signal is no longer
shown.

75
TRANSMISSION
The following codes may be seen during normal operation. They do not represent
errors.

76
TRANSMISSION
Definition of Operating Modes

NORMAL: No faults are detected in the transmission system or the failure has no
effect or only slight effects on the TCU.
SUBSTITUTE CLUTCH CONTROL: The TCU cannot change gears under the control
of normal modulation. The TCU uses a substitute control of timed modulation only.
LIMP HOME: A failure limits the transmission to one speed (sometimes only one
direction). The TCU will place the transmission in neutral, requiring the operator to
place the shift selector into neutral, then into forward or reverse. The TCU will then
select the limp home gear.
TRANSMISSION SHUTDOWN: The TCU detects a failure that disables the control of
the transmission. The TCU shuts off the solenoids for the clutches and the power
supply. The transmission will stay in neutral.
TCU SHUTDOWN: The TCU detects a severe failure that disables the control of the
system. The TCU shuts off the solenoids for the clutches and the power supply and
also engages the park brake.
Abbreviations used in the fault code table;
s. c. = short circuit o. c. = open circuit
TCU = Transmission Control Unit OP-MODE = operating mode
PTO = Power Take Off B+ = Battery supply voltage

77
TRANSMISSION
The following table lists the fault codes that may appear on the transmission display,
the reason, reaction and the repair steps.
FAULT REASON FOR FAULT REACTION TO FAULT REPAIR STEPS
NO.
11 Gear range signal error Transmission shifts to Check signal from
neutral. shift lever
12 Direction select signal Transmission shifts to Check signal from
error. neutral. shift lever.
14 Park brake status error. TCU shifts trans. to a Check brake switch
DCO state Check wiring
25 s. c. to B+ or o. c. at No reaction, TCU uses a Check the sensor
sump temp. sensor default temperature Check the wiring
and connections.
26 s. c. to ground at No reaction, TCU uses a Check the sensor
transmission sump default temperature Check the wiring
temperature sensor and connections.
27 s. c. to B+ or o. c. at No reaction, TCU uses a Check the sensor
converter output temp. default temperature Check the wiring
sensor and connections.
28 s. c. to ground at No reaction, TCU uses a Check the sensor
converter output temp default temperature Check the wiring
sensor input. and connections.
31 s. c. to B+ or o. c. at OP-Mode: substitute Check the sensor
engine speed input clutch control. Check the wiring
sensor. and connections.
32 s. c. to ground at engine OP-Mode: substitute Check the sensor
speed input sensor. clutch control. Check the wiring
and connections.
33 Logical error at engine OP-Mode: substitute Check the sensor
speed input sensor clutch control. Check the wiring
and connections.
Check sensor air
gap.
34 s. c. to B+ or o. c. at OP-Mode: substitute Check the sensor
turbine speed input clutch control. If a failure Check the wiring
sensor. exists at output speed, and connections.
transmission shifts to
neutral.

78
TRANSMISSION
35 s. c. to ground at turbine OP-Mode: substitute Check the sensor

speed input sensor clutch control. If a failure Check the wiring
exists at output speed, and connections.
transmission shifts to
neutral. OP-Mode limp
home.
36 Logical error at turbine OP-MODE: Substitute Check wiring from
speed input. clutch control . If a TCU to the sensor.
failure exists at output Check connectors
TCU measurement speed, transmission Check speed
suddenly changes from shifts to neutral sensor
normal to zero OP-MODE: limp home Check sensor gap
37 s. c. to B+ or o. c. at OP-MODE: substitute Check the wiring
internal speed input. clutch control from TCU to the
TCU measures voltage sensor.
higher than 7.00 volts at Check connectors.
speed input pin. Check speed
sensor.
38 s. c. to ground at internal OP-MODE: substitute Check the wiring
speed input. clutch control from TCU to the
TCU measures less than sensor.
0.45 volts at speed input Check connectors.
pin. Check speed
sensor.
39 Logical error at internal OP-MODE: substitute Check the wiring
speed input. clutch control from TCU to the
TCU measures internal an sensor.
internal speed and Check connectors.
suddenly it drops to zero. Check speed
sensor.
3A s. c. to B+ or o. c. at Special mode for gear Check the wiring
output speed sensor selection. from the TCU to the
input. OP_MODE: substitute sensor.
TCU measures a voltage clutch control. Check the
higher than 12.5 volts. If a failure also exists at connectors.
the turbine speed, TCU Check the speed
shifts to neutral. sensor.
OP_MODE: limp home.
3B s. c. to ground at output Special mode for gear Check the wiring
speed sensor input selection. OP_MODE: from the TCU to the
TCU measures less than substitute clutch control. sensor. Check the
1.0 volts at the speed If a failure also exists at connectors.
input pin. the turbine speed, TCU Check the speed
OP_MODE: limp home.

79
TRANSMISSION
3C Logical error at output Special mode for gear Check the wiring
speed sensor input TCU selection. from the TCU to the
measures an output speed OP_MODE: substitute sensor.
over the threshold and clutch control. Check the
suddenly it drops to zero. If a failure also exists at connectors.
the turbine speed, TCU Check the speed
OP_MODE: limp home. Check the sensor
air gap.
3E Output speed zero doesn't Special mode for gear Check the signal of
fit to other speed signals. If selection. the Output speed
trans. Is not in neutral and OP_MODE: substitute sensor.
shifting has finished, TCU clutch control. Check the air gap.
measure an output speed If a failure also exists at Check wiring from
of zero and turbine or the turbine speed, TCU TCU to sensor.
intermediate gear not equal shifts to neutral.
to zero. OP_MODE: limp home
40 Gear range restriction No gear range restriction. Check cluster
signal. controller.
CAN signal for gear range Check wire of CAN-
restriction is defective. bus.
Check cable to
cluster controller.
59 Test mode signal. CAN No reaction Check cluster
signal for test mode status controller.
is defective. Check wire of CAN-
bus.
Check cable to
cluster controller.
5A Park brake status signal. No reaction. Check cluster
CAN signal for park brake controller.
status is defective. Check wire of CAN-
bus.
Check cable to
cluster controller.
5B Shift quality SEL signal. No reaction. Check cluster
CAN signal for shift quality controller.
selection is defective. Check wire of CAN-
bus.
Check cable to
cluster controller.

80
TRANSMISSION
71 s. c. to B+ at clutch K1. TCU shifts to neutral. Check wiring and

Resistance value is out of OP-MODE: limp home if connectors from
limit. Voltage at K1 is too failure of another clutch TCU to
high. is pending. transmission.
TCU shifts to neutral. Check resistance.
OP-MODE: TCU Check internal
shutdown wiring in
transmission.
72 s. c. to ground at clutch K1. TCU shifts to neutral. Check wiring and
Resistance value is out of OP-MODE: limp home if connectors from
limit. Voltage at K1 is too failure of another clutch TCU to
low. is pending. transmission.
shutdown wiring in
transmission.
73 o. c. at clutch K1. TCU shifts to neutral. Check wiring and

The measured resistance OP-MODE: limp home if connectors from
value of the valve is out of failure of another clutch TCU to
limit. is pending. transmission.
shutdown wiring in
transmission.
74 s. c. to B+ at clutch K2. See fault 71 See fault 71
75 s. c. to ground at clutch K2 See fault 72 See fault 72
76 o. c. at clutch K2 See fault 73 See fault 73
77 s. c. to B+ at clutch K3 See fault 71 See fault 71
79 o. c. at clutch K3 See fault 73 See fault 73
81 s. c. to B+ at clutch K4 See fault 71 See fault 71
83 o. c. to clutch K4 See fault 73 See fault 73
84 s. c. to B+ at clutch KV See fault 71 See fault 71
85 s. c. to ground at clutch KV See fault 72 See fault 72
86 o. c. at clutch KV See fault 73 See fault 73
87 s. c. to B+ at clutch KR See fault 71 See fault 71
88 s. c. to ground at clutch KR See fault 72 See fault 72
89 o. c. at clutch KR See fault 73 See fault 73

81
TRANSMISSION
91 s. c. to ground at relay Back up alarm will be on Check wiring from

back up alarm. until TCU power down TCU to back up
TCU detecting a wrong even if fault vanishes. alarm. Check
voltage that seems like a OP-MODE: normal connector from TCU
s. c. to vehicle ground to alarm. Check
resistance of alarm.
92 s. c. to B+ at back up No reaction. Check wiring from
alarm. OP-MODE: normal. TCU to back up
TCU detects a wrong alarm. Check
voltage at output pin that connector from TCU
looks like a s. c. to vehicle to alarm. Check
ground. resistance of alarm.
93 o. c. at relay for back up No reaction. Check wiring from
alarm. OP-MODE: normal. TCU to back up
TCU detects a wrong alarm. Check
voltage at output pin that connector from TCU
looks like a s. c. to vehicle to alarm. Check
ground. resistance of alarm.
B1 Slippage at clutch K1. TCU shifts to neutral. Check clutch K1
TCU calculates an out of OP-MODE: limp home if pressure and main
range differential speed. failure of another clutch pressure. Check
is pending sensor gap at
intermediate gear and
output gear. Check
signal at intermediate
and output sensors.
Replace clutch
B2 Slippage at clutch K2 See fault B1 See fault B1
B5 Slippage at clutch KV See fault B1 See fault B1
B6 Slippage at clutch KR See fault B1 See fault B1
B7 Over temp. of sump. No reaction Cool down machine
OP-MODE: Normal Check oil level
Check temp. sensor.
B8 Over temp. of converter No reaction Cool down machine
out. OP-MODE: Normal Check oil level
Check temp. sensor.
BA Differential pressure at oil No reaction Check oil filter
filter over allowable range. OP-MODE: Normal Check wiring from
TCU to pressure
switch.
Measure resistance of
switch.

82
TRANSMISSION
D1 s. c. to B+ at power supply Check wires and

for sensors. TCU connectors to
measures over 6 volts at sensors which are
AU1 5 volt supply supplied by AU1
D2 s. c. to ground at power Check wires and
supply for sensors. connectors to
TCU measures less than 4 sensors which are
volts at AU1 5 volt supply supplied by AU1
D3 Low power at battery Shift to neural Check wires and
OP-MODE: TCU connectors to
shutdown sensors which are
supplied by AU1
D4 High power at battery Shift to neural Check wires and
OP-MODE: TCU connectors to
shutdown sensors which are
supplied by AU1
D5 Error at switch 1 for valve Shift to neural Check fuse. Check
power supply VSP1 OP-MODE: TCU wiring and
TCU switched on VSP1 shutdown connectors from
and measured VSP1 as TCU to trans.,
off, or switched VSP1 off
and measured VSP1 as
on.
D6 Error at switch 2 for valve Shift to neural Check fuse. Check
power supply VSP2 OP-MODE: TCU wiring and
TCU switched on VSP2 shutdown connectors from
and measured VSP2 as off TCU to trans.,
or switched VSP2 off and
measured VSP2 as on.
E5 CL1 time out. TCU keeps old Check cluster
Timeout of CAN-message information for status controller, wire on
CL1 from cluster controller monitor, status plock, CAN-Bus and wire
shift quality selection, to cluster controller
gear range restriction
OP-MODE: normal
E6 Illegal ID request via CAN Transmission stay in
neutral
F1 General EEPROM fault No reaction Replace TCU
F2 Configuration lost. TCU Transmission stays in Reprogram the
can no longer control the neutral correct configuration
trans.
F3 Applications error Transmission stays in Replace TCU
neutral.
OP-MODE: TCU
shutdown

83
TRANSMISSION
F5 Clutch failure. AEB was Transmission stays in Check clutch

unable to adjust clutch neutral.
filling parameters. OP-MODE: TCU
shutdown
F6 Clutch adjustment data TCU shifts to neutral. Perform AEB.
loss. OP-MODE: limp home
TCU unable to read correct
clutch filling parameters
Abbreviations used in the fault code table;

s. c. = short circuit o. c. = open circuit
TCU = trans. Control unit OP-MODE = operating mode
PTO = power take off B+ = Battery supply voltage

84
TRANSMISSION

85

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What is the transmission used in the 25 ton and 30 ton trucks?

What is the transmission used in the 25 ton and 30 ton trucks?

What are the objectives of the training program?

What are the objectives of the training program?

TRANSMISSION

CASE 325 & 330

25 & 30 TON ARTICULATED DUMP TRUCKS

CNH America LLC 2004

25 & 30 TON ARTICULATED DUMP TRUCKS

TRANSMISSION OPERATION ................................................................. 5

FORWARD OPERATION .......................................................................... 8

MANUAL OPERATION ............................................................................. 9

AUTOMATIC GEAR SELECTION........................................................... 10

DIFFERENTIAL LOCK ............................................................................ 11

TRANSMISSION CONTROL UNIT ......................................................... 12

ELECTRICAL SCHEMATIC .................................................................... 19

ELECTRICAL COMPONENT TESTING.................................................. 20

TORQUE CONVERTER .......................................................................... 26

FAULT CODES ....................................................................................... 49

25 & 30 TON ARTICULATED DUMP TRUCKS

1. To provide the technician an understanding of the mechanical functions of

2. To provide the technician an understanding of the shift sequences of the ZF

3. To provide the technician an understanding of the diagnostic procedures of

Other features include a kick down/hold-in-range switch, converter lock up and a

Major differences in the two transmissions include clutch size,

25 & 30 TON ARTICULATED DUMP TRUCKS

Additional information on these features and options are as follows:

The transmission display provides information to the operator on the running

25 & 30 TON ARTICULATED DUMP TRUCKS

a. arrow, along with f, indicates the transmission is in Automatic operation.

25 & 30 TON ARTICULATED DUMP TRUCKS

Select the Automatic or Manual mode as follows:

Use the Manual Mode

Always use the automatic mode for normal vehicle conditions.

25 & 30 TON ARTICULATED DUMP TRUCKS

Forward/ Reverse Selection

The gearshift lever has three positions.

Position F (Forward) is used for forward movement of the vehicle.

Warning! The vehicle must be completely stopped prior to changing direction

25 & 30 TON ARTICULATED DUMP TRUCKS

25 & 30 TON ARTICULATED DUMP TRUCKS

Automatic Mode Gear Selection

Kick-down / hold-in-range Function

25 & 30 TON ARTICULATED DUMP TRUCKS

25 & 30 TON ARTICULATED DUMP TRUCKS

25 & 30 TON ARTICULATED DUMP TRUCKS

TRANSMISSION CONTROL UNIT

25 & 30 TON ARTICULATED DUMP TRUCKS

25 & 30 TON ARTICULATED DUMP TRUCKS

Shift Lever Engine Speed Kick Down

Turbine Speed Body Down Diagnostics

Neutral Internal Gear Jake Brake

Reverse Output Speed Filter Restriction

Up-Shift Engine Load Trans. Dif-Lock

TRANSMISSION CONTROL UNIT

Transmission Harness 68 Pin Connector

25 & 30 TON ARTICULATED DUMP TRUCKS

The Speedometer displays the machines speed through a calculation of the

25 & 30 TON ARTICULATED DUMP TRUCKS