721F - 821F- 921F Tier4B

6 – TRANSMISSION

CONTENT
Page

TRANSMISSION LAYOUT 2
POWER TRAIN 3
TRANSMISSION LAYOUT 7
DRIVE PATH 9
HYDRAULIC CIRCUIT & COMPONENTS 13
ELECTRONIC CONTROL 17
ELECTRICAL COMPONENTS 19
SHIFTING AND CALIBRATION PROCESS 21
ELECTRICAL CIRCUIT FOR 4 & 5 GEARS 22
TORQUE CONVERTER- DIFFERENTIAL LOCKUP 27
TORQUE CONVERTER LOCKUP 28

TORINO -Training center- (f. urso) 6-1

721F - 821F- 921F Tier4B
6 – TRANSMISSION

TRANSMISSION LAYOUT
3 5
2

3
2 6

3
1 5
2
5

Item Description

1 Engine

2 Transmission
4
3 Torque Converter

4 Transmission Cooler
721F
5 Rear Axle ZF4WG190
6 Front Axle

4 4

821F-921F ZF4WG210
821F

TORINO -Training center- (f. urso) 6-2

721F - 821F- 921F Tier4B
6 – TRANSMISSION

POWER TRAIN- ZF ERGO POWER TRANSMISSION

POWER TRAIN - Powershift Transmission: The 3 models (7-8-921F) can be equipped with a
4WG or 5WG ZF transmission. In the 5 SPEED POWERSHIFT configuration, with LOCKUP &
POWER INCH system.

721F-4WG190 8-921F-5WG210
side view rear view

Transmission ZF 721F 821F 921F

4 4 For/3 Rev proportional solenoid with TCM automatic/manual shift and 

Speed modulation. Gears with helical cut. Adjustable decluch by pressure switch
Make/Type ZF/4WG190 ZF/4WG210 ZF/4WG210

Gear Forw Rev Forw Rev Forw Rev

ratio 1st 3.745 3.551 3.754 3.551 4.152 3.937
2nd 2.184 2.071 2.184 2.071 2.184 2.071
3rd 1.072 1.017 1.072 1.017 1.072 1.017
4th 0.636 ‐ 0.636 ‐ 0.636 ‐

Torque converter 2.81:1 2.283:1 2.283:1

Stall ratio (4 speed)
5 5 For/3 Rev proportional solenoid with TCM automatic/manual shift and 
Speed modulation. Gears with helical cut. Adjustable decluch by pressure switch
w/lockup
Make/Type ZF/5WG190 ZF/5WG210 ZF/5WG210

Gear Forw Rev Forw Rev Forw Rev

ratio 1st 3.921 3.718 3.921 3.718 3.921 3.718
2nd 2.255 2.138 2.255 2.138 2.255 2.138
3rd 1.466 0.894 1.466 0.894 1.466 0.894
4th 0.942 ‐ 0.942 ‐ 0.942 ‐
5th 0.613 ‐ 0.613 ‐ 0.613 ‐
Torque converter 2.42:1 2.42:1 2.350:1
Stall ratio (5 speed)

TORINO -Training center- (f. urso) 6-3

 POWER TRAIN- ZF AXLES
721F - 821F- 921F Tier4B
POWER TRAIN – STANDARD Axles and Differential .
6 –3 models
The TRANSMISSION
7-8-921F, are equipped with ZF AXLES.
721F-821F - LSD different. STANDARD AXLES, front and rear
(72.5% of available axle torque to wheel with traction);
921F - OPEN differential STANDARD AXLES FRONT and REAR;

721F-Front LSD

Rear axle trunnion

7-8-921F rear axles
incorporate a greased center
pivot. (lubrication every 50 hr)

721F 821F 921F

axles front rear front rear front rear

model MT L3085‐II L3075‐II L3095‐II L3085‐II L3105‐II L3095‐II

Differential 3.364 3.182 4.11 4.11 4.11 4.11

Ratio
Planetary 6.000 6.400 6.00 6.00 6.00 6.00
Ratio
Final Axle 20.18 20.36 24.67 24.67 24.67 24.67
Ratio
Differential LSD‐Limited Slip  Diff., Front &Rear(up to 72.5% of  Open Open
(Standard) available axle torque to wheel with traction)
Differential Locking Open Locking Open Locking Open
(Optional) Differential Differential Differential
Planetary Outboard Outboard Outboard
Brake Area 0.387m2 0.387m2 0.465m2 0.387m2 0.542m2 0.465m2

Park. brake Spring applied Hydraulic released, disc on transmission output shaft

TORINO -Training center- (f. urso) 6-4

 POWER TRAIN- ZF AXLES
POWER TRAIN – OPTIONAL HD Axles and Differential .
721F - 821F- 921F Tier4B
The 3 models 7-8-921F, are equipped with ZF AXLES.
721F-821F - HD OPTIONAL AXLES Equipped with/whithout hydraulic Locking Differential (100% of available axle
6 – TRANSMISSION
torque to wheel in traction) FRONT and OPEN differential REAR;
921F – HD OPTIONAL AXLES Equipped with/without hydraulic Locking Differential (100% of available axle
torque to wheel in traction) FRONT and OPEN differential REAR;

Rear axle trunnion

7-8-921F rear axles incorporate
a greased center pivot.
(lubrication every 50 hr)

Broze brake discs

721F - Heavy duty axle option
821F - All axles
921F - All axle

721F 821F 921F

axles front rear front rear front rear

model MT L3085‐II L3085‐II L3095‐II L3095‐II L3105‐II L3095‐II

Differential 3.364 3.182 4.11 4.11 4.11 4.11

Ratio
Planetary 6.000 6.400 6.00 6.00 6.00 6.00
Ratio
Final Axle 20.18 20.36 24.67 24.67 24.67 24.67
Ratio
Differential LSD‐Limited Slip  Diff., Front &Rear(up to 72.5% of  Open Open
(Standard) available axle torque to wheel with traction)
Differential Locking Open Locking Open Locking Open
(Optional) Differential Differential Differential

TORINO -Training center- (f. urso) 6-5

721F - 821F- 921F Tier4B
6 – TRANSMISSION

HYDRAULIC DIFFERENTIAL LOCK - OPTION

It is integrated into the drive line management and
provides high traction with both wheel axles locked
together.

Acts as an open differential until actuated The automatic

activation of the differential lock (panel switch selected by
the operator) is based on transmission output speed,
output torque level, and output speed & torque gradient.

The automatic activation combines the advantages of

open differential and looking differential:
- Lower frictional losses in the differential with no internal
wind up.
- Decrease in fuel consumption.
- Decrease tire wear
- Integrated into driveline management

Manual activation possible at all times by depressing

a floor mounted switch.

The actuation during power transfer is possible.

821F- Electro-solenoid+pressure
port of Differentilal lock

Automatic Differential
lock switch

*Uses oil from the transmission for operation. (Pressure

is set for 16-18 bar (232-261 psi )and is not variable)
The hydraylic and electrical shematic of the circuit will
be discussed later in this chapter,
Manual Differential
lock switch

TORINO -Training center- (f. urso) 6-6

721F - 821F- 921F Tier4B
6 – TRANSMISSION

TRANSMISSION LAYOUT

16 10 9 18

14
ECU
10

4 5
12 1

TCU

13

1. Transmission 4WG
2. Engine, intermediate, turbine speed sensors
3. Ground speed sensor
4. Filter restriction switch 721F-ZF4WG190
5. Proportional solenoid valve and temp. sender
6. AIC
7. Transmission shifter
8. Quick Down switch (not shown)
9. Declutch pressure switch (4 gear transmission)
10. Auto /manual mode switch
11. ICCO : Intelligent Clutch Cut Out done by a potentiometer on the brake pedal on 5 gear transmission
12. Electronic control module (EST37)
13. Power supply (fuse ECA -1 and fuse ECC -10)
14. CAN BUS for information transfert 3
15. FNR switch
16. FNR enable switch 19
17. Declutch pressure switch (on 4 gear transmission)
18. Front differential lock switch (option)
19. Torque converter outlet temperature sensor (AIC menu info 3, first line)

TORINO -Training center- (f. urso) 6-7

721F - 821F- 921F Tier4B
6 – TRANSMISSION
ZF- 5WG210 TRANSMISSION

16

11 8

17
821F-ZF5WG210

Torque converter
lock-up switch (5-speed only)

Description
1 Reverse clutch shaft 2 Implement hydraulic pump drive shaft
3 Forward clutch shaft 4 2nd clutch shaft
5 3rd clutch shaft 6 Front drive yoke
7 Rear drive yoke 8 Output shaft
9 Transmission pump 10 Input shaft
11 Torque converter 12 Engine speed sensor
13 4th clutch shaft 14 Converter inlet valve
15 1st clutch shaft 16 Transmission control valve
17 Transmission filter

DRIVE PATHS - 4 SPEED TRANSMISSION DRIVE PATHS - 5 SPEED TRANSMISSION

Gear engaged Activated clutches Gear engaged Activated clutches
1st gear FW K1 + KV 1st gear FW K1 + KV
2nd gear FW K2 + KV 2nd gear FW K2 + KV
3rd gear FW K3 + KV 3rd gear FW K2 + K4
4th gear FW K3 + K4 4th gear FW K3 + KV
5th gear FW K3 + K4
1st gear RV K1 + KR 1st gear RV K1 + KR
2nd gear RV K2 + KR 2nd gear RV K2 + KR
3rd gear RV K3 + KR 3rd gear RV K3 + KR

TORINO -Training center- (f. urso) 6-8

721F - 821F- 921F Tier4B
6 – TRANSMISSION
POWER FLOW 4WG-190-210 FORWARD/REVERSE SPEEDS- ZF TRANSMISSION

TORINO -Training center- (f. urso) 6-9

721F - 821F- 921F Tier4B
6 – TRANSMISSION

ZF- 4WG TRANSMISSION DRIVE PATH

FW 1st

TORINO -Training center- (f. urso) 6-10

721F - 821F- 921F Tier4B
6 – TRANSMISSION

ZF- 4WG TRANSMISSION DRIVE PATH

RV 1st

FW 2nd

TORINO -Training center- (f. urso) 6-11

721F - 821F- 921F Tier4B
6 – TRANSMISSION

ZF- 4WG TRANSMISSION DRIVE PATH

RV 2nd

FW 3rd

TORINO -Training center- (f. urso) 6-12

721F - 821F- 921F Tier4B
6 – TRANSMISSION

ZF-4WG TRANSMISSION DRIVE PATH

RV 3rd

FW 4th

TORINO -Training center- (f. urso) 6-13

721F - 821F- 921F Tier4B
6 – TRANSMISSION

HYDRAULIC CIRCUIT & COMPONENT

OIL TYPE AND SERVICE
The ZF/ 4WG190 -5WG190& ZF/ 4WG210-5WG210 transmissions receive AKCELA NEXPLORE- (10W – 30).
If the machine is new or the transmission has been replaced or rebuilt, change the oil and replace the filter after
the first 100 hours of operation. After that change the oil and the filter every 1500 hours.
A clutch calibration procedure must be carried out at the first 250h and every 1500h.
TRANSMISSION HYDRAULIC PUMP (1)
The transmission hydraulic pump is a gerotor type hydraulic pump. It is mounted to the stator housing and spins
with the input shaft pump wheel drive assembly. It is rated at 80 l/min (2000 RPM). These ratings are the minimum
acceptable flow ratings at low engine RPM’s. Flows below these ratings could cause the transmission to shift
rough, have poor modulation, and possibly fail to operate. The pump is rated high enough to supply enough oil to
operate the system even at lower idle engine speeds.
TRANSMISSION FILTER (2)
The transmission hydraulic filter is located on the rear outside cover of the transmission. It filters the oil down to a
rating of 10 micron. Oil and filter change interval is set at every 1500 hours of operation or yearly. If the machine
is new the first oil and filter change should occur after the first 100 hours of engine operation.
The transmission incorporates a filter bypass (F) that opens at 70 PSI of differential oil pressure. It is located in the
head of the filter base. The bypass will also function if the oil is cold.
TRANSMISSION CONTROL VALVE (14)
The transmission control valve directs the flow of oil into the appropriate clutches at the appropriate time to drive
the machine. The valve is located on the back cover of the transmission.
The transmission control valve consists of six solenoids and 12 spools used to control the flow of oil into the
required clutches to drive the transmission. The six large spools are control spools, directing the flow of oil into
each clutch pack. The six small spools are dampening spools, used to modulate the shifting of the main control
spools to allow for smooth shifting between gears.
The control valve also has two more spools located inside of the assembly. The largest spool in the control valve is
the Main Pressure Spool (system pressure valve). It sets the regulated pressure at 16 to 18 bar. Main regulated
pressure is used to lock up the clutch packs inside the transmission. The second smaller spool, is the Pressure
Reducing Valve. It reduces the main regulated pressure down to 9 bars . The pilot oil is used to shift the spools
inside the transmission control valve. There is no adjustment for either the main or pilot control spools. If it is not
within the specification limits the spools and springs must be replaced.

3 Main pressure valve (16 + 2bars)

4 Pressure reducing vale (9bars) 1
11 PWM solenoid valve housing
12 Harness connector
13 Cover
14 Trans.Control Valve assembly
16 Intermediary plate 14
D Dumper spool
G Control spool
Y Proportional Solenoid valve

14
TORINO -Training center- (f. urso) 6-14
 ERGOPOWER TRANSMISSION- HYDRAULIC CIRCUIT-1^Forw with Lock-Up

721F - 821F- 921F Tier4B

6 – TRANSMISSION

Lock-up solenoid

TORINO -Training center- (f. urso) 6-15

721F - 821F- 921F Tier4B
6 – TRANSMISSION

HYDRAULIC COMPONENTS CIRCUIT

1 Pump 2 Filter (without internal bypass)
3 Main relief valve 16-18 bars (230-260 psi) 4 Pressure reducing valve 9-11 bar (130 - 160 psi)
5 Converter inlet relief valve 9 bars (130 psi) 6 torque converter
7 Converter outlet back psi valve 3.5 bars (50 psi) 8 + 10 Cooler and thermal by pass
9 Transmission lubrication 15 Plug for output converter temperature
16 Plug for lubrication pressure test 51 Converter inlet pressure
52 Converter outlet pressure 53 Forward clutch psi 16-18 bars (230-260 psi)
55 Reverse clutch psi 16-18 bars (230-260 psi) 56 1st gear clutch psi 16-18 bars (230-260 psi)
57 2nd gear clutch psi 16-18 bars (230-260 psi) 58 3rd gear clutch psi 16-18 bars (230-260 psi)
60 4th gear clutch psi 16-18 bars (230-260 psi) 63 Converter outlet temperature (maxi 120°C)
65 Main pressure 16-18 bars (230-260 psi) G Clutch spool
Y1 4th gear proportional solenoid valve Y2 RV gear proportional solenoid valve
Y3 1st gear proportional solenoid valve Y4 3rd gear proportional solenoid valve
Y5 FW gear proportional solenoid valve Y6 2nd gear proportional solenoid valve

Torque Converter
Torque Converter Excess oil dumping over
the main pressure spool, is ported through
the transmission and goes on to supply the
torque converter with oil. There is a
Converter Relief valve (5) before the torque
converter, set at 9 bars (130 psi), to dump off
any excess oil to the reservoir. It is located in
the transmission housing back cover. Return
oil from the converter goes through a
Converter back pressure valve (7) set at 3.5
bars (50 psi). It is located in the housing that
bolts the converter to the transmission. The
purpose of this relief valve is to keep enough
backpressure on the converter to prevent
excess oil runoff. Both of these pressure
readings are the maximum pressure readings
that should ever be present before and after
the torque converter. Under normal operating
circumstances the torque converter pressure
after the torque converter should be within
1.4 to 2 bars (20 to 29 psi) of the pressure
reading before the torque converter.

Filter pressure switch and by-pass

The transmission includes a spool working as a
differential by-pass.

The spool operates a mechanical switch to inform

the EST37.

F By-pass spool
H Switch
J Filter inlet
K Filter outlet
L To main relief spool 16b
M From main relief outlet
P To torque converter

TORINO -Training center- (f. urso) 6-16

721F - 821F- 921F Tier4B
6 – TRANSMISSION
HYDRAULIC COMPONENTS CIRCUIT

Lock up Torque Converter

The Lock-up clutch connects the torque converter impeller
(engine input) with the turbine (trans input shaft) providing a 721F
direct connection between the engine & Transmission. The
Lock-up is automatically activated / deactivated by the Thermal by pass of the transmission cooler:
transmission controller. It is operator selectable on/off by A transmission cooler by pass valve is installed to maintain oil
way of a dash switch. The modulation pressure of the lock- temperature within optimal range.
up clutch is done by a proportional solenoid. it remains In cold weather operation it causes oil temperature to raise
locked up 2nd gear through 5th gear range. It provides quickly and be maintained above the lower recommended oil
faster acceleration and higher achievable vehicle speeds temperature range. This allows a good lubrication of the
clutches at the top of the transmission.(Forward and Reverse
SPECIFICATION AND TEST POINTS
clutches).
SPECIFICATIONS
Recommended oil: ACKELA NEXPLORE (10W-30)
Main Pressure 16 to 18 bars
Pilot pressure (no test point) 9 to 11 bars
Lub pressure 0 to 1.8 bar
Converter inlet pressure (maximum acceptable reading) 9 bars (be increased at 11bar)
Converter outlet pressure(maximum acceptable reading) 3.5 bars (be increased at 4.3 bar)
Difference between inlet and outlet in normal operating conditions 1.2 to 1.8 bar
Clutch lockup pressure 16 to 18 bars
Oil operating temperature 80 to 100 °C
Items test point Diam
65 Main pressure M10
53 KV FW M10
55 KR RV M10
56 K1 1st M10
57 K2 2nd M10
58 K3 3rd M10
60 K4 4th M10
51 Converter inlet M10
52 Converter outlet M14
69 Not installed
15 Cooler inlet 1- 5/16
16 Cooler outlet 1 5/16

TORINO -Training center- (f. urso) 6-17

721F - 821F- 921F Tier4B
6 – TRANSMISSION

GENERAL ELECTRIC INFORMATION

Transmission Transmission
Out put Transmission Kick down
shifter signals F/N/R enable
Speed sensor F/N/R switch button
switch

Engine speed Auto / Manual

sensor mode switch

Turbine speed Declutch switch

sensor

Intermediate TRANSMISSION Declutch brake

speed sensor ELECTRONIC switch
CONTROL
MODULE

EST37 Brake pedal

Filter restriction potentiometer
switch (5 speed)

Torque
Valve oil converter
temperature temperature

Differential Differential lock

lock switch switch

Differential lock CAN BUS

solenoid

Torque
Transmission ZF Diagnostic Ride control Backup alarm converter
PWM solenoid connector relay relaiy lockup
solenoid
The ZF transmissions incorporates a solid state Electronic Control Module (ECM). The ECM monitors system
functions and controls the shifting of the transmission. The diagram on this page is a system flow chart illustrating
inputs and outputs to and from the transmission ECM.

The transmission ECM works together with the information center AIC. The ECM uses the information center as a
communication mechanism to talk to the operator or service technician. The transmission ECM acts as the
computer and the AIC acts as a readout device. By monitoring the transmission oil temperature and varying the
current that is applied to the electrical shift solenoids the transmission ECM can time the rate at which the clutches
engage and release. This provides for the smooth shifting while having constant control over the clutch
engagement. As the transmission changes gears, there is reduced hesitation from one gear to the next. This is
noticeable when going up a hill or charging a pile. When the transmission shifts gears the machine does not rock
back because it does not have to wait for the clutches to be emptied and filled.

TORINO -Training center- (f. urso) 6-18

721F - 821F- 921F Tier4B
6 – TRANSMISSION

TRANSMISSION CONTROL MODULE

The transmission ECM is located under the right hand access door of the cab.
The transmission ECM carries out a variety of tasks in the overall system. These tasks include:
Determining which clutches should be engaged in the transmission
Establishing the clutch modulation pressures with time during transmission transitions
Protecting the engine and transmission turbine from overspeed conditions during downshifting.
Receiving signals from the shifter, the automatic/manual rocker switch, the downshift button, the parking brake control, the
declutch control and the CAN interface. It uses these to determine control under normal operating conditions.
Receiving speed information from the engine speed sensor, the turbine speed sensor, the intermediate clutch speed
sensor and the transmission output speed sensor. These sensors are checked to determine if normal sensor operation is
present. The data is also used to control modulation during shifting and determine appropriate shift patterns.
Determines if there are any system failures and determines appropriate alternative actions.
Provides various diagnostic messages to the information center.
Provides other communication to the information center to inform the operator of engine speed, wheel speed, gear shifter
selection and actual gear selection.
Provides a method to calibrate the transmission clutch control.
Sends electrical signal to energized the ride control relay.
Sends an electronic signal by CAN BUS for engine torque curve selection in AUTO mode.
Manages the «Intelligent Clutch Cut Out» on 5 speed transmission
Limiting the vehicle tractive effort to the minimum required to hold the vehicle and not to the maximum tractive available
Dynamically adjusting the clutch cut-off point depending on transmission output torque and brake pressure
Controlling the vehicle tractive effort via the brake pedal, independent of engine speed

The transmission ECM reads different RPM’s from four sensors. It reads RPM’s from an engine speed sensor; a turbine
speed sensor, a transmission intermediate shaft speed sensor and an output shaft speed sensor. With this information, the
transmission ECM can accurately shift the transmission and determine if any clutches are slipping. The shifting is based on
the amount of load that is placed on the machine. If one of the sensors fails the transmission will operate in a degraded
mode. The shifting will be based on predetermined time intervals that are programmed into the transmission ECM. The
operator will complain of rough shifting characteristics. A fault code will also be logged by the ECM.
The transmission ECM has the capability to find the optimal adjustment of the clutch filling parameters for each individual
transmission. This gives each transmission ECM the ability to individually adjust the optimum fill time for the individual
transmission in the machine. Clutch filling parameter calibration is done to each machine at the plant. This should also be done
at 250 hrs. and every 1000 hrs. after. This procedure takes around 4 minutes to complete. To perform this procedure see the
information center section of this training manual.
The transmission ECM also reviews voltage from the shifter and the transmission solenoids to determine if there are any short
circuits or open circuits in the system.
If the transmission ECM detects a problem in the transmission system, it will generate a service code in the information center
and enter one of three modes. These modes consist of; Clutch Modulation Substitute Mode, Limp-Home Mode and
Transmission/ Transmission ECM Shutdown Mode.

Clutch Modulation Substitute Mode - In the clutch modulation substitute mode, the transmission clutch modulation is time
dependent rather than load dependent. If the output speed sensor is working and the transmission is in gear, the shifts points
in automatic mode will be speed dependent but the modulation will be a predetermined amount of time. If the output speed
sensor is not working and the transmission is in gear, the shift points will still be load dependent but the modulation will be a
predetermined amount time. If the transmission is shifted from neutral into a direction in the clutch modulation substitute mode
in automatic, the transmission will shift into 4th gear and shift down until it gets the correct output speed from the turbine. The
transmission will go into the clutch modulation substitute mode if any of the four speed sensors fail.
Limp-Home Mode - In the limp-home mode, the transmission will go into second gear forward or reverse no matter which
speed is selected. If second gear is not obtainable, the transmission ECM selects a series of prioritized gears until an operable
gear is found. The transmission will go into the limp-home mode if there is a fault on one clutch, a fault on one clutch valve or a
fault on more than more than speed sensor.
Transmission / Transmission ECM Shutdown Mode - In the transmission / transmission ECM shutdown mode, the
transmission ECM has detected a severe failure that disables control of the transmission or system. The transmission ECM will
shut off all solenoid valves and the power supply. The transmission shifts to neutral and stays in neutral. The transmission will
go into the shutdown mode if there is a fault on more that one clutch, a fault on solenoid power supply, or invalid voltage.
System voltage to the transmission solenoids is cut off by the transmission ECM in this mode.

TORINO -Training center- (f. urso) 6-19

721F - 821F- 921F Tier4B
6 – TRANSMISSION

ELECTRICAL COMPONENTS
DECLUTCH BRAKE PRESSURE SWITCH
The Adjustable pressure switch (38) sent a 0V signal
to the terminal 66 of the TCEM to disengage the
transmission in 1st, 2nd and 3rd gears.
1 turn of the knob = 4 bars

SPEED SENSORS
The engine speed sensor (26) is screwed into the
front housing for the torque converter pump wheel on
the transmission. It sends an input signal into the
transmission controller so that it can monitor the 38
current engine RPM’s to determine the load on the
engine for shift points. This information is then relayed
to the information center where engine RPM’s are 721F 821F
displayed on the instrument cluster.

The turbine speed sensor (28) is located on

the upper right side of the transmission and is the front
sensor. It is used to assist the engine speed sensor in
determining the load going into the transmission and
to help determine the appropriate shift points.

The intermediate speed sensor (27) is

located on the upper right side of the transmission and
is the rear sensor. It is used to determine differential
gear speed in the transmission and to check for clutch
slippage in the transmission.

The resistance of these three speed sensors should

be 945 to 1155 OHMS at 20 degrees Celsius

The output speed sensor (25) is located on

the back of the transmission right behind the oil filter. It
is used to monitor the transmission output shaft speed
to help determine the load on the transmission and
assist in determining the appropriate shift points. This
information is then relayed to the information center
where the machine MPH/KPM are displayed on the
instrument cluster. The transmission out put sensor
was designed to read Hz with a 24 volt supply the
sensor would read 2hz to 5 KHz depending on the
transmission out put speed.

TORINO -Training center- (f. urso) 6-20

721F - 821F-COMPONENTS
ELECTRICAL 921F Tier4B
6 – TRANSMISSION

ELECTRICAL
ELECTRICAL COMPONENTS
COMPONENTS

Torque Converter Temperature Sensor (30)

The torque converter temperature sensor (30) is located in the cast housing
that fastens the torque converter to the transmission. It is used to monitor the
oil temperature coming out of the converter, because this is the hottest oil
generated by the transmission.
By monitoring this oil temperature the transmission TECM can light a warning
light in the instrument cluster and warn the operator of possible malfunctions
and prevent damage from occurring to the torque converter and transmission.
If the transmission oil temperature indicator light turns on the operator should
immediately shift the transmission into neutral and rev the engine up to 1500
RPM’s until the warning light goes out.
Resistance 800 to 1500 Ohms

Oil Temperature Sensor (1)

The transmission has a cold start protection system.
When the transmission sump temperature is below -10° C (14° F), the
transmission TECM will keep the transmission in neutral. When the
transmission sump temperature warms up to -10° C (14° F), the machine will 30
operate in all gears.
Once the transmission temperature has been above -10° C (14° F), it will not
go back to a lower mode if the temperature decreases. The oil temperature
sensor is located in the transmission control valve.
Resistance 1000 to 1500 Ohms

Filter Restriction Switch (29)

The ZF transmission hydraulic system has a filter restriction switch, located 1
behind the head of the filter base, to notify the operator if the transmission
filter needs to be changed.

Transmission Solenoids PWM. (2)

There are six transmission solenoids screwed into the transmission control
valve, located on the rear of the transmission.
They are used to direct the flow of oil to the designated clutch packs as the
gears are shifted. The solenoids are always supplied with 24 volts of power.
The transmission controller varies the amount of current going to the 2
solenoids to shift the spools inside the solenoids and redirect the flow of oil
into or out of the clutch packs.
The current that is applied to the solenoids varies from 100 mA to 500 mA;
100 mA when fully disengaged and
500 mA when fully engaged.
If the transmission TECM detects a problem it will operate in one of the
degraded modes of operation, discussed in detail in the transmission TECM
troubleshooting section of this manual. If a major problem is detect which
causes the transmission to go into Shutdown Mode and system voltage to the
transmission solenoids is cut off by the transmission TECM.
Resistance 17 to 21 Ohms 29
21
converter lockup solenoid - 5 SPEED ONLY (21)
On machine equipped with torque converter lockup.
The solenoid is installed on the cover of the transmission valve
Resistance: unknown

TORINO -Training center- (f. urso) 6-21

721F - 821F- 921F
PROPORTIONAL Tier4B
VALVE
6 – TRANSMISSION

ELECTRICAL-Proportional Solenoid –PWM- valve

SHIFT MANAGEMENT DOWN-SHIFT

TORINO -Training center- (f. urso) 6-22

721F - 821F- 921F Tier4B
6 – TRANSMISSION

SHIFT MANAGEMENT UP - SHIFT

Clutch calibration via EST

CLUTCH CALIBRATION FILL

K2

TORINO -Training center- (f. urso) 6-23

721F - 821F- 921F Tier4B
6 – TRANSMISSION

TRANSMISSION ELECTRICAL CIRCUIT

CAB SIDE TRANSMISSION CONTROLS (4 speed transmission)

Codes 4292 4293 4294 are for a faulty circuit of the indicator (lamp)
located inside the FNR enable switch

FUSE-ECC-10-
TRANS.TCU

TRANS. TCU-10 Amp

7,5 Amp
ECA-1

TORINO -Training center- (f. urso) 6-24

721F - 821F- 921F Tier4B
6 – TRANSMISSION

TRANSMISSION ELECTRICAL CIRCUIT

MACHINE SIDE TRANSMISSION CONTROLS (4 speed transmission)

ECA-1
TRANS.TCU
7.5 Amp

TORINO -Training center- (f. urso) 6-25

721F - 821F- 921F Tier4B
6 – TRANSMISSION

TRANSMISSION ELECTRICAL CIRCUIT

CAB SIDE TRANSMISSION CONTROLS (5 speed transmission + front differential lock)

Codes 4292 4293 4294 are for a faulty circuit of the indicator (lamp)
located inside the FNR enable switch

TRANS. TCU-10 Amp

TRANS.TCU

FUSE-ECC-10-
7,5 Amp
ECA-1

TORINO -Training center- (f. urso) 6-26

721F - 821F- 921F Tier4B
6 – TRANSMISSION

TRANSMISSION ELECTRICAL CIRCUIT

CAB SIDE TRANSMISSION CONTROLS (5 speed transmission + front differential lock)

ECA-1
TRANS.TCU
7,5 Amp

Turbine
speed
sensor

TORINO -Training center- (f. urso) 6-27

721F - 821F- 921F Tier4B
6 – TRANSMISSION

FRONT AXLE DIFFERENTIAL LOCK (Optional)

Hydraulic actuated Locking Front Differential lock up (HD axle)

Acts as an open differential until actuated. It can be actuated manually (foot switch) or automatically by the
transmission controller (TECM). Automatic activation of diff lock is operator selectable by way of a dash
panel switch. Once the auto system is activated by the switch, the TECM monitors the driveshaft speed and
torque gradient and when a spinning wheel is detected, the diff lock solenoid will be activated. Actuation
pressure is 16 + 4 bar (230 to 290 psi approximately) and it is located on the side of the transmission.

Automatic Differential
lock switch

In maunal mode, activation is allowed up to 12 kph (7.46 mph) and occurs once the operator presses on the
push button switch. The diff lock is only engaged as long as the button is pressed. It will release imediately
when the button is not pressed anymore. Manual mode is only recommended when driving straight as diff
lock actuation could influence the steering driveablility.

Manual Differential
lock switch

TORINO -Training center- (f. urso) 6-28

721F - 821F- 921F Tier4B
6 – TRANSMISSION

TORQUE CONVERTER LOCKUP (5 GEARS TRANSMISSION)

TORQUE CONVERTER LOCKUP (5 gear transmission)
How it Works:
The lock-up clutch connects the torque converter pump (input) with the turbine (output) providing a
direct connection between the engine and the transmission.
The lock-up is automatically activated / deactivated by the transmission controller.
It is operator selectable on/off.
The modulation pressure of the lock-up clutch is done by a proportional solenoid.
It remains locked up in 2nd gear up through the 5th gear range.
It provides faster vehicle acceleration and higher achievable vehicle speeds

1=WK (LOCK-UP) Lock-up Prop. solenoid

2=TURBINE WHEEL
3=STATOR
4=PUMP WHEEL

Torque
CONVETER WITH LOCKUP converter
lock-up switch
(5-speed only)

POWERINCH (Intelligent Clutch Cut Out)

How it Works:
POWERINCH is an advanced driveline management feature to improve truck loading and tight corner
operation.

Limits the vehicle tractive effort to the minimum required to hold the vehicle and not to the
maximum tractive available effort.
Dynamically adjusts the clutch cut-off point depending on transmission output torque and
brake pressure.
Enables controlling the vehicle tractive effort via the brake pedal, independent of engine
speed.
The clutch will release variably while stepping on the brake pedal lightly.
- Stepping on the pedal firmly puts the transmission in declutch (same as a regular
declutch operation)

TORINO -Training center- (f. urso) 6-29